MAN Marine Diesel Instruction Book PDF

Ed. 02H, 94.
30
Hxxxx
Instruction book for :
MAN B &W Diesel Identification No. for Instruction Book.
Identification No for Description: 000. 00

Function
Section No
Identification No for Working 000 - 00. 00

Card:
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
This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made
available to any third party without the written to this effect from STX. Corporation.
HEAD OFFICE DIESEL ENGINE SALES AFTER SERVICE (A/S) PART SALES
641-315 641-315 641-050 641-315

80,Seongsan-Dong 80. Seongsan-Dong 452-7. Nae-Dong 80, Seongsan-Dong
Changwon, Kyungnam Changwon,Kyungnam Changwon.Kyungnam Changwon.Kyungnam
Korea(ROK) Korea(ROK) Korea(ROK) Korea(ROK)
Tell:82-55-280-0114 Tell:82-55-280-0540 Tell:82-55-280-0600 Tell:82-55-280-550~558

Fax:82-55-285-2030 Fax:82-55-285-0539 Fax:82-55-285-0687 Fax:82-55-282-1388
www.stx.co.kr www.stx.co.kr www.stx.co.kr www.stx.co.kr

www.enginem.com
96.03/MB
Index
Page 1 (1) Engine Data 500
L23/30H
Description
Main Data for GenSets ............................................................................................................... 500.00

Introduction ...................................................................................................................... 500.01 (01H)
Safety ............................................................................................................................... 500.02 (01H)
Cross Section ................................................................................................................... 500.05 (01H)
Key for Engine Designation ............................................................................................. 500.10 (01H)
Designation of Cylinders .................................................................................................. 500.11 (01H)
Engine Rotation Clockwise .............................................................................................. 500.12 (01H)
Code identification for Instruments .................................................................................. 500.20 (01H)
Introduction to Planned Maintenance Program .................................................................500.24 (01H)
Planned Maintenance Program ....................................................................................... 500.25 (01H)
Planned Maintenance Program ....................................................................................... 500.25 (01H)
Operating Data and Set Points ........................................................................................ 200.30 (01H)
Data for Pressure and Tolerance ..................................................................................... 500.35 (01H)
Data for Torque Moment .................................................................................................. 500.40 (01H)
Data for Torque Moment .................................................................................................. 500.40 (01H)
Declaration of Weight ....................................................................................................... 500.45 (01H)
Ordering of Spare Parts ................................................................................................... 500.50 (01H)
Service Letters ................................................................................................................. 500.55 (01H)
Conversion Table ............................................................................................................. 500.60 (01H)
Basic Symbols for Piping ................................................................................................. 500.65 (01H)
08028-0D/H5250/94.08.12
96.38-ES0U
Description
Page 1 (1) Main Data for GenSets 500.00
Main Data for Engine Type ...................................................... L23/30H

...................................
Engine Nos ............................................ x
...................................
.............................................................. ...................................
Number of cylinders .............................. x
...................................
Cycle ..................................................... 4 stroke
...................................
Cylinder bore ......................................... 225 mm
...................................
Stroke .................................................... 300 mm
...................................
Engine speed ........................................ x
...................................
Engine output (on flywheel) ................... x
...................................
Compression ratio ................................. x
...................................
Max. combustion pressure .................... x
...................................
Firing order ............................................ x
...................................
Rotation ................................................. x
...................................
Main Data for Alternator Make ..................................................... x

...................................
Type ...................................................... x
...................................
Serial No for engine No x ...................... ...................................
Serial No for engine No x ...................... ...................................
Serial No for engine No ......................... ...................................
Capacity ................................................ x
...................................
Rating .................................................... x
...................................
Voltage .................................................. x
...................................
Frequency ............................................. x
...................................
Power factor .......................................... x
...................................
Main Data for Turbocharger Make ..................................................... stx-MAN.B&W

...................................
Type ...................................................... x
...................................
Serial No for engine No x ...................... x
...................................
...................................
08028-0D/H5250/94.08.12
Main Data for Governor Make ..................................................... Woodward

...................................
Type ...................................................... x
...................................
...................................
...................................
96.02
Description
Introduction 500.01
Page 1 (1)
Edition 01H
L23/30H
Description
This instruction book serves the purpose of providing Reliability and operation economy of the plant will to
general information for operation and maintenance, a great extent depend on correct operation and
to describe the design and to be used for reference proper maintenance.
when ordering spare parts.
Therefore, it is essential that the engine room per-
sonnel, in addition to basic knowledge of diesel
engine machinery installations, is fully acquainted
with the contents of the instructions.
The book is a basic instruction manual for the

particular engine supplied with plant-adapted infor-
Section 505-519 mation such as principle media-system drawings,
electric wiring diagrams and test bed reports.
Spare parts plates
The first five sections (500-504) of the book serve as

a guide to engine operation, and the next fifteen
Working card
sections (505-519) contain technical descriptions,
spare parts illustrations with pertaining parts lists as
well as working cards.
Description
The last section (520) comprises tools.
The engine is divided into a number of main compo-

nents/assemblies, each of which is described in a
section of this book (section 505-519).
Each of these sections starts with technical de-

scriptions of the systems/components, followed by
Fig. 1. Structuring of instruction book.
working cards. Later, the spare parts illustration
plates and parts lists are to be found.
08028-0D/H5250/94.08.12
96.02 - ES0S-G
Description
Safety 500.02
Page 1 (2)
Edition 01H
L23/30H
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be
constitutes the crucial point in obtaining optimum placed well strapped near the area of application and
safety in the engine room. The general measures accessible by crane. The spare parts should be well-
mentioned here should, therefore, be a natural rou- preserved against corrosion and protected against
tine to the entire engine room staff. mechanical damage. The stock should be checked
at intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room when the ship is in port, the ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, skylights, able working light in explosion-proof fittings should
and doors in the engine room should be closed. be obtainable everywhere.
In particular, welding or work which causes spread-

ing of grit and chips must be avoided near the engine, Freezing
unless this is closed or covered, and the turbochar-
ger 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 The opening of cocks may cause discharge of hot

liquids or gases. The dismantling of parts may cause
If the crankcase is opened before the engine is cold, springs to be released.
welding and the use of naked light will involve the risk
of explosions and fire. The same applies to inspec- The removal of fuel valves (or other valves in the
tion of oil tanks and the space below the cooler. cylinder head) may cause oil to run down to the
Attention should furthermore be drawn to the danger piston crown, and if the piston is hot, an explosion
of fire when using paint and solvents with a low flash may then blow out the valve.
point. Porous insulating material drenched with oil
from leakages is easily inflammable and should be When testing fuel valves with the hand pump do not
renewed. See also: "Ignition in crankcase" in section touch the spray holes, as the jet may pierce the skin.
503. Think out beforehand which way the liquids, gases or
flames will move, and keep clear.
08028-0D/H5250/94.08.12
Order
Crankcase Work
Hand tools should be placed easily accessible on
tool boards. Special tools should be fastened to tool Check beforehand that the starting air supply to the
panels (if supplied) in the engine room close to the engine is shut off.
area of application. No major objects must be left
unfastened, and the floor and passages should be
kept clear.
96.02 - ES0U-G
500.02 Safety Description
Edition 01H Page 2 (2)
L23/30H
Feeling over Turning with Air
Whenever repairs or alterations have been made to After prolonged out-of-service periods or overhaul
the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of
until ensured that there is no undue heating, oil-mist liquid in the combustion spaces, turning with open
formation, blow-by, or failure of cooling water or indicator cocks should always be effected, through
lubricating oil systems. at least two complete revolutions.
Feel-over Sequence Check and Maintain
Feel-over after 5-15 and 30 minutes' idle running and Lubricating oil condition, filter elements and
finally when the engine is running at full load. See measuring equipment.
also "Starting-up sequence" in the section 502.
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description
Cross Section 500.05
Page 1 (1) Edition 01H
L23/30H
08028-0D/H5250/94.08.12
91.34-ES1S
Description 500.10
Page 1 (1) Key for Engine Designation Edition 01H
L23/30H
Engine Type Identification
The engine types of the MAN B&W Holeby programme are identified by the following figures:
6 L 23/30 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
23/30 : 225/300
28/32 : 280/320
Design Variant
Rating
MCR : Maximum continuous rating

08028-0D/H5250/94.08.12
ECR : Economy continuous rating
90.38 - ES1U-G
Description 500.11
Page 1 (1) Designation of Cylinders Edition 01H
L23/30H
Front End Flywheel End
Exhaust Side / Right Side
Control Side / Camshaft Side / Left Side

08028-0D/H5250/94.08.12
89.17 - ES1S-L
Description 500.12
Page 1 (1) Engine Rotation Clockwise Edition 01H
L23/30H
Normal direction "clockwise" of diesel engine seen from flywheel end
Engine
08028-0D/H5250/94.08.12
Alternator
91.49 - ES1S-G
Description
Code Identification for Instruments 500.20
L23/30H
Symbol explanation:
Measuring device
TI
Local reading
40
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 *
* 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 H High
08028-0D/H5250/94.08.12
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
96.02 - ES1U-G
500.20 Code Identification for Instruments Description
L23/30H
Standard Text for Instruments
Diesel engine/Alternator
LT Water System
01 inlet to air cooler 05 outlet from alternator

02 outlet from air cooler 06 outlet from fresh water cooler (SW)
03 outlet from lub. oil cooler 07 inlet to lub. oil cooler
04 inlet to alternator 08 inlet to fresh water cooler (SW)
09
HT Water System
10 inlet to engine 14B FW outlet air cooler

10A FW inlet to engine 15 outlet HT system
11 outlet each cylinder 16 outlet turbocharger
12 outlet from engine 17 outlet fresh water cooler
13 inlet to HT pump 18 inlet fresh water cooler
14 inlet HT air cooler 19A inlet prechamber
14A FW inlet air cooler 19B outlet prechamber
Lubricating Oil System
20 inlet to cooler 25 prelubricating

21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides
22 outlet from filter / inlet to engine 27 intermediate bearing / alternator bearing
23 inlet to turbocharger 28 level in base frame
24 sealing oil - inlet engine 29 main bearings
Charging Air System
30 inlet to cooler 35 surplus air inlet

31 outlet from cooler 36 inlet to turbocharger
32 jet assist system 37 charge air from mixer
33 outlet from TC filter / inlet to TC compressor 38
34 39
08028-0D/H5250/94.08.12
Fuel Oil System
40 inlet to engine 45 fuel-rack position

41 outlet from engine 46 inlet prechamber
42 leakage 47
43 inlet to filter 48
44 outlet sealing oil pump 49
96.02 - ES1U-G
Description
Code Identification for Instruments 500.20
L23/30H
Cooling Oil System
50 inlet to fuel valves 55

51 outlet from fuel valves 56
52 57
53 58
54 59
Exhaust Gas System
60 outlet cylinder 65
61 outlet turbocharger 66
62 inlet turbocharger 67
63 68
64 69
Compressed Air System
70 inlet to engine 75 microswitch for turning gear

71 inlet to stop cylinder 76 inlet turning gear
72 inlet to balance arm unit 77 waste gate pressure
73 control air 78 inlet to sealing oil system
74 inlet to reduction valve 79
Load Speed
80 85 microswitch for overload

81 overspeed 86
82 87
83 88 index - fuel pump
84 89 turbocharger speed
90 engine speed
Miscellaneous
91 natural gas - inlet to engine 95 voltage

92 oil mist detector 96 switch for operating location
08028-0D/H5250/94.08.12
93 knocking sensor 97
94 cylinder lubricating 98
99
96.02 - ES1U-G
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (1)
Edition 02H
L23/30H
General 4. Related procedures - indicates other works,

depending on this work - or works which would be
The overhaul intervals are based on operation on a expedient to carry out.
specified fuel oil quality at normal service output,
which means 70-100% of MCR. 5. Indicates x number of men in x number of hours
for accomplishing the work.
In the long run, it is not possible to obtain a secure and
optimal economical running without an effective main- The stated consumption of hours is only intended as
tenance system. a guide.
With the structure and amount of information in the Experience with the specific station/crew may lead to
maintenance programme, it can be integrated in the a bringing up-to-date.
entire ship's/power station's maintenance system or
it can be used separately. 6. Refers to data, which are required for carrying
out the work.
The crux of the maintenance system is the key
diagram, see page 500.25, indicating the inspection 7. Special tools, which must be used. Please note
intervals for the components/systems, so that the that not all tools are standard equipment.
crew can make the necessary overhauls, based on
the engines' condition and/or the time criteria. 8. Various requisite hand tools.
The stated recommended intervals are only for 9. Indicates the components/parts, which it is
guidance as different service conditions, the quality advisible to replace during the maintenance work.
of the fuel oil and the lubricating oil, treatment of the Please note, that this is a condition for the intervals
cooling water, etc, will decisively influence the actual stated.
service results and thus the intervals between
necessary overhauls.
Experience with the specific plant/crew is to be used

for adjustment of time between overhaul. Further it is
to be used for adjusting the timetable stated for
guidance in the working cards.
1
7
Working Cards
2
Each of the working cards can be divided into two: a
front page and one or several pages, describing and
illustrating the maintenance work. 3
8
The front page indicates the following:
08028-0D/H5250/94.08.12
1. Safety regulations, which MUST be carried out

before the maintenance work can start.
5
9
2. A brief description of the work.
6
3. Reference to work, which must be carried out,

if any, before the maintenance work can start.
Fig 1. Guidance instruction for working cards.
96.02 - ES0S-G
Description
Planned Maintenance Programme 500.25
L23/30H
720/750 RPM
Time Between Overhaul
overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Check new/
Monthly
Card
200
16000
32000
8000
Weekly
50
2000
after hours
n
Daily
= Check the condition
No
Operating of Engine:
Readings of data for engine and alternator with refe-

rence to "Engine Performance Data", section 502.01 ...... n 502-01.00
Cylinder Head:
Inlet and exhaust valve - overhaul and regrinding of

spindle and valve seat .................................................... l 505-01.10
Inspection of inlet, exhaust valves and valve guide ........ n 505-01.05
Check of valve rotators' rotation during engine rotation .... n 505-01.05
Sleeve for fuel injector .................................................... n 505-01.30
Safety valve - overhaul and adjustment of opening
pressure .......................................................................... n 505-01.25
Indicator valve ................................................................ n n 505-01.26
Cylinder head cooling water space - inspection ............... n 505-01.45

Cylinder head nut - retightening ....................................... 200 505-01.40
Piston, Connecting Rod and Cylinder Liner:
Inspection of piston ......................................................... n 506-01.10

Piston ring and scraper 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
Connecting rod - retightening ........................................... 200 n 506-01.25

l
08028-0D/H5250/94.08.12
Cylinder liner - cleaning, honing and measuring ............... 506-01.35

Cylinder liner removed - check the water space and
wear ring in frame ........................................................... n 506-01.40
Camshaft and Camshaft Drive:
Camshaft - Inspection of gear wheels, bolts, 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
96.02 - ES0U
500.25 Planned Maintenance Programme Description
L23/30H
720/750 RPM
overhauled parts
Working
Observations
Description
3rd month
Check new/
Monthly
Card
50
2000
8000
200
32000
16000
Weekly
after hours
n
Daily
No
Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps:
Roller guide for valve gear ............................................... n 508-01.00

Valve gear - valve bridge, spring, push rod, etc .............. n 508-01.10
Roller guide for fuel injection pump.................................. n 508-01.05
Roller guide housing ........................................................ n 508-01.10

Inlet and exhaust valve - check and adjustment of valve
clearance ........................................................................ n 508-01.10
Lubricating of operating gear - check ............................... n 508-01.00

508-01.05
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment ......................... n 509-01.00
Lambda controller - adjustment ....................................... n 509-10.00
Governor - check oil level, see governor instruction

book, section 509 ........................................................... n
Crankshaft and Main Bearing:
Checking of main bearings alignment, (autolog) .............. n 510-01.00

Inspection af main bearing .............................................. n 510-01.05
Inspection of guide bearing ............................................. n 510-01.10
Vibration damper - check the condition ........................... n 510-04.00

08028-0D/H5250/94.08.12
Lubricating of gear wheel for lub. oil pump and cooling

water pump etc. .............................................................. n
Counterweight - retightening, see page 500.40 ................ 200 n
Main- and guide bearing cap - retightening ...................... 200 n 510-01.05

510-01.10
96.02 - ES0U
Description
Planned Maintenance Programme 500.25
L23/30H
720/750 RPM
overhauled parts
Working
Observations
Description
3rd month
Check new/
50
2000
8000
Card
200
32000
16000
Weekly
Monthly
after hours
n
Daily
No
Engine Frame and Baseframe:
Holdingdown bolts - retightening, see page 500.40 .......... 200 n

Bolts between engine frame and base frame -
retightening, see page 500.40 ......................................... 200 n
For flexible mounted engines - check anti-vibration

mountings ....................................................................... 200 n 519-03.00
Safety cover - function test ............................................. n 511-01.00
Turbocharger System:
Wet cleaning of turbine side ............................................ l 512-15.00

Water washing of compressor side .................................. l 512-05.00
Cleaning of air filter - compressor side (see turbo-

charger instruction book) .................................................
Turbocharger complete - dismantling, cleaning, inspec-
tion etc. (see turbocharger instruction book) ....................
Charging air cooler - cleaning and inspection ................... n 512-01.00
Charging air cooler housing - draining .............................. l

Exhaust pipe - compensator ........................................... n
Compressed Air System:
Air starter motor - dismantling and inspection ................. n 513-01.30

Function test - main starting valve, starting valve, main
valves and emergency start valve ................................... n 513-01.40
08028-0D/H5250/94.08.12
Dirt separator - dismantling and cleaning ......................... l

Muffler - dismantling and cleaning ................................... l
Compressed air system - draining ................................... l 513-01.90

Compressed air system - check of the system ............... n 513-01.90
96.02 - ES0U
500.25 Planned Maintenance Programme Description
L23/30H
720/750 RPM
overhauled parts
Working
Observations
Description
3rd month
Check new/
Card
Monthly
50
2000
8000
200
32000
16000
Weekly
after hours
n
Daily
No
Fuel Oil System and Injection Equipment:
Fuel oil filter - dismantling and cleaning ........................... l 514-01.15

Fuel oil feed pump .......................................................... l 514-10.00
Fuel oil injection pump - dismantling and cleaning ........... l 514-01.05
Fuel injection valve - adjustment of opening pressure ..... 200 n 514-01.10

Fuel oil high-pressure pipe - dismantling and check ........ n 514-01.05
Adjustment of the maximum combustion pressure .......... l 514-05.01
Fuel oil system - check the system ................................ n 514-01.90
Fuel oil - oil samples after every bunkering, see sec.504
Lubricating Oil System:
Lubricating oil pump - engine-driven ................................ n 515-01.00

Lubricating oil filter - cleaning and exhange ..................... l 515-01.10
Lubricating oil cooler ....................................................... l 515-06.00
Prelubricating pump - el. driven ....................................... n 515-01.05

Thermostatic valve ......................................................... n 515-01.20
Centrifugal filter - cleaning and exhange of paper ............ l 515-15.00
Hand pump ..................................................................... l 515-10.00

Lubricating oil - oil samples, see section 504 .................. n
Lubricating oil system - check the system ...................... n 515-01.90
Cooling Water System:

08028-0D/H5250/94.08.12
Cooling water pump - engine-driven (sea water and

fresh water) ..................................................................... n 516-04.00
Thermostatic valve ......................................................... n 516-04.00
Cooling water system - check the system ....................... n 516-01.90
Cooling water system - water samples, see sec. 504 ...... n n
96.02 - ES0U
Description
Operation Data & Set Points 500.30
Normal Value at Full load Alarm Set point Autostop of engine
Lubricating Oil
System
TI 20 60-70 C TAH 20 90 C
Temp. before cooler SAE 30 TI 20 65-75 C TAH 20 100 C
(outlet engine) SAE 40
TI 22 45-60 C TAH 22 75 C TSH 22 85 C
Temp. after cooler SAE 30 TI 22 50-65 C TAH 22 85 C TSH 22 95 C
(inlet engine) SAE 40
PI 22 3-4 bar PAL 22 3 bar PSL 22 2.5 bar
Pressure after filter (inlet eng.)
Elevated pressure e.g. when PI 22 4-5 bar PAL 22 4 bar PSL 22 3.5 bar
centrifugal filter installed
PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar
Pressure drop across filter
PI 25 0.5-0.8 bar LAL 25 level switch
Prelubricating pressure PI 23 1.1-1.3 bar
Pressure inlet turbocharger
LAL 28/LAH low/high level
Lub. oil level in base frame 28
TE 29 75-85 C 95 C
Temp. main bearings TAH 29
Fuel Oil System

PI 40 2-3 bar 1.5 bar
Pressure after filter MDO PI 40 (A) PAL 40 4 bar
HFO PAL 40
leakage
Leaking oil LAH 42
Cooling Water System

PI 01 1-2.5 bar 0.4 bar + (B)
Press. LT-system, inlet engine PAL 01
PI 10 1-3.0 bar 0.4 bar + (B)
Press. HT-system, inlet engine PAL 10
TI 10 60-75 C
Temp. HT-system, inlet engine
TI 11 70-85 C
Temp. HT-system, outl. cyl.
units 90 C TSH 12 95 C
TAH 12
Temp. HT-system, outlet max. 10 C
engine
Temp. raise across cyl. units
TI 62 425-475 C 500 C
Exhaust Gas and Charge Air TAH 62
average 50 C
Exh. gas temp. before TC TDAH 60
TI 61 275-350 C* 500 C
Exh. gas temp. outlet cyl. TAH 61
TI 61 320-390 C**
Exh. gastemp. after TC
PI 31 2-2.5 bar
08028-0D/H5250/94.08.12
TI 31 35-55 C 65 C (C)
Ch. air press. after cooler TAH 31
Ch. air temp. after cooler
PI 70 7-9 bar 7 bar
Compressed Air System PAL 70
Press. inlet engine
SI 90 720 rpm 820 rpm SSH 81 820 rpm
Speed Control System SAH 81
SI 90 750 rpm 855 rpm SSH 81 855 rpm
Engine speed SAH 81
SI 90 900 rpm 1015 rpm SSH 81 1015 rpm
Engine speed SAH 81
Engine speed
Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm.
96.02 - ES1U
500.30 Operation Data & Set Points Description
L23/30H
Remarks to individual Parameters
A. Fuel Oil Pressure HFO-operation. B. Cooling Water Pressure, Alarm Set Points.
When operating on HFO, the system pressure must As the system pressure, in case of pump failure, will
be sufficient to depress any tendency to gasification depend on the height of the expansion tank above the
of the hot fuel. engine, the alarm set point has to be adjusted to 0.4
bar plus the static pressure.
The system pressure has to be adjusted according to
the fuel oil preheating temperature.
08028-0D/H5250/94.08.12
96.02 - ES1U
Description
Data for Pressure and Tolerance 500.35
L23/30H
Section Description mm. / bar
505 Maximum inner diameter, valve guide 14.25 mm.

Fer grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet vale and exhaust valve, "H" 1 5.0 mm.
Maximum height of spindle above cylinder head, "H" 2 83.3 mm
506 Piston and piston ring grooves (see working card 500-01.10)
Clearance in big-end bearing 0.15-0.20 mm
Clearance between conneeing rod bush and piston pin 0.15-0.20mm.
Maximum ovalness in big-end bore (without bearing) 0.08 mm.
New cylinder liner, inside diameter 225,000-5,046mm.
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm
507 Clearance between teeth on intermediate wheel 0.2-0.3 mm.
508 Valve olearance, Inlet valve (cold engine 15-55C) 0.50 mm.
Valve clearance, Exhaust vale (cold engine 15-55C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
509 Clearance between pick-up and impulse wheel

1 0.3mm
510 Deflection of crankchaft (autolog) (see working card 510-01.00)

Clearance between crankshaft and sealing ring, (upper and lower part)
Clearance in main bearing 0.30 0.40 mm.
0,2-0,3 mm
08028-0D/H5250/94.08.12
514 Maximum combustion pressure at full load

Maximum difference between oylinders before overhaul 130 bar
A change of the height of the thrust piece spacer ring of 0.10 mm. 6 bar
will change the maximum pressure by
1 turning of camshaft gear wheel changes max. pressure by approx 1 bar
Opening pressure of fuel valve 3 bar
320 bar
96.19-ES0U
Description
Data for Pressure and Tolerance 500.35
L23/30H
Section Description mm. / bar
505 Maximum inner diameter, valve guide 14.25 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 5.0 mm.
Maximum height of spindle above cylinder head, "H" 2 83.3 mm
506 Piston and piston ring grooves (see working card 506-01.10)
Clearance in big-end bearing 0.15-0.20 mm
Clearance between connecting rod bush and piston pin 0.15-0.20 mm.
Maximum ovalness in big-end bore (without bearing) 0.08 mm.
New cylinder liner, inside diameter 225,000-225,046 mm.
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm
507 Clearance between camshaft and camshaft bearing 0.11-0.20 mm

Maximum clearance between camshaft and camshaft bearing 0.35 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm.
508 Valve clearance, Inlet valve (cold engine 15 - 55C) 0.50 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
509 Clearance between pick-up and impulse wheel 1 0.3 mm
510 Deflection of crankchaft (autolog) (see working card 510-01.00)

Clearance between crankshaft and sealing ring, (upper and lower part) 0.30 - 0.40 mm.
Clearance in main bearing 0,2-0,3 mm
Clearance in guide bearing (axial) 0.15 - 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm
514 Maximum combustion pressure at full load 130 3 bar

Individual cylinders; admissible deviation from average 3 bar
For L23/30H 900 rpm version a pressure of 135 bar measured at the
indicator cock correspond to 130 bar in the combustion chamber
08028-0D/H5250/94.08.12
Opening pressure of fuel valve 320 bar
01.51 - ES0
Description
Data for Torque Moment 500.40
Page 1 (1) Edition 01S
L23/30H
720/750 rpm
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
505 Cylinder cover stud(in frame) Stud M 48 200 Copaslip

Nur for cylinder cover stud Nut M 45 750 Copaslip
Cooling jacket cylinder cover Screw 22 Copaslip
506 Connecting rod(see section 506)
507 Camshaft assembly Nut M12 50 Copaslip

Intermediate wheel shaft Nut M 20 x 1.5 250 Copaslip
Intermediate wheel gear Nut M12 40 Copaslip
Gear wheel on camshaft Screw M12 50 Unimoly
508 Housing for valve gear Screw M 12 60 Copaslip

Valve gear bracket rocker arm Nut M 16 150 Copaslip
510 Main bearing stud (in frame) Stud M 48 200 Copaslip

Nut for main bearing stud Nut M 45x3 750 Copaslip
Main bearing side screw Screw M 24 300 Copaslip
Counteweight on crankshaft Screw M 30X2 200 Copaslip
+ 60 turn
Vibrationdamper on crankshaft Nut M 27 400 Copaslip
Frame / baseframe Nut M 24 500 Copaslip
Flywheel mounting (fitted bolt) Nut M 20 x 1.5 200 Copaslip
Gear rim on flywheel Screw 34 Copaslip
Gear wheel on crankshaft Nut M 10 40 Copaslip
514 Fuel pump distribution piece Screw M8 25 - 30 Copaslip

Fuel pump top flange (barrel) Screw M 10 55 - 65 Copaslip
Fuel pump caviation plugs Plug M 20 x 1.5 100 - 120 Copaslip
Fuel primp mounting
(bottom flange) Screw M 16 150 Copaslip
Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120 Copaslip

ruel valve mounting Nut M 16 40 Copaslip
Fuel vale (cap nut) Nut 70 Copaslip
Fuel vale adjusting (lock nut) Nut 100 Copaslip
High pressure pipe Nut M 18 X 1.5 40 Copaslip
08028-0D/H5250/94.08.12
515 Gear wheel on lub. oil pump Nut 300 Copaslip
519 Conical elements mounting Screw M 20 150 Copaslip

Upper mouthing Nut M 20 320 Copaslip
Lower mounting
Conical elements mounting

Upper mouthing Nut M 27 300 Copaslip
Lower mounting Screw M 16 205 Copaslip
96.37-ES0U
Description
Declaration of Weight 500.45
L23/30H
Section Component Plate No. Item No. Weight in Kg.
505 Cylinder Head, complete 50501-50502 250

50508-50510
506 Piston, complete 50601 081 45

Piston Pin 50601 019 19
Connecting Rod, complete without bearing 50601 068 95
Cylinder Liner, complete 50610 018 100
Cooling Water Jacket 50610 055 33
507 Camshaft, section 50705 014,026,038 29
508 Housing for Roller Guide 50801 016 17
509 Governor, complete 50901 021,104,116 28
511 Main Bearing Cap 51101 108 75

Guide Bearing Cap 51101 300 85
Front cover 51102 019 164
End cover, complete 51106 237 179
512 Turbocharger, complete See special

instruction
Intermediate piece 51202 181 9
Air Cooler 51203 054 450
Inlet Bend 51203 138 93
513 Air Starter 51309 756 40
514 Fuel Injection Pump 51401 381 15

Fuel Injection Valve 51402 177 5
Fuel Oil Feed Pump 51410 290 22
515 Lubricating Oil Pump 51501 330 45

Thermostatic Valve 51503 115 29
Prelubricating Oil Pump, incl. el-motor 51504 242 20
08028-0D/H5250/94.08.12
Centrifugal Filter 51515 337 24
516 Thermostatic Valve 51604 114 29

Cooling Water Pump 51610 201 30
97.06 - ES0U
Description
Ordering of Spare Parts 500.50
Page 1 (2)
Edition 01H
L23/30H
Whenever spare parts are ordered (or reference is These data are used by us to ensure supply of the
made in correspondence etc.) the following data must correct spare parts for the individual engines, even
be indicated for the particular engine: though the spare part illustrations contained in this
book may not always be in complete accordance with
1. Name of plant the individual components of a specific engine.
2. Engine type and engine No ----, built by
3. Illustration plate number (complete with ed. Note: For ordering of spare parts for governor,
figures) turbocharger and alternator, please see special in-
4. Item No struction book for these components.
5. Quantity required (and description)
Information found on page 500.15 or on the nameplate on the engine(s):
Example: Name of plant Eng. type Eng. No. Built by

DANYARD 5L28/32H 20433 MAN B&W Holeby
Information found on each plate:
Plate No. Edition Item No. Qty. (and description)

50601 13H 10 10 pcs (Piston ring)
Pla
Page te
1 (2)
Piston
and Conn
ecting
Rod
60601-
13H
L/V28/
08
32H
09
10
11
12
01
02
03
04
05
607
608
08028-0D/H5250/94.08.12
609
06
610
611
13
612
07
3
61
4
91.4
61
6 - ES
0S
14
5
61
6
61
7
61
8
61
9
61
0
62
96.02 - ES2S-G
Description
Ordering of Spare Parts 500.50
L23/30H
Name of Plant:
Engine type: Engine Number: Built by:
Plate No Ed. No Item No Description Qty

08028-0D/H5250/94.08.12
96.02 - ES2S-G
Description
Service Letters 500.55
Page 1 (1)
Edition 01H
L23/30H
Description
In order to ensure the most efficient, economical, and importance to the operation of the plant, we recommend
up-to-date operation of our engines, we regularly send that engine staff to file them to supple-ment the
out "Service Letters", containing first-hand informa- relevant chapters of this instruction book.
tion regarding accumulated service experience.
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 instruction
book editions.
Therefore, since new service letters could be of great

08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description 500.60
Page 1 (3) Conversion Table Edition 01H
L23/30H
SI Base Units Length (m)
Quantity Name Symbol 1 in (inch) 25.40 mm = 0.0254 m
1 ft (foot) = 12 inches 0.3048 m
lenght metre m 1 yd (yard) = 3 ft = 36 inches 0.9144 m
mass kilogram kg 1 statute mile = 1760 yds 1609 m
time second s 1 n mile (international nautical mile) 1852 m
electric current ampere A
absolute temperature* kelvin K
amount of substance mole mol SI Prefixes

luminous intensity candela cd
Factor Prefix Symbol Factor Prefix Symbol
* Also named "Thermodynamic temperature"
1018 exa E 10-1 deci d

15
10 peta P 10-2 centi c
Supplementary SI Units
1012 tera T 10-3 milli m
Quantity Name Symbol 109 giga G 10-6 micro m
106 mega M 10-9 nano n

plane angle radian rad 103
kilo k 10-12 pico p
solid angle steradian sr 102 hecto h 10-15 femto f
10 deca da 10-18 atto a
Derived Si Units with Special Names

Quantity Name Symbol Expressed in base, Area (m2)
supplementary or
derived SI units 1 sq. in (square inch) 0.6452 x 10-3 m2
1 sq. ft (square foot) 92.90 x 10-3 m2

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* Volume (1 m3 = 1000 l)

energy, work quantity of heat joule J 1J = 1 Nm
1 cub. in (cubic inch) 16.39 x 10-6 m3
power watt W 1W = 1 J/s
1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
electric potential volt V 1V = 1 W/A
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
temperature Celcius C 1C = 1 k**
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2
1 barrel (US petroleum barrel) =
** t (C) = T(K) - T0(K), where T0 = 273.15 K
42 gallon (US) 0.1590 m3
1 bbl (dry barrel, US) 0.1156 m3
Additional SU Units 1 register ton = 100 cub. ft 2.832 m3
* 1 gallon = 4 quarts = 8 pints

Quantity Name Symbol Definition
time minute min 1 min = 60 s Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
time hour h 1h = 60 min
1 kn (knot) = 1 nautical mile/h 1.852 km/h = 05144 m/s
plane angle degree 1 = (p/180) rad
For other conversions, see table for length
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa
92.16 - ES0U
500.60 Conversion Table Description
L23/30H
Mass (kg) Dynamic viscosity (N s/m2)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg 1 poundal s/sq.ft 1.488 N s/m2
1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg 1 lbf/sq.ft 47.88 N s/m2
1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 slug* 14.59 kg 1 cP = 1 mPa s = 10-3 Pa s
* Unit and mass in the ft-lb-s system
Kinematic viscosity (m2/s)

Density
1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
1 lb/cub. ft 16.02 kg/m3 * 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name taken from the
CGS system. 1 St = 10-4 m2/s
Force (1 kg m/s2 = 1 N)
Energy, Work (1 Nm = 1 J, Wh)
1 kp (kilopound)* 9.807 N
1 poundal** 138.3 x 10-3 N 1 cal I.T* 4.187 J*

1 lbf (pound force) 4.448 N 1 kpm 9.807 J
* Can occasionally be found stated as kgf (kilogram force). 1 hph (metric) 2.648 x 106 J = 0.7355 kWh
Standard acceleration of free fall gn = 9.80665 m/s2 1 ft. lbf 1.356 J
** Unit of force in the ft-lb-s system 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
* Exact value: 4.1868 J

Pressure I.T. = International Steam Table
(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) Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W)

750 mm Hg* 105 Pa = 1 bar
1 kpm/s 9.807 W
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 kcalI.T./h 1.163 W
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 ft lbf/s 1.356 W
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 atm (standard atmosphere) = 760 mm Hg, 1.013 x 105 Pa = 1013 mbar
1 BTU/h 0.2931 W
1 atm = 1.033 at
1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar
* Mercury. 1 mm Hg = 1 Torr
Moment of Force, Torque (kg m2/s2 = Nm)
Values in Table provided gn = 9.80665 m/s2
** Water column (WC) Can easily be derived from the above tables.
Stress ( 1 N/m2 = 10 -6 N/mm2) Moment of Inertia (kg m2)
1 kp/mm2 = 100 kp/cm2 9.807 N/mm2 1 GD2 (old notation) = 4 x I* kg m2
1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2 1 WR2 (old notation)* = 1 x I* kg m2
*I = dmr x r2 mr = mass at the radius r

G = W = mass in kg D = Diameter of gyration
R = Radius of gyration
92.16 - ES0S
Description 500.60
Page 3 (3) Conversion Table Edition 01H
L23/30H
Specific fuel consumption* (g/kWh) Some physical data in SI units

1 g/hph (metric) 1.360 g/kWh
Nomenciature
* See also table for specific fuel oil consumption values t = temp. in C DK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)
Temperature difference (K) t

r Cp t Cp
range
1 C (Celsius) 1K
1 F (Fahrenheit) 5/9 K Water 18 999 4.18 x 103
Lubricating oil (approx.)* 15 900 1.96 x 103
Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
Temperature levels (K) (see "Derived SI Units with special
Names) * Viscosity: 100-140 cSt at 40C
750 mm Hg = 1 bar = 105 Pa
t C (Celsius) tc + 273.15 = K 1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbar
tF (Fahrenheit) 5/9(tf - 32) + 273.15 = K Gas constant for air and exhaust gas = 287 J/(kg x K)
Celsius from Fahrenheit: tc = 5/9(tf - 32) Water, heat of evaporation 100C 1.013 bar 2.256 x 106 J/kg
Fahrenheit from Celcius: tf = 9/5 x tc + 32 Fuel oil. Lower caloric 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)
Specific heat capacity (J/(kg K))

1 kcalI.T./(kg x C) 4.187 x 103 J/(kg K)
1 BTU*/(lb x F) = 1 kcalI.T. /(kg C) 4.187 x 103 J/(kg K) Specific fuel oil consumption (SFOC)
* British Thermal Unit (see table for energy conversions)
Reference conditions
Specific fuel oil consumption values refer to brake power, and the following
Heat conductance (W/(m K)) reference conditions:
1 calI.T./(cm x s x C) 418.7 W/(m K) Reference Conditions (ISO)

1 kcalI.T./(m x h x C) 1.163 W/(m K)
1 BTU*/(ft x h x F) 1.731 W/(m K) Blower inlet temperature 25C 298 K
* British Thermal Unit (see table for energy conversions) Blower inlet pressure 1000 mbar
Charge air coolant temperature 25C 298 K
Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
Heat transmittion (W/(m2 K))

1 calI.T./(cm x s x C) 41.87 x 103 W/(m2 K)
1 kcalI.T./(m" x h x C) 1.163 W/(m2 K)
1 BTU*/(ft2 x h x F 5.678 W/(m2 K)
92.16 - ES0U
Description
Basic Symbols for Piping 500.65
L23/30H
No. Symbol Symbol designation No. Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange
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 pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
Enclosure for several components as-

1.8 sembled in one unit 3.2 Valve, angle
2. PIPES AND PIPE JOINT 3.3 Valve, three-way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight screw
2.4 Flexible pipe 3.7 down
2.5 Expansion pipe (corrugated) general 3.8 Non-return valve (flap), angle, screw
2.6 Joint, screwed 3.9 down
2.7 Joint, flanged 3.10 Safety valve
2.8 Joint, sleeve 3.11 Angle safety valve
2.9 Joint, quick-releasing 3.12 Self-closing valve
2.10 Expansion joint with gland 3.13 Quick-opening valve
2.11 Expansion pipe 3.14 Quick-closing valve
2.12 Cap nut 3.15 Regulating valve
2.13 Blank flange 3.16 Ball valve (-cock)
96.02 - ES0S-G
500.65 Basic Symbols for Piping Description
L23/30H
3.17 Butterfly valve 4. CONTROL AND REGULATION PARTS
3.18 Gate valve 4.1 Han-operated
3.19 Double-seated change-over valve 4.2 Remote control
3.20 Suction valve chest 4.3 Spring
3.21 Suction valve chest with non-return 4.4 Mass
3.22 valves 4.5 Float
3.23 Double-seated change-over valve, 4.6 Piston
3.24 straight 4.7 Membrane
3.25 Double-seated change-over valve, angle 4.8 Electric motor
3.26 Cock, straight through 4.9 Electro-magnetic
3.27 Cock, angle 4.10 Manual (at pneumatic valves)
3.28 Cock, three-way, L-port in plug 4.11 Push button
3.29 Cock, three-way T-port in plug 4.12 Spring
3.30 Cock, four-way, straight through in plug 4.13 Solenoid
3.31 Cock with bottom connection 4.14 Solenoid and pilot directional valve
3.32 Cock, straight through, with bottom conn. 4.15 By plunger or tracer
3.33 Cock, angle, with bottom connection 5. APPLIANCES
3.34 Cock, three-way with bottom connection 5.1 Mudbox
3.35 Thermostatic valve 5.2 Filter or strainer
3.36 Valve with test flange 5.3 Magnetic filter
3.37 3-way valve with remote control 5.4 Separator
3.38 (actuator) 5.5 Steam trap
On/off valve controlled by solenoid and

3.39 Non-return valve (air) 5.6 Centrifugal pump
pilot directional valve and with spring
return
3/2 spring return valve, normally closed
2/2 spring return valve, normally closed 96.02 - ES0S-G

Description
Basic Symbols for Piping 500.65
L23/30H
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
Fixed capacity pneumatic motor with on

5.20 7.3 Level indicator
direction of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring 7.5 Recorder
5.23 returned
Steam trap
96.02 - ES0S-G
Index
Page 1 (1) Operation of Engine 501
L23/30H
Description
Operating ......................................................................................................................... 501.01 (01H)

Out-of Service .................................................................................................................. 501.05 (01H)
Starting-up after Out of Service Periods .......................................................................... 501.10 (01H)
Working Card
Plates
08028-0D/H5250/94.08.12
96.03 - ES0U
Description
Operating 501.01
Page 1 (2)
Edition 01H
L23/30H
Preparations for Starting 4. Check the pressure in the starting air receiver(s)
and open the starting air supply (blow-off water, if any,
The following describes what to do before starting, and drain the starting air system before opening.
when the engine has been out of service for a longer
period of time, or if major overhauls have been made. 5. Regulating gear - please check:
1. Check the oil level in the base frame (or in the - that all fuel pumps are set at index "0" when the
lub. oil tank, if the engine is with dry sump), air regulating shaft are in STOP position.
lubricator and in the govenor.
- that each fuel pump can be pressed by hand to
Start-up the prelubricating pump. full index when the regulating shaft are in STOP
position, and that the pumps return automatically to
The engine shall be prelubricated at least 2 minutes the "0" index when the hand is removed.
prior to start.
- that the spring-loaded pull rod is working
Check oil pressures before and after the filter. correctly.
2. Open the cooling water supply, start separate - that the stop cylinder for regulating the shaft
cooling water pumps where installed, and check the works properly, both when stopping normally and at
cooling water pressure. overspeed and shut down.
Note: To avoid shock effects owing to large tempe- - that testing is made by simulating these
rature fluctuations just after the start, it is recom- situations.
mended:
6. Open the indicator valves and turn the engine
a) to preheat the engine. Cooling water of at least some few revolutions, check that no liquid is flowing
60 C should be circulated through the frame and out from any of the indicator valves during the turning.
cylinder head for at least 2 hours before start:
Slow-turning must always be carried out, before the
- either by means of cooling water from engines engine is started after prolonged out of-service pe-
which are running or by means of a built-in preheater riods and after overhauls, which may involve a risk of
(if installed). liquid having collected in the cylinders.
or 7. Close the indicator valves.
b) When starting without preheated cooling water, 8. Disengage the turning gear, if fitted. Check that
the engine must only be started on MDO (Ma-rine it is locked in the "OUT" position.
Diesel Oil).
08028-0D/H5250/94.08.12
The engine should not be run up to more than 50% Starting

load to begin with, and the increase to 100% should
take place gradually over 5 to 10 minutes. 1. Start the engine by activating the start buttom.
Note: When starting on HFO (Heavy Fuel Oil), only 2. Check the lubricating oil pressure, cooling water
item "a" applies. pressure, fuel oil feed pressure. Check that the
prelubricating oil pump is stopped.
3. Open the fuel oil supply to the feed pump.
3. Check that all alarms are connected.
Starting on HFO: circulate preheated fuel through the
pumps until correct working temperatures have been See also "checks after starting-up".
obtained. This normally takes 30-60 minutes.
96.02 - ES0U-G
501.01 Description
Edition 01H
Operating Page 2 (2)
L23/30H
Testing during Running 9. To ensure full operational liability, the condition

of the engine should be continuously observed in
When the engine is running, the planned maintenance order for preventive maintenance work to be carried
programme and the following should be checked: out before serious breakdowns occur.
1. The lubricating oil pressure must be within the

stated limits and must not fall below the stated Stopping
minimum pressure. The paper filter cartridges must
be replaced before the pressure drop across the filter 1. Before stopping, it is recommended to run the
reaches the stated maximum value, or the pressure engine at reduced load, or to idle for about 5 minutes
after the filter has fallen below the stated minimum for cooling-down purposes.
value. Dirty filter cartridges cannot be cleaned for re-
use. 2. The engine is stopped by keeping the fuel pump
delivery rate at "0", by turning the "load- limit" knob on
2. The lubricating oil temperature must be kept the governor to "0", or by activating the remote
within the stated limits indicated on the data sheet. stopping device.
3. The fuel oil pressure must be kept at the stated

value, and the filter must be cleaned before the Start and Stop on HFO
pressure drop across the filter reaches the stated
maximum value. Start and stop of the engine should take place on HFO
in order to prevent any incompatibility problems by
4. The cylinder cooling water temperature must be change-over to MDO.
kept within the limits indicated and the temperature
rise across the engine should not exceed 10C. MDO should only be used in connection with main-
tenance work on the engine or longer periods of engine
5. The cooling water temperature at the charging standstill.
air cooler inlet should be kept as low as possible;
however, not as low as to produce condensation water Before starting on HFO the engine must be properly
in the charging air space. preheated as described in "Preparations for Starting"
and as described below.
Adjustment takes place in the external system out-
side the engine, and the amount of cooling water must Stopping the engine on HFO is no problem, but it
be adjusted so that the temperature rise across the should be ensured that the temperature of fuel pipes
charging air cooler is 3 - 5 C. are not reduced to a level below the pour point of the
fuel, otherwise, reestabilishing of the circulation might
6. The exhaust gases should be free from smoke cause problems.
at all loads. For normal exhaust temperatures, see the
test report from shop and sea trials.
08028-0D/H5250/94.08.12
Starting on MDO
7. Keep the charging air pressure and tempera-
ture under control. For normal values, see the test For starting on MDO there are no restrictions except
report from shop and sea trials. lubricating oil viscosity may not be higher than 1500
cSt (5 C SAE 30, or 10 C SAE 40).
8. Recharge the starting air receivers when the
pressure has dropped to about 20 bar. Stop rechar- Initial ignition may be difficult if the engine and
ging at 30 bar. ambient temperatures are lower than 5 C and 15 C
cooling water temperature.
96.02 - ES0U-G
Description
Out-of Service 501.05
L23/30H
1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position the me- replaced before start, after repair, or after excessive
dia cooling water and fuel oil should be continuously differential pressure. After removal, dirty elements
circulated at temperatures similar to the operation can be examined for particles of bearing metal at the
conditions. bottom of the paper lamella. (the elements can not be
used again).
The engine shall be prelubricated 2 minutes prior to
start, if there is not intermittent or continuous prelub- 4.4. Check the cylinder walls.
ricating installed. intermittent prelub. is 2 min every 10
minutes. 4.5. Take deflection measurements of the crank-
shaft.
2. Maintenance during Standstill 4.6. A lubricating oil sample should be sent to a

laboratory for immediate analysis.
In periods during stand-still of the engine (not in stand-
by position) it is recommended to start the prelub- 4.7. Drain plugs are unscrewed from the bottom of
ricating oil pump minimum 10 minutes once every turbochargers, or the drain cock is opened. If drain
week and totum the engine during the prelubricating facilities are installed in the exhaust gas system this
period by 2-3 revolutions. should be opened.
3. Laid-up Vessels 5. Work during Repairs
During the lay-up period (and also when laying-up the The following should be made during major repairs.
vessel) we recommend that our special instructions
for preservation of the engines are followed. 5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also, retighten
foundation bolts.
4. Work before Major Repairs
5.2. Check the various gear wheel drives for the
4.1 After stopping the engine, while the oil is still camshaft(s).
warm, start the el-driven prelub. pump, open up the
crankcase and camshaft housings and check that the 5.3. Remedy leakages of water and oil in the engine,
oil is flowing freely from all bearings. Also, take off the and blow through blocked-up drain pipes.
top covers on the cylinder heads and make sure that
oil is not supplied for lubrication of rocker arms, as 5.4. Drain starting air pipes of water.
non-return valves are fitted which do not open until the
oil pressure at the inlet to the rocker arms exceeds 1 5.5. Empty the oil sump of lubricating oil and remove
08028-0D/H5250/94.08.12
bar. the sludge, if not done within a period of one year.

Clean the sump very thoroughly and subsequently
After overhaul of pistons, bearings, etc. this check coat with clean lubricating oil.
should be repeated before starting the engine.
4.2. After stopping the prelub. pump, check the 6. Work after Repairs
bottom of the oil sump for fragments of babbitt from
bearings 6.1. If an opening-up of engine or lubricating oil
system may have caused ingress of impurities,
cleaning should be carried out very carefully before
starting the engine.
96.02 - ES0U-G
501.05 Description
Edition 01H
Out-of Service Page 2 (2)
L23/30H
The differential pressure across the lub. oil filter must 6.7 b) Adjustment speed: Switch-in the alternator
be watched very carefully after cleaning and starting- on the switchboard and set the load to about 40%. On
up the engine. Be sure to replace filter cartridges in reaching normal oil temperatures in governor and
due time. engine, increase the load instantly to about 80% (by
starting the major pump or compressor). This must
6.2. After restoring normal lubricating oil circulation, not cause the frequency to fall by more than some
turn the engine at least two revolutions by means of 8%, and the engine must return to a constant no rpm
the turning rod to check the movability of the relevant after about 3 seconds (although this rpm will be a little
parts of the engine. lower than before owing to the speed droop of
the governor). If the engine is operated in parallel with
6.3. Close the drain cocks in the turbocharger (or in other engines, an even sharing of load shall be
the exhaust gas system, if mounted). established within about 3 seconds. If the governor
reacts too slowly, compensating adjustment is ef-
6.4. Lubricate thebearings and rod connections in fected as indicated in Woodward's instruction manual
the manoeuvring gear. Disconnect the governor and (Compensating Adjustment).
move the rod connections by hand to check that the
friction in bearings and fuel pumps is sufficiently low. Note: It is a condition for this test that the engine and
If repair of bearings or alignment of engine has been turbocharger are in perfect operating condition, so
made, check no 1, 2, and 5 should be repated. that possible sources of error immediately can be
eliminated
6.5. Checks to be made just before starting of the
engine are mentioned under 501.01. 6.7 c) Hunting: Run the engine at synchronous
rpm, and without load. Provided the governor oil is
6.6. Add cooling water and check the leakage pres- warm, the regulating lever must not perform any major
sure system on at the upper and lower cy-linder liner periodical movments, and neither must there be any
sealings and at cooling water connections. variation in the engine speed. If that is the case,
repeat the compensating adjustment according to
6.7. Check the governor as follows: Woodward's instruction manual.
Start up the engine and run it at the synchronous
number of revolutions. 6.7 d) Speed droop: in case of unsatisfactory load
sharing between two ore more engines this can be
6.7 a) Speed-setting: Before switching-in the al- rectified by increasing the speed droop of the engine
ternator on the switchboard please check that the that is subject to the greatest load (or by reducing the
servomotor adjusts the rpm with a suitable quickness setting of the other engines).
after actuation of the synchronizer knob on the switch-
board. The range from - 5% to + 5% from the syn- The setting should not normally be increased beyond
chronous rpm should be tested. 70 on the scale, and satisfactory parallel operation
can generally be obtained at settings between 40 and
60.
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description
Starting-up after Out of Service Periods 501.10
Page 1 (1)
Edition 01H
L23/30H
The following enumerate checks are to be made After the last feel-over, repeat check 4 page 501.05,
immediately after starting, during load increase, and see also Ignition in Crankcase page 503.04 in
during normal running. section 503.
In the following it is assumed that the engine has After repair or renewal of cylinder liners, piston rings
been out of service for some time, for instance due or bearings, allowance must be made for a running-
to repairs and that checks during out of service in period, i.e. the engine load should be increased
periods have been carried out as described in the gradually as indicated in the tables below. The
previous chapter. engine output is determined on the basis of the fuel
index and the load on the electric switchboard. The
When starting after such an out-of-service period, turbocharger speed gives some indication of the
the following checks must be made in the stated engine output, but is not directly proportional to the
order in addition to normal surveillance and recor- output throughout the service period.
ding.
Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for certain
1. To be Checked immediately after Starting: that there are no hot spots in the engine. Then,
increase the speed to the normal rpm and connect to
1.1. Check that the turbocharger is running. the switchboard and put on load.
1.2. Check that the lubricating oil pressure is in The load increase during the starting-up sequence
order. may, for instance, be:
1.3. Check that all cylinders are firing (see exhaust 25 % load for 2 hours
temperatures). 50 % load for 2 hours
75 % load for 2 hours
1.4. Check that everyting is normal for the engine 100 % load may be put on.
speed, fuel oil, cooling water and system oil.
The pump index indicated in the tables has been
1.5. Check by simulation of the overspeed shut- given as a percentage of the index at full load. To
down device that the engine stops. The overspeed enable the index to be read directly off the fuel
setting should be according to " Set Points and pumps, the following formula can be employed:
Operation Data " section 500.
I = I% x IF
100
2. To be Checked during Starting-up, but
only if Required after Repairs or Alterations: IF = Index at full load (from testbed table)
2.1. If the condition of the machinery is not well- I% = Index expressed as % of full load index
known, especially after repairs or alterations, the (stated in the preceding starting-up
08028-0D/H5250/94.08.12
"feel-over sequence" should always be followed, sequence).

i.e.:
Following the alteration of the pump index of the one
After 5-15 and 30 minutes' idle running, open the or two cylinders concerned it must be checked that
crankcase and the camshaft housing and perform when in STOP position the governor is able to move
feel-over on the surfaces of all moving parts where all the fuel pumps to an average pump index not
friction may arise and cause undue heating. exceeding 2 or 3.
Feel: Main, crankpin, (alternator), and camshaft After completing the starting-up sequence, make
bearings, piston pins, cylinder liners, roller guides sure that all fuel pumps are set at the same index and
and gear wheels. that the governor can cause all fuel pumps to move
to "0" index.
96.30 - ES0U-G
Description
Guidelines for Longterm Low-Load Operation on HFO 501.15
General
Part load/low load operation HFO-operation at loads lower than 20% MCR should
therefore only take place within certain time limita-
In certain ship operation situations the diesel-gen- tions according to the curves.
erator sets are sometimes exposed to part load/low
load operation. After a certain period of HFO-operation at a load
lower than 20% MCR, a change to MDO should take
During manoeuvring all diesel-generator sets are place in order to prevent further retardation of the
often started up for safety reasons, resulting in low engine performance condition, or the engine load
load conditions for all sets. should over a period of 15 minutes be raised to 70%
MCR and maintained here for a certain period of time
During harbour stay even one diesel-generator run- in order to burn off the carbon deposits, thus reestab-
ning could be lowloaded when hotel purposes are lishing adequate performance condition. After such
the only electricity consumers. "cleanburning period" low-load operation on HFO
can be continued.
At part load/low load it is important to maintain
constant media temperatures, i.e. for cooling water, However the operator must be aware of the fact that
lubricating oil and fuel oil, in order to ensure ad- fouwling in the air inlet channels, if any, will not be
equate combustion chamber temperature and thus cleaned with high load running. Extensive low-load
complete combustion. running can therefore result in necessity off manual
cleaning of the inlet channels.
At loads lower than 20% MCR there is risk of timede-
pendant retardation of the engine performance con- If special application conditions demand continuous
dition due to fouling of gas- and air channels, com- HFO-operation at loads lower than 20% MCR. and
bustion chambers and the turbocharger. occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
Load %
20
Admissible low-load operation Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.
15
Running-up period to 70%
load: approx. 15 min.
a b 70% load
10 HFO or MDO
08028-0D\H5250\94.08.12
5
a b
Operating period (h) Operating period (h)

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards low load operation on HFO can be continued.
Fig 1 Low-load operation.
00.11 - ES1
Description 501.25
Page 1 (1) Operating a Diesel Engine at Low Frequency Edition 01H
General
Description Therefore it is advisable to reduce the allowable max

output of the diesel generator, in case of lower
At land-based power stations the diesel generator is frequency/speed.
often connected to a common eletrical grid with more
than one power producer. Maximum output should be lowered with the same
percentage as the frequency/speed drop.
Further the diesel engine is often small compared to
the rest of the grid. Under these circumstances the If the engine is controlled by an automatic power
diesel engine cannot control the frequency of the management system, the program of the system
grid, because the other producers are dominating. should take care of this output reduction.
If the diesel engine is delivering full 100% power at In case of no automatic power management, the
lower speed (lower frequency), this is equal to over- output reduction must be performed manually by the
load on the engine. Thus, if the engine is designed for operator.
50 Hz at 750 rpm and the actual running conditions
are 100%, 45 Hz (675 rpm), this corresponds to 10% Furthermore, it is not advisable to operate the alt-
overload. ernator at frequency lower than 6% under nominel
frequency.
Running the diesel engine at overload condition for
a long period is not recommendable, it will damage The alternator over/under frequency protection is
the engine and is therefore not acceptable. Such normally:
operating will immediately interrupt all guarantee
obligations on the engine from MAN B&W, Holeby. fN 6%, 5 sec delay
Below is illustrated a power curve for 50/60 Hz

engines.
08028-0D/H5250/94.08.12
Fig 1 Power curve for 50/60 Hz engines.
97.52 - ES1
Index
Page 1 (1) Engine Performance and Condition 502
L23/30H
Description
Engine Performance and Condition ................................................................................. 502.01 (01H)

Evaluation of Readings Regarding Combustion Condition ............................................... 502.02 (01H)
Condensate Amount ........................................................................................................ 502.05 (01H)
Working Card
Engine Performance Data .......................................................................................... 502-01.00 (01H)
Plates
08028-0D/H5250/94.08.12
96.03 - ES0U
Description Engine Performance and Condition 502.01
L23/30H
Performance Data and Engine Condition An increase of charge air temperature involves a
corresponding increase of the exhaust gas temperature
During operation small alterations of the engine level in a ratio of about 1:1.5, i.e. 1C higher charge air
condition continuously take place as a result of temperature causes about 1.5C higher exhaust gas
combustion, including fouling of airways and gasways, temperature.
formation of deposits, wear, corrosion, etc. If
continuously recorded, these alterations of the Reduction of the charge air pressure results in a
condition can give valuable information about the corresponding reduction of the compression pressure
operational and maintenance condition of the engine. and max. combustion pressure. When checking the
Continual observations can contribute to forming a max. pressure adjustment of the engine, it is therefore
precise and valuable basis for evaluation of the to be ensured that the existing charge air pressure is
optimal operation and maintenance programmes for correct.
the individual plant.
The injected amount of fuel is equivalent to supplied
We recommend taking weekly records of the most energy and is thus an expression of the load and mean
important performance data of the engine plant. During pressure of the engine. The fuel pump index can
recording (working card 502-01.00 can be used), the therefore be assumed to be proportional to the mean
observations are to be continually compared in order pressure. Consequently, it can be assumed that the
to ascertain alterations at an early stage and before connected values of the pump index are proportional
these exert any appreciable influence on the operation to the load.
of the plant.
The specific fuel consumption, SFOC (measured by
As a reference condition for the performance data, the weight) will, on the whole, remain unaltered whether
testbed measurements of the engine or possibly the the engine is operating on HFO or on MDO, when
measurements taken during the sea trial at the delivery considering the difference in calorimetric combustion
of the ship can be used. If considerable deviations value. However, when operation on HFO, the
from the normal condition are observed, it will, in a combination of density and calorific value may result
majority of cases, be possible to diagnose the cause in an alteration of up to 6% in the volumetric
of such deviations by means of a total evaluation and consumption at a given load. This will result in a
a set of measurements, after which possible corresponding alteration in the fuel pump index, and
adjustment/overhauls can be decided and planned. regard should be paid to this when adjusting the
overload preventative device of the engine.
Evaluation of Performance Data Abrasive particles in the fuel oil result in wear of fuel
pumps and fuel valve nozzles. Effective treatment of
For example, fouling of the air side of the air cooler will the fuel oil in the purifier can limit the content of
manifest itself in an increasing pressure drop, lower abrasive particles to a minimum. Worn fuel pumps will
charge air pressure and an increased exhaust result in an increase of the index on account of an
temperature level (with consequential influence on increased loss in the pumps due to leakage.
08028-0D/H5250/94.08.12
the overhaul intervals for the exhaust valves).

When evaluating operational results, a distinction is
Fouling of the turbine side of the turbocharger will, in to be made between alterations which affect the whole
its first phase, manifest itself in increasing turbocharger engine (all cylinder units) and alterations which occur
revolutions on account of increased gas velocity in only one or a few cylinders. Deviations occuring for
through the narrowed nozzle ring area. In the long run, a few cylinders are, as a rule, caused by malfunctioning
the charging air quantity will decrease on account of of individual components, for example, a fuel valve
the greater flow resistance through the nozzle ring, with a too low opening pressure, blocked nozzle
resulting in higher wall temperatures in the combustion holes, wear, or other defects, an inlet or exhaust valve
chambers. with wrongly adjusted clearance, burned valve seat
etc.
96.20 - ES0U-G
502.01 Engine Performance and Condition Description
L23/30H
The operational observations supplemented by the Normally, the fuel nozzle temperature will be higher
daily routine monitoring contribute to ensuring that than the approx. 180C, at which cold corrosion starts
faulty adjustments and other deviations in the to occur.
performance of individual components are observed
in time to avoid operational disturbances and so that Abrasive particles in the fuel oil involve a heavier wear
normal routine overhauls can be carried out as of the fuel valve needle, seat, and fuel nozzle holes.
scheduled. Therefore, abrasive particles are, to the greatest
possible extent, to be removed at the purification.
If abnormal or incomprehensible deviations in the
operation are recorded, expert assistance for the
evaluation of these should be obtained. Exhaust Valves
The overhaul intervals of exhaust valves is one of the

Turbochargers key parameters when reliability of the entire engine is
to be judged. Operation on HFO has a negative effect
Service experience has shown that the turbine side is on these intervals. The performance of the exhaust
exposed to increased fouling when operating on HFO. valves is therefore extremely informative.
The rate of fouling and thereby the influence on the Especially under favourable conditions, fuel qualities
operation of the engine is greatest for small with a high vanadium and sodium content will promote
turbochargers where the flow openings between the burning of the valve seats. Combinations of vanadium
guide vanes of the nozzle ring are relatively small. and sodium oxides with a corrosive effect will be
Deposits especially occur on the guide vanes of the formed during the combustion. This adhesive ash
nozzle ring and on the rotor blades. In the long run, may, especially in the case of increased valve
fouling will reduce the efficiency of the turbocharger temperatures, form deposits on the seats. An
and thereby also the quantity of air supplied for the increasing sodium content will reduce the melting
combustion of the engine. A reduced quantity of air point and thereby the adhesive temperature for the
will result in higher wall temperatures in the combustion ash, which will involve a greater risk for deposits. This
spaces of the engine. condition will be especially unfavourable when the
weight ratio Na increases beyond 1:3.
Detailed information and instructions regarding water Va
washing of the turbocharger are given in the section
512. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
With correct maintenance, the valve temperature is
Fuel Valves kept at a satisfactory low level at all loads. The air
supply to the engine (turbocharger/air cooler) and the
Assuming that the fuel oil is effectively purified and maximum pressure adjustment are key parameters in
that the engine is well maintained, the operational this connection.
08028-0D/H5250/94.08.12
conditions for the fuel valves and the overhaul intervals

will not normally be essentially altered when operating It is important for the functioning of the valves that the
on HFO. valve seats are overhauled correctly in accordance
with our instructions.
If, for any reason, the surface temperature of the fuel
valve nozzle is lower than the condensation The use of rotocaps ensures a uniform distribution of
temperature of sulphuric acid, sulphuric acid temperature on the valves.
condensate can form and corrosion take place (cold
corrosion). The formation of sulphuric acid further
depends on the sulphur content in the fuel oil.
96.20 - ES0U-G
Description Engine Performance and Condition 502.01
L23/30H
Air Inlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good ventilation of the engine room and a suitable
not substantially altered when using residual fuel. location of the fresh air intake on the deck are
important. Seawater in the intake air might involve
corrosive attack and influence the overhaul intervals
Fuel Pumps for the exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room is
operation of the fuel pumps will not be very much to correspond to approximately 1.5 times the air
affected. consumption of the engines and possible boilers in
operation. Sub-pressure in the engine room will involve
The occurrence of increasing abrasive wear of plunger an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if using a fuel The exhaust back-pressure measured after the
which contains residues from catalytic cracking. turbochargers at full load should not exceed 250-300
Water in the fuel oil involves an increased risk of mm water gauge. An increase of the exhaust back-
cavitation in connection with pressure impulses pressure will also involve an increased exhaust valve
occurring at the cutting-off of the fuel pump. A fuel temperature level.
with a high asphalt content has deteriorating lubricating
properties and can, in extreme cases, result in sticking
of the fuel pump plungers.
08028-0D/H5250/94.08.12
96.20 - ES0U-G
Description Evaluation of Readings Regarding 502.02
Page 1 (1) Combustion Condition Edition 01H
L23/30H
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
cooler fouled.
ALL CYLINDERS
Exhaust temp. increasing:
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 AIR

Exhaust temp. in- PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of air cooler (air side).
08028-0D/H5250/94.08.12
exhaust valve or piston

ring blow-by.
Pcomp and Pmax are measured by means
of max. pressure gauge.
Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
See also:
Pmax too low:
P comp too low, ignition too late. Engine Performance
and condition 501.01
92.03 - ES0S-G
Description
Condensate Amount 502.05
L23/30H
Ambient air temperature (1 bar)
10 20 30 40 50 60 70
0.10
Charge air pressure (Above atmospheric)

r
ba
1.0
Water content of air in kg water / kg air
0.08
r
ba
0
2.
0.06
r
Max. water content
ba
0
of atmosphere
3.
%
%
0%
%
%
60
70
80
90
10
0.04
A B
in air tank
Pressure
0.02
30 bar

Relative 0
air humidity 30 40 50 60 70
Charge air temperature after cooler.

Air temperature in tank.
Fig. 1. Nomogram for calculation of condensate amount.
General Condensation of water in the engine's charge air

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

The ability to absorb the water depends on the
pressure and temperature of the air. 6L23/30H, 720 rpm (P) 780 kW
Ambient air condition:
air temperature 35 C
Amount of Condensation Water in The Charge Air relative air humidity 90 %
Receiver Charge air temperature 50 C
Charge air pressure 2.6 bar
Both higher pressure and lower temperature reduce
the ability to absorb water. A turbocharged diesel As a guidance, an air consumption of 8.2 kg/kWh (Le)
engine takes air from outside, compresses and cools at full load can be used for MAN B&W Diesel
the air. Then, normally, the air cannot absorb the A/S, Holeby engines.
same amount of water as before.
96.02 - ES1S-G
502.05 Condensate Amount Description
L23/30H
Solution according to diagram:
The volume of condensate in the air tank is determin-
Water content of air (l) 0.033 kg/kg ed by means of the curve at the bottom to the right of
Max. water cont. of air (ll) 0.021 kg/kg the diagram, representing an operating pressure of 30
bar.
Amount of condensate in charge air receiver.
Example:
= (l - ll) x le x P
= (0.033 - 0.021) x 8.2 x 780 = 76,8 kg/h Amount of condensate in air tank.
Volumetric capacity of tank(V) 4000 dm

Draining of Condensation Water Temperature in tank (T) 40 C=313K
Internal press. of tank (p) 30 bar
This phenomenon will occur on all turbocharged = 31 x 105 N/m(abs.)
engines. For MAN B&W Holeby 4-stroke engines, Gas constant for air (R) 287 Nm/kg.K
there is no risk with a small amount of water in the Ambient air temperature 35 C
charge air receiver. But if the charge air receiver is Relative air humidity 90 %
filled with water, there is a risk of getting water into the Weight of air in tank
cylinder. This water has to be drained away. As
standard a valve is mounted on the charge air receiv-
er/cooler on the engine. This valve is to be used for m= = = 138 kg
pxV 31 x 105 x 4
draining of the water. If there is a great amount, the
valve can be left half-open. If the amount is small, the RxT 287 x 313
charge air receiver can be drained periodically. Solution acc. to above diagram:
Water content of air (l) 0.033 kg/kg

Amount of Condensate Water in Air Tanks 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
96.02 - ES1S-G
Working Card 502-01.00
Page 1 (4) Engine Performance Data Edition 01H
L23/30H
Safety precautions: Special tools:
Stopped engine Plate no. Item no. Note.

Shut-off starting air
Shut-off cooling water 52005-01 109 Max. pressure
Shut-off fuel oil indicator
Shut-off cooling oil
Stopped lub. oil circul.
Description: Hand tools:
Measuring of engine performance data.
Starting position:
Engine is running.
Related procedure:
08028-0D/H5250/94.08.12
Man power: Replacement and wearing parts:
Working time : 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)
96.37 - ES0U-G
502-01.00 Engine Performance Data Working Card
L23/30H
Engine Performance Data
M/V Engine Type Engine No Date/Year Hour Total Engine
1 2 3 4 5 6 Running Hours
Engine RPM Fuel Type Turbocharger Turbocharger

7 8 Visc. Density 9 Type Serial No 10 RPM
Switchboard
Effect (kW) Voltage (V) Current (A) cos j /kVAr
11 12 13 14
Cylinder Data
Ave-
15 Cylinder No. 1 2 3 4 5 6 7 8 9 16 rage
17 Fuel Pump Index A

B
18 Maximum Pressure (bar) A

B
19 Compress. Pressure (bar) A

B
20 Exhaust Temp. ( C) A
B
21 Cooling Water (C) A

B
Turbocharger
Temp. inlet blower ( C) Pressure before blower (mmWC) Temp. after blower ( C)
22 23 24

Press. air cooler (mmWC) Temp. charge air ( C) Press. charge air (bar)
25 26 27
Temp. exhaust gas before TC ( C) Temp. exhaust gas after TC ( C) Press. exhaust gas after TC (mmWC)
28 29 30

Temp. after engine ( C) Press. before filter (bar) Press. after filter (bar)
31 32 33
Temp. inlet engine ( C) Press. before TC (bar)
34 35 36
08028-0D/H5250/94.08.12
Cooling Water System

LT temp. inlet air cooler ( C) LT temp. outlet air cooler ( C) LT press. inlet air cooler (bar)
37 38 39
LT temp. inlet lub. oil cooler ( C) LT temp. outlet lub. oil cooler ( C) LT temp. inlet alternator ( C)
40 41 42
LT temp. outlet alternator ( C) HT FW temp. inlet engine ( C) HT FW press. inlet engine (bar)
43 44 45
Fuel Oil System

Fuel oil temp. inlet engine ( C) Fuel oil press. before engine (bar)
46 47
Sign.
48 49 50
96.37 - ES0U-G
Working Card
Engine Performance Data 502-01.00
L23/30H
Instruction for Filling in the Diagram "Engine 14. Cos j/kVAr - can be read on the switchboard.
Performance Data"
The numbers in the instruction are commensurate Cylinder Data

with the numbers in the diagram.
15. Cylinder No. - can be read on engine plate.
The automatic symbols mentioned in the instruction A/B is used for V-engines.
(TI 01, TI 03, PI 01 etc) refer to the diagrams printed
in the instruction books for specified plants and page 16. Average for all engine cylinders for point: 17-
500.20. 18-19-20-21.
17. Fuel pump index - can be read on each of the

Engine Performance Data high pressure fuel oil injection pumps.
1. Name of ship, if stationary name of plant. 18. Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
2. Engine type.
19. Compression pressure (bar) - can be read for
3. Engine No. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
4. Date/year of observations. RPM.
5. Hour, time of observations. 20. Exhaust temperature (C)

- thermometer TI 60.
6. Total engine running hours - engineer's log-
book. 21. Water outlet cylinder (C) (jacket cooling)
7. Engine revolutions per minute (RPM) - can be
read on tachometer SI 90.
Turbocharger
8. Fuel oil type: the viscosity must be stated (in
cSt) and the temperature by which the viscosity has 22. Thermometer inlet blower (C) can be read
been measured, f.inst. 180 cSt/50C. Density must by means of a thermometer placed in the engine
be stated: g/cm. room near the air filter of the TC.
9. Turbocharger: type and serial number are 23. Pressure before blower (mmWC) - can be
stated on the rating plate of turbocharger and page read by means of a mmWC instrument placed in
500.00. the engine room near the TC.
10. Turbocharger revolutions per minute (RPM) - 24. Temperature after blower (C) - can be read
08028-0D/H5250/94.08.12
can be read on the tachometer SI 89. by means of a thermometer TI 30.
25. D Pressure air cooler (mm/WC).

Switchboard.
26. Charge air temperature (C). Temperature of
11. Alternator output (kW) - can be read on the the charge air in the charge air receiver.
main switchboard. - thermometer TI 31.
12. Voltage (V) - can be read on the switchboard. 27. Pressure charge air (bar). Pressure of the
charge air in the charge air receiver.
13. Current (A) - can be read on the switchboard. - pressure gauge PI 31.
96.37 - ES0U-G
502-01.00 Engine Performance Data Working Card
L23/30H
28. Gas before temperature exhaust TC (C) ture (sea, raw or fresh) at inlet lub. oil cooler (C)
- thermometer TI 62. - thermometer TI 07.
29. Exhaust gas temperature after TC (C) 41. Low temperature (LT) cooling water tempera-
- thermometer TI 61. ture (sea, raw or fresh) at outlet lub. oil cooler C)
30. Exhaust gas pressure after the TC (bar)
- pressure gauge PI 61. 42. Low temperature (LT) cooling water tempera-
ture (sea, raw or fresh) at inlet alternator (C)
43. Low temperature (LT) cooling water tempera-
31. Lub. oil inlet cooler temperature (C) ture (sea, raw or fresh) at outlet alternator (C)
- thermometer TI 20. - thermometer TI 05.
32. Lub. oil pressure before the filter (bar) 44. High temperature (HT) fresh water tempera-
- pressure gauge PI 21. ture (FW) at inlet engine (C)
33. Pressure of the lub. oil after the filter (bar)
- Pressure gauge PI 22. 45. High temperature (HT) fresh water tempera-
ture (FW) of outlet engine (C)
The filter element should be replaced with a pressure - thermometer TI 10.
drop across the filter of 1.5 bar (see section 615).
34. Lub. oil inlet engine temperature (C) Fuel Oil System
46. Fuel oil temperature at inlet engine (C)
35. Lub. oil pressure before the turbocharger - thermometer TI 40.
(bar).
- pressure gauge PI 23. 47. Fuel oil pressure before engine (bar)
- pressure gauge PI 40.
Cooling Water System 48.

ture (sea, raw or fresh) at inlet charge air cooler (C) 49.
38. Low temperature (LT) cooling water tempera- 50. Signature.

ture (sea, raw or fresh) at outlet charge air cooler (C)
08028-0D/H5250/94.08.12
39. Low temperature (LT) cooling water pressure

(sea, raw or fresh) at inlet charge air cooler (bar)
- pressure gauge PI 01.
96.37 - ES0U-G
Index
Page 1 (1) Trouble Tracing 503
L23/30H
Description
Starting Failures ............................................................................................................... 503.01 (01H)

Faults in Fuel Oil System ................................................................................................. 503.02 (01H)
Disturbances during Running ........................................................................................... 503.03 (01H)
Ignition in Crankcase ........................................................................................................ 503.04 (01H)
Trouble Shooting Guide for Centrifugal By-pass Filter ..................................................... 503.05 (01H)
Trouble Shooting Guide for Turbine Starter ..................................................................... 503.06 (01H)
Trouble Shooting for Cooling Water System .................................................................... 503.09 (01H)
Trouble Shooting for Lubricating Oil Cooler ..................................................................... 503.10 (01H)
Working Card
Plates
08028-0D/H5250/94.08.12
96.03 - ES0U
Description
Starting Failures 503.01
L23/30H
Trouble Possible Cause Trouble Shooting
Engine turns as soon as shut-off Faults in electrical system. Check electrical parts.
valve is opened, without start
but-ton being activated.
Engine does not turn when start Air pressure in starting air Start compressors, re-charge air
button is activated. receiver too low. receiver.
Main valve(s) closed. Open valve at receiver and stop

valve interposed in line between
receiver and engine.
Pinion does not engage with the Check the air starter for broken
flywheel. clutch jaws or other broken
parts.
Air motor runs, pinion engages
but does not rotate. Check the air motor for broken
shafting, bearing or clutch jaws.
Faults in electrical system.
Check electrical parts.
Engine turns too slowly or Worn air motor parts.

irregularly when start button is Remove and disassemble the air
depressed. motor. Examine all parts and re-
place any that are worn or
damag-ed. Use the guidelines for
determi-ning unserviceable parts.
Start valve is sticking in close
position. Check start valve.
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description
Starting Failures 503.01
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 start Air pressure in starting air re- Start compressors, re-charge
button is activated. ceiver 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 Worn air motor parts. Remove and disassemble the
irregularly when start button is air motor. Examine all parts
depressed. and replace any that are worn
or damaged. Use the guide-
lines for determining unserv-
iceable 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
00.12 - ES0
Description
Faults in Fuel Oil System 503.02
Page 1 (3)
Edition 01H
L23/30H
Engine turns on starting air, but Sluggish movement of manoeuvering Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not gear. nections in manoeuvering gear.
actuated.
Governor setting incorrect. Adjust governor, see special in-
struction manual.
Overspeed stop tripped. Cancel overspeed stop.
Piston in stop cylinder is actuated. Check that piston is not sticking.

Check that pressure in cylinder is
relieved. Check that the overspeed
trip is not actuated.
Piston in stop cylinder is actuated Check pressures and tempera-

owing to uncancelled shutdown tures. Check for faults in shut-
function (1). down devices.
Failures in governor. Check that governor is working

properly. For further fault location,
see special instr. manual.
Incorrect adjustment of manoeuve- Check rod connec. Check that fuel

ring gear. pump index is corresponding to
"Adjustments after trials" in testbed
chart.
Incorrect adjustment of limiter Adjust setting of limiter cylinder.

cylinder.
Engine turns on starting air, but no

fuel is injected owing to failures in Fuel oil service tank empty. Pump oil into the tank.
fuel system.
Air in fuel pumps and fuel injection Vent the fuel pumps with fuel with-
valves (2). out air bubbles appears. If ignition
fails in just one cyl., vent the re-
spective fuel injection valve. If igni-
tion still fails, install a spare valve
before attempting to start the engi-
ne again.
Worn-out fuel pump. Change fuel pumps.

08028-0D/H5250/94.08.12
Defective fuel injection valves or Change defective fuel valves.

valve nozzles (4).
Too low pressure before fuel injection Increase the fuel oil feed pump
pumps (3). pressure.
Engine turns on starting air, fuel is

injected, but ignition fails. Water in the fuel. Drain off water and repeat venting
of fuel pumps.
Fuel valves or nozzles defective (4). Change defective fuel valves,

see Working Card 514-01.10.
Cont.
96.37 - ES0U-G
503.02 Faults in Fuel Oil System Description
L23/30H
Check intake and exhaust valve

Compression during start too low (5). for tight closing. Check cyl. wear
and piston rings.
Check fuel pump timing advance,

Incorrect timing of camshaft (6). and fuel valve opening pressure as
well as camshaft adjustment.
First ignitions are too violent Slow turning with open indicator
(safety valves are opening). Oil has collected on piston crown (7). valves. To locate defective fuel
Engine runs erratically. val-ve, remove oil.
Lubricate and mobilize rod

Sluggish movement of manoeuvering connections and bearings in
gear. manoeuvering gear.
Check rod connection is manoeu-

Fuel pump index too high. vering gear. Check that governor
is working properly. Limiter
cylinder to be set lower.
Remarks
1) If the shutdown function is due to overspeed, 4) If the fuel is forced into the cylinder through a
the shutdown impulse is cancelled by setting the defective fuel valve or through worn-out atomizer
overspeed governor and thus venting the stop cylin- holes, no or too sluggish atomization may prevent
der. ignition, possibly followed by too violent ignition.
2) Whenever air is present in the fuel oil system 5) To obtain ignition temperature in the cylinders,
repeat venting of fuel pumps. The cause may be that the compression pressure during starting should be
a fuel valve is kept in open position (spindle sticking normal, see the testbed report. This can be checked
or spring broken). Heating of fuel to a too high by measuring the compression pressure during
temperature may have a similar effect owing to starting. Cylinders having too low compression should
formation of gas in the fuel. If a sticking valve is be inspected.
08028-0D/H5250/94.08.12
found, it should be changed and overhauled. It

should be cheked that no oil has collected on the
piston crown. Air in the fuel oil system may also be 6) Major alterations of the combustion charac-
the result of the fuel oil feed pump suckingin air teristics of the fuel may demand adjustment of the
through a defective stuffing box or a leaky seal. timing of the fuel pumps. One or more camshaft
sections may be incorrectly fitted (after dismantling).
Too high opening pressure of the fuel valves will also
3) If the fuel oil pressure drops, the filter may be delay the injection.
clogged up, or the by-pass at the feed pump may
have opened.
96.37 - ES0U-G
Description
Faults in Fuel Oil System 503.02
L23/30H
7) Oil on the piston crown will in most cases have If a repair cannot be made on the spot, it is decided
leaked down from a defective fuel valve. As these oil if running may continue, with or without the defective
accumulations are dangerous, the leakage should charger blanked off.
be found and remedied before the engine is started
again. When continuing the running with the turbocharger
out of operation, the engine output must be reduced.
The exhaust temperature must not exceed the nor-
Turbocharger Failure mal valve, for full load running with an intact turbo-
charger. For further details see the separate turbo-
If heavy vibrations, bearing failure or other trouble charger instr. manual.
arise in a turbocharger, the engine load must be
reduced until the vibrations cease. When possible,
the engine is stopped in order to locate and remedy
the fault (see turbocharger instr. manual).
08028-0D/H5250/94.08.12
96.27- ES0U-G
Description
Disturbances during Running 503.03
Page 1 (3)
Edition 01H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 512-01.00.
increase(s) temperature due to ineffective air
coolers.
Reduce load and water-wash tur-
(All cyls.) Fouling or air and gas bine. Clean air filters and coolers.
passages.
(All cyls.) Insufficient cleaning of See Description 504.25.

fuel oil or changed combustion
characteristics.
Check Pmax. Check camshaft ad-
(All cyls.) Wrong position of cam- justment.
shaft (maladjustment).
(single cyls.) Fuel valve or valve See Working Card 514-01.10.

nozzle defective.
(Single cyls.) Leaky exhaust Check the valve clearance. Repla-

valves (1). ce cyl. head with defective valve.
(Single cyls.) Blow-byleaky com- See Working Card 506-01.00.

bustion chamber (2).
(Single cyls.) Damaged fuel pump Replace the single camshaft

cam. section.
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (by-
decrease(s) temperature. pass valve) in cold water system is
working properly and correctly set.
(Single cyls.) Air in fuel pump(s) Venting of fuel pump(s) until fuel
and fuel injection valve(s). without air bubbles appears.
Check feed pump pressure.
(Single cyls.) Spindle in fuel valve Change and overhaul defective

sticking (3). fuel valve.
(Single cyls.) Fuel pump plunger Change fuel pump plunger/barrel

sticking or leaking. assembly.
08028-0D/H5250/94.08.12
Engine RPM decreases Pressure before fuel pumps too Raise fuel oil feed pump pressure
low. to normal. Check filter.
Fuel valve or fuel pump defective. Change defective valve or pump.
Water in the fuel. Drain off water and vent the fuel
pumps.
Governor defective (4). Replace defective governor.
Increased internal friction in engine See "Ignition in Crankcase".

(5). Cont.
96.37 - ES0U-G
503.03 Disturbances during Running Description
Page 2 (3)
Edition 01H
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

If OK, check for faults in shutdown
devices. See also Starting Failures.
Smoky exhaust. Turbine RPM lagging behind en- Reasonably smoke is normal when
gine RPM. RPM increases; no measures cal-
led for. If smoky exhaust during
normal running, clean turbine(s) and
check valves.
Air supply too low. Fouling of air and gas passages,

see section 512.
Fuel valves or nozzles defective. See Working Card 514-01.10.
"Trumpets" at nozzle holes. Failure Overhaul fuel valves.

of cooling (especially during hea-
vy-oil operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts
loose. Push rod thrust disc da- as necessary.
maged.
Rising cooling water temperature. Pump stopped. Increased friction Stop the engine. Check the cooling
(7). water. Find cause of increased
friction and remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. Stop the engine. For further details,
Filters/cooler fouled. see "Ignition in crankcase". See
also Working Card 515-01.00 for
lub. oil pump and Working Card
515-01.10 for the lub. oil filter
Remarks
08028-0D/H5250/94.08.12
1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be stopped
and maximum combustion pressure of the respective and the piston in question pulled. If this is not
cylinder dropping. possible, the fuel pump index must, as described
above, be moved to stop. Leaky piston rings will
To limit the damage to the valves these should be normally result in a heavy excess pressure in the
changed immediately, if possible, or the fuel pump of crankcase.
the cylinder concerned should be put out of opera-
tion by moving the index to stop and locking it in this
position.
96.37 - ES0U-G
Description
L23/30H
3) If this happens the fuel pump barrel and plunger 6) If the cooling water temperature for the entire
must be changed, and if, it is necessary to increase engine has risen to 90-100 C, it should be checked
the fuel pump index by more than 10 index degrees, whether steam has developed by opening the test
to obtain full load of the respective cylinder, the fuel cocks, if fitted on the discharge from cylinders. If this
pump is worn out in most cases. Usually this is is the case, there is no water on the cooling surfaces,
confirmed by inspection of the fuel pump plunger on which may therefore be heated unduly. To avoid
which the helical cut-off edge will show a pitted and heat stresses arising in cylinder liners and cylinder
corroded area where material is plucked out. In that heads, if the water returns too early, the engine
case the pump can be provided with a new barrel and should be stopped and left to cool, while the discharge
plunger. valve is closed. After 15 minutes it is opened a little
to allow the water to rise slowly in the cooling jackets.
Check filling at test cocks. Make crankcase inspection
4) The governor will not reduce the fuel pump to ascertain that internal water leakage has not
delivery to zero in case of, for instance, failure of the arisen. Remember slow turning with open indicator
governor oil pump, but the engine speed will start valves at subsequent starting-up.
fluctuating.
When the governor is defective the engine is pro- 7) If the lubricating oil pressure drops below the
tected against racing by the overspeed trip, i.e. the minimum mentioned in "Data" find the cause of the
engine is stopped automatically in case of excessive pressure drop and remedy the defect before re-
speed. It is therefore, essential, that the overspeed starting the engine. Feel over 5-15-30 minutes after
trip is kept in perfect order. Regarding governor starting, and again when full load is obtained. See
failure, see special instruction book. section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in the
cylinder liner might do so. Repair is necessary before
starting the engine again. Feelover and look out for
oil mist.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
Description
Page 1 (3) Edition 01 H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See section 501; Operational Observat-
Increase (s) temperature due to ineffective air coolers. ions, item e.
(All cyls.) Fouling or air and gas passages. Reduce load and water-wash turbine.
Clean air filters and coolers.
(All cyls.) Insufficient cleaning of fuel oil or See section 501; Operational Observat-
changed combustion characteristics. ions, item c.
(All cyls.) Wrong position of camshaft Check Pmax. Check camshaft adjustment.
(maladjustment).
(single cyls.) Fuel valve or valve nozzle See section 501; Operational Observat-
defective. ions.
(Single cyls.) Leaky exhaust valves (1). Check the valve clearance. Replace cyl.
head with defective valve.
(Single cyls.) Blow-byleaky combustion See section 501; Operational Observat-

chamber (2). ions.
(Single cyls.) Damaged fuel pump cam. Replace the single camshaft section.
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (bypass
decrease(s) temperature. valve) in cold water system is working
properly and correctly set.
(Single cyls.) Air in fuel pump(s) and fuel Venting of fuel pump(s) until fuel without air
injection valve(s). bubbles appears.
Check feed pump pressure.
(Single cyls.) Spindle in fuel valve sticking Change and overhaul defective fuel valve.
(3).
(Single cyls.) Fuel pump plunger sticking or Change fuel pump plunger/barrel
leaking. assembly.
Engine RPM decreases Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to
normal. Check filter.
Fuel valve or fuel pump defective. Change defective valve or pump.
Water in the fuel. Drain off water and vent the fuel pumps.
Governor detective (4). Replace detective governor.

08028-0D/H5250/94.08.12
Increased internal friction in engine (5). See "Ignition in Crankcase".
Cont
96.02-ES0U-G
503.03 Disturbances during Running Description
Page 2 (3)
Edition 01 H
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

If OK, check for faults in shutdown
devices. See also Starting Failures.
Smoky exhaust. Turbine RPM lagging behind engine Reasonably smoke is normal when RPM
RPM. increases; no measures called for. If
smoky exhaust during normal running,
dean turbine(s) and check valves.
Air supply too low. Fouling of air and gas passages, see
section 501;Operational Observations.
Fuel valves or nozzles defective. See section 501; Operation Observations.
"Trumpets" at nozzle holes. Failure of Overhaul fuel valves.

cooling (especially during heavy-oil
operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting loose. Inspect and replace defective parts as
Push rod thrust disc damaged. necessary.
Rising cooling water Pump stopped. Increased friction (7). Stop the engine. Check the cooling water.
temperature. Find cause Of Increased friction and
remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. (8) Stop the engine. For further details, see
Filters/cooler fouled. "Ignition in crankcase".
Remarks
1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be
and maximum combustion pressure of the stopped and the piston in question pulled. If this is
respective cylinder dropping. not possible, the fuel pump index must, as
described above, be moved to stop. Leaky piston
To limit the damage to the valves these should be rings will normally result in a heavy excess
changed immediately, if possible, or the fuel pump pressure in the crankcase.
of the cylinder concerned should be put out of
operation by moving the index to stop and locking
08028-0D/H5250/94.08.12
it in this position.
96.02-ES0U-G
Description
Page 3 (3) Edition 01 H
L23/30H
3) If this happens the fuel pump barrel and 6) If the cooling water temperature for the entire
plunger must be changed, and if, it is necessary to engine has risen to 90-100 C, it should be
increase the fuel pump index by more than 10 checked whether steam has developed by opening
index degrees, to obtain full load of the respective the test cocks, if fitted on the discharge from
cylinder, the fuel pump is worn out in most cases. cylinders. If this is the case, there is no water on
Usually this is confirmed by inspection of the fuel the cooling surfaces, which may therefore be
pump plunger on which the helical cut-off edge will heated unduly. To avoid heat stresses arising in
show a pitted and corroded area where material is cylinder liners and cylinder heads, if the water
plucked out. In that case the pump can be returns too early, the engine should be stopped
provided with a new barrel and plunger. and left to cool, while the discharge valve is
closed. After 15 minutes it is opened a little to
allow the water to rise slowly in the cooling jackets.
4) The governor will not reduce the fuel pump Check filling attest cocks. Make crankcase
delivery to zero in case of, for instance, failure of inspection to ascertain that internal water leakage
the governor oil pump, but the engine speed will has not arisen. Remember slow turning with open
start fluctuating. indicator valves at subsequent starting-up.
When the governor is defective the engine is pro-

tected against racing by the overspeed trip, i.e. the 7) If the lubricating oil pressure drops below the
engine is stopped automatically in case of minimum mentioned in "Data" find the cause of the
excessive speed. It is therefore, essential, that the pressure drop and remedy the defect before
overspeed trip is kept in perfect order. Regarding restarting the engine. Feel over 5-15-30 minutes
governor failure, see special instruction book. after starting, and again when full load is obtained.
See section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in
the cylinder liner might do so. Repair is necessary
before starting the engine again. Feelover and
look out for oil mist.
08028-0D/H5250/94.08.12
96.02-ES0U-G
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 01H
L23/30H
Cause 1. Stop the Engine
During running the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of coarse oil drops is flung around everywhere.
If undue friction, and thus heating, arise between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is transmitted otherwise 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 a multitude of
minute drops suspended in the atmosphere, i.e. a 3. Take off all doors on one side of the crankcase.
milky white oil mist is formed, able to nourish and Cut off starting air. Engage turning gear, if fitted.
spread a flame if ignited. Such ignition may be
caused by the same "hot spot" which produced the 4. Locate the hot spot. Powerful lamps should be
oil mist. If a large quantity of oil mist has developed employed at once (in explosion-proof fittings). Feel
before ignition, the burning may cause considerable over all sliding surfaces (bearings, liners, pistons,
pressure rise in the crankcase, forcing the relief roller guides, etc.).
valves to open. In a few cases, presumably when the
whole crankcase has been filled with oil mist, a Look for squeezed-out bearing metal and discolo-
subsequent explosion has thrown off crankcase ration by heat (blistered paint, burnt oil, heated
doors and caused fire in the engine room. steel).
Every precaution should therefore be taken to (A) 5. Prevent further heating, preferably by making
avoid "hot spots" and (B) discover oil mist in time. a permanent repair. Special attention should be
given to ensure lubricating oil supply and satisfactory
condition of the frictional surfaces involved. It is
A. "Hot spots" in Crankcase equally important to replace filter elements in time.
Overheating of bearings is a result of too bad or 6. Start electrically driven lubricating oil pump
failing lubrication possibly caused by pullution of the and check oil flow from all bearings and splash pipes
lubricating oil. in crankcase while turning the engine through at
least two revolutions. Section 502, Check 1.
It is therefore important that the lubricating oil filtra-
tion equipment is in perfect condition. Filter cartrid- 7. Stop and feel over. Look out for oil mist.
ges must not be used again, if they have been
removed from the filter. Check of the oil condition by Especially the frictional surfaces that caused the
analysis is recommended. heating should be felt over (5-15-30 minutes after
starting, and again when full load is obtained). Sec-
tion 501.10, Point 2.
08028-0D/H5250/94.08.12
B Oil Mist in Crankcase

8. In case it has not been possible to locate the
Presence of oil mist may by noted at the vent pipe, hot spot, point 8 should be intensified and repeated
which is usually fitted to the top of the engine frame. until the cause of the oil mist has been found and
remedied. In very rare cases oil mist could be due to
Measures (in case of white oil mist). "atomization" of lubricating oil by the action of an air
jet (for instance blow-by, or blow-by through cracked
Warning: Keep away from doors and relief valves on piston).
crankcase. Do not stay unnecessarily in doorways
near doors of the engine room casing.
96.37 - ES0U-G
Description 503.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 01H
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Motor will not run. No air supply. Check for blockage or damage to air
supply lines or tank.
Damaged motor assembly (12). Inspect motor assembly and power

train and repair power train or
replace motor assembly, if
necessary.
Foreign material in motor and/or Remove motor assembly and piping

piping. and remove the blockage.
Blocked exhaust system. Remove housing exhaust cover (1)

and check for blockage.
Defective control or relay valve. Replace control valve or relay valve.
Loss of power. Low air pressure to starter. Check air supply.
Restricted air supply line. Check for blockage or damage to air

lines.
Relay valve malfunctioning. Clean or replace lines or relay valve.

Lubricate relay valve.
Exhaust flow restricted. Check for blocked or damaged

piping. Clean or replace piping.
Check for dirt or foreign material and
clean or remove. Check for ice build-
up. Melt ice and reduce moisture
build-up to starter.
Damaged motor assembly. Replace motor assembly.
Drive (57) will not engage. No pressure to drive housing port. Check air supply.
Internal drive housing ports blocked. Remove blockage.
Fluid in drive unit components.

Remove fluid.
Damaged or worn piston assembly
(54), O-rings or seals. Replace damaged or worn parts.
08028-0D/H5250/94.08.12
O-rings and seals dry. Relubricate O-rings and seals.
Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. worn or damaged parts.
Excessive butt engagement. Damaged drive pinion (63) or Inspect drive pinion and flywheel
flywheel. and replace, if necessary.
Damaged starter drive (57) Inspect drive components and

components. replace worn or damaged parts.
Cont. ....
96.38 - ES0U-G
503.06 Description
Edition 01H
Trouble Shooting Guide for Turbine Starter Page 2 (2)
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Low air pressure. Check air supply.
Wrong drive pinion. Replace with proper drive pinion.
Oil blowing out of exhaust. Oil in air supply line. Inspect air line and remove source
of oil.
Splash deflector retaining screw (5) Install splash deflector retaining

or pipe plug missing. screw or pipe plug.
Worn or damaged rotor seals or Replace static seals on outside of

static O-rings. motor or send motor to Ingersoll
Rand to be rebuilt.
Oil leaking from gear case (28). Worn or damaged O-rings. Replace O-rings.
Loose joints. Make sure that joints fit properly and

starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not replace with new seals
and O-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs (10) or Tighten or replace pipe plugs using
(11). Ingersoll-Rand No SMB-441 pipe
sealant.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
Air or gas leakage. Loose joints. Make sure that joints fit properly and
starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not, replace with new
08028-0D/H5250/94.08.12
seals and O-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs. Tighten or replace pipe plugs.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
96.38 - ES0U-G
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 01H
L23/30H
Description The pump bearings are lubricated automatically with

oil from the lubricating oil system of the engine.
The built-on fresh water pump in the high tempera-ture
(HT) circuit is of the centrifugal type and is mounted If the pump leaks and the shaft sealing rings are worn,
on the front cover of the engine and is driven through it is recommended to replace the shaft seal, see
a gearing. working card 516-02.00.
The pump does not work after Pump draws in air at suction side. Check packings and pipes for
start. 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 Air leakages of shaft seal. Overhaul the shaft seal.
normal 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 troubles with the pump, apart from

mechanical faults, are most often due to leaks in the
suction line. It is essential, therefore, that all packings
and gaskets are in order and that they are renewed
08028-0D/H5250/94.08.12
when necessary. Even a tiny hole in the suction line

will reduce the pump capacity.
96.02 - ES0U-G
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01H
L23/30H
Trouble Shooting In case of fatigue fracture, this will normally
necessitate a replacement of all plates and gaskets
In case of damage to plates or gaskets, it will often as there may be a risk of fatigue fracture in all the
be necessary to replace these. material.
In case of corrosion, all plates must be examined
First examine the external conditions around the carefully!
plate heat exchanger in order to localize the cause of For work to be carried out see working card 515-
the damage! very carefully. 06.00.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operat-
ing Data & Set Points".
Leakage. Insufficient tightening Tighten up the plate heat exchanger -

(Phase 1) however, not under the minimum dimen-
sion and never, when the plate heat
exchanger is under pressure or over
40C.
If the plate heat exchanger is still leaky,

proceed to with 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.
Separate the plate heat exchanger.

08028-0D/H5250/94.08.12
Leakage. Gaskets. Clean the plates very carefully.

(Even after tightening of the plate heat Replace the gaskets.
exchanger to minimum dimension) Assemble the plate heat exchanger and
start it up again.
Leakage. Separate the plate heat exchanger.

(Through the drain holes of the gas- Defective gasket or badly corroded Replace defective plates and gaskets, if
kets) plate. any.
start it up again.
96.30 - ESOU-G
503.10 Trouble Shooting for Lubricating Oil Cooler Description
L23/30H
Non-Visible Leakage
Reduced heat transmission and/or in- Fouled plates or choked plate Separate the plate heat exchanger and
creasing pressure drop. channels. 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 pres-
sure 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 pressure.
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
08028-0D/H5250/94.08.12
exchanger again. Take care to avoid

water spraying onto the dry plate side!
By a careful study of the plates it will be
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 pressure.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
96.30 - ES0U-G
Index Specification and Treatment Lubricating Oil, Fuel
Page 1 (1) 504
Oil and Cooling Water
L23/30H
Description
Lubricating Oil Specification............................................................................................... 504.01 (01H)

Maintenance of Lubricating Oil Condition ........................................................................ 504.03 (01H)
Criteria for Cleaning/Exchange of Lubricating Oil ............................................................ 504.04 (01H)
Lubricating Points ............................................................................................................. 504.05 (01H)
Lubricating Oil in Base Frame .......................................................................................... 504.06 (01H)
Lubricating Oil in Base Frame .......................................................................................... 504.06 (04H)
Fuel Oil Specification ....................................................................................................... 504.20 (02H)
Fuel Oil Quality ................................................................................................................ 504.25 (01H)
Nomogram for Determination of CCAI ............................................................................. 504.26 (01H)
Analysis Data ................................................................................................................... 504.27 (01H)
Fuel Oil Cleaning ............................................................................................................. 504.30 (01H)
Fresh Water System Treatment ....................................................................................... 504.40 (01H)
Working Card
Plates
08028-0D/H5250/94.08.12
99.04-ES0U
Description 504.01
Page 1 (2) Lubricating Oil Specification
Edition 01H
L23/30H
The lubricating oil of a 4-stroke engine is a funda- Total Base Number (TBN)
mental element in good engine operation, as it
serves quite a few important purposes, such as: TBN indicates the alkalinity of the lubricating oil and,
consequently, its neutralizing effect on acids deve-
1) Lubricating the bearings, the cylinders, the loped from the sulphur in the fuel oil. The TBN is
piston rings and other movable parts of the engine. normally reduced gradually during a period of ope-
ration. The influential elements are the sulphur con-
2) Neutralizing the effect of sulphur in the fuel oil tent in the fuel oil and the amount of refilling due to
to prevent corrosion of cylinder liners and piston normal consumption. After a certain time of opera-
rings. tion, the TBN will stabilize at a lower value, the TBN
equilibrium, as illustrated in fig. 1.
3) Cooling of bearings and pistons and keeping
the interior clean.
4) Transporting contaminants such as dust, rust,

water, combustion residues, lubricating oil residues, TBN
etc. away from the engine to the filters and separators. Refilling
Consequently, the lubricating oil is a finely balanced TBN

Initial
mixture of a suitable base oil to provide lubrication
and cooling, and a series of lubricating oil additives
to take care of the neutralizing task, the cleaning and TBN
transportation of contaminants, as well as other equilibrium
additives to ensure the continuity of these abilities.
Service hours
Lubricating Oil Specification
A HD-lubricating oil (heavy duty) corresponding to at Fig. 1 Alteration and stabilization of TBN-value during a period of
least type CD Commercial Class D acc. to API operation.
service system (meets MIL-L-2104 C and D) has to
be used. The oil should be rust and oxidation inhi-
bited.
For engines cooled directly - or indirectly by seawater

an SAE 30 oil ( 105 mm/sec. at 40 C) should always
be used.
08028-0D/H5250/94.08.12
In some cases, where a sufficiently low cooling wa-

ter temperature, is unattainable, an SAE 40 oil
(145mm/sec. at 40 C) can be chosen, provided
that the thermostatic element in the built-on lub. oil
thermostatic valve is changed.
When selecting a lubricating oil, attention must be

paid to the fuel sulphur content. Due to generating
sets normally operating at a moderate load, the
sulphur input from the fuel are generally lower than
for propulsion engines.
96.02 - ES2S-G
504.01 Description
Lubricating Oil Specification Page 2 (2)
Edition 01H
L23/30H
In fig. 2 the relationship between the fuel oil sulphur

content and the adequate TBN of the lubricating oil
is illustrated. When selecting a lubricating oil, the TBN
area "TBN initial" is to be used and the stabilized 35
level of the lubricating oil should be kept within the
area "TBN equilibrium". Refilling due to normal lub- 30
ricating oil consumption should be carried out with 25
lubricating oil from the initial TBN area. 20
If the TBN value, stabilized within the recommended 15

area "TBN equilibrium", is disturbed due to tempo- 10
rarily abnormal operation conditions and forced to a 5
level beyond the recommended TBN equilibrum, it
may be adjusted by refilling a lubricating oil of a
1 2 3 4 5
similar type as used in the engine, however, with
another TBN-initial. % Sulphur in
fuel oil
This method of adjusting the TBN value should,

however, only be used when approved by the Fig. 2 TBN - value in relation to the fuel oil sulphur content.
lubricating oil supplier.
If, during normal operation, the TBN is found to

stabilize at a level period the recommended TBN
equilibrium zone, a change to a lubricating oil of a
more suitable TBN initial should be considered.
08028-0D/H5250/94.08.12
96.02 - ES2S-G
Description
Lubricating Oil Specification 504.01
General
Requirement Guiding Values
This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 60% of rated power)
32H, V28/32S
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API service system (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8
The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8
When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8
Due to generating running mode for HOLEBY's Heavy fuel (3.5<S<4.5) 20-25 10-14 8
engines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a lower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Marine
Engine SAE class Heavy fuel (S<1.5) 15-20 8-10 8

L23/30H, L+V28/32H
30* 105 mm2/sec at 40 C Heavy fuel (1.5<S<2.5) 20-25 10-14 8
L16/24, L21/31, L27/38
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
40 145 mm2/sec at 40 C
Heavy fuel (3.5<S<4.5) 20-30 10-14 8
Stationary
L16/24, L21/31, L27/38 Based on typical load profile for variable speed
L23/30H, L+V28/32H, V28/32S engine, pumps (10-100% of rated power)
08028-0D/H5250/94.08.12
40 145 mm2/sec at 40 C
* At cooling water temperatures above 32 C SAE 40 (initial) (equilibrium) (min. level)
oil can be used. In this case, please contact MAN
B&W, Holeby. Gas oil 10-14 6-8 6

If load profile is different, this should be taken in
consideration. Heavy fuel (S<1.5) 15-20 8-10 8
In the long run though, the operation results are the Heavy fuel (1.5<S<2.5) 20-30 10-14 8
criteria that prove which TBN is the most economical
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
one for efficient engine operation.
Heavy fuel (3.5<S<4.5) 25-30 10-14 8
01.24 - ES1
Description
Maintenance of Lubricating Oil Condition 504.03
Page 1 (2)
Edition 01H
L23/30H
General of the rated flow of the separator.
During operation of trunk engines the lubricating oil In order to keep the amount of lubricating oil in the
will be contaminated slowly by small particles origi- engine in good condition, it is necessary to treat 0.27
nating from the combustion. l/kw per hour (0.20 l/BHP per hour).
The burning of heavy fuels will normally increase this A centrifuge for treating this amount of lubricating oil
contamination due to the increased content of carbon under the mentioned derated flow conditions should
residues and other impurities. have a rated capacity of 1.08-1.8 l/kw per hour (0.8-
1.3 l/BHP per hour), but in each case the separator
Contamination of lubricating oil with water, fresh or manufacturer's recommendations for capacity and
salt, can also take place. operation instructions should be followed.
A certain amount of contaminants can be kept For engines with cartridge-type oil filters (dept filters),
suspended in the lub. oil without affecting the lubri- continuous and efficient purification of the oil in the
cating properties. separator is essential to ensure long service life of the
cartridge filters.
But the condition of the lub. oil should be kept under
observation by analyzing oil samples. See also 504.04 For cleaning of the lubricating oil system after over-
"Criteria for Cleaning/Exchange of Lubricating Oil". hauls and inspection of the lub. oil piping system, see
section 515.
The engine bearings are protected by the full-flow lub.
oil filter built onto the engine, the filter cartridges
having a fineness of 15 micron and the safety filter a Deterioration of Oil
fineness of 60 micron.
Oil seldom loses its ability to lubricate, i.e. to form a
The condition of the lub. oil can be maintained/ friction-decreasing oil film, but it may become cor-
reestablished by exchanging the oil at fixed intervals rosive to the steel journals of the bearings in such a
or based on analysis results. way that the surface of these journals becomes too
rough and wipes the bearing surface.
Cleaning with Centrifugal Separators In that case not only the bearings must be renewed,
but the journals must be polished. Corrosiveness of
A more economical solution is to maintain the condi- the lubricating oil is due to either far advanced
tion by continuous treatment. Experience has proved oxidation of the oil itself (TAN) or to the presence of
that centrifuging is superior to other methods of inorganic acids (SAN). In both cases the presence of
cleaning lubricating oils. water will multiply the effect, especially an influx of
seawater as the chloride ions act as an inorganic acid.
The optimum cleaning effect is achieved by keeping
08028-0D/H5250/94.08.12
the lubricating oil in a state of low viscosity for a long

period in the centrifuge bowl. Oxidation of Oils
Low viscosity is obtained by preheating the lubrica- At normal service temperature the rate of oxidation is
ting oil to a temperature of 85 C - 95 C. insignificant, but the following factors will accelerate
the process:
Slow passage of the lubricating oil through the centri-
fugal separator is obtained by using reduced flow rate
and by operating the separator 24 hours a day, only High Temperature
stopping when cleaning of the bowl is necessary.
The temperature level will generally rise if the coolers
When treating detergent type lubricating oil, the flow
rate is usually recommended to be reduced to 15-25%
96.02 - ES0U-G
504.03 Maintenance of Lubricating Oil Condition Description
L23/30H
are ineffective.
High temperature will also arise in electrical prehea- chamber.

ters if circulation is not continued for 5 minutes after
the heating has been stopped, or if the heater is only In a grave case of oil deterioration, the system should
partly filled with oil. be cleaned thoroughly and refilled with new oil.
Catalytic Action Water Washing
Oxidation of the oil will be considerably accelerated if Water washing of HD-oils must not be carried out.
catalytic particles are present in the oil. Wear partic-
les of copper are especially harmful, but also ferrous
particles and rust are active. Furthermore, the lacquer Water in the Oil
and varnish-like oxidation products of the oil itself
have an accelerating effect. Continuous cleaning of If the TAN is low, a minor increase in the fresh water
the oil is therefore important to keep the sludge content of the oil is not immediately detrimental whi-
content low. le the engine is running. Naturally, it should be brought
down again as quickly as possible (below 0,2% water
content, which is permissible). If the engine is stopped
Signs of Deterioration when corrosion conditions are unsatisfactory, it should
be turned just over 1/2 revolution once every hour (i.e.
If circulating oil of inferior quality is used and the stop in different positions) while the oil circulation and
oxidative influence becomes grave, prompt action is purifying at a high preheating temperature continue to
necessary as the last stages in the deterioration may remove water. Water in the oil may be noted by steam
develop surprisingly quickly, i.e. within one or two formation on the sight glasses, by appearance, or
weeks. Even if this seldom happens, it is wise to be ascertained by immersing a piece of glass or a
acquainted with the signs of deterioration. These may soldering iron heated to 200-300C in an oil sample. If
be some or all of the following: there is a hissing sound, water is present. If a large
quantity of water has entered the oil system, it may be
- Sludge precipitation in purifier multiplies. profitable to suck up sedimented water from the
bottom of the tank. Taste the water for salt. If salty,
- Smell of oil becomes acrid or pungent. an oil sample should be analysed immediately for
chloride ions.
- Machined surfaces in crankcase become cof-
fee brown by a thin layer of lacquer.
- Paint in crankcase peels off or blisters.

08028-0D/H5250/94.08.12
- Excessive carbon is formed in the piston cooling
96.02 - ES0U-G
Description
Criteria for Cleaning/Exchange of Lubricating Oil 504.04
L23/30H
Exchange of Lubricating Oil

3. Water Content
It is not possible to predict the expected life time
for lubricating oil, as it is not possible for the en- Limit value : < 0.5
gine manufacturer to know which fuel and lubri- preferred < 0.2 (higher value is
cating oil qualities will be used and under which permissible in a shorter period)
operating conditions the engine will be operated.
Possible test
A replacement of lubricating oil is required when method : Patable test unit or gas Chroma-
the oils identification values have changed so that tography
the lubricating, cleaning and neutralization proper- (or infra red distil)
ties no longer are sufficient. If the limit value is exceeded,
a supplementary test for chlorides
Exchange of the lub. Oil has to be based on the (ASTM D-878) can be made.
oil suppliers evaluation of samples of oil in ser-
vice. 4. Total Base Number(TBN-Number)
Samples should be forwarded at appropriate in-
tervals at least once every three months depend- Possible test
ing on the running mode and the results of last Method : ASTMD-2896
analysis.
At constant speed operation the lubricating oil
The oil sample should be taken after the filter and Consumption is considered almost constant.
only while the engine is running, as this will ensure The amount of combustion residues and sul-
that the test will be representative for all of the oil phur to be handled by the additives in the lu-
in the engine. bricating oil, depends on the fuel consumption
and sulphur Input.
Evaluation of the Lubricating Oil condition
Following guiding values can be given :
For evaluating the conditions of a used oil, the fol-
lowing guidance conditions are normally sufficient.
Anyway, all parameters have to be evaluated as a Oil type TBN
(equilibrium)
whole, and a single parameter cannot be taken as
a criterion for changing oil. Gas oil 7
Marine 10-14
1. Viscosity diesel
Limit value : < 1 viscosity grade

Units : SAE-units For heavy fuel the TBN will vary from 10 to 25
Possible test depending on sulphur input(see fig. 2 in the
Method : ASTM D-445(modified) Lubricating Oil Specification).
08028-0D/H5250/94.08.12
2. Flash point The TBN is normally reduced gradually during

a period of operation. The influential elements
Limit value : >185C are the sulphur content in the fuel oil, the lu-
bricating oil amount and the amount of
Possible test re-filling based onnormal consumption. After
Method : Setaflash tests(cut of point corre- a certain time of operation, the TBN will stabi-
lates lize at a lower value : the TBN Equilibrium.
204 C i ASTM D-92
(coc)
96.02-ES1U-G
504.04 Criteria for Cleaning/Exchange of Lubricating Oil Description
L23/30H
5. Neutralization Number Additional
Limit value : 0.4-1.0 above typical level test : If the level inn-Heptane insolubles is
considered high for the type of oil and
Unit : mgKOH/g application, the test could be followed
by a supple mentary determination in
Possible test method : ASTMD-974 Toluene.
6. The Total Contamination (insolubles Con- Also infra red test can be used.
tent) Heptane insolubles.
Limit value : < 1.5 generally, depending upon

actual dispersant value and the
increase in viscosity.
Unit : Weight %
Possible test
method : ASTM D-893 procedure B in n-
Heptane.
08028-0D/H5250/94.08.12
96.02-ES1U-G
Description
Criteria for Cleaning/Exchange of Lubricating Oil 504.04
General
Replacement of Lubricating Oil 3. Water Content
It is not possible to predict the expected life time for Limit value : < 0.5
lubricating oil, as it is not possible for the engine preferred < 0.2 (higher value is
manufacturer to know which fuel and lubricating oil permissible in a shorter period)
qualities will be used and under which operation
conditions the engine will be operated. Possible test
method : Patable test unit or gas chrom-
A replacement of lubricating oil is required when the atography (or infra red distil).
oil's identification values have changed no that the If the limit value is exceeded, a
lubricating cleaning and neutralization properties no supplementary test for chlorides
longer are sufficient. (ASTM D-878) can be made.
Exchange of the lub. oil has to be based on the oil

suppliers evaluation of samples of oil in service. 4. Total Base Number (TBN-Number)
Samples should be forwarded at appropriate inter-
vals at least once every three months depending of Limit value : Ref. to fresh-oil TBN% : > 70%
running-mode and results of last analysis.
Unit : mg KOH/g
The oil sample should be taken after the filter and, if
possible, while the engine is running as this will Possible test
ensure that the test will be representative for the method : ASTM D-2896
whole change in the engine.
Due to the generating running mode for HOLE-
BY's engines, where the lub. oil consumption
Evaluation of the Lubricating Oil Condition depends on running time and the fuel oil con-
sumption and following the sulphur input to the
For evaluating the conditions of a used oil, the lub. oil depends on the load, a lower TBN-value
following guidance conditions are normally suffi- than normal for main engines is needed.
cient. Anyway, all parameters have to be evaluated
as a whole, and no single can be taken as a criterion Following guiding values can be given:
for changing oil.
Oil type TBN TBN (equi-
(initial) librium)
1. Viscosity
Gas oil 10 7
Limit value : < 1 viscosity grade
Marine diesel 15 10
Heavy fuel (S>2.5) 15 10
Units : SAE-units
Heavy fuel (S>4) 20 14
08028-0D/H5250/94.08.12
Possible test
method : ASTM D-445 (modified) The TBN is normally reduced gradually with the
time of operation. The influential elements are the
sulphur content in the fuel oil, the lubricating oil
2. Flash Point amount and the amount of re-filling due to normal
consumption. After a certain time of ope-ration,
Limit value : > 185 C the TBN will stabilize at a lower value, the TBN
equilibrium.
Possible test
method : Setaflash tests (cut of point cor
relates with 204 C i ASTM D-92
(coc)
96.44 - ES1
504.04 Criteria for Cleaning/Exchange of Lubricating Oil Description
General
Re-filling should be carried out with lubricating oil of Unit : Weight %

the initial TBN.
Possible test
method : ASTM D-893 procedure B in n-
5. Neutralization Number Heptane.
Limit value : 0.4-1.0 above typical level Additionally

test : If the level in n-Heptane insolub-
Unit : mg KOH/g les is considered high for the ty-
pe of oil and application, the test
Possible test could be followed by a supple-
method : ASTM D-974 mentary determination in Tolu-
ene.
6. The Total Contamination (insolubles Con- Also infra red test can be used.
tent) Heptane insolubles
Limit value : < 1.5 generally, depending upon

actual dispersant value and the
increase in viscosity.
08028-0D/H5250/94.08.12
96.44 - ES1
Description 504.05
Page 1 (1) Lubricating Points Edition 01H
L23/30H
Lubricating Oil Types Used in the Engine.
Description Lub. Oil Type
Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instruction in section 509.
Air lubricator SAE 10W non-detergent oil.
Alternator See special instructions in section 518 or separate instruction.
Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description
Lubricating Oil in Base Frame 504.06
L23/30H
Type L23/30H 5 cyl. 6 cyl. 7 cyl. 8 cyl.
Max. Liter 373 441 509 577

08028-0D/H5250/94.08.12
Max. imp. gallon 82 97 112 127
Min. liter 291 344 397 450

Min. imp. gallon 64 75.5 87.5 99
Liter/cm x) 14.2 16.8 19.4 22.0
Gall./inch. 9.2 10.8 12.5 14.2
94.20 - ES1S
Description
Lubricating Oil in Base Frame 504.06
L23/30H
900 rpm
Type L23/30H 6 cyl. 7 cyl. 8 cyl.
Min. level H1 (mm) 275 275 275
Max. level H2 (mm) 325 325 325
Min. litre 540 685 706
Max. litre 657 814 859
98.44 - ES1
Description
Fuel Oil Specification 504.20
L23/30H
Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50 C corresponding to 55 cSt at 100 C can any on-board cleaning.
be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.
For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel en- Density at 15C kg/m3 991*
gines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at 100C cSt 55
at 50 C cSt 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point C 60
engines.
Pour point C 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon redisue % (m/m) 22
ship, i.e. before on-board cleaning.
Ash % (m/m) 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15 C (60 F) should be after ageing % (m/m) 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) 1.0
Current analysis information is not sufficient for es- Sulphur % (m/m) 5.0
timating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages and Silicon mg/kg 80
turbines. It may, therefore, be necessary to rule out
some oils that cause difficulties.
m/m = mass V/V = volume
Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, as type of centrifuges.
a supplement to the above-mentioned standards,
drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.
95.49
504.20 Fuel Oil Specification Description
L23/30H
Fuel Oil Condition, when Entering the Engine
As practically all fuel oil specifications including the For fuels above 180 cSt/50 C a pressurerized fuel oil
above standards refer to the same fuel type as system is preferable to avoid boiling and foaming of
supplied, the fuel supplied to a ship has to be treated the fuel.
on board before use. For running on the oil quality
mentioned above it is proposed that equipment exists The viscosity leaving the heaters should be 10-15 cSt
on board, which can treat, viz clean and preheat, the and approx. 12-18 cSt entering the engine. The
fuel oil with optimum efficiency. maximum temperature of oil after preheater should be
150 C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition at fuel oil viscosity.
engine inlet should be as recommended below.
Property Units Max. value
Water % by volume max. 0.2
Solid
particles ppm (mg/kg) max. 20
Particle size Micron max. 5
Viscosity cSt Range 12-18
95.49
Description Fuel Oil Specification 504.20
L23/30H
Fuel oil - preheating chart
Approx. viscosity
after preheater
Temperature sec.
cSt
after preheater C Rw.
7 43
170
160 10 52
Normal preheating limit 12 59

150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approx. pumping limit
50
40
30
Log scales 10 15 25 35 45 55 cSt/100 C
30 60 100 180 380 700 cSt/50 C

200 400 800 1500 3500 7000 sec. Rw/100 F
Viscosity of fuel
This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.
95.49
Description
General
Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50 C corresponding to 55 cSt at 100 C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.
For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15C kg/m3 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100C cSt 55
at 50 C cSt 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point C > 60
engines.
Pour point C 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon residue % (m/m) 22
ship, i.e. before on-board cleaning.
Ash % (m/m) 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15 C (60 F) should be after ageing % (m/m) 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) 1.0
Current analysis information is not sufficient for Sulphur % (m/m) 5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicium mg/kg 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume
Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D/H5250/94.08.12
as a supplement to the above-mentioned standards,

drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.
01.34 - ES1
504.20 Fuel Oil Specification Description
General
Fuel Oil Condition, when Entering the Engine
As practically all fuel oil specifications including the For fuels above 180 cSt/50 C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150 C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.
Property Units Max. value
Water % by volume max. 0.2
Solid
particles ppm (mg/kg) max. 20
Particle size Micron max. 5
Viscosity cSt Range 12-18
08028-0D/H5250/94.08.12
01.34 - ES1
Description
General
Fuel oil - preheating chart
Approx. viscosity
after preheater
Temperature sec.
cSt
after preheater C Rw.
7 43
170
160 10 52
Normal preheating limit 12 59

150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approx. pumping limit
50
40
30
Log scales 10 15 25 35 45 55 cSt/100 C
30 60 100 180 380 700 cSt/50 C

200 400 800 1500 3500 7000 sec. Rw/100 F
08028-0D/H5250/94.08.12
Viscosity of fuel
This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.
01.34 - ES1
Description
Fuel Oil Quality 504.25
L23/30H
General Considerations
Combustion quality is the ability of the fuel oil to ignite
The quality of a fuel oil is, in analysis data, stated in and burn in a proper way. The ignition quality,
physical and chemical properties, which are decisive combustion intensity, length and completeness of
for the suitability of the fuel oil for different applications. combustion are properties influenced by the chemical
For diesel engine fuels the combustion quality, the combustion and structure of the fuel oil.
impurity content and the handling properties are the
main quality criteria. Ignition quality relates to ignition delay, i.e. the time
elapsed between start of injection and the start of
Since residual fuels are traded and designated combustion.
according to viscosity, it has become common practice
to associate viscosity with quality. This practice can, Ignition quality is expressed by the cetane number,
especially with modern residual fuels, be very diesel index or cetane index, in all cases the higher
misleading, as a fuel oil of low viscosity often can be the value, the better the ignition quality. For diesel oil
just as bad, or even worse, than other fuel oils of very the ignition quality is expressed by the cetane number,
high viscosity. determined by a specified method in a standard
engine running under standard conditions.
The quality of refinery residues is dependent on the
origin of the crude oil, the grade of utilization when For residual fuels the ignition quality can be expressed
refining the crude oil, and the refinery technique used. by the diesel index or cetane index, both to be
calculated from physical properties, such as the
Some of the residues used in fuel oil production are of aniline point, specific gravity and mid-distillation
a viscosity requiring visbreaking, a process, which temperature. The cetane number, diesel index or
will reduce the viscosity without improving the quality cetane index of a certain fuel oil will show reasonable
at all. correlations between the numerical values.
When producing residual fuels from visbreaked, The combustion condition of the fuel oils is normally
cracked residues and from "straight run" residues, the evaluated from Conradson Carbon residue and the
final adjustment of viscosity to fulfil the requirements asphaltene contents.
of the different grades of intermediate fuels is done by
adding gas oil.
Impurity Content
However, it is to be noted that considerable lowering
of the viscosity is achieved by adding a relatively The impurity content of diesel engine fuels should be
small amount of gas oil, which will give only a minor kept as low as possible, and harmful and unwanted
improvement of the quality of the blend. This means impurities should, to the greatest possible extent, be
that the quality to a major extent is dependent on removed in the pre-treatment system in order to
residues present in the blend. Therefore the quality minimize wear and corrosion of engine components.
depends also on the density, see 504.26. Impurities derive from the crude oil itself, from refinery
08028-0D/H5250/94.08.12
processes and from handling and storage of oils.

As a consequence of the possible variations in quality Some impurities, such as sulphur and vanadium are
of residues and the influence of adding gas oil, the oil soluble and therefore impossible to remove in a
quality of blended fuels can vary, even for fuel oils of conventional mechanical fuel oil treatment system,
equal nominal viscosity. while the amount of water and solid impurities can be
reduced by centrifuging and filtration.
Combustion Quality Sand, rust, metal oxides and catalyst particles can be
found as solid particles in fuel oil.
Fuel related wear and corrosion in diesel engines take
96.02 - ESOU-G
504.25 Fuel Oil Quality Description
L23/30H
the form of mechanical wear and chemically induced from flowing and from being pumped.
corrosion, the latter in the form of high and low
temperature corrosion. Therefore, the pour point must be taken into account
when deciding the presence and capacity of heating
The solid impurities and particles produced during coils in bunker tanks.
combustion, collectively known as ash, cause
mechanical wear of engine components.
Especially catalyst particles, silicone and aluminium

oxides and silicates in the form of sand are very Quality Fuel Oil Main Effects
abrasive. From vanadium and sodium corrosive ash Criteria Characteristics
in the form of oxides, carbonates and sulphates, are
created during combustion. Combustion Conradson Carbon Ignition Ability.
Quality Asphalteness Combustion Condition.
Fouling of Gas Ways.
The sulphur content of a fuel oil may lead to low
temperature corrosion of combustion chamber Sulphur Corrosive wear.
components and formation of deposits on these. The
corrosive effect is due to the formation of sulphuric Vanadium Formation of deposits on
acid. Sodium exhaust valves and turbo-
chargers.
High temperature corrosion.
Water in the fuel oil may lead to several detrimental
effects to the fuel system and to the diesel engine in Water Disturbance of combustion
general by giving rise to mechanical and corrosive process.
wear, as well as fouling. Increased heat-load of com-
Impurity bustion chamber compo-
Content nents, fouling of gas ways,
mechanical wear and cavita-
Handling Properties tion of fuel injection system.
Ash Mechanical and corrosive

Handling of the fuel, i.e. storage, pumping and
wear of combustion
treatment, is mainly affected by physical properties, chamber components.
such as viscosity, density, flash point and pour point, Formation of deposits.
but other fuel oil properties, such as stability, emul- Catalyst Fines Mechanical wear of fuel in-
sification tendency, viscosity index and the nature jection system, cylinder
liners
and amount of water and solid impurities will also
and piston rings.
influence the handling system.
Viscosity Temperatures, pressures,
The nominal viscosity is decisive for the preheating Density and capacities of fuel oil sy-
temperature necessary to obtain adequate viscosity Handling Pour Point stems for storage, pumping
Properties and pre-treatment.
for pumping, settling, centrifuging and injection.
08028-0D/H5250/94.08.12
Flash Point Safety requirements.

The density influences the gravitational settling of
water and solid contaminants in settling tanks. Specific Table 1. Fuel properties affecting diesel engine and fuel systems.
gravity is also an important parameter in the centrifuging
process. The flash point is, for safety reasons, limited
to a minimum of 60C (140F) by classification
societies and other authorities. The flash point is
related to the volatility of the amount and nature of
lighter fractions in the fuel oil, and might thus be used
to estimate the liability of gasification in non-
pressurized parts of the fuel system.
The pour point defines the temperature at which wax

crystallization will take place and prevent the fuel oil
96.02 - ES0U-G
Description Nomogram for Determination of CCAI 504.26
L23/30H
V D CCAI
1 800 800
820 810
840
820
2 860
830
880
3
840
4 900
Normal
5 850 operation condition
920
860
940
10 Difficulties
960 2 870 may be
encountered
20
980 880
30
50 1000 Increased difficulties

890 up to engine
100 damages after
1020 a short time
900
200
1040
400 910
1000
920
5000
08028-0D/H5250/94.08.12
930
20000
50000
Legend
V Viscosity, mm/s (sSt) at 50C.

D Density, kg/m at 15C.
CCAI Calculated Carbon Aromaticity Index.
Fig. 1. Nomogram for determination of CCAI.
96.02 - ES1S-G
504.26 Nomogram for Determination of CCAI Description
Page 2 (2)
Ediition 01H
L23/30H
Example: Ignition quality is an important fuel parameter. The
reason why it does not appear in the international
Viscosity: 180 cSt at 50C specifications is that there are no standardized testing
Density: 990 kg/m at 50C method. Therefore, parameters such as the Calculated
Carbon Aromaticity Index (CCAI) are resorted to as an
The combining straight line across density (990 kg/ aid which is derived from determinable fuel parameters.
m) and viscosity (180 cSt) of a heavy fuel oil results According to our experience only a rough assessment
in CCAI (869). From CCAI conclusions may be of the ignition quality of the heavy fuel oil is possible
derived with regard to the ignition qualities. with the help of this method.
CCAI may be calculated with the aid of the following However, the CCAI has become so well-known in
formula: widespread publications that, in spite of the
reservations mentioned above, we were compelled to
CCAI = D - 141 log log (v + 0.85) - 81. classify the respective MAN B&W Diesel A/S, Holeby
engines according to CCAI-rating, too.
08028-0D/H5250/94.08.12
96.02 - ES1S-G
Description
Nomogram for Determination of CCAI 504.26
General
08028-0D/H5250/94.08.12
Fig 1 Nomogram for determination of CCAI.
01.34 - ES1
504.26 Nomogram for Determination of CCAI Description
General
Example: Ignition quality is an important fuel parameter. The

reason why it does not appear in the international
Viscosity: 180 cSt at 50C specifications is that there are no standardized testing
Density: 990 kg/m at 15C method is non-existent. Therefore, parameters such
as the Calculated Carbon Aromaticity Index (CCAI)
The combining straight line across density (990 kg/ are resorted to as an aid which is derived from
m) and viscosity (180 cSt) of a heavy fuel oil results determinable fuel parameters. According to our
in CCAI (859). From CCAI, conclusions may be experience, only a rough assessment of the ignition
derived with regard to the ignition qualities. quality of the heavy fuel oil is possible with the help
of this method.
CCAI may be calculated with the aid of the following
formula: However, the CCAI has become so well-known in
widespread publications that, in spite of the
CCAI = D - 141 log (log (v + 0.85)) - 81 reservations mentioned above. We were compelled
to classify the respective MAN B&W Diesel A/S,
Holeby engines according to CCAI-rating, too.
08028-0D/H5250/94.08.12
01.34 - ES1
Description
Analysis Data 504.27
L23/30H
Comments on Analysis Data for Fuel Oils of the fuel oil and, in extreme cases, high asphalteness
content may lead to fuel pump sticking.
Carbon Residue
Fuel oils with a high content of asphalteness will have
The carbon residue of a fuel oil indicates its coke- a tendency to form sludge, especially if the water
forming tendency and can be used to determine the content is also high. The asphalteness content of a
tendency of forming deposits in the combustion fuel oil is influenced by pre-treatment, the heaviest
chamber and gas ways. The higher the carbon residue semi-solid asphalteness, and asphalteness bound to
value, the higher the fouling tendency. water as sludge, can be separated by centrifuging.
Some changes in the combustion process, requiring

adjustment of the maximum pressure, may also be Diesel Index
attributed to a high carbon residue content. The value
is measured by standardized tests, such as the Diesel index is a calculated value for determining the
Conradson or Ramsbottom tests which give similar ignition quality of a fuel oil. The ignition quality is
results. related to the hydrocarbon composition, paraffin being
of high quality, n-heptanes of moderate and aromatics
The non-vaporized residue from the carbonizing test of low quality.
consists of carbonaceous material and inorganic
impurities and is expressed in weight percentage of Properties of the aniline point and the specific gravity
the fuel sample tested. Carbon residue and asphal- reflect, with certain exceptions, the hydrocarbon
teness content generally move in parallel, both related composition of a fuel oil, and are therefore used in the
to the carbon-to-hydrogen ratio with increasing values following simple formula as an expression of ignition
for higher ratio. quality:
The carbon-to-hydrogen ratio and thus the carbon Diesel index = (aniline point F x API gravity) x 0,01.
residue too, is dependent on the source of the crude
oil and the type of refinery processing used. The aniline point is the lowest temperature at which
equal volumes of the fuel and aniline become just
The effect of carbon residue is impossible to counteract miscible. The test depends on the fact that aromatic
by pre-treatment of the fuel oil, as centrifuging only hydrocarbons mix completely with aniline at
influences solid inorganic contaminants and hard comparatively low temperatures, whereas paraffins
asphalts, which are only small amounts of the weight require considerably higher temperatures before they
percentage called carbon residue. are completely miscible.
Thus, a high aniline point indicates a highly paraffinic

Asphalteness fuel, and consequently a fuel oil of good ignition
quality. Similarly, a high API gravity number denotes
Asphalteness is defined as the part of a fuel oil a low specific gravity and high paraffinicity, and again
08028-0D/H5250/94.08.12
sample being insoluble in heptane. The content of a good ignition quality.

asphalteness is expressed in weight percentage of
the fuel oil sample tested. The diesel index provides a reasonable idea of the
ignition quality, but generally gives figures slightly
Asphalteness, which is aromatic, slow-turning, semi- above the cetane number.
solid hydrocarbon compounds dispersed in the fuel
oil, has a similar effect on the combustion process as Fuel oils with poor ignition quality and low diesel index
the carbon residue, the main impact being fouling of might especially cause problems in the starting of the
gas ways. The stability of the fuel oil is related to the diesel engines and running at low load.
content of asphalteness.
The addition to starting difficulties, a prolonged ignition
Asphalteness also influences the lubricating properties delay, may give rise to alternations in the maximum
96.02 - ES0U-G
504.27 Analysis Data Description
L23/30H
pressure, leading to increased mechanical or thermal stiction temperature is formed giving rise to high
load. temperature corrosion of exhaust valves and deposit
formation in turbochargers.
Furthermore, fuel oils with poor ignition quality may
cause retarded combustion and subsequent fouling It is possible to reduce the tendency to formation of
gas ways. detrimental vanadium-sodium ash by effective
centrifuging, which will remove sodium salts together
with water. If a very low content of sodium is ensured,
Sulphur a relatively high vanadium content might be ac-
ceptable.
Sulphur is present in fuel oil mainly in organic
compounds, the amount present being expressed as
weight percentage of an oil sample tested. If free Water
sulphur is present, it may cause corrosion in the fuel
system. The main problem caused by sulphur is low The water content of fuel oil is measured by a
temperature corrosion. During combustion, sulphur standardized distillation test and is expressed as a
oxides are produced in the form of gases. Since volume percentage of the sample tested. Water in fuel
humidity also is present, sulphur, sulphuric acid may oil may lead to several detrimental effects of the fuel
be formed on components in the combustion chamber oil system, corrosion and cavitation of fuel pumps and
and in the gas ways, where the temperature is below fuel valves, and cause fouling of exhaust system and
that of the dew point for sulphuric acid. turbochargers.
The detrimental effect of sulphur in fuel oil is Salt water, due to its content of sodium, contributes
counteracted by maintaining adequate temperature of in combination with vanadium to the formation of low-
the combustion chamber components and by using melting corrosive ash, which attacks exhaust valves
alkaline lubricating oil to neutralize the sulphuric acid and turbochargers. Water, when it disturbs the fuel
produced during the combustion. atomization, will lead to poor combustion resulting in
higher heat loads of the combustion chamber
components.
Vanadium and Sodium
It is possible to reduce the water content of a fuel oil
Vanadium and sodium are constituents of the ash primarily by centrifuging, and this should be done to
content. The amount of these are measured by the widest possible extent in order to avoid the
analyzing the residue from the combustion test used detrimental effects of water in the fuel oil.
for determination of the ash content. The amount of
vanadium and sodium presence is expressed in ppm,
parts per million, by weight related to the fuel oil Ash
sample being tested for ash content. Vanadium derives
from the crude oil itself and, being oil soluble, it cannot Ash content is a measure of inorganic non-combustible
08028-0D/H5250/94.08.12
be removed from the fuel oil by conventional pre- material present in the fuel oil. The ash content is
treatment. Sodium derives from the crude oil, and determined by a combustion test, and it is expressed
also from contamination with salt water during storage as a weight percentage residue from complete
and transport of the fuel oil. Sodium is water- soluble combustion of the oil sample tested.
and, regardless of derivation, tends to combine with
the water present in the fuel oil. Ash-forming materials are present in the fuel oil as
natural components of crude oil and due to external
Owing to its water-solubility, it is possible to remove contamination of the fuel oil.
or reduce the amount of sodium present in the fuel oil.
During combustion, corrosive ash is formed from Ash-forming materials exist both as solid contami-
vanadium and sodium.
Especially if the weight ratio of sodium to vanadium

exceeds 1:3, ash with very low melting point and
96.02 - ES0U-G
Description
Analysis Data 504.27
L23/30H
nants and in soluble compounds. The solid con- expressed in seconds Redwood No. 1 (sR1).
taminants may lead to abrasive wear in the fuel
injection system. The solid contaminants may lead to In 1977, however, this designation was officially
abrasive wear in the fuel injection system. Ash superseded by the metric unit of Kinematic viscosity,
formed during combustion may lead to abrasive as centistokes (cSt), and the temperature at which
well as corrosive wear of combustion chamber nominal viscosity is to be related, was also changed.
components and give rise to formations of detrimental
deposits. It is therefore essential, to the greatest Commercial designations of residual fuels for marine
possible extent, to reduce the amount of ash-forming use, still being related to nominal viscosity expressed
materials by centrifuging. in centistokes at 50C. The relationship between the
two methods of expressing the nominal viscosity is
Solid contaminants such as sand, rust, certain metal shown in table.
oxides and catalyst fines can be removed by
centrifuging, and the same goes for water-soluble Furthermore, the designation heavy fuel oil (HFO),
salts such as sodium. bunker C fuel oil and No 6 fuel oil for the heaviest and
cheapest grade of residual fuel oil for marine use,
Some of the components included in the ash content have been superseded by the common designation
have been found to be particularly harmful and are marine diesel fuel oil (MDO) or intermediate fuel oil
therefore stated individually in the analysis data. (IF) for all grades of residual fuels followed by a
number, indicating the nominal viscosity.
Silicium and Aluminium Oxides The use of the S.I. system also influences the
Residual fuels produced by refineries using fluid

Old Designation New Designation
catalytic cracking may be contaminated by catalyst Sec. Redwood No 1/100F cSt/50C
particles in form of silicium and aluminium oxides.
Catalyst particles, if any, are comprised by the value 200 sR1 IF 30
for ash content. Separate values for the silicium oxide 300 - - 40
content and the aluminium oxide content are measured 400 - - 60
600 - - 80
by analyzing the ash content. 800 - - 100
1000 - - 120
The amount of silicium and aluminium oxides is 1200 - - 150
expressed in ppm related to the weight of the original 1500 - - 180
2000 - - 240
fuel oil sample being tested for ash content.
2500 - - 280
3000 - - 320
As catalyst particles are very hard and abrasive, they 3500 - - 380
can cause extreme mechanical wear of the fuel 4000 - - 420
injection system, cylinder liners and piston rings. 4500 - - 460
6000 - - 600
7000 - - 700
08028-0D/H5250/94.08.12
Catalyst particles, being solid and insoluble, can be

removed from the fuel oil. The guide-lines for di-
Table 1. Destignation of fuel.
mensioning the centrifuge size is based on the fact
that approx. 1/3 of the catalyst particles with regard to
weight is removed. nominal viscosity designation for marine gas oil
(MGO) and marine diesel oil (MDO), both now to be
expressed in centistokes at 40C.
Viscosity
Viscosity is an important parameter in connection
Viscosity is a measure of the internal friction or with pumping, pre-treatment and injection of fuel oil,
resistance of an oil to flow. since the possibility and efficiency of these processes
to a large extent is dependent on adequate viscosity.
Traditionally, the viscosity of fuel oils has been
Adjustment of the viscosity into adequate values is
96.02 - ES0U-G
504.27 Analysis Data Description
L23/30H
possible by taking advantage of the interdependence
Analysis Data for Fuel Oils
between temperature and viscosity index of the fuel
oil. Carbon Residue % weight
Asphalteness % weight
The nominal viscosity of a fuel oil is the determining Diesel Index
Engine- Ash % weight
factor for preheating temperatures necessary to obtain
Relevant Sulphur % weight
adequate viscosity for pumping, centrifuging and Properties Water % volume
injection of the fuel oil, and thus also the determining Vanadium ppm
factor for the capacities of the preheating equipment Sodium ppm
in the fuel oil system. Silicium Oxide ppm
Aluminium Oxide ppm
Viscosity sec. Redwood 1/100F

Density cST/50C
Installation- Density g/ml
Density is defined as the mass of a unit volume and Relevant Flash Point C
Properties Pour Point C
it is expressed in g/cm at a temperature of 15C
(59F).
Table 2. Analysis data for fuels.
Specific gravity is the ratio of the mass of a given
volume of liquid at 60F (15.6C) and the mass of an
equal volume of water at the same temperature. For
a given liquid, the specific gravity will generally give The pour point is the lowest temperature at which an
the same numerical as the density. oil will flow or can be poured. The pour point is
measured under specified test conditions. Fuel oil
API-gravity is an arbitrary scale calibrated in degrees must be stored, handled and pumped at temperatures
and related to specific gravity by the following formula: above the pour point to avoid wax crystallization,
which may result in precipitation in storage tanks,
API-gravity = + 131.5 blocking of filters and pipe lines and prevention of
141.5
pumpability. Normally, the pour point of residual fuel
specific gravity/50F
As the formula indicates the API-gravity is in inverse oil does not create any problems since the tempe-
ratio to density and specific gravity. rature needed to reduce the viscosity to pumpable
levels will be adequately in excess of the pour point.
Density is an important parameter in the centrifuging
process, where separating water and water-dissolved
impurities from the fuel oil is based upon the difference Flash Point
in densities. If the density of the fuel oil approaches
that of water, centrifuging thus becomes less effective, The flash point of an oil is defined as the temperature
necessitating reduced flow rate and therefore increased at which it gives off sufficient vapour to create an
centrifuge capacity. inflammable mixture with air. This mixture will ignite
08028-0D/H5250/94.08.12
or flash under the influence of an open flame, but will

The water separation ability of fuel oil is increased by not support the combustion itself. The flash point of
preheating the fuel oil prior to centrifuging since the fuel oil is normally tested by the Pensky-Martens
densities of fuel oil and water change with the closed-up method.
temperature at different rates, thus giving possibilities
of obtaining optimal difference in densities. In order to provide a sufficient margin of safety from
fire risk during storage, handling and transportation,
To some extent, the quality of a fuel oil can be judged fuel oils for shipboard use must meet the classification
by the density, since this is directly proportional to the societies' requirements of flash point, limited to a
carbon-to-hydrogen ratio, which again is in direct ratio minimum of 60C (140F).
to aromativity, carbon residue and asphaltene content,
but in reverse ratio to calorific value.
Pour Point
96.02- ES0U-G
Description
Fuel Oil Cleaning 504.30
L23/30H
Purification Recommendations RW/100F) the highest possible temperature 98C
(208F) should be maintained in the centrifuge oil
Fuel oils are always contaminated and should therefore preheater.
be thoroughly cleaned for solid as well as liquid
contaminants before use. The solid contami-nants in The fuel is kept in the centrifuge as long as possible
the fuel are mainly rust, sand, dust and re-finery by adjusting the flow rate through the centrifuge so
catalysts. Liquid contaminants are mainly water, i.e. that it corresponds to the amount of fuel required by
either fresh water or seat water. the engine without excessive re-circulating.
Consequently, the centrifuge should operate for 24
The impurities can cause damage to fuel pumps and hours a day except during necessary cleaning.
fuel valves, can result in increased cylinder liner wear
and deteriorate the exhaust valve seats. Also increased Taking today's fuel qualities into consideration the
fouling of gas ways and turbocharger blends may need for cleaning centrifuges ("shooting frequency")
result from the use of inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the gravity
Effective cleaning can only be ensured by means of discs are of special importance for efficient water
a centrifuge. We recommend the capacity of the removal. The centrifuge manual states the disc or
installed centrifuges to be at least according to the screw adjustment which should be chosen on the
centrifuging maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and allow the fuel oil to remain in available for fuel cleaning. Results from experimental
the centrifuge bowl as long time as possible. work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning
Especially for fuels above 180 cST/50C (1500 sec. effect, especially as regards removal of catalyst fines
is achieved when the centrifuges are operated in
series, in purifier/clarifier mode.
Cleaning of HFO by Centrifuging
Therefore series operation of centrifuges ensuring a

Operating Single centrifuge as purifier.
maximum of safety is a fully accepted alternative to
Options Two centrifuges in parallel.
the previously recommended parallel operation,
Two centrifuges in series.
provided the operating capacity of each individual
Optimum Operating Configurations centrifuge can handle the total amount of fuel required
by the engine, without exceeding the flow rate
Water content Parallel operation recommended by the centrifuge maker for the operating
below 1 % Purifier / Purifier mode in question.
Normal
Conditions or
Density at 15C Series operation If the installed centrifuge capacity is on the low side
below 0.991 Purifier + Clarifier corresponding to the specific viscosity of the used
08028-0D/H5250/94.08.12
fuel oil and if more than one centrifuge is available,

Water content parallel operation may be considered in order to obtain
below 1 % Parallel operation an even lower flow rate. However, in view of the above
results and recommendations serious considerations
Extreme Density at 15C Purifier / Purifier should be given to installing new equipment in
Conditions below 0.991 correspondence with today's fuel qualities and flow
recommendations.
High content Series operation
of catalyst fines Purifier + Clarifier For the determination of centrifuging capacity, we
Table 1. Cleaning of HFO.
96.02 - ES0S-G
504.30 Fuel Oil Cleaning Description
L23/30H
generally advise to follow the recommendations of the

centrifuge maker, but the curves on fig. 1, can be used Flow Rate
as a guidance. Related to Rated Capacity of Centrifuge
%
100
A homogenizer may be installed in the fuel oil system
as a supplement to the centrifuges to homogenize 80
possible water and sludge still present in the fuel after 60
centrifuging. 40
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/80C
Log scales 30 60 80 180 380 600 cST/50C
200 400 600 1500 3500 6000 sec. RI/100F
Fig. 1. Flow rate through centrifuge related to nominal

capacity of centrifuge.
08028-0D/H5250/94.08.12
96.02 - ES0S-G
Description 504.40
Page 1 (5) Fresh Water System Treatment
Edition 01H
L23/30H
Protection against Corrosion in Fresh water Cleaning agents emulsified in water as well as
Cooling System slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
In order to reduce the risk of service difficulties agents which involve the risk of fire must obviously
originating in the cooling water, such as corrosion or not be used. For descaling with acid, especially
the formation of deposits which can result in insuffi- products based on amino-sulphonic acid, citric acid,
cient heat transfer, it is necessary to treat the cooling and tartaric acid are recommendable, as these acids
water. MAN B&W Diesel A/S, Holeby recommends are usually obtainable as solid substances, easily
that this treatment is carried out according to the soluble in water, and do not emit poisonous vapours.
following procedure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
1. Clean the cooling water system. the cooling water system.
2. Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the fresh water generator) dismantling of the engine. We point out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
3. Carry out regular checks of the cooling water
system and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the system, will reduce service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.
1. Cleaning of the Cooling Water System 2. Cooling Water - Inhibitors
Before starting the inhibition process, any existing Filling-up with cooling water and the admixture of the
deposits of lime or rust, or any oil sludge, should be inhibitor is to be carried out directly after the cleaning
removed in order to improve the heat transfer and to in order to prevent formation of rust on the cleaned
ensure uniform protection of the surface by means of surfaces.
the inhibitor.
Cleaning should comprise degreasing to remove oil 2.1 Raw Water

sludge, and descaling with acid afterwards to remove
rust and lime deposits. The formation of lime stone on cylinder liners and in
08028-0D/H5250/94.08.12
cylinder heads may reduce the heat transfer, which

Ready-mixed cleaning agents, specially made for will result in unacceptable high temperatures in the
cleaning the cooling water system, can be obtained material.
from companies specializing in cooling water treat-
ment. These companies offer assistance and control Therefore, it is recommended that deionized or
of the treatment in all major ports. A number of these distilled water (for example from the fresh water
companies are mentioned on the enclosed list. We generator) is used as cooling water. However, on
point out that the directions given by them should be account of its lack of hardness, this water will be
closely followed. It is of particular importance to flush relatively corrosive, and a corrosion inhibitor should
the system completely after cleaning. therefore always be added.
96.02 - ES1U-G
504.40 Description
Fresh Water System Treatment Page 2 (5)
Edition 01H
L23/30H
If deionized or distilled water cannot be obtained, 3. Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Cooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9 dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces, or if necessary the entire system,
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience a zinc-galvanized coating in
the fresh water cooling system is often very suscep-
There should be no sulphide and ammonia content. tible to corrosion, which results in heavy formation of
Rain water must not be used, as it may be heavily sludge, even if the cooling water is correctly inhibited.
contaminated. The initial descaling with acid will, to a great extent,
remove the galvanized coating. Therefore, we
It should be noted that softening of water does not generally advise against the use of galvanized piping
reduce its sulphate and chloride contents. in the fresh water cooling system.
The quality of the cooling water is to be checked

2.2 Corrosion Inhibitors regularly, if possible once a week. Basically, the
inhibitor concentration, the pH value and the chloride
To protect fresh water cooling systems in marine concentration should be in accordance with limits
diesel engines against corrosion, various types of stated by the inhibitor manufacturer. For this purpose
inhibitors are available. the inhibitor manifacturers normally supply simple
test kits.
Generally, only nitrite-borate based inhibitors
are recommended. As a general guidance value the pH value should be
7-10 measured at 20 C and the chloride concentra-
A number of the products marketed by major compa- tion should not exceed 50 ppm (50 mg/litre).
nies are specified on the enclosed list, together with
the necessary dosages and admixing procedures. The water sample for these tests is to be taken from
We recommend that these directions are strictly the circulating system, and not from the expansion
observed. tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is The concentration of inhibitor must under no
not recommended, as such treatment involves the circumstances be allowed to fall below the
08028-0D/H5250/94.08.12
risk of oil adhering to the heat transmitting surfaces. concentration recommended by the producer,
as this would increase the risk of corrosion.
Chromate inhibitors must not be used in plants
connected to a fresh water generator. A clear record of all measuring results should be
kept, so that the actual condition and trend of the
Evaporated cooling water is to be replaced with system may be currently ascertained and evaluated.
noninhibited water, whereas loss of water through
leakage must be replaced with inhibited water. A sudden or gradual increase in the chloride content
of the cooling water may be indicative of seat water
When overhauling individual cylinders, a new dosage leakages. Such leakages are to be traced and repair-
of inhibitor must, if necessary, be added immediately ed at the first opportunity.
after completing the job.
96.02 - ES1U-G
Description 504.40
Edition 01H
L23/30H
A chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check and repair any leaks.
be exceeded.
Drain the system and fill up completely with clean tap
A sudden or gradual degrease in pH value, or an water in order to flush out any oil or grease from the
increase of the sulphate content, may indicate exhaust tank.
gas leakage. The pH value can be increased by
adding inhibitor; however, if major quantities are Circulate the water for 2 hours, and drain again.
necessary, the water should be replaced.
Every third month a cooling water sample should be Descaling with Acid Solution
sent ashore for laboratory analysis, in particular to
ascertain the contents of inhibitor, sulphate, and Fill up with clean tap water and heat to 70-75 C.
iron, as well as the total salinity of the water.
Dissolve the necessary dosage of acid compound in
a clean iron drum with hot water.
Cleaning and Inhibiting Procedure
Fill the drum half up with water and slowly add the
The engine must not be running during the cleaning acid compound, while stirring vigorously. Then fill up
procedure, as this may involve the risk of overhea- the drum completely with hot water while continuing
ting when draining. to stir (e.g. using a steam hose).
Be careful - use protective spectacles and gloves.

Degreasing
For engines which have been treated before the trial
Use clean tap water for filling-up. The cooling water trip, the lowest concentration recommended by the
in the system can be used, if it does not contain supplier will normally be sufficient.
inhibitors.
For untreated engines, a higher concentration
Heat the water to 60 C and circulate the water (depending on the condition of the cooling system)
continuously. will normally be necessary.
Drain to lowest water level in expansion tank. Drain some water from the system and add the acid
solution via the expansion tank.
Add the amount of degreasing chemical specified by
the supplier, preferably from the suction side of the The cooling water system must not be put under
08028-0D/H5250/94.08.12
fresh water pump. pressure.
Drain to lowest water level in the expansion tank Keep the temperature of the water between 70 C
directly afterwards. and 75 C, and circulate it constantly. The duration
of the treatment will depend on the degree of fouling.
Circulate the cleaning chemical for the period specified Normally, the shortest time recommended by the
by the supplier. supplier will be sufficient for engines which are
treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
hour, for example with pH-paper, that the acid in the
solution has not been used up.
96.02 - ES1U-G
504.40 Description
Fresh water System Treatment Page 4 (5)
Edition 01H
L23/30H
A number of descaling preparations contain colour Adding of Inhibitors

indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.
The solubility of acids in water is often limited. Weigh out the quantity of inhibitors specified by the
Therefore, if in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally, the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until the water used is neutral (pH
approx. 7). This should be checked every week.
The acid content of the system oil is to be checked

directly after descaling with acid, and again 24 hours
later.
08028-0D/H5250/94.08.12
96.02 - ES1U-G
Description 504.40
Edition 01H
L23/30H
Nitrite-borate Corrosion Inhibitors

for Cooling Water Treatment
Maker's Minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*
Castrol Limited Castrol Powder 3 kg/1000 l

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2
Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l

Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l
Nalfloc Limited NALFLEET 9 - 121 Powder 2.5 kg/1000 l

Northwich, NALFLEET 9-108 Liquid 2.25 l/1000 l
Cheshire, England
Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l

(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France
Unitor Rochem Dieselguard NB Powder 3 kg/1000 l

Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway
VECOM Not available Powder

Maassluis, Holland CWT Diesel QC2 Liquid 12 l/1000 l
* Initial dosage may be larger
The list is for guidance only and must not be The suppliers are listed in alphabetical order.
08028-0D/H5250/94.08.12
considered complete. We undertake no responsibi-

lity for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.
96.02 - ES1U-G
Description
Freshwater System Treatment 504.40
General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as
Cooling System slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
The engine fresh water must be carefully treated, agents which involve the risk of fire must obviously
maintained and monitored so as to avoid corrosion not be used. For descaling with acid, especially
or the formation of deposits which can result in products based on amino-sulphonic acid, citric acid,
insufficient heat transfer, it is necessary to treat the and tartaric acid are recommendable, as these acids
cooling water. MAN B&W recommend that this treat- are usually obtainable as solid substances, easily
ment is carried out according to the following proce- soluble in water, and do not emit poisonous vapours.
dure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
Clean the cooling water system. the cooling water system.
Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the freshwater generator) dismantling of the engine. We point out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
Carry out regular checks of the cooling water
system and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the system, will reduce service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.
Cleaning of the Cooling Water System Cooling Water - Inhibitors
Before starting the inhibition process, any existing The filling-up with cooling water and the admixture of
deposits of lime or rust, or any oil sludge, should be the inhibitor is to be carried out directly after the
removed in order to improve the heat transfer and to cleaning in order to prevent formation of rust on the
ensure uniform protection of the surface by means of cleaned surfaces.
the inhibitor.
Raw Water
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to The formation of lime stone on cylinder liners and in
remove rust and lime deposits. cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
Ready-mixed cleaning agents, specially made for material.
08028-0D/H5250/94.08.12
cleaning the cooling water system, can be obtained

from companies specializing in cooling water treat- Therefore, it is recommended that deionized or
ment. These companies offer assistance and control distilled water (for example from the freshwater
of the treatment in all major ports. A number of these generator) is used as cooling water. However, on
companies are mentioned on the enclosed list. We account of its lack of hardness, this water will be
point out that the directions given by them should be relatively corrosive, and a corrosion inhibitor should
closely followed. It is of particular importance to flush therefore always be added.
the system completely after cleaning.
00.11- ES1
504.40 Freshwater System Treatment Description
General
If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9 dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
There should be no sulphide and ammonia content. ceptible to corrosion, which results in heavy for-
Rain water must not be used, as it may be heavily mation of sludge, even if the cooling water is cor-
contaminated. rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
It should be noted that softening of water does not erally, therefore, we advise against the use of galva-
reduce its sulphate and chloride contents. nized piping in the freshwater cooling system.
Corrosion Inhibitors The quality of the cooling water is to be checked

regularly, if possible once a week. Basically the
To protect freshwater cooling systems in marine inhibitor concentration, the pH value and the chloride
diesel engines against corrosion, various types of concentration should be in accordance with limits
inhibitors are available. stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
Generally, only nitrite-borate based inhibitors test kits.
are recommended.
As a general guidance values the pH value should be
A number of the products marketed by major compa- 7-10 measured at 20 C and the chloride concentra-
nies are specified on the enclosed list, together with tion should not exceed 50 ppm (50 mg/litre).
the necessary dosages and admixing procedures.
We recommend that these directions are strictly The water sample for these tests is to be taken from
observed. the circulating system, and not from the expansion
tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the The concentration of inhibitor must under no
risk of oil adhering to the heat transmitting surfaces. circumstances be allowed to fall below that re-
commended by the producer, as this would in-
Chromate inhibitors must not be used in plants crease the risk of corrosion.
08028-0D/H5250/94.08.12
connected to a freshwater generator.

A clear record of all measuring results should be
Evaporated cooling water is to be replaced with kept, so that the actual condition and trend of the
noninhibited water, whereas a loss of water through system may be currently ascertained and evaluated.
leakage must be replaced with inhibited water.
A sudden or gradual increase in the chloride content
When overhauling individual cylinders, a new dos- of the cooling water may be indicative of salt water
age of inhibitor must, if necessary, be added im- leakages. Such leakages are to be traced and repai-
mediately after completing the job. red at the first opportunity.
00.11- ES1
Description
General
A chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check, and repair any leaks.
be exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be water, in order to flush out any oil or grease from the
kept, so that the actual condition and trend of the tank.
system may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased Descaling with Acid Solution
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced. Fill up with clean tap water and heat to 70-75 C.
Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water. Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while conti-
Cleaning and Inhibiting Procedure nuing to stir (e.g. using a steam hose).
The engine must not be running during the cleaning Be careful - use protective spectacles and gloves.
procedure, as this may involve the risk of overhea-
ting when draining. For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration -
Use clean tap water for filling-up. The cooling water depending on the condition of the cooling system -
in the system can be used, if it does not contain will normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60 C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to lowest water level in expansion tank. pressure.
08028-0D/H5250/94.08.12
Add the amount of degreasing chemical specified by Keep the temperature of the water between 70 C
the supplier, preferably from the suction side of the and 75 C, and circulate it constantly. The duration
freshwater pump. of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
Drain to lowest water level in the expansion tank supplier will be sufficient for engines which are
directly afterwards. treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
Circulate the cleaning chemical for the period speci- hour, for example with pH-paper, that the acid in the
fied by the supplier. solution has not been used up.
00.11- ES1
504.40 Freshwater System Treatment Description
General
A number of descaling preparations contain colour Adding of Inhibitors

indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.
The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until water used is neutral (pH
approx. 7). This should be checked every week.
The acid content of the system oil is to be checked

directly after the descaling with acid, and again 24
hours afterwards.
08028-0D/H5250/94.08.12
00.11- ES1
Description
General
Nitrite-borate corrosion inhibitors

for cooling water treatment
Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*
Castrol Limited Castrol Powder 3 kg/1000 l

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2
Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l

Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l
Houseman Scandinavia Cooltreat 651 Liquid 5 l/1000 l

3660 Stenlse
Denmark Cooltreat 652 Liquid 5 l/1000 l
Nalfleet Marine Chemicals Nalfleet EWT Liq

Northwich, (9-108) Liquid 3 l/1000 l
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 10 l/1000 l
Nalfleet EWT 9-111 Liquid 10 l/1000 l
Nalcool 2000 Liquid 10 l/1000 l
Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l

(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France
Unitor Rochem Dieselguard NB Powder 3 kg/1000 l

Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway
* Initial dosage may be larger
The list is for guidance only and must not be The suppliers are listed in alpabetical order.
08028-0D/H5250/94.08.12
considered complete. We undertake no responsi-

bility for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.
00.11- ES1
Index
Page 1 (1) Cylinder Head 505
L23/30H
Description
Cylinder Head ..................................................................................................................505.01 (01H)
Working Card
Dismantling of Cylinder Head ..................................................................................... 505-01.00 (01H)

Inspection of Inlet Valve, Exhaust Valve and Valve Guide ......................................... 505-01.05 (01H)
Reconditioning of Valve Spindle Seat and Valve Seat Ring ....................................... 505-01.10 (01H)
Valve Rotator ............................................................................................................. 505-01.15 (01H)
Replacement of Valve Guide ..................................................................................... 505-01.20 (01H)
Indicator Valve ........................................................................................................... 505-01.26 (01H)
Replacement of Sleeve for Fuel Injector .................................................................... 505-01.30 (01H)
Replacement of Valve Seat Ring ............................................................................... 505-01.35 (01H)
Mounting of Cylinder Head ......................................................................................... 505-01.40 (01H)
Inspection of Cylinder Head Cooling Water Space .................................................... 505-01.45 (01H)
Plates
Cylinder Head ..................................................................................................................... 50501-01H

Valve Spindles and Valve Gear ........................................................................................... 50502-01H
Indicator Valve .................................................................................................................... 50508-01H
Cylinder Head, Top Cover ................................................................................................... 50510-01H
08028-0D/H5250/94.08.12
96.03 - ES0U
Description
Cylinder Head 505.01
Page 1 (1)
Edition 01H
L23/30H
Cylinder Head Inlet and Exhaust Valves
The individual cast-iron cylinder heads, one for each The inlet and exhaust valve spindles are identical and
cylinder unit, are equipped with a centrally situated therefore interchangeable.
fuel injection valve, two inlet valves, two exhaust
valves and one indicator cock. The valve spindles are made of heat-resistant material.
Hard metal is welded on to the valve spindle seats.
The head has a thick, bore-cooled flame plate for
satisfactory control of mechanical and thermal loads The valve spindles are fitted with valve rotators which
and stress. turn the spindles a little each time the valves open.
The cylinder head is attached by means of 4 nuts and The cylinder head is equipped with replaceable seat
4 studs screwed into deep bosses in the engine frame rings for inlet and exhaust valves.
top plate. The nuts are tightened by means of hydraulic
tools. The seating surfaces are hardened in order to minimize
wear and prevent dent marks, on the inlet seat by
induction hardening, on the exhaust seat by hard
metal armouring.
08028-0D/H5250/94.08.12
95.50 - ES0U-G
Working Card
Dismantling of Cylinder Head 505-01.00
L23/30H
Stopped engine Plate no Item no Note

Shut-off cooling water 52021 011 Oil injector,
Shut-off fuel oil 52021 011 (Complete)
Shut-off cooling oil 52021 501 4 pieces
Stopped lub. oil circul. 52021 513 1 piece
52021 155
52005 014
52021 251 Hydraulic tools
Description:
Dismantling of cylinder head for inspection and/or

overhaul.
Hand tools:
Starting position: Ring and open-end spanner, 17 mm.

Ring and open-end spanner, 19 mm.
Cooling water has been drained from engine. Ring and open-end spanner, 27 mm.
Allen key, 8 mm.
Related procedure:
Dismounting of piston and connecting

rod 506-01.00
Dismounting and inspection of inlet valve,
exhaust valve and valve guide 505-01.05
Dismantling, overhaul and test
pressure of fuel oil valve 514-01.10
Manpower:
Replacement and wearing parts:
08028-0D/H5250/94.08.12
Working time : 1 hour

Capacity : 2 men Plate no Item no Qty/
Data:

95.50 - ES0S
505-01.00 Working Card
Edition 01H
Dismantling of Cylinder Head Page 2 (2)
L23/30H
Draining of cooling water, disconnection of pipes

etc.
1) Open the drain cock and vent cock for cooling

water.
2) Take off the top cover.
3) Take off the front cover which gives access to

the injection pump.
4) Disconnect the fuel oil high-pressure pipe.
5) Disconnect the rocker arm lubricating oil pipe.
6) Remove the thermometer attachment branch

(cooling water outlet pipe).
Fig 2
7) Remove the exhaust pipe flange screws.
8) Remove the cylinder head nuts, see Fig 1, Mounting of Lifting Tool with the Fuel Injection
by means of hydraulic jacks. See working card 520- Valve is Removed from the Cylinder Head.
01.05.
12)Mount the two-distance pieces to the studs.
13)Mount the lifting tool by means of the two nuts. See

Fig 3.
Fig 1
08028-0D/H5250/94.08.12
Mounting of Lifting Tool while the Fuel Injection

Valve is Placed in the Cylinder Head.
9) Disconnect the two nuts which is holding down

the fuel injection valve. Fig 3
10) Remove the two distance pieces.

14)Attach the hook to the lifting tool and lift the
11)Mount the lifting tool by means of the two nuts. See cylinder head away.
Fig 2.
95.50 - ES0S
Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 01H
L23/30H

Shut-off cooling water 52005 014
Shut-off fuel oil 52005 051
Shut-off cooling oil 52005 254/301 Extra tools
Stopped lub. oil circul. 52005 553
Description:
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve. Hand tools:

Small screwdriver.
Starting position: Measuring tools.
Cylinder head, dismantled from

engine 505-01.00
Related procedure:
Reconditioning of valve spindle seat

and valve seat ring 505-01.10
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Mounting of cylinder head 505-01.45
Manpower: Replacement and wearing parts:

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

Capacity : 1 man
60501 363 4/cyl.
Data:

95.50 - ES0S
505-01.05 Inspection of Inlet Valve, Exhaust Valve and Valve Guide Working Card
L23/30H
Dismantling of Inlet and Exhaust Valve Spindles
1) Land and fasten the cylinder head upon the

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

supports and remove the lifting tool.
2) Mount the supporting devices for the valve

spindle heads on the work table.
Or as an alternative:
Fig 2.
Place wooden blocks under the valve spindle heads.
table and take out the valve spindle.
3) Turn back the rocker arm and remove the
spring-loaded valve bridge over the valve spindles. 11) Repeat point 4 - 10 to remove the two other
valve spindles.
Inspection of Valves/Valve Seats

A
A slight grinding of valve/valve seat can be carried out
by means of the handle as shown, see fig 3.
B
If the valve seat is heavily burnt or scarred, it should
be ground using the valve seat grinder, see working
card 505-01.10.
Inspection of Valve Guide
Fig 1.
4) Mount the tool for mounting af valves, see fig 2.
5) Compress the valve springs by tightening nut

A, see fig 1.
08028-0D/H5250/94.08.12
6) Remove the cone rings, see fig 2.
7) Release the springs again.
8) Remove nut A and traverse B, see fig 1.
9) Remove valve rotator and springs. Fig 3.
10) Remove the supporting devices under the work
95.50 - ES0S
Working Card
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05
Edition 01H
L23/30H
Too much clearance between valve spindle and

spindle guide may cause:
Max inner diameter,
- increased lub. oil consumption. see page 500.35.
- fouling up of the spindle guide and thus give the
risk of a sticking valve spindle.
Too much clearance also means insufficient guid-

ance of the valve spindle, and thus bad alignment
between spindle head and valve seat ring.
In connection with overhaul of the cylinder head, the

valve spindle guides should be cleaned, inspected
and measured for wear.
If the inner diameter of the valve spindle guide

exceeds the tolerance, see page 500.35, the valve
spindle guide must be replaced. See working card
505-01.20.
Mounting of Valve Spindle
12) For mounting of valve spindle follow the

Fig 4.
instructions in point 4 - 10 in reversed order.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 1 (3)
and Valve Seat Ring Edition 01H
L23/30H

Shut-off cooling water 52005 408 Grinding machine
Shut-off fuel oil for valve spindle.
Shut-off cooling oil 52005 350 Grinding machine
Stopped lub. oil circul. for valve seat ring
(extra tools).
Description:
Reconditioning of valve spindle seat and valve

seat ring, with special grinding machine.
Hand tools:
All the hand tools and new stones are included in

the tools box for grinding machine.
Starting position:
Valve spindle has been removed 505-01.05
Related procedure:
Mounting of valve spindle 505-01.05

08028-0D/H5250/94.08.12
Working time : 6 hours Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
505-01.10 Reconditioning of Valve Spindle Seat Working Card
Edition 01H and Valve Seat Ring Page 2 (3)
L23/30H
Reconditioning of Valve Seat Ring However, when the seat "S" has been ground to such
an extent that the recess "R" disappears, see fig 1,
Reconditioning of valve seat rings by machining is the valve seat ring has to be scrapped and a new one
carried out by means of a grinding machine, the pilot must be installed, see working card 505-01.35
spindle of which is to be mounted in the valve spindle
guide. For operation of the grinding machine, see
separate instructions. Reconditioning of Valve Spindle
Reconditioning by machining is carried out with the

Grinding of Valve Seats valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post of
Grinding of valve seat rings should be carried out the turning latch.
according to the following sequence:
1) Grind the seating surface with a feed at an Grinding of Valve Spindle

angle "A" of 30 0,10.
0.
For operation of the grinding machine, see separated
2) Continue the grinding until a clean and uniform instructions.
surface condition has been obtained.
1) Grind the seating surface with a feed at an angel
3) Carry out the final grinding with a feed in the "A" of 30 0.
direction inside and outwards. Normally, the best 0,25.
surface quality is obtained this way. 2) Continue the grinding until a clean and uniform
surface condition has been obtained.
3) Check the height "H"1 after completing the

grinding, see fig 2.
"A" 30 0,10
0
"R" "H"1 has as a minimum to be as indicated on page

500.35.
"S"
If measured to be less, the spindle has to be scrap-

ped.
4) After assembling the valves, check - on account

08028-0D/H5250/94.08.12
Fig 1. Valve Seat Ring
"H"1
Scrapping of Valve Seat Rings
0
"A" 30 0,25
Normally, the valve seat ring can be reconditioned
several times.
Fig 2. Valve Spindle
95.50 - ES0S
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 3 (3)
and Valve Seat Ring Edition 01H
L23/30H
of the valve motion - that distance "H"2 between the

upper edge of the cylinder head and the upper edge of
the valve spindle, see fig 3, does not exceed the
maximum value, see page 500.35.
"H"2
Fig 3.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Valve Rotator 505-01.15
L23/30H

Shut-off fuel oil
Description:
Dismantling, inspection and mounting of valve

rotator. Hand tools:
Small screwdriver.
Ring and open-end spanner 24 mm.
Starting position:
Related procedure:
Mounting of valve spindles 505-01.05

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

Capacity : 1 man
Data:

95.50 - ES0S
5 05-01.15 Valve Rotator Working Card
L23/30H
Inspection of Rotocap Note! Having assembled the valve rotator in dry

condition it should be placed in clean lubricating oil
Dirt especially in the ball pockets due to residues in for a short period of time.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hinders the
movement of the balls.
Rotocap valve rotators need no servicing under

normal operating conditions.
Rotator performance is satisfactory when the valve

rotates visibly and evenly.
Dismantling of Rotocap
See working card 505-01.05, point 3 to 9. Fig 1.
Overhaul of Rotator Mounting of Rotocap
1) Clean the valve rotator. See working card 505-01.05, point 3 to 9, opposite
direction.
2) Inspect for wear and ball impressions.
3) Remove the retaining ring and disassemble

the individual parts.
4) Replace parts showing wear grooves or de-

pressions formed by the balls.
5) Insert the balls and the tangential springs.
Note! All balls on the inclined races of the ball

pockets must point in the same direction, see fig. 1.
The inner ring of the spring washer should rest on the

retainer body.
08028-0D/H5250/94.08.12
95.50 - ESOS
Working Card
Replacement of Valve Guide 505-01.20
L23/30H

Shut-off cooling water
Shut-off fuel oil
Description:
Dismantling and mounting of valve guide for inlet

and exhaust valve. Hand tools:
Hammer.
Nitrogen (N2), or similar.
Mandrel for knocking out the valve guide.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 3/4 hour Plate no. Item no. Qty/

Capacity : 1 man
50501 363 4/cyl
Data: 50501 218 4/cyl

95.50 - ES0S
505-01.20 Replacement of Valve Guide
Working Card
L23/30H
When to Replace the Valve Guide 4) Before mounting - cool down the new valve
guide to approx. -70C with nitrogen or similar.
If the clearance exceeds the max. limit, see page
500.35, the valve guide must be replaced. 5) Insert the valve guide into the bore.
6) Knock slightly with the mandrel and a hammer.

Dismounting of Valve Guide Note! The shoulder of the valve guide must bear
against the cylinder head, by knocking slightly with
1) Knock the valve guide out from the bottom of the mandrel and a hammer.
the cylinder head, by means of a mandrel, which has
a shoulder turning that fits into the valve guide, see
fig 1.
Valve seat ring
Mandrel
Fig 2.
7) Before mounting of the valve spindle insert a

Valve guide
new O-ring in the valve guide.
08028-0D/H5250/94.08.12
Correct mounting can easily be done by the use of

two valve spindles as mounting tool, one spindle to
Fig 1. be used as support and the other spindle to be used
for pushing the O-ring downwards.
2) Clean the bore of the cylinder head carefully. Screw-drivers or other sharp tools should never be
used for this purpose.
3) Inspect for marks that can prevent mounting
of new valve guide. 8) For mounting of valve spindle, see working
card 505-01.05.
95.50 - ESOS
Working Card
Indicator Valve 505-01.26
L23/30H
Stopped engine Plate No Item No Note

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

valve. Ring and open-end spanner 27 mm
Steel brush
Copaslip
Starting position:
Related procedure:
Working time : 1/2 hour Plate No Item No Qty./

Capacity : 1 man
50508 037 1/Cyl.
Data:

95.50 - ES0S-G
505-01.26 Indicator Valve Working Card
L23/30H
Maintenance
Under normal working conditions the indicator valve

requires very little maintenance except inspection in
connection with the normal cylinder cover overhaul.
Inspection of the Indicator Valve
1. Disassemble the indicator valve.
2. Check the valve seat and the cone for "burning

through".
If the valve seat in the housing is "burned", the entire

valve is to be replaced.
1. Indicator valve, complete
3. Clean and lubricate all components before 2. Connecting piece
remounting.
4. Ensure that the spindle is in "OPEN" position

when assembling the valve. Fig 1 Indicator valve.
NOTE: Otherwise, cone and seat may be damaged.
95.50 - ES0S-G
Working Card
Replacement of Sleeve for Fuel Injector 505-01.30
L23/30H

Shut-off fuel oil
Description:
Dismounting, inspection and mounting of sleeve

for fuel injector. Hand tools:
Brass mandrel.
Hammer.
Lub. oil.
Starting position: Two small screw-drivers.
Loctite 572.
The cylinder head has been dis-
mounted from engine 505-01.00
The fuel injector has been removed 514-01.10
Related procedure:
Mounting of fuel valve 514-01.10
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
50501 039 1/cyl.
Data: 50501 040 1/cyl.
50501 052 1/cyl.
96.19 - ES0S
505-01.30 Replacement of Sleeve for Fuel Injector Working Card
L23/30H
Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw-
drivers.
2) The sleeve can now be driven out of the bore by

Snap ring
use of a brass mandrel and a hammer.
O-ring
Sleeve
Loctite 572
Brass mandrel
Fig 2.
5) Install new sealing rings on the sleeve.
6) Coat the sealing surfaces on the sleeve with

Fig 1. loctite 572.
7) Insert the sleeve in the bore.

Inspection of Bore in Cylinder Head and Mounting
of the Sleeve: 8) Mount the snap ring.
3) Clean and inspect the bore in the cylinder head.

Any marks which could prevent mounting of the
sleeve, should be gently smoothed.
96.19 - ES0S
Working Card
Replacement of Valve Seat Ring 505-01.35
L23/30H

Shut-off fuel oil 52021 501 1 piece
Shut-off cooling oil 52005 457 Extra tools
Stopped lub. oil circul. 52005 504 Extra tools
52021 466 1 piece
Description:
Replacement of valve seat ring for inlet and

exhaust valve.
Starting position:
Inlet and exhaust valves have been Hand tools:

removed 505-01.05
Ring and open-end spanner, 36 mm
Hammer.
Loctite, 648.
Lub. oil.
Related procedure:

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

Capacity : 1 man
50501 351 4/cyl.
Data: 50501 064 2/cyl.
50501 076 2/cyl.
96.26 - ES0S
505-01.35 Replacement of Valve Seat Ring Working Card
L23/30H
Dismounting of Valve Seat Rings Dismounting of a Valve Seat Ring is Carried out
According to the Following Procedure
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc (5)
criteria, the seat ring has to be replaced. is led vertically through the valve seat ring. Then the
guide disc (5) is lifted with the guide pin (7) until the
Dismounting of a valve seat ring is carried out by latter is guided by the valve seat ring. The stud (1) is
means of a special extractor tool set comprising the then screwed in until it rests in the valve guide.
components, see fig 1.
08028-0D/H5250/94.08.12
1 Stud 6 Eye screw Fig 2.

2 Collar nut hexagon 7 Guide pin
3 Guide disc 8 Valve guide
4 Disc 9 Hydraulic jack
5 Guide disc 10 Valve seat ring 2) The guide disc (3) is positioned so that it bears
against the bottom of the cylinder head, and the
hydraulic jack is clamped with the disc (4) and the
Fig 1. collar nut hexagon (2), see fig 1. The hydraulic jack
is the one used for main bearing caps.
96.26 - ESOS
Working Card
Replacement of Valve Seat Ring 505-01.35
L23/30H
3) By pumping up the pack, see working card 3) To facilitate mounting the valve seat ring is it
520-01.05 for the use of hydraulic tools, the valve cooled down, however, a min. of -25C otherwise,
seat is pressed out max. 6 mm, and the pressure is the o-ring can be damaged.
released again. The collar nut hexagon is tightened
and the operation is continued until the valve seat 4) Place the o-ring on the valve seat ring and coat
ring can be removed. with oil/loctite as shown in fig 4, just before positioning
it in the bore.
Mounting of Valve Seat Rings
1) Prior to mounting of a new valve seat ring, the

bore must be cleaned thoroughly and inspected for Coat with
marks. Marks that can hinder mounting of the valve loctite 648
seat ring must be removed.
Valve seat ring
2) Tools for mounting of valve seat rings are

shown in fig 3. O-ring
Coat with oil
Fig 4.
5) The valve seat ring is positioned in the bore,

the handle with stud is inserted as shown in fig 5, and
1 the washer with screw is screwed tight.
2
08028-0D/H5250/94.08.12
1 Handle 2 Stud
Fig 3. Fig 5.
96.26 - ES0S
505-01.35 Replacement of Valve Seat Ring Working Card
L23/30H
6) By knocking on the handle and at the same

time tightening the nut (4), the valve seat ring slides
in place in the bore and it is felt on the knocks when
it bears in the bore.
7) Prior to mounting of the valve spindle the valve

seat ring must be ground, to ensure correct centering
af the valve guide and the valve seat ring. This can
be done according to working card 505-01.05 or 505-
01.10.
08028-0D/H5250/94.08.12
96.26 - ESOS
Working Card
Mounting of Cylinder Head 505-01.40
L23/30H

Shut-off fuel oil 52021 501 4 Pieces
Shut-off cooling oil 52021 155
52010 011
52021 251
Description:
Mounting of cylinder head after inspection and/or

overhaul.
Hand tools:

Starting position: Ring and open-end spanner, 17 mm.
Cylinder head is completely Lub. oil and copaslip.
assembled 505-01.05 to 505-01.35
Valve gear of respective cylinder is in right posi-
tion (valve closed)
Control of the surface on the
cylinder liner 506-01.45
Related procedure:
Adjustment of valve clearance 508-01.10

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

Capacity : 2 men
50501 338 2/cyl
Data: 50510 075 1/cyl
50610 079 8/cyl
Data for pressure and tolerance (Page 500.35) 51202 024 2/cyl
Data for torque moment (Page 500.40) 51625 097 1/cyl
Declaration of weight (Page 500.45) 51625 132 1/cyl
95.50 - ES0S
505-01.40 Mounting of Cylinder Head Working Card
L23/30H
Check to be Done before Lifting Place the spacer ring around the nuts with the slot in
such a position that the tommy bar can be used.
1) Check the jointing surfaces of the cylinder
head/cylinder liner to see that they are clean and Tighten the hydraulic jacks and make sure that the
without damage marks, see working card 506-01.45. cylinder of the jacks bears firmly against the spacer
Fit new O-rings on the water passage, lubricate the O- ring. Tighten up all the nuts, see page 500.40. For
rings with a little oil. using the hydraulic tools, see working card 520-01.05.
2) Check all contact faces on the cylinder head 7) If new studs or nuts have been fitted, the nuts
and nuts, including threads, and make sure that these
are level and smooth and absolutely free from foreign
particles.
Mounting of Cylinder Head
3) Attach the lifting tool, see fig 1, to the cylinder

head that has been made ready for installation, and
position it carefully on the cylinder liner.
Fig 2.
must be tightened and loosened three times, in order

to compensate for deformation of the thread and in
order to ensure a safe minimum load of the studs
through the tightening.
Adjustment of Valve Clearance
Fig 1. 8) Adjust the valve clearance, see working card

508-01.10.
Tightening of Cylinder Head Nuts 9) Fit the pipes for fuel oil, lub. oil, cooling water
and the flange for exhaust pipe.
08028-0D/H5250/94.08.12
4) Make sure that the nuts run easily on the

threads and that they bear on their entire contact
surfaces. Before Starting
5) Coat threads and contact faces with copaslip 10) Prior to starting up check for leakages. After
before fitting the nuts. starting up check for leakages and oil flow.
6) Screw nuts onto the studs and tighten lightly 11) Mount the cover for rocker arm and the front
with the tommy bar. cover for fuel pump.
95.50 - ES0S
Working Card
Inspection of Cylinder Head Cooling Water Space 505-01.45
L23/30H

Shut-off fuel oil
Description:
Inspection of cylinder head cooling water space.

Hand tools:
Steel brush
Starting position:
The cylinder head dismantled

from engine 505-01.00
Related procedure:
Working time : hour Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
505-01.45 Inspection of Cylinder Head Cooling Water Space
Working Card
L23/30H
Inspection of Cylinder Head Cool. Water Space
1) Inspect the cooling water inlet at the bottom and

the cooling water outlet at the top of the cylinder head,
see fig 1.
2) Remove all possible deposits.
3) Pour water into the cooling water outlet and

make sure that water is coming out of all the cooling
water inlet bores at the bottom of the cylinder head.
4) If necessary, clean the cooling water inlet and

outlet by means of a steel brush. Flush the cooling
water space after cleaning.
5) Should the cylinder head cooling water space,

contrary to expectation, be blocked with deposits,
please contact MAN B&W Diesel, Holeby for further
instructions.
Fig 1. Cylinder Head
95.50 - ES0S
Plate
Page 1 (2) Cylinder Head 50501-01H
L23/30H
302
363
255 052
218
243 039 279
231 040 267
292
280
135
147
015
159
111
123 351
351
076
064
338
08028-0D/H5250/94.08.12
160
172
184
196
184
98.34 - ES0S
Plate
50501-01H Cylinder Head Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse
015 1/C Cylinder head Cylinderdksel

as plate 50501 som plate 50501
039 1/C Sleeve Foring
040 1/C O-ring O-ring
052 1/C Snap ring Lsering
064 2/C Valve seat ring, Ventilsdering,

(inlet) (indstrmning)
076 2/C Valve seat ring, Ventilsdering,

(exhaust) (udstdning)
111 2/C Plug screw Propskrue
123 2/C Sealing ring Ttningsring
159 2/C Spring pin Fjederstift
160 1/C Water guide jacket Klekappe
172 4/C Screw Skrue
196 4/C Cooling water con- Klevandsovergang

nection
218 4/C Valve Guide Ventilstyr
231 2/C Stud Tap
243 2/C Distance pipe Afstandsstykke
255 2/C Nut Mtrik
267 2/C Stud Tap
279 2/C Nut Mtrik
292 3/C Stud Tap
302 2/C Thrust piece Trykstykke

08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
98.34 - ES0S
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-01H
L23/30H
573
249 237 095
286 262
See plate
50501
453
178 441
095 129 262

201 010
345
357 095 298
130 130
262 083
022 071
286 117
034
117
105 465 046
105
262 465
573
477 477
441 298
453 489 489
490 490
See plate
50501
524/536
548
08028-0D/H5250/94.08.12
585
512
512
98.34 - ES0S
Plate
50502-01H Valve Spindles and Valve Gear Page 2 (2)
L23/30H
Item Item
no. Qty. Designation Benvnelse no. Qty. Designation Benvnelse
010 2/C Valve bridge, compl. Ventilbro, komplet 490 4/C Outer spring Udvendig fjeder
incl. item 022, 034, 046, inkl. item 022, 034, 046,
071, 083, 095, 105, 117, 071, 083, 095, 105, 117, 512 4/C Valve spindle, inlet Ventilspindel, inds.
129 and 130 129 og 130 and outlet og uds.
022 2/C Valve bridge Ventilbro 524 28/C Spring Fjeder
034 2/C Spring Fjeder 536 28/C Ball Kugle
046 2/C Ball guide Kuglestyr 548 4/C Spring washer Fjederskive
071 2/C Thrust piece Trykstykke 573 2/C Bearing bush Lejebsning
083 2/C Thrust screw Trykskrue 585 4/C Retainer ring Lsering
095 4/C Nut Mtrik
117 4/C Circlip Fjederring
178 1/C Rocker arm Buk for vippearm

bracket
201 1/C Plug Prop
237 1/C Rocker arm, exhaust, Vippearm udst, komplet

compl. incl. item 095, inkl. item 095, 249, 262,
249, 262, 286, 298, 585 286, 298, 585
249 1/C Rocker arm, exhaust Vippearm, udstdning
262 4/C Plug Prop
286 2/C Thrust piece Trykstrykke
298 2/C Thrust screw Trykskrue
345 1/C Rocker arm inlet, Vippearm inds., komp-

complete incl. item let inkl. item 095, 249,
095, 249, 262, 286, 298, 262, 286, 298, 585
585
357 1/C Rocker arm, inlet Vippearm, indsugning
441 2/C Disc Skive
453 2/C Securing ring Sikringsring

08028-0D/H5250/94.08.12
465 4/C Conical ring in 2/2 Konisk ring 2/2
477 4/C Rotocap, compl. Rotationsgiver, kompl.
489 4/C Inner spring Indvendig fjeder
Qty./ = Qty./Individual Antal/I = Antal/Individuelt
98.34 - ES0S
Plate
Page 1 (2) Indicator Valve 50508-01H
L23/30H
049
037
013
025
08028-0D/H5250/94.08.12
95.50 - ES0S
Plate
50508-01H Indicator Valve Page 2 (2)
L23/30H
Item Item
013 1/C Connecting piece Forbindelsesstykke
025 3/C Gasket Gasket
037 1/C Gasket Gasket
049 1/C Indicator valve Indikatorventil
08028-0D/H5250/94.08.12
95.50 - ES0S
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-01H
L23/30H
087
099
063
075 110
051
038
122
014
026
08028-0D/H5250/94.08.12
94.22 - ES0S
Plate
50510-01H Cylinder Head, Top Cover Page 2 (2)
L23/30H
Item Item
014 1/C Coaming Karm
026 1/C Gasket Pakning
038 13/C Screw Skrue
063 1/C Top cover Topdksel
087 3/C Handle Hndtag
110 3/C Nut Mtrik
122 13/C Washer Skive
08028-0D/H5250/94.08.12
94.22 - ES0S
Index
Page 1 (1) Piston, Connecting Rod and Cylinder Liner 506
L23/30H
Description
Piston, Connecting Rod and Cylinder liner ................................................................... 506.01(01H)
Working Card
Dismounting of Piston and Connecting Red ........................................................... 506-01.00 (01H)

Separation of Piston and Connecting Rod .............................................................. 506-01.05 (01H)
Piston ....................................................................................................................... 506-01.10 (01H)
Connecting Rod ....................................................................................................... 506-01.15 (01H)
Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells ..... 506-01.16 (01H)
Mouthing of Piston and Connecting Rod ................................................................. 506-01.20 (01H)
Tightening and Check of Connecting Rod Screws .................................................. 506-01.25 (01H)
In-situ Inspection of Connecting Rod Big-end Bearing ........................................... 506-01.30 (01H)
Inspection and Honing of Cylinder Liner ................................................................. 506-01.35 (01H)
Replacement of Cylinder Liner ................................................................................ 506-01.40 (01H)
Grinding of Seal Face on Cylinder Liner and Cylinder Head .................................. 506-01.45 (01H)
Dismounting of Piston and Cylinder Liner at Low Overhaul Heights ........................506-01.50 (01H)
Plates
Piston and Connecting Rod ............................................................................................. 50601-01H

Piston and Connecting Rod ............................................................................................. 50601-02H
Cylinder Liner and Water Guide Jacket ........................................................................... 50610-01H
Cylinder Liner and Water Guide Jacket ........................................................................... 50610-02H
08028-0D/H5250/94.08.12
97.05-ES0U
Description
Piston, Connecting Rod and Cylinder Liner 506.01
Page 1 (1)
Edition 01H
L23/30H
Piston Connecting Rod
The piston, which is oil-cooled and of the monobloc The connecting rod is die-forged. The big-end has an
type made of nodular cast iron, is equipped with 3 inclined joint in order to facilitate the piston and
compression rings and 1 scraper ring. connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on the connecting
By use of a combination of compression rings with rod and the bearing cap are serrated to ensure precise
different barrel-shaped profiles and chrome-plated location and to prevent relative movement of the
running surface on all rings, the piston ring pack is parts.
optimized for maximum sealing effect and minimum
wear rate. The big-end bearing is of the trimetal type, i.e. steel
shells lined with tin-aluminium or lead-bronze coated
The piston has a cooling oil space close to the piston with a running layer. Designed as plain type or
crown and the piston ring zone. The heat transport, rillentype. The bearing shells are of the precision type
and thus the cooling effect are based on the shaker and are therefore to be fitted without scraping or any
effect arising during the piston movement. Oil from other kind of adaption.
the engine's lubricating oil system is used as cooling
oil. The small-end bearing is of the trimetal type and is
pressed into the connecting rod.
The piston is provided with a turned edge at the top
due to the flame ring mounted in the cylinder liner.
Cylinder Liner
Piston Pin The cylinder liner is made of fine-grained, pearlite cast

iron and is fitted in a bore in the engine frame.
The piston pin is fully floating which means that it can Replaceable cast iron sealing rings are fitted between
turn freely in the pin bosses of the piston as well as the liner and the cylinder head and between the liner
in the connecting rod bush. The piston pin is turned in and the frame. The liner is clamped by the cylinder
place upwords in axial direction by two circlips (seeger head and is guided by a bore at the bottom of the
rings). cooling water space of the engine frame. The liner can
thus expand freely downwards, when heated during
the running of the engine. Sealing for the cooling water
is obtained by means of silicone rubber rings which
are fitted in grooves machined in the liner.
The cylinder liner is of the socalled "stepped cylinder"

type, provided with flame ring inserted in the top of the
liner.
08028-0D/H5250/94.08.12
96.19 - ES0U
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
L23/30H

52006 273 80-360 Nm
52010 011
Description: Tool combination for dismounting of connecting rod

screw, see working card 520-01.20.
Dismounting of piston and connecting rod as-
sembly, for inspection and/or overhaul.
Starting position: Hand tools:
Cylinder head has been dismounted Threaded pin M12.

from engine 505-01.00 Open-end spanner 24 mm.
Crankcase open. Wire.
Scraper or similar.
Small adjustable spanner.
Related procedure:
Separation of piston and connecting

rod 506-01.05
Inspection and honing of cylinder
liner 506-01.35

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

96.20 - ES0S
506-01.00 Dismounting of Piston and Connecting Rod Working Card
L23/30H
Preparations before Dismounting 2) Remove the gangway, if any installed, in order

to improve the access conditions.
1) Clean the upper part of the cylinder. If not, the
piston may get stuck during removal in the carbon 3) Turn the crankshaft to bring the crank throw
deposited in this area. concerned into a position of approx. 50 degrees
before TDC.
a) Turn the piston to the buttom.
This position is identifiable by the connecting rod
b) Place a used piston ring on top of the piston. shaft being very close to the cylinder liner shirt, see
fig. 1.
c) Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the 4) Clean the threaded hole in the piston top, and
cylinder head studs, screw on the nut and tighten it mount the eye screw.
slightly.
5) Mount the tube (for holding down the cylinder
d) Turn the piston in top, in order to push the flame liner during the piston withdrawal) on one of the
ring out of the cylinder by means of the piston ring. cylinder head studs, screw on the nut and tighten it
slightly.
Info: It is the used piston ring which pushes the flame
ring out of the cylinder. 6) Attach a wire rope to the eye bolt by means of
a shackle, hook the wire on to a tackle and pull the wire
rope tight.
Note! If minor adjustments of the crank throw position

appear necessary for access to the connecting rod
screws, the wire rope must be slackened before
turning of the crankshaft and tightened up again in the
new crank throw position.
08028-0D/H5250/94.08.12
Fig 1. Mounting of tools (placing). Fig 2. Removal of bearing cap.
96.20 - ES0S
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
L23/30H
Fig 3. Removal of upper big-end bearing shell.
Dismounting of Bearing Cap
7) Unload the connecting rod screws and unscrew

one of the upper screws.
8) Mount the guide pin for the bearing cap in one

of the threaded holes and fit a screwdriver or similar
in the hole in the guide pin, and unscrew the screws.
Fig 4. Lift of piston and connecting rod assembly.
Note! The purpose of the guide pin is to prevent any
damage of crank journal, joint faces or bearing sur-
face to occur during dismounting of the bearing cap,
and to facilitate easy handling when removing the Dismounting of Upper Big-end Bearing Shell
bearing cap from the crankcase.
11)Pull the piston and connecting rod assembly
9) Remove the screwdriver from the guide pin, and upwards and remove the upper big-end bearing shell,
dismount the bearing cap by sliding it along the guide see fig 3.
pin, see fig 2.
12) Lift the piston and connecting rod assembly up
10) Remove the guide pin from the connecting rod. through the cylinder liner and out of the engine, see fig
08028-0D/H5250/94.08.12
4.
96.20 - ES0S
Working Card
Separation of Piston and Connecting Rod 506-01.05
L23/30H

Description:
Separation of piston and connecting rod for

inspection or/and overhaul.
Assembly of piston and connecting rod after
inspection or/and overhaul.
Piston and connecting rod are dismounted Open-end spanner, 24 mm.

from engine 506-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:
Inspection or/and overhaul of piston 506-01.10

Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connecting rod
big-end bearing 506-01.16

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

95.50 - ES0S
506-01.05 Separation of Piston and Connecting Rod Working Card
L23/30H
Landing of Piston and Connecting Rod

6) Take out the securing ring, (seeger circlips),
1) Land the piston and connecting rod carefully on push out the piston pin and lift the connecting rod
wooden supports to prevent damage of piston and away.
scraper ring, see fig 1.
Assembly of Piston and Connecting Rod
7) For assembly of piston and connecting rod, see

point 1-6 in reversed order.
8) Lubricate the piston pin before assembling.
Fig 1. Landing of Piston and Connecting Rod.
2) The bearing cap should be mounted with the

screws tightened only by hand, in order to protect the
serrated joint faces during handling of the assembly,
see fig 1.
3) Remove the shackle and eye screw from the

piston crown, see fig 1.
4) Place the piston and connecting rod assembly

in upright position resting on the top face of the piston
crown, see fig 2.
Note: Wooden wedges should be used to prevent the

connecting rod from swinging out and thus impact the
piston skirt during the lifting into upright position.
5) Place a wire around the big-end of the connec-

ting rod. Attach a tackle and tighten the wire rope, see
Fig 2. Removal of Connecting Rod and Piston Pin.
fig 2.
08028-0D/H5250/94.08.12
Separation of Piston and Connecting Rod
95.50 - ES0S
Working Card
Piston 506-01.10
L23/30H

Cleaning and inspection of piston. Control of Tools for cleaning of piston, steel brush,
piston ring, scraper ring and ring grooves. scraper etc.
Starting position:
Piston has been dismantled from

Related procedure:
Mounting of piston and


08028-0d/H5250/94.08.12

Capacity : 1 man
Data:

95.50 - ES0S
506-01.10 Piston
Working Card
L23/30H
Removal of Piston Ring Inspection of Piston
For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of 2) Clean and examine the piston rings to determine
the rings should be used. if reuse is acceptable, see page 3.
Straps to expand the ring gap or tools working on the 3) Clean the piston on the outside and on the
same principle must not be used, as this would result inside.
in permanent deformation which might cause blow-
by or broken rings. 4) Inspect the piston ring and scraper ring grooves
for wear, see page 3.
08028-0d/H5250/94.08.12
95.50 - ES0S
Working Card
Piston 506-01.10
L23/30H
The piston has to 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
exceeded, see fig 1A
Piston ring New +0.14
4.0 mm 4.43 mm
1 4.0 mm +0.12
or
B) The clearance between the new piston/scraper 4.0 mm 4.43 mm
2 4.0 mm +0.09
ring and ring groove is exceeded, see fig 1B.
4.0 mm 4.43 mm
3 4.0 mm +0.09
Note! At each piston overhaul:
- The piston and scraper ring must be New +0.10
Scraper ring 7.0 mm 7.43 mm
exchanged. 7.0 mm +0.08
- The cylinder liner must be honed according Table 1. Nominal size, new ring groove tolerance and wear
to the instructions. limit for ring grooves.
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit (2 mm mark) on the testing

mandrel is exceeded, 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.
08028-0d/H5250/94.08.12
Fig 1. Wear limits for ring grooves.
95.50 - ES0S
Edition 01H
Piston Page 4 (4)
L23/30H
Position of Piston and Scraper Rings
Piston Ring No 1:
marked with ident.
No "top 881500-3"
or "0946".
Piston Ring No 2:
marked with ident.
No "top 881502-7"
or "0947".
Piston Ring No 3:
marked with ident.
No "top 881501-5"
or "0945".
Scraper ring:
marked with ident.
No "top 881503-9"
or "0120".
Marking of Piston and Scraper Rings

08028-0d/H5250/94.08.12
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.
95.50 - ES0S
Working Card
Connecting Rod 506-01.15
L23/30H

Shut-off cooling water 52006 273 80-360 Nm
Shut-off fuel oil 52006 618 225-250 Nm
Description:
Cleaning, inspection and test measurement of

connecting rod.
Hand tools:
Starting position: Inside micrometer (195 mm).

Feeler gauge 0.15 - 0.20 mm.
Connecting rod has been
dismantled from piston 506-01.05
Related procedure:


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

Capacity : 1 man
Data:

95.50 - ES0S
506-01.15 Connecting Rod Working Card
L23/30H
Cleaning of Connecting Rod Measurement of Big-end Bore
1. Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted onto the big-end bore without bearing shells.
2. Degrease the serrated joint faces, tapped holes Note !! The ident. No on the connecting rod and the
and connecting rod screws with a volatile solvent and bearing cap must always be the same, see fig 3.
blow dry with working air.
8. Mount the bearing cap onto the connecting rod
Visual Inspection of Serrated Faces
3. Inspect the serrated joint faces.
Damages, in the form of visible wear marks and

pittings or even cracks, may be in the serration 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 connecting rod with care. In case of

damaged serration caused by improper handling, the
bearing cap can no longer be tightened to the connecting
rod without ovalness of the big-end bore.
4. Register observed damages in the scheme

"Connecting Rod Inspection" for historic use only.
See page 4.
Fig. 1. Point of measurement
5. Carefully smooth single raised spots in the

serration caused by pitting and impact marks with a by means of the connecting rod screws.
filesmall.
9. Tighten the screws with the prescribed torque,
see working card 506-01.25.
Inspection of Connecting Rod Screws
10. Measure five different diameters in the middle
6. Inspect the connecting rod screws for seizures of the boring, see fig 1.
in the threads and pittings on the contact surfaces of
the screwheads. 11. Register the measurements in the scheme
"Connecting Rod Inspection". See page 4.
08028-0D/H5250/94.08.12
7. Turn the connecting rod screws into bottom

position in the threaded screw holes by hand. 12. Calculate the maximum ovalness as the diffe-
rence between biggest and smallest diameter
If screws Then measured.
have seizures in Renew the screws 13. Check if maximum ovalness is exceeded, see
threads or pittings on page 500.35.
contact surface
cannot be turned into Renew the screws

bottom position by hand If Then
95.50 - ES0S
Working Card
Connecting Rod 506-01.15
L23/30H
0.125 mm and therefore the connecting rod is rejected.

maximum ovalness is Renew the complete
exceeded connecting rod, screws
and bearing shells. Inspection of Connecting Rod Bush
maximum ovalness is Reuse the connecting rod 1. Inspect the surface of the piston pin and the
not exceeded connecting rod bush.
2. Measure the clearance between the piston pin

Example of Measurement Results and bush.
3. Check if max clearance is exceeded, see page

Connecting Rod Inspection for L23/30H
500.35.
Cylinder no. 1 2 If the specified clearance is exceeded, contact MAN

Connecting rod ident no.
Running hours for connecting rod B&W Diesel A/S, Holeby for replacement.
A - 0,5 - 3,0
0,01 mm
1/100 mm B - 2,0 - 7,0
C - 1,5 - 5,0
Nominal D + 5,0 + 5,5
diameter
195 mm E + 3,0 + 3,5 Inspection of Bearing Shells for Big-end
Ovalness: Diff. between min./max. 7,0 12,5
Condition of serration Serration OK Serration OK Serration OK
Tightening for measurement see

instruction.
Criteria for replacement of connecting rod big-end
Wear Wear Wear
bearing, see working card 506-01.16.
Cracks Cracks Cracks
Corrosion/ Corrosion/ Corrosion/

Pitting Pitting Pitting
Serration
Impact mark Impact mark Impact mark
A B
C
Remarks: Remarks: Remarks:

D
to be to be
+
++ ++
E reused rejected
+
Connecting rod
Ident no.
Note ! The ident no. on the con-

necting rod and on the bearing
cap, must always be the same.
Fig 2. "Connecting Rod Inspection".
The example, see fig 2, shows measurements and

damage observations for two connecting rods on the
scheme "Connecting Rod Inspection" (in case the
08028-0D/H5250/94.08.12
Connecting rod
specified maximum ovalness is exceeded, contact Ident No
MAN B&W Diesel A/S, Holeby for overhaul).
For connecting rod No 1 the maximum ovalness is

0.07 mm and thus reuse is acceptable.
Fig 3.
For connecting rod No 2 the maximum ovalness is
95.50 - ES0S
506-01.15 Connecting Rod Working Card
L23/30H
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Mounting of Piston and Connecting Rod 506-01.20
L23/30H

52006 224
Description:
Mounting of piston and connecting rod assembly,

after overhaul and/or inspection.
Piston mounted on the connecting rod, crank- Open-end spanner 24 mm.

shaft turned in the right position and the cylinder Clean lubricating oil.
liner is OK, see working card 506-01.35.
Related procedure:
Tightening 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 : 2 men
50601 093 1/cyl
Data: 50601 103 1/cyl
50601 115 1/cyl
95.50 - ES0S
506-01.20 Mounting of Piston and Connecting Rod Working Card
L23/30H
Mounting of Tools Note: A crank throw position of approx 50 degrees

before TDC will ensure this and also be suitable for the
1) Mount the lifting device comprising eye screw, further mounting procedure.
shackle and wire rope on the piston.
2) Lift up the piston and connecting rod and mount Mounting of Big-end Bearing
the piston and scraper rings, see point 14, and
working card 506-01.10. 6) Lower the piston further down, lubricate the
ends of the bearing shells (as in fig. 2) with copaslip,
3) Remove the backstop for cylinder liner and molycote pasta or similar and mount the upper shell
place the piston guide ring on top of the cylinder liner, of the big-end bearing.
see fig 1.
Fig 1.
Fig 2.
Lowering of Piston and Connecting Rod

7) Coat the crank journal with clean lubricating oil.
08028-0D/H5250/94.08.12
4) When the piston approaches the guide ring,

stop the lowering, coat guide ring, piston, piston rings 8) Lower the piston and connecting rod slowly into
and scraper ring, with clean lubricating oil in order to correct landing on the journal.
minimize friction during the subsequent lowering of
the assembly. During this the connecting rod must be guided by hand
to ensure correct approach and landing on the journal,
5) Make sure that the crank throw is in a position see fig 3.
allowing the connecting rod to go clear of both crank
journal and cylinder liner skirt during further lowering.
95.50 - ES0S
Page 3 (4) Mounting of Piston and Connecting Rod Edition 01H
L23/30H
Note: The ident. No. on the connecting rod and on the

bearing cap must always be the same, see fig 4.
10) Lubricate threads and contact face of the

connecting rod screws with copaslip, molycote pasta
or similar.
11) Mount the screws and tighten them slightly

using an open end spanner.
12) Slacken the tackle and dismount the eye screw/

shackle from the piston.
Fig 3.
Mounting of Bearing Cap
9) Mount the bearing cap with inserted lower shell

of the big-end bearing, using the guide pin, see fig 4.
Fig 5.
Tightening of Connecting Rod Screws
13) Tighten the screws according to "Tightening

Procedure for Connecting Rod Screws", see working
08028-0D/H5250/94.08.12
card 506-01.25.
Fitting of Piston and Scraper Rings
14) Piston rings should only be removed from and

fitted to the piston by the use of a special tool, the
Con. Rod - Ident No. socalled piston ring opener.
Fig 4.
95.50 - ES0S
Edition 01H
Mounting of Piston and Connecting Rod Page 4 (4)
L23/30H
If the rings are opened further than necessary there is Before fitting the coil spring loaded scraper ring, the
a risk of overstressing, which means that rings will coil spring is dismantled from the ring by removal of
become permanently distorted and will not confirm to the joint pin. The coil spring is placed and assembled
the inner running surface of the cylinder. in the ring groove. Then the scraper ring is fitted in the
groove in such a way that the ring joint is approxima-
The piston rings should be installed with the identifi- tely 180 offset to the spring joint.
cation mark, which is stamped into the ring close to
the ring joints, facing upwords, see working card 506- Ascertain correct assembling by checking the back
01.10 "Piston". 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.
When installed on the piston the rings should be

Joint pin for pushed back and forth in the grooves to make sure
coil spring Joint coil spring to be
placed opposite to ring joint that they can move freely. It is also advisable to insert
a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present so the feeler gauge

can be moved all the way round.
Ring joint
To prevent gas leakage through coinciding ring joints
the piston rings should be turned into positions offset-
ting the ring joint 180 to each other.
Fig 6.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Tightening and Check of Connecting Rod Screws 506-01.25
L23/30H

Shut-off cooling water 52006 273 80 - 360 Nm
Shut-off fuel oil
Shut-off cooling oil Tool combinations for tightening of connecting
Stopped lub. oil circul. rod screws, see working card 520-01.20.
Description:
Tightening procedure for connecting rod screws.

Check of connecting rod screws, tightening Hand tools:
condition.
Open-end spanner, 24 mm.
Starting position:
Piston, connecting rod, bearing shells

and bearing cap preassembled 506-01.20
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

95.50 - ES0S
506-01.25 Tightening and Check of Connecting Rod Screws Working Card
Page 2 (3)
Edition 01H
L23/30H
Tool combinations for tightening of connecting rod

screws, see working card 520-01.20.
Tightening of Connecting Rod Screws
1st Step: Mark on

screw collar
Tightening the screws in tightening order, illustrated
Mark on
in fig 1, using an initial torque of 250 Nm. bearing cap
60
Fig 2.
4th Step:
Check the screw tightening in prescribed order using

a torque of 325 Nm.
Proper tightening condition is present, if the screws

are not turned further during this test.
5th Step:
Check that the bearing can easily be moved on the

journal.
Check of Connecting Rod Screws, Tightening

Condition:
Fig 1.
Check of the tightening condition of connecting rod
screws has to be executed within a short running
2nd Step: period after remounting/mounting of the connecting
rod.
Once more, tightening the screws in prescribed
tightening order, still using a torque of 250 Nm. This check can be fulfilled after only a few running
08028-0D/H5250/94.08.12
hours at max. rpm at full load, but has to be fulfilled

not later than 200 running hours after starting-up.
3rd Step:
The tightening condition is checked with a torque af
Mark the four screws and the bearing cap felt-tippen, 325 Nm, executed in prescribed screw tightening
illustrated in fig 2. order, see fig 1.
Tightening order by turning through a 60 2 angle, Proper tightening condition is present, if the screws
i.e. until the marks on the screw collar and the are not turned further during the test.
connecting rod coincide radially.
95.50 - ES0S
Working Card
Tightening and Check of Connecting Rod Screws 506-01.25
Page 3 (3)
Edition 01H
L23/30H
In order to ensure observation of any movement, the Any turning of the screws during the 325 Nm test
screws and the connecting rod should be applied indicates insufficient tightening condition, and in this
with coinciding filt-pen marks prior to the test, see fig case the big-end assembly has to be dismantled and
3. investigated for evaluation and correction of failure.
As part of recommended overhaul and routine work,

the tightening condition of connecting rod screws
should also be checked, at certain running hours
intervals, see page 500.24.
Mark on
screw collar
Coinciding
mark on
bearing cap
325 Nm
Fig 3.
Fig 4.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
L23/30H

Shut-off cooling oil 52006 273 80-360 Nm
Tool combination for tightening of connecting
rod screw, see working card 520-01.20.
Description:
In-situ inspection and/or replacement of connec-

ting rod big-end bearing, dismounting and moun-
ting. Hand tools:
Open-end spanner 24 mm.
Starting position:
Fuel injection valve dismounted, 514-01.10

Crankcase open.
Top cover for cylinder head removed.
Related procedure:
Inspection of connecting rod

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

Manpower:
08028-0D/H5250/94.08.12
Plate no Item no Qty/

Working time : 1 1/2 hours
Capacity : 1 man
Data:

96.30 - ES0S
506-01.30 In-situ Inspection of Connecting Rod Big-end Bearing Working Card
L23/30H
Turning the Piston in Correct Position
1) Turn the crankshaft into a position allowing the

connecting rod to be losened.
2) Turn the crankshaft in a position allowing the

connecting rod bearing cap to be dismounted, see fig
1.
Fig 1. Fig 2.
Dismounting of Bearing Cap 7) Lift the piston/connecting rod from the bearing
journal.
3) Remove the fuel injector.
Note: the piston/connecting rod should be lifted
4) Insert the long-eye bolt and screw it into the further then, just to allow dismounting of the upper
thread hole in the piston, see fig 2. bearing shell, see fig 2.
08028-0D/H5250/94.08.12
5) Tighten it slightly by means of a tackle, see fig

2. Inspection of Bearing Shells
8) Inspect the bearing shells, see working card

Removal of Bearing Shells 506-01.16.
6) Dismount the bearing cap and bearing shell.

For use of guide pin, see working card 506-01.00.
96.30 - ES0S
Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
L23/30H
11) Ascertain that the crank throw concerned is in

a position of approx 50 degrees before TDC.
12) Coat the journal with clean lubricating oil and

lower the piston and connecting rod assembly slowly
into correct landing on the journal.
While lowering the connecting rod, it must be guided

by hand to ensure a correct approach and landing on
the journal, see fig 4.
13) Lubricate the ends of the bearing shells (as in

fig 2) with copaslip, molycote or simular.
Mounting of Bearing Cap
14) Mount the bearing cap with inserted lower big-

end bearing shell, using the guide pin.
15) Lubricate threads and contact face of the

connecting rod screws with copaslip or similar.
16) Mount the screws and tighten them slightly

using an open-end spanner.
Fig 3.
17) Slacken the tackle and dismount the eye screw

from the piston crown.
Cleaning of Components before Mounting.
9) Clean all components, see working card 506- Tightening of Connecting Rod Screws
01.20.
18) Tighten the screws according to "Tightening
Procedure for Connecting Rod Screw", see working
Mounting of Upper Bearing Shells card 506-01.25.
10) The bearing shell is placed in the bore, the

contact surfaces of the shells to be in parallel to the
contact surface of the connecting rod and the bearing
cap respectively.
08028-0D/H5250/94.08.12
96.30 - ES0S
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
L23/30H

Shut-off cooling oil 52006 606 275-300 mm
Description:
Inspection and honing of cylinder liner with ho-ning

brush.
Hand tools:
Drilling machine 60-180 rpm.

Honing oil.
Starting position: Gas oil.
Piston and connecting rod is

removed 506-01.00
Related procedure:

Replacement of cylinder liner 506-01.40
Grinding of seal face on cylinder
head and cylinder liner 506-01.45

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.04 - ES0S
506-01.35 Inspection and Honing of Cylinder Liner Working Card
L23/30H
Measurement of Cylinder Diameter Prior to honing, deposits of coke and possible wear
edges in the top of the liner must be removed by
While the piston is removed from the cylinder, the scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flame ring type, the used flame
with measuring points at TDC-position for uppermost ring has to be cleaned in water. Subsequently, the
piston ring, halfway down and at the bottom of the flame ring is remounted in the cylinder before carrying
cylinder liner, see fig 1 and page 4. out the honing process.
Note: After the honing process has taken place the

used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing a
piston ring.
80-160 rpm.
Fig 1.
The measurements should normally be taken in

transverse as well as in longitudinal direction.
When measuring, take care that the measuring tool

has the approximately same temperature as the liner.
When the wear of a cylinder liner exceeds the value
indicated on page 500.35, i.e. when it becomes too
08028-0D/H5250/94.08.12
troublesome to maintain satisfactory service condit-

ions, the cylinder liner in question should be exchanged.
Fig 2.
Honing the Cylinder Liner
The renovation can be made either with dismantled The honing is made by means of a flex-honer with
liner in the workshop or with liner mounted in the fineness grains 80-120. A revolution speed between
engine frame and by the use of the belonging funnel. 80 and 160 rpm is chosen.
96.04 - ES0S
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
page 3 (4) Edition 01H
L23/30H
In order to achieve the required angle between the

honing grooves, see fig 2, the vertical speed is
adjusted to about 1 m/sec. which corresponds to
about 2 sec. for one double movement (the flex- honer
is led from below up and down in 2 sec.)
The procedure is to be continued until the cylinder wall 60

is covered by honing grooves and the surface has a
slight matt appearance without any signs of glaze.
During the honing it is important to lubricate freely with

honing oil or cutting oil.
After the honing, the liner is carefully cleaned with gas Fig 3.
oil. Make sure that all abrasive particles have been
removed.
08028-0D/H5250/94.08.12
96.04 - ES0S
08028-0D/H5250/94.08.12
96.04 - ES0S
Working Card
Page 4 (4)
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
Cyl.liner ident.No.
Running hours
Inspection and Honing of Cylinder Liner
L A
e
n B
g
t C
h
63
w
A i
s
194
e
C A
r
362
B
B o
s C
s
w
i
s
e
C Liner
temp.
C
Remarks...
506-01.35
L23/30H
Edition 01H
Working Card
Replacement of Cylinder Liner 506-01.40
L23/30H

Shut-off fuel oil
Description:
Replacement of cylinder liner.

Hand tools:
Adjustable spanner.
Starting position:
Cylinder head and piston/connecting rod dis-

mantled,working card 505-01.00 and 506-01.00.
Related procedure:

Grinding of seal face on cylinder
head and cylinder liner 506-01.45
Manpower:
Working time : 11/2 hours
08028-0D/H5250/94.08.12
Data: 50610 079 8/cyl

50610 031 1/cyl
Declaration of weight (Page 500.45) See also plate 50610.
96.27 - ES0S
506-01.40 Replacement of Cylinder Liner Working Card
L23/30H
Dismounting of Cylinder Liner
1) Prior to mounting of the lifting tool and dis-

mounting from the frame, it must be ensured that the
liner and frame have been marked to match, for the
sake of a possible remounting of the liner, see fig 1.
Hole for charging air
Fig 2.
Hole for roller guide house Mounting of Cylinder Liner
Marking scratch frame 6) Check that the sealing surfaces on engine

frame, cylinder liner, and sealing rings are perfectly
Marking scratch liner clean.
7) Mount the lifting tool, attach a tackle hook to

Fig 1. the eye nut or to the wire in the cross bar and lift the
liner.
2) Mount the lifting tool as shown, see fig 2.
8) Check that the O-ring grooves are clean. Mount
the O-rings and lubricate with a little oil.
3) Turn the lifting eye nut to pull out the liner until
the upper edge of the liner lie aligned against the
9) Lower the cylinder liner carefully into the en-
copper protecting pieces of the cross bar.
gine frame.
4) Attach a tackle hook to the eye nut or the wire
When the first O-ring touches the sealing face, align
and the cross bar, and lift the liner out from the
the liner so that the scratch mark on the liner flange
08028-0D/H5250/94.08.12
engine frame and put it down onto wooden supports.

points to the scratch mark on the frame as illustrated.
5) Clean all parts and inspect for damage and
10) Mount the piston/connecting rod and cylinder
wear according to the description. For measurement
head according to working card 506-01.20 and 505-
of cylinder liner, see working card 506-01.35.
01.40.
96.27 - ES0S
Working Card Grinding of Seal Face on 506-01.45
Page 1 (2) Cylinder Liner and Cylinder Head Edition 01H
L23/30H

Shut-off fuel oil
Description:
Grinding of seal face on cylinder liner and cylinder

head by hand with grinding tools and grinding Hand tools:
pasta.
Grinding pasta.
Starting position:
Cylinder head has been removed

from the engine 505-01.00
Cooling water guide jacket removed.
Related procedure:
Working time : 1 hour Plate no. Item no. Qty. /

Capacity : 1 man
50610 031 1/cyl.
Data:

95.50 - ES0S-G
506-01.45 Grinding of Seal Face on Working Card
Edition 01H Cylinder Liner and Cylinder Head Page 2 (2)
L23/30H
Note! The grinding tool is used for both grinding the

groove in the liner flange (1) and the sealing surface
on the cylinder head (2), see Fig 1.
Fig 3.
Fig 1.
3) After grinding, remove all traces of abrasives

Grinding and grinding compound.
1) Loosen the sealing ring in liner flange and take 4) When having ground the contact faces, it must
it out. be observed that the gap between cylinder head and
liner is no less than 0.5 mm, i.e. the difference
2) Face-grind the sealing grooves in the cylinder between measurements y and z must not be less than
liner flange, see Fig 2, and the sealing surface on the 0.5 mm, see Fig 4.
cylinder head, see Fig 3, with the use of grinding pasta
and the grinding tool.
y - z = min. 0.5 mm
Fig 2.
To do so, move the tool back and forth and lift it out
from time to time to allow the grinding compound to Fig 4.
distribute evenly.
95.50 - ES0S-G
Working Card Dismantling of Piston and Cylinder Liner 506-01.50
Page 1 (2)
at Low Overhaul Heights Edition 01H
L23/30H

Shut-off cooling water 52050
52006 285
52010 011 If necessary
Description: Tool combination for dismounting of connecting

rod screw, 520-01.20
Dismounting of piston, connecting rod and cylin-
der liner for inspection and/or overhaul.
Cylinder head has been dismounting from the Inside micrometer (195 mm).
engine. Feeler gauge 0.15 - 0.20 mm.
Crankcase open.
Related procedure:
Separation of piston and connecting rod.

Inspection and honing of cylinder liner.

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

Capacity : 2 men
Data:

95.50 - ES0S-G
506-01.50 Dismantling of Piston and Cylinder Liner Working Card
Edition 01H at Low Overhaul Heights Page 2 (2)
L23/30H
Dismantling of Piston at Low Overhaul Heights Dismantling of Cylinder Liner at Low Overhaul
Heights
1) Lift up the piston and the connecting rod through
the cylinder liner until the piston is clear of the liner. 1) Mount the normal lifting tool for cylinder liners.
2) Mount the collar on the connecting rod, see 2) Carefully pull the cylinder liner half-way out of
plate 52050, item no 045. the frame.
3) Place the piston with the collar on the cylinder 3) Mount a special lifting tool for cylinder liners at
liner. low overhaul heights, see plate 52050, item no 033.
4) Mount pull-lifts on the collar. 4) Attach pull-lifts on the lifting tool for the cylinder
liner, see plate 52050, item no 033.
If Then
5) Take out the liner over the camshaft side.
the overhaul height is dismount the piston from
too low to pull out piston the connecting rod, re-
and connecting rod in move the piston and pull
one piece. out the connecting rod by
the pull-lifts.
the overhaul height is remove the piston and

sufficient to pull out the connecting rod by means
piston and the connect- of the pull-lifts.
ing rod in one piece.
08028-0D/H5250/94.08.12
95.50 - ES0S-G
Plate
Page 1 (2) Piston and Connecting Rod 50601-01H
L23/30H
720/750 RPM
093
103
081
115
127
019
044*
020*
032
056
139
068
08028-0D/H5250/94.08.12
152
140*
97.05 - ES0S
Plate
50601-01H Piston and Connecting Rod Page 2 (2)
L23/30H
720/750 RPM
Item Item
019 1/C Piston pin incl. Stempelpind inkl.

item No 020 pos. nr. 020
020* 4/C Socket screw Kraterskrue
032 2/C Retaining ring Sikringsring
044* 1/C Plug screw Propskrue
056 1/C Bush for Plejlstangs-

connecting rod bsning
068 1/C Connecting rod Plejlstang inkl.

incl. item Nos pos. nr.
044, 056, 152, 140 044, 056, 152, 140
081 1/C Piston Stempel
093 1/C Piston ring Stempelring
127 1/C Oil scraper ring Olieskrabering
139 1/C Connecting rod Plejlstangs-

bearing 2/2 leje 2/2
140* 1/C Plug screw Propskrue
152 4/C Screw for Plejlstangs-

connecting rod skrue
08028-0D/H5250/94.08.12
97.05 - ES0S
Plate
Page 1 (2) Cylinder Liner 50610-01H
L23/30H
720/750 RPM
08028-0D/H5250/94.08.12
97.05 - ES0S
Plate
50610-01H Cylinder Liner Page 2 (2)
L23/30H
720/750 RPM
Item Item
018 1/C Cylinder liner Cylinderforing
08028-0D/H5250/94.08.12
97.05 - ES0S
Index
Page 1 (1) Camshaft and Camshaft Drive 507
L23/30H
Description
Camshaft and Camshaft Drive ......................................................................................... 507.01 (01H)
Working Card
Check of Camshaft and Camshaft Drive .................................................................... 507-01.00 (01H)

Inspection and Replacement of Camshaft Bearing .................................................... 507-01.05 (01H)
Adjustment of Camshaft ............................................................................................. 507-01.20 (01H)
Plates
Intermediate Wheel ............................................................................................................. 50701-01H

Camshaft and Camshaft Bearing ........................................................................................ 50705-01H
08028-0D/H5250/94.08.12
96.03 - ES0U
Description
Camshaft and Camshaft Drive 507.01
Page 1 (1)
Edition 01H
L23/30H
General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply the
The camshaft which controls the actuation of inlet oil at the points where the gear wheels are in mesh.
valves, exhaust valves and fuel injection pumps is The position of the nozzles is determined by direction
driven by a gear wheel on the crankshaft through an of rotation of the engine.
intermediate wheel, and rotated by a speed which is
half of that of the crankshaft, see fig. 1.
The camshaft is located in a high level housing in the Engine seen from aft - fly wheel end
engine frame.
The camshaft runs in replaceable, identical, steel-
backed bronze bushings fitted into borings of the
transverse girders in the housing.
The camshaft is built-up of sections, one for each

cylinder unit. Each section is equipped with fixed
cams for operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing journals.
Except for the foremost and the aftmost ones, the

sections are identical and therefore interchangeable.
The foremost section is equipped with a clutch for
driving the fuel oil feed pump (if mounted). The gear
wheel for driving the camshaft as well as a gear wheel
connection of governor are screwed on the aftmost
section. Clockwise rotation direction
Fig. 1. Intermediate wheel

08028-0D/H5250/94.08.12
94.26 - ES0S
Working Card
Check of Camshaft and Camshaft Drive 507-01.00
L23/30H
Stopped engine Plate no Item no Note.

Shut-off cooling water 52006 261 20 - 120 Nm.
Shut-off fuel oil
Description:
Checking of gear wheels, bolted connections and

lubricating system. Hand tools:
Allen key, 12 mm.

Ring and open end spanner, 19 mm.
Socket spanner, 19 mm.
Starting position:
Related procedure:
Man power: Plate no Item no Qty./

08028-0D/H5250/94.08.12
Working time : 3 Hours 50705 099 10/eng.

Capacity : 1 man 50705 146 6/eng.
50705 195 1/eng.
Data: 50705 183 2/eng.
50705 205 2/eng.
Data for pressure and tolerance (Page 500.35) 51106 237 1/cyl.
Data for torque moment (Page 500.40) 51106 058 1/cyl.
Declaration of weight (Page 500.45) 51106 693
97.06 - ES0U-G
507-01.00 Check of Camshaft and Camshaft Drive Working Card
L23/30H
1) Dismount the covers which give access to the 3) Examine all lubricating oil spray pipe nozzles.
gear wheels, camshaft and crankcase.
4) Start the electrical lubricating oil pump and
Examine all gear wheels for cracks, wear and defor- check the oil flow everywhere. Be particularly careful
mations. While turning the engine to enable inspec- to check that the oil jet hits the gear wheels correctly
tion allover the circumference of the gear wheels. at the points where the wheels mesh.
2) Check all screws, nuts and bolted connec-

tions, including locking devices everywhere in the
gear wheel housing, camshaft housing and crank-
case to check that they have not worked loose.
Tightening torques, see page 500.40.
08028-0D/H5250/94.08.12
97.06 - ES0U-G
Working Card
Inspection and Replacement of Camshaft Bearing 507-01.05
L23/30H

Shut-off fuel oil
Description:
Check of roller path of cams and check of cam-

shaft bearing. Hand tools:
Replacement of camshaft bearing.
Feeler gauge.
Starting position: Big screw driver.
Cover for camshaft and gear wheel has been

removed.
Related procedure:
Camshaft and camshaft drive, 507-01.00

08028-0D/H5250/94.08.12
Working time : 2 Hours Plate no Item no Qty. /

Capacity : 2 men
50705 038 1/eng.
Data: 50705 051 1/eng.

95.02 - ES0S-G
507-01.05 Inspection and Replacement of Camshaft Bearing Working Card
L23/30H
To Check Roller Path of Cams.
1) While turning the engine, examine the cam Camshaft bearing

discs and in particular, check the roller path of all Hole for lubricating oil
cams for cracks, crackles and ruffle. Also examine
the rollers of the roller guides.
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, 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- Locating screw
shaft. However, ab-normal wear of one or more
Frame
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. Fig 1.
The bearing clearance is measured with a feeler

gauge, see data sheet 500.35. Mount a new camshaft bearing in the bore and make
sure that the hole for insertion of the locating screw in
the bearing is in a correct position. Lock the bearing
To Replace Camshaft Bearing. by means of the locating screw, which is to be
provided with a new gasket. To facilitate the fitting of
3) If one or several of the camshaft bearings the bearing it can be cooled down with Co2.
should be replaced, the camshaft must be wholly or
partly dismantled. Inspect the camshaft journal for seizures.
Dismount the fuel oil feed pump, if mounted, and If necessary, the camshaft section must be entirely
check that the camshaft sections are marked in removed from the engine, and the journal concerned
relation to each other. Disassemble the camshaft aft must be polished.
(toward flywheel) of the bearing that is to be replaced.
Dismount all roller guides that are located forward of Coat all the journals of the camshaft section with
the disassembling position, see working card clean lubricating oil and push the camshaft into
508-01.00 and 508-01.05. position, making sure that the marks on the flanges
coincide.
Pull the disconnected sections of the camshaft so far
a head that the bearing which is to be replaced is free. Assemble the sections and fit the bolts (coated with
08028-0D/H5250/94.08.12
copaslip or similar).
Take out the locating screw of the camshaft bearing
concerned and push the bearing out of the bore in the Tighten the nuts with a torque spanner, see data sheet
engine frame, see fig 1. 500.40.
Check the lubricating oil ducts to the bearing for free Mount all roller guides as well as the fuel oil feed
flow. pump.
95.02 - ES0S-G
Working Card
Adjustment of Camshaft 507-01.20
L23/30H

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

camshaft in relation to crankshaft). Hand tools:
Depth gauge.
Starting position:
Camshaft assembled as per timing order, moun-

ted in frame and roller gear house.
Related procedure:
Adjustment of the maximum

combustion pressure, 514-05.01

08028-0D/H5250/94.08.12
Working time : 3 hours Plate no Item no Qty. /

Capacity : 1 man
Data:

96.30 - ES0S-L
507-01.20 Adjustment of Camshaft Working Card
L23/30H
If the intermediate wheel has been dismantled a

nominal adjustment of the camshaft compared to the
crankshaft (timing) must be made as follows: "Nominal size"
1) The crankshaft is turned to TDC (top dead

centre) for cylinder no 1.
Cylinder numbering, see page 500.11.
2) Roller guide for fuel oil pump cylinder no. 1 is

mounted and the camshaft is turned in a position
where the roller guide rests on the cicular part af the
cam, see fig 1.
Roller guide
Cam for
exhaust valve
Cam for fuel Fig 2.
oil pump
4) The camshaft is turned - in the engines direc-

tion of rotation (see page 500.12) - until the "nominal
size" (as described in item 3) is reduced with the
lead, mentioned in "Lead of Fuel Pump".
Seen from front edge
Note: "Lead of fuel pump" is shown in the table
"Adjusment after the trail" in the Shop Test Protocol.
Fig 1. 5) When items 1 - 4 are completed and correct

the intermediate wheel can be mounted and tighte-
ned up again (torque moment, see page 500.40).
3) The "nominal size" is measured with a depth
gauge, i.e. the distance from the upper edge of the For adjustment of the single fuel oil pumps (separa-
roller guide house to the thrust gauge pressed into tely and assembled), see working card 514-05.01.
the roller guide, see fig 2.
08028-0D/H5250/94.08.12
96.30 - ES0S-L
Plate
Page 1 (2) Intermediate Wheel 50701-01H
L23/30H
288
073+
181
144
048
168
132
264
227
024
120 215
193 203
239
156
240
119
215
08028-0D/H5250/94.08.12
276
252
061+
193
94.22 - ES0S
Plate
50701-01H Intermediate Wheel Page 2 (2)
L23/30H
Item Item
024 1/E Gear wheel, complete Tandhjul, komplet

incl. item 119, 120, 132, inkl. item 119, 120, 132,
144, 156 144, 156
048 1/E Axle journal Lejetap
061+ 3/E Fitted bolt Pasbolt
073+ 3/E Self locking nut Selvlsende mtrik
119 1/E Gear wheel Tandhjul
132 1/E Bearing bush Lejebsning
144 4/E Fitted bolt Pasbolt
156 4/E Self locking nut Selvlsende mtrik
168 1/E Pipe Rr
181 6/E Locking plate Sikringsplade
193 2/E Gasket Pakning
203 1/E Connection piece Mellemstykke
215 2/E Securing washer Sikkerhedsskive
227 1/E Nipple plug Prop
239 1/E Pipe Rr
240 1/E Nipple plug Prop
252 1/E Connection piece Mellemstykke
276 1/E Cover Dksel
288 6/E Screw Skrue
+ Item No. 061 and 073 + Item nr. 061 og 073

require an individual krver en individuel til-
matching, before pasning, fr montering
mounting, contact kontakt MAN B&W,
MAN B&W, Holeby Holeby
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.22 - ES0S
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-01H
L23/30H
95.25 - ES0S
JDN 211.30.12 / 212.30.12 / 213.30.12
Plate
50705-01H Camshaft and Camshaft Bearing Page 2 (2)
L23/30H
Item Item
014 1/E Camshaft "Fore" Styreaksel "For"
026 Camshaft , Styreaksel mellem

Intermediate
3/E 5 cyl. engine 5 cyl. motor
038 1/E Camshaft "Aft" Styreaksel "Agter"
051 1/E Camshaft bearing Styreakselleje
063 Camshaft bearing Styreakselleje

087 10/E Screw Skrue
099 10/E Spring washer Fjederskive
109 Guide ring Sikringsskrue

110 Packing ring Pakningsring

122 1/E Shaft Aksel
134 6/E Screw Skrue
146 6/E Spring Fjeder
158 1/E Guide ring Sikringsring
171 Screw Skrue

183 2/E Spring pin Fjedertap
195 1/E Coupling Kobling
205 2/E Screw Skrue
217 1/E Camshaft, complete Styreaksel, komplet
95.25 - ES0S
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-07H
L23/30H
08028-0D/H5250/94.08.12
99.41 - ES0
Plate
50705-07H Camshaft and Camshaft Bearing Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benvnelse no Qty. Designation Benvnelse
026 4/E Camshaft , aft/inter- Styreaksel agter/mel- 230 1/E Camshaft "aft" Styreaksel, agter
mediate, 5 cyl. engine lem, 5 cyl. motor 7 cyl. engine 7 cyl. motor
038 1/E Camshaft "fore" Styreaksel "for" 242 1/E Camshaft "aft" Styreaksel, agter
5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor
051 1/E Camshaft bearing Styreakselleje 254 4/E Camshaft , intermed- Styreaksel mellem
iate, 6 cyl. engine 6 cyl. motor
063 Camshaft bearing Styreakselleje
5/E 5 cyl. engine 5 cyl. motor 266 5/E Camshaft , intermed- Styreaksel mellem
6/E 6 cyl. engine 6 cyl. motor iate, 7 cyl. engine 7 cyl. motor
8/E 8 cyl. engine 8 cyl. motor 278 6/E Camshaft , intermed- Styreaksel mellem
iate, 8 cyl. engine 8 cyl. motor
291 1/E Camshaft "fore" Styreaksel "for"
087 10/E Screw Skrue 6 cyl. engine 6 cyl. motor
099 10/E Spring washer Fjederskive 301 1/E Camshaft "fore" Styreaksel "for"
7 cyl. engine 7 cyl. motor
313 1/E Camshaft "fore" Styreaksel "for"
110 Self locking nut Selvlsende mtrik 8 cyl. engine 8 cyl. motor
40/E 6 cyl. engine 6 cyl. motor 325 1/E Camshaft complete, Styreaksel komplet,
52/E 7 cyl. engine 7 cyl. motor 6 cyl. eng. incl. item 6 cyl. motor inkl. item
66/E 8 cyl. engine 8 cyl. motor 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
122 1/E Hub Nav 229, 254, 291, 374 229, 254, 291, 374
134 6/E Screw Skrue 337 1/E Camshaft complete, Styreaksel komplet,
7 cyl. eng. incl. item 7 cyl. motor inkl. item
146 6/E Disc spring Fjederskive 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
158 1/E Guide ring Sikringsring 230, 266, 301, 374 230, 266, 301, 374
171 Screw Skrue 349 1/E Camshaft complete, Styreaksel komplet,

40/E 5 cyl. engine 5 cyl. motor 8 cyl. eng. incl. item 8 cyl. motor inkl. item
56/E 8 cyl. engine 8 cyl. motor 242, 278, 313, 374 242, 278, 313, 374
183 2/E Spring pin Fjedertap 350 Guide screw Styreskrue

195 1/E Coupling Kobling 7/E 6 cyl. engine 6 cyl. motor
205 2/E Screw Skrue 9/E 8 cyl. engine 8 cyl. motor
217 1/E Camshaft, complete Styreaksel komplet, 362 Packing ring Pakningsring
for 5 cyl. engine, incl. 5 cyl. motor, inkl. item 6/E 5 cyl. engine 5 cyl. motor
08028-0D/H5250/94.08.12
item 026, 038, 109, 110, 026, 038, 109, 110, 122, 7/E 6 cyl. engine 6 cyl. motor
122, 134, 146, 158, 171, 134, 146, 158, 171, 183, 8/E 7 cyl. engine 7 cyl. motor
183, 195, 205, 374 195, 205, 374 9/E 8 cyl. engine 8 cyl. motor
229 1/E Camshaft "aft" Styreaksel, agter 374 1/E Shaft Aksel
6 cyl. engine 6 cyl. motor
99.41 - ES0S
Index Operating Gear for Inlet Valves,
Page 1 (1)
Exhaust Valves and Fuel injection Pumps 508S
L23/30H
Description
Operating gear for Valves and Fuel Injection Pumps ........................................... 508.01 (01H)
Working Card
Inspection of Valve Roller Guides .................................................................... 508.01.00 (01S)

Inspection of Fuel Injector Pump Roller Guide ................................................. 508.01.05 (01S)
Control and Adjustment of Valve Clearance .................................................... 508-01.10 (01H)
Plates
Roller Guide and Push Rods .................................................................................... 50801-01H

08028-0D/H5250/94.08.12
96.03-ES0U
Description
Operating Gear for Valve and Fuel Injection Pumps 508.01
Page 1(1)
Edition 01H
L23/30H
Roller Guides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The roller runs on a bush fitted on a pin that is pressed

into the roller guide and secured by means of a lock
screw.
Operating Gear for Fuel Injection Pumps

Valve spring
Valve spindle
The injection pumps which are mounted directly on
the roller guide housing are activated via thrust pieces Push rod
from the roller guide.
Protecting Tube
The roller is pressed down on to the cam by a spring, Roller guide

which is fixed between the roller guide and the foot housing
plate of the fuel injection pump.
Roller guide
Operating Gear for Inlet and Exhaust Valves Pin
The movment from the roller guides for inlet and Roller
exhaust is transmitted via the push rods the rocker
arms and spring-loaded valve bridges to each of the
two valve seats. The bridge is placed between the Camshaft
valve spindles and in the one end it is provided with
a pressed-on thrust shoe and in the other end it is
fitted with a thrust screw for adjustment of the valve
clearance. Fig. 1. Valve Operating Gear.
On its top the bridge is controlled by a spherical thrust

shoe on the rocker arm and at the bottom by a guide
which rests in a spherical socket in the cylinder head.
08028-0D/H5250/94.08.12
96.03 - ES0S
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H

Shut-off cooling water 52006 261 20 120 Nm
Shut-off fuel oil
Dismounting. inspection and/or overhaul, and Ring and open end spanner, 19mm.
mounting of valve roller guides. Ring and open end spanner, 24mm.
Inspection of roller guide housing. Socket spanner, 19 mm.
Allen key, 3 mm.
Allen key, 10 mm.
Starting position: Ratchet spanner.
Hammer.
Top cover for cylinder head and cover for fuel in- Drift.
jection pump removed.
Related procedure:
Inspection of fuel injection pump

roller guide, 508-01.05
Control and adjusting of valve
clearance, 508-01.10
08028-0D/H5250/94.08.12

Man power:
Working time : 2 hours
Capacity : 1 man 50801 185 4/cyl
50801 220 2/cyl
50801 232 1/cyl
Data:

96.03-ES0S
508-01.00 Inspection of Valve Roller Guides Working Card
Edition 01S Page 2 (3)
L23/30H
Dismounting of Roller Guide. 5) Dismount the screws (3) which secure the
roller guide top cover, take off the cover, the
1) Turn the engine so that the roller, rests on the spring (7) and lift out the roller guide (5).
circular part of the cam.
Disconnect any pipes that may be in the way (lub.
2) Unscrew the nuts which secure the rocket arm oil and fuel oil pipes).
brackets, and lift off the rocker arm with brack-
ets. 6) If the roller guide housing is to be dismantled,
the fuel injection pump and the fuel injection
3) Remove the push rods (1), see fig 1. pump roller guide are to be dismounted, see
working card 514-01.05 and a number af lubri-
cating oil and fuel oil pipes are also to be dis-
connected.
The roller guide housing (6) cannot be dismantled

with the roller guides fitted.
7) If the event of any marks or scores from sei-

zure, these must be polished away.
8) Inspect the spherical stud for deformations (re-

place as necessary).
Examine the surface of the roller for marks and

other deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush, if necessary.
Replacement of Roller, Bush and Shaft Pin.
9) Remove the lock screw which secures the

roller guide shaft pin and push out the shaft
pin.
The roller, shaft pin, and bush can now be re-

placed as required.
Fig 1.
10) Blow through the lubricating ducts in roller
guide and roller guide housing, and clean the
08028-0D/H5250/94.08.12
4) Loosen the lock screw for the push rod pro- lubricating grooves.
tecting tube, see plate 50801, item 207, on the
roller guide top cover and lift up and remove Mounting of Roller Guide.
the protecting tube (2).
11) When assembling the parts, which is carried
out in the reverse order to the above care
must be exercised not to damage the o-rings
when mounting the protecting tube.
12) Adjusting of valve clearance, see working card

508-01.10.
96.03-ES0S
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H
13) When the roller guide housing(6) to be re-

placed into a new part, special care should be
done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion. especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12
96.03-ES0S
1999.11.16-S.H.B(No. 13) note to be added by S S H1
Working Card
Inspection of Fuel Injection Pump Roller Guide 508-01.05
L23/30H

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

mounting of roller guide for fuel injection pump. Hand tools:
Allen key, 3 mm.

Hammer.
Drift.
Starting position:
Cover for fuel injection pump removed.

Fuel injection pump has been
removed, 514-01.05
Related procedure:
Adjustment and/or check of max.

combustion pressure, 514-01.20

08028-0D/H5250/94.08.12

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)
96.03-ES0S
508-01.05 Inspection of Fuel Injection Pump Roller Guide Working Card
L23/30H
Dismounting of Roller Guide. 3) Inspect he spherical stud for deformations (re-

place as necessary).
1) Remove the support ring (1) and spring (2)
and take up the roller guide (3), see fig 1. Examine the surface of the roller for marks and
other deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush if necessary.
Replacement of Roller, Bush and Shaft Pin.
4) Remove the lock screw which secures the

roller guide shaft pin anti push out the shaft
pin.
The roller, shaft pin, and bush can now be re-

placed as required.
5) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the
lubricating grooves.
Mounting of Roller Guide.
6) When assembling the parts which is carried

Fig 1.
out in the reverse order.
7) For adaption of the thrust piece of the roller

Inspection of Roller Guide.
guide, see working card 514-01.20.
2) If the event of any marks or scores from sei-
zures, these must be polished away. 8) When the roller guide housing(6) to be re-
placed into a new part, special care should
be done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion, especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12
96.03-ES0S
1999.11.16-S.H.B(No. 8) note to be added by S S H1
Working Card
Control and Adjusting of Valve Clearance 508-01.10
L23/30H
Stopped engine Plate no Item no. Note

Shut-off cooling water 52008 022 Exhaust
Shut-off fuel oil 52008 010 Inlet
Description:
Control and/or adjusting of valve clearance.

Hand tols:

Big screw driver.
Starting position:
Cover for rocker arm are removed.

All indicator valves open.
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 500.35) See also plate 50502.
96.38 - ES0S
508-01.10 Control and Adjusting of Valve Clearance Working Card
L23/30H
Adjusting of Inlet Valve Clearance.
1) Turn the engine so that the roller, rests on the

circular part of the cam, i.e. the inlet valves and the
exhaust valves are closed.
2) Loosen the adjustment screws on valve bridge

and rocker arm, see fig 1.
Fig 2.
The feeler gauge is to remain in this position when

adjusting the clearance of the other valve.
6) Place another feeler gauge, at the same size

0,50 mm above the other valve spindle, see fig 2.
Fig. 1. 7) Adjust the clearance between valve bridge and

valve spindle by means of the adjusment screw on
the valve bridge, and tighten the lock nut, see fig 2.
3) Clearance between valve bridge and valve
spindle, see page 500.40. 8) Check that the clearance is correct simulta-
neously at both valve spindles.
4) Place the feeler gauge marked with "correct"
0,50 mm above the valve spindle nearest to the
rocker arm bracket, see fig 1. Adjusting af Exhaust Valve Clearance.
5) Adjust the clearance between valve bridge and

valve spindle by means of the adjustment screw on
the rocker arm (above the push rod) and tighten the
lock nut.
08028-0D/H5250/94.08.12
96.38 - ES0S
Working Card
Control and Adjusting of Valve Clearance 508-01.10
L23/30H
9) Carry out adjustment in the same way as

described for the inlet valves, but using the feeler
gauge for exhaust valve clearance 0,90 mm.
10) The feeler gauges for checking the clearance

have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig 3.
After tightening up the counter nuts on rocker arms

and valves bridge, be sure that the feeler gauges
marked "correct" can be inserted into the two clear-
ances simultaneously as where it must not be pos-
sible to insert the gauges marked "incorrect".
Fig 3.
08028-0D/H5250/94.08.12
96.38 - ES0S
Plate
Page 1 (2) Roller Guide and Push Rods 50801-01H
L23/30H
268
293 303
268
185
173
185
090
219
112
197
124
207
089
148
100
281
028
077
077
041
053
220
041
053
065 065
08028-0D/H5250/94.08.12
256 244
161 016+
136 232
94.32 - ES0S
Plate
50801-01H Roller Guide and Push Rods Page 2 (2)
L23/30H
Item Item
016+ 1/C Housing for Hus for 315 1/C Valve gear complete, Ventilbevgelse
roller guides rullestyr as shown on plate komplet, som vist p
50801 except item 303 plate 50801 undtagen
028 1/C Roller guide for Rullestyr for pumpe item 303
pump
041 3/C Pin Foring + Item No. 016 require + Item nr. 016 krver
an individual match- en individuel tilpasning
053 3/C Bush Tap ing before mounting, fr montering, kontakt
con-tact MAN B&W, MAN B&W, Holeby
065 3/C Roller Rulle Holeby
089 1/C Thrust pin Tryktap
090 1/C Washer for spring Skive for fjeder
100 1/C Spring Fjeder
136 2/C Screw Skrue
148 2/C Ball pin Kugletap
173 2/C Protecting tube Skrmrr
197 2/C Cover Dksel
219 4/C Screw Skrue
244 2/C Guide pin Styrestift
256 8/C Screw Skrue
281 2/C Roller guide for Rullestyr for ventil

valve
08028-0D/H5250/94.08.12
293 2/C Push rod Stdstang
303 2/C Push rod complete, Stdstang komplet, inkl.

incl. item 268 and 293 item 268 og 293
94.32 - ES0S
Index
Page 1 (1) Crankshaft and Main Bearings 509S
L23/30H
Description
Control and Safety Systems .................................................................................. 509.01 (01H)

Instruments and Automatics .................................................................................. 509.05 (01H)
Lambda Controller ................................................................................................. 509.10 (02H)
Starting Box ........................................................................................................... 509.35 (01H)
Converter for Engine-and Turbocharger RPM signal ............................................ 509.40 (01H)
Working Card
Functional Test and Adjustment of Safety, Alarm, and Monitoring

Equipment ........................................................................................................ 509-01.00 (01H)
Functional Test and Adjustment of Overspeed Trip ......................................... 509-01.05 (01H)
Adjustment and Test of ON/OFF Pressostate .................................................. 509-05.00 (01H)
Adjustment and Test of ON/OFF Pressostate .................................................. 509-05.00 (01S)
Adjustment and Test of ON/OFF Thermostate ................................................ 509-05.01 (01H)
Adjustment and Test of ON/OFF Thermostate ................................................ 509-05.01 (01S)
Function and Test of Level Switch (LAL 25) .................................................... 509-05.02 (01H)
Adjustment and Test of Analogous Pressure Transmitter ............................... 509-05.03 (01H)
Adjustment and Test of Analogous Pressure Transmitter ............................... 509-05.03 (01S)
Adjustment and Test of Analogous Temperature Transmitter ......................... 509-05.04 (01H)
Adjustment of Lambda Controller ..................................................................... 509-10.00 (02H)
Adjustment of Lambda Controller ..................................................................... 509-10.00 (03H)
Plates
Governor and Govemor Drive .................................................................................. 50901-01H

Regulation Device .................................................................................................... 50902-01H
Overspeed Device .................................................................................................... 50903-01H
Fuel Oil Leakage Alarm (LAH 42) ............................................................................ 50905-01H
Fuel Oil Leakage Alarm (LAH 42) ............................................................................ 50905-02H
PrelubricatlngOIIAIarm(LAL25) ................................................................................ 50905-03H
Instrument Panel ...................................................................................................... 50905-04H
Level Switch in Oil Sump (LAL 28) ........................................................................... 50905-05H
Level Switch in Oil Sump (LAL 28) ........................................................................... 50905-05S
Level Switch in Oil Sump (LAL/LAH 28) ................................................................... 50905-06H
Level Switch In Oil Sump (LAL/LAH 28) .................................................................. 50905-06S
Pressostate, Thermostate, Difference Pressostate and Pressure Transmitter ........ 50907-01H
Pressostate, Thermostate, Difference Pressostate and Pressure Transmitter ........ 50907-01S
Thermometer ............................................................................................................ 50907-02H
08028-0D/H5250/94.08.12
Pick-up ...................................................................................................................... 50908-01H

Temperrature Transmitter ........................................................................................ 50908-03H
Lambda Controller .................................................................................................... 50910-01H
Starting Box .............................................................................................................. 50935-01H
96.03-ES0U
Description 509.01
Page 1 (2) Control and Safety Systems Edition 01H
L23/30H
Governor Should a fuel pump plunger seize in its barrel, thus

blocking the regulating guide, governing of the
The engine speed is controlled by a hydraulic go- remaining fuel pumps may continue unimpede owing
vernor. The purpose of the governor is to regulate to the spring-loaded linkage between the blocked
the rate of delivery from the fuel pumps, so that the pump and the regulating shaft.
engine speed is kept within certain limits, indepen-
ding on the load.
Stop Screw for Max. Delivery Rate
Information about the design, function and operation
of the governor is found in the special governor The bracket for stop cylinder/limiting cylinder is fitted
instruction book. with a stop screw which prevents the fuel pumps
from being set to a higher delivery rate than what
The governor is mounted on the flywheel end of the corresponds to the permissible overload rating.
engine and is driven from the camshaft via a cy-
lindrical gear wheel and a set of bevel gears. This is effected by the arm on the regulating shaft
being stopped by the stop screw, see fig. 1.
Pick-up for Engine RPM

Mechanical Overspeed (SSH 81)
The pick-up for transfer of signal to the tachometer
instrument for engine RPM is mounted on the flywheel The engine is protected against overspeeding in the
end cover of the engine. event of, for instance, governor failure by means of
an overspeed trip.
A signal varying proportionally to engine RPM is
created in the pick-up by the rotating toothed impulse The engine is equipped with a stopping device which
wheel mounted on the camshaft end. starts to operate if the maximum permissible revo-
lution number is exceeded.
Pick-up for Turbocharger RPM The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven through
See turbocharger instruction book, section 512. this pump.
If the pre-set tripping speed is exceeded, the spring-

Regulating Shaft loaded flyweight (1), see fig. 1, will move outwards
and press down the arm (2).
The governor movements are transmitted through a
spring-loaded pull rod to the fuel pump regulating The arm is locked in its bottom position by the lock
shaft which is fitted along the engine. pin (3) which is pressed in by the spring (4).
The spring-loaded pull rod permits the governor to At the same time the arm (2) presses down the
08028-0D/H5250/94.08.12
give full deflection even if the stop cylinder of the spindle (5), and the pneumatic valve (6) opens,
manoeuvring system keeps the fuel pump regulating whereby compressed air will be led to the Lambda
shaft at "no fuel" position. cylinder, see description 509.10, in which the piston
is pressed forward and, through the arm, turns the
Each fuel pump is connected to the common, lon- fuel pump regulating rod to STOP position, thereby
gitudinal regulating shaft by means of a two-piece, the engine stops, the spring-loaded pull rod
spring-loaded arm. connection to the governor being compressed.
96.38 - ES0S-G
509.01 Description
Edition 01H
Control and Safety Systems Page 2 (2)
L23/30H
The engine can be stopped manually by pressing

down the button (7), see fig. 1, which will activate the
spring-loaded fly weight (1) through the lever (8).
If the overspeed has been activated the overspeed

must be reset before the engine can be started.
Reset is done by means of the button (10).
The overspeed alarm (SAH 81) is activated by

means of the micro switch (9).
3 8
1
5
2
6
1. Flyweight
1
2. Arm
3. Lock pin
9
4. Spring
5. Spindle
Normal Overspeed 6. Pneumatic valve
poisition activated 7. Button
8. Lever
9. micro switch
10. Button
2 5 3 4 10 10
Fig 1. Mechanical overspeed (SSH 81).

08028-0D/H5250/94.08.12
96.38 - ES0S-G
Description 509.05
Page 1 (3) Instruments and Automatics Edition 01H
L23/30H
Main Instrument Panel
As standard the engine is equipped with an instrument The instrument panel is mounted flexibly on rubber
panel, comprising instruments for visual indication of elements and all manometer connections are connec-
the most essential pressures. ted to the panel by means of flexible hoses, as shown
Illustrated on fig. 1. on fig. 2.
Flexible hose
Rubber element
Valves
Push button
On the engine is as standard mounted an instrument

panel.
The following incorporating pressure gauges for the most Fig. 2. Cross section of instrument panel
essential pressures.
08028-0D/H5250/94.08.12
Pressure gauge for:
PI 01 LT fresh water, inlet to air cooler

The connecting pipes to the manometers are equip-
PI 10 HT fresh water, inlet engine ped with valves which make it possible to replace the
PI 21/22 Lubricating oil, inlet/outlet to filter manometers during operation.
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine
Fig. 1. Lay-out of instrument panel
96.03 - ES0S
509.05 Description
Edition 01H
Instruments and Automatics Page 2 (3)
L23/30H
Instrumentation - too high press. drop across lub. oil filter

- too high HT FW temperature - outlet engine
As standard the engine is supplied with the following - too low starting air pressure - inlet engine
instrumentation mounted local on the engine: - too high engine speed (overspeed)
Thermometer TI 01 LT water - inlet air cooler The actual number and type of the alarm- and shut-
Thermometer TI 02 LT water - outlet from air cooler down switches for the plant can be seen in the list
Thermometer TI 03 LT water - outlet from lub. oil cooler "Engine Automatic part list" in this section.
Thermometer TI 10 HT fresh water - inlet to engine
Thermometer TI 11 HT fresh water - outlet each cylinder
Thermometer TI 20 Lubricating oil - inlet to cooler Leakage Alarm (LAH 42)
Thermometer TI 22 Lubricating oil - outlet from filter
Thermometer TI 30 Charge air - inlet to cooler Waste and leak oil from the comparement, for the
Thermometer TI 31 Charge air - outlet from cooler injection equipment, fuel valves, high-pressure pipes
Thermometer TI 40 Fuel oil - inlet to engine and engine feed pump (if mounted) is led to a fuel
Thermometer TI 60 Exhaust gas - outlet each cylinder leakage alarm unit.
Thermometer TI 61 Exhaust gas - outlet turbocharger
The actual number of the instrumentation for the plant

can be seen on the diagrams for the specific plant in Normal leakage
the sections 512-513-514-515-516.
For code identification see 500.20. C
Pressostates and Thermostates B

Leak alarm
The engine is supplied with a number of alarm- and Normal level
shut-down functions. The alarms shall via the alarm
panel worn against an abnormal working condition,
which can lead to break down and the shut-down
functions shall stop the engine before a break down.
I.e. a shut-down is "worse" than an alarm because a A
shut-down is given if the engine could be severe
damage by running on these conditions.
High level
As standard the engine is equipped with:
Leakoil
Shut-down Switches for
08028-0D/H5250/94.08.12
- too low lubricating oil pressure - inlet engine Alarm

- too high HT FW temperature - outlet engine Normal
- too high engine speed (over speed)
Alarm Switches for
- leaking fuel oil

- too low lubricating oil pressure - inlet engine
- too low prelubricating oil pressure (level alarm)
Waste oil outlet
Fig. 4. Fuel oil leakage alarm.
96.03 - ES0S
Description 509.05
Page 3 (3) Instruments and Automatics Edition 01H
L23/30H
The alarm unit consists of a box with a float switch for Alarm for Prelubricating (LAL 25)
level monitoring, see fig. 4.
Alarm for missing prelubricating, when the engine is
The supply fuel oil to the engine is led through the unit stopped is given by means of a level switch (LAL 25)
in order to keep heated up, thereby ensuring free mounted in the main lubricating oil pipe.
drainage passage even for high-viscous waste/leak
oil.
Alarm and Shut-down for Overspeed
Under normal conditions there will always be a smaller
amount of waste/leak oil from the comparement, this When the mechanical overspeed is activated, see
will be led out through the bore "A" in the pipe "B" as 509.01 fig. 2, a micro-switch will release the alarm for
illustrated. overspeed (SAH 81) and activate the shut-down
solenoid in the governor.
In case of a larger than normal leakage, the level in the
box will rise and the level switch "C" will be activated. The latter function is a back-up for the mechanical
The larger amount of leak oil will be lead out through overspeed.
the top of the pipe "B".
08028-0D/H5250/94.08.12
96.03 - ES0S
Description
Lambda Controller 509.10
L23/30H
Purpose If the system is activated more than 10 seconds, the

solenoid valve will be shut off and there will be a
The purpose with the lambda controller is to prevent remote signal for "system failure".
injection of more fuel in the combustion chamber than
can be burned during a momentary load in-crease.
This is carried out by controlling the relation between Fuel oil limiting during start procedure
the fuel index and the charge air pressure.
During the start procedure the lambda controller is
The Lambda controller is also used as stop cylinder. used as an index limiter.
Hereby heavy smoke formation is prevented during

Advantages start procedure and further the regulating device
cannot over-react.
The lambda controller has the following advantages:
The jet system is blocked during the starting proce-
- Reduction of visible smoke in case of sudden dure until the engine has reached 710 RPM.
momentary load increases.
- Improved load ability.
- Less fouling of the engine's exhaust gas ways.
- Limitation of fuel oil index during starting

procedure.
Principles for functioning
Figure 1 illustrates the controller's operation mode. In

case of a momentary load increase, the regulating
device will increase the index on the injection pumps
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3) and be pushed
downwards, whereby the electrical circuit will be
closed.
Thus the solenoid valve (4) opens. The jet system is

activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston
(3) backwards in the lambda cylinder (5). When the
08028-0D/H5250/94.08.12
lambda ratio is satisfactory, the jet system will be de-

activated.
At a 50% load change the system will be activated for

about 3-8 seconds. Fig 1 Principle drawing of lambda controller.
00.11 - ES0-G
Description 509.35
Page 1 (1) Starting Box Edition 01H
L23/30H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following indication is changed.
indications/pushbuttons:
Engine RPM indication is green light-emitting diodes
- Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
- Indication of electronic overspeed diodes.
- Pushbutton for "Manual Start"
- Pushbutton for "Manual Stop" External Indications
- Pushbutton for "Remote" *
- Pushbutton for "Local" * There are output signals for engine RPM and
- Pushbutton for "Blocking" * turbocharger RPM.
- Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic

start, i.e. when activating the start button a solenoid
valve opens for air to the air starter, thereby engaging
the starter and starting the diesel engine. Throughout
the starting cycle the start button must be activated.
The air starter is automatically disengaged when the

diesel engine exceeds 140 RPM. If the start button is
disengaged before the diesel engine has exceeded
140 RPM, further starting cycles are blocked, until 5
sec. after the engine is at standstill.
Remote Start
Remote start can only take place if the pushbutton for

08028-0D/H5250/94.08.12
"Remote" is activated.
Manual Stop
The "Manual Stop" button is connected to the stop

coil on the governor.
Blocking
If "Blocking" is activated, it is not possible to start the

diesel engine.
Fig 1. Starting box
94.26 - ES2S-G
Description 509.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L23/30H
Engine RPM signal The "engine run" signals will be given through a
relay. One for synchronizing and one for start/stop of
For measuring the engine's RPM, a pick-up mounted pre. lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal is Safe start
sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function for
- overspeed the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
The tacho fail signal will be on when everything is

normal. If the pick-up or the converter fails the signal
will be deactivated. E.g. if there is power supply
failure.
The converter for engine RPM signal is mounted in

the terminal box on the engine.
Turbocharger RPM signal
For measuring the turbocharger RPM, a pick-up

mounted on the engine is used giving a frequency
depending on the RPM. To be able to show the
Fig 1. Converter for engine RPM. turbocharger's RPM on an analogue tachometer,
the frequency signal is sent through a f/I converter
(frequency/current converter), where the signal is
Overspeed transferred into a proportional 4-20 mA ~ 0-60000
RPM.
When the engine speed reach the setpoint for
electronic overspeed the converter gives a shutdown
signal and a alarm signal through a relay.
08028-0D/H5250/94.08.12
Engine run
When the engine speed reach 710 RPM or 200 RPM

+ 10 seconds the converter gives a "engine run"
signal.
Fig 2. Converter for TC RPM.
The engine run signal will be deactivated when the
speed is 640 RPM. If the engine speed haven't been The converter is mounted in the terminal box on
over 710 RPM the signal will be deactivated at 200 engine.
RPM.
96.30 - ES2S-G
Working Card Functional Test and Adjustment of Safety, 509-01.00
Page 1 (2) Alarm and Monitoring Equipment Edition 01H
L23/30H

Shut-off cooling water See Related Procedure
Shut-off fuel oil
Description:
Function test and adjustment of safety, alarm and

monitoring equipment. Hand tools:
See Related Procedure
Starting position:
Related procedure:
Overspeed trip 509-01.05

Pressostate 509-05.00
Thermostate 509-05.01
Level switch (LAL 25) 509-05.02
Analog pressure transmitter 509-05.03
Analog temperature transmitter 509-05.04

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

Capacity : man
Data:

96.03 - ES0U-G
509-01.00 Functional Test and Adjustment of Safety, Working Card
Edition 01H Alarm and Monitoring Equipment Page 2 (2)
L23/30H
Maintenance of monitoring and safety systems. It is recommended that all functions are tested every
three months according to the mentioned working
One of the most important parameters in the pre- cards.
ventive work is that the alarm system as well as the
shutdown and overspeed devices are functioning The extent of the alarm and safety functions is vari-
100%. able from plant to plant.
If some of these functions are out of operation, they For check of these functions use the working cards
have to be repaired immediately. If this is not pos- mentioned under related procedure on page 1.
sible because of the present working situation, the
engine has to be under constant observation until it
can be stopped.
08028-0D/H5250/94.08.12
96.03 - ES0U-G
Working Card
Functional Test and Adjustment of Overspeed Trip 509-01.05
L23/30H

Shut-off fuel oil
Description:
Functional test and adjustment of overspeed trip.

Hand tools:
Allen key, 4 mm.

Allen key, 2 mm.
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:

96.03 - ES0S-G
509-01.05 Functional Test and Adjustment of Overspeed Trip Working Card
L23/30H
1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen the
tachometer. lock screw and turn the adjusting screw, using the
tubular pin spanner supplied, see fig 2.
On reaching the revolution number indicated on page
500.30 or in "Test Report", the overspeed tripping
device must function, thus actuating the stop cylinders.
The fuel injection pump control rods are now moved
to zero index, and the engine stops.
2) If the overspeed device trip at a revolution

number different from that stated on page 500.30 or in
the "Test Report" the overspeed device must be
adjusted.
Fig 2.
Turn the adjusting screw outwards (slacken flyweight

spring) to reduce the revolution number. Be careful
not to screw the adjusting screw so far out that it may
touch the release arm. Tighten the lock screw and test
the overspeed device again.
4) Refit the covers when the overspeed device

functions at correct revolution number.
5) The overspeed device can be tested manually

Fig 1. by depressing the button on top af the housing, see fig
1. This will activate the flyweight and the arm for
release of the air valve for the stop cylinders and the
Adjustment of Overspeed Trip. engine should thus stop. (This test must also be
carried out without load).
3) Remove both covers on the housing of the
6) It is recommended now and then, while the
08028-0D/H5250/94.08.12
overspeed tripping device, see fig 1.

engine is at a standstill, to move the flyweight by
means of the push button to ensure that the flyweight
can always move with sufficient ease.
96.03 - ES0S-G
Working Card
Adjustment and Test of On/Off Pressostate 509-05.00
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
509-05.00 Adjustment and Test of On/Off Pressostate Working Card
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
Working Card
Adjustment and Test of On/Off Thermostate 509-05.01
L23/30H
08028-0D/H5250/94.08.12
96.26-ES0S-G
509-05.01 Adjustment and Test of On/Off Thermostate Working Card
L23/30H
08028-0D/H5250/94.08.12
96.26-ES0S-G
Working Card
Function and Test of Level Switch (LAL 25) 509-05.02
L23/30H
Stopped engine Plate no. Item no. Note

Shut-off fuel oil
Description:
Function and test of level switch, LAL 25, in

lubricating oil system. Hand tools:
Starting position:

Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.03 - ES0S-G
509-05.02 Function and Test of Level Switch (LAL 25) Working Card
L23/30H
The level switch LAL 25, which is mounted on the

main lubricating oil pipe of the engine, gives alarm for
missing prelubricating oil. Vent pipe
Function.
1) By starting the prelubricating oil pump the main

lubricating oil pipe will be filled with lubricating oil,
which means that the level switch is lifted and the
alarm is disconnected.
Level switch
2) When the prelubricating is interrupted, the lub.
oil will run out of the system through the bearings, Main lubricating oil pipe
which means that level switch is lowered and the
alarm starts.
Fig 1.
Test:
The test is carried out when the engine is stopped.
3) Start the lubricating oil pump, and let the pump

run about 5 min.
4) Stop the prelubricating oil pump. The alarm

must be released after 0 - 5 min., depending of the oil
viscosity.
08028-0D/H5250/94.08.12
91.03 - ES0S-G
Working Card Adjustment and Test of Analogous Pressure 509-05.03
Page 1 (2)
Transmitter Edition 01S
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
509-05.03 Adjustment and Test of Analogous Pressure Working Card
Page 2 (2)
Edition 01S Transmitter
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
Working Card Adjustment and Test of 509-05.04
Page 1 (2) Analogous Temperature Transmitter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Adjustment and test of analogous temperature

transmitter, (PT 100 sensor). Hand tools:
Special testing devices.
Starting position:

Related procedure:
Mampower: Replacement and wearing parts:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.26 - ES0S-G
509-05.04 Adjustment and Test of Working Card
Edition 01H Analogous Temperature Transmitter Page 2 (2)
L23/30H
The PT 100 sensor consists of a resistance wire Otherwise the test can be carried out by watching if
which changes resistance depending on the tempe- the alarm plant gives any alarm, when the alarm limit
rature. which is stated on page 500.30 is exceeded (if the
alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.
Adjustment:
1) The PT 100 sensor cannot be adjusted, but the

alarm limit must be set on the alarm plant.
Set point, see page 500.30.
Test:
2) The functional trial of the PT 100 sensor can be

carried out according to the following procedure.
3) Take out the sensor of the pocket.
4) Test the sensor by diving the sensor in the

water. Compare the signal from the sensor with the
water temperature.
If the alarm plant has an instrument unit, the tempe- Fig 1.

rature can be read on this.
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Working Card
Lambda Controller 509-10.00
L23/30H
Safety precautions : Special tools:

Shut-off fuel oil
Adjustment of lambda controller. Allen key.
Starting position:
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

95.29-ES0S
509-10.00 Lambda Controller Working Card
L23/30H
Lambda Controller
1. Vent fitter
Normally the lambda controller does not need ad- 2. Lambda cylinder
justment. The only time adjustment is needed, is 3. Charge air pressure
when the controller or the governor has been dis- 4. Piston of the
mantled. The adjustment is to be carried out in lambda cylinder
5. Regulating arm
standstill position.
1. Check that the free space between the pick-up

and the band steel on the regulating arm is
min 1 mm, see fig 1.
Fig 2.
1. Spring
2. Piston rod
3. Adjustment screw
Fig 1.
2. Set the index of the fuel pumps according to

the Shop Test protocol by means of the gov-
ernor arm, see plate 50902-01H, item 039.
08028-0D/H5250/94.08.12
Fig 3.
Note: Set the "load limit" control knob at max in 4. Fasten the adjustment screw.
order to protect the governor.
5. Adjustment finished.
3. Fit the adjustment screw (3), fig 3, until the
piston has contact with the spring without
compressing the spring.
95.29-ES0S
Plate
Page 1 (2) Governor and Governor Drive 50901-01H
L23/30H
08028-0D/H5250/94.08.12
91.43 - ES0S-L
Plate
50901-01H Governor and Governor Drive Page 2 (2)
L23/30H
Item Item
021 1/E Synchronnizing Synchroniserings- 320 1/E Wear disc Slidskive

motor motor
332 1/E Key Feder
033 1/E Plug screw Propskrue
045 1/E Gasket Pakning + Item No. 212 require + Item nr. 212 krver en
an individual matching individual tilpasning
057 4/E Nut Mtrik (by shims) before (med shims) fr monte-
mounting, contact, ring, kontakt MAN B&W,
069 2/E Stud Tap MAN B&W, Holeby Holeby.
070 1/E O-ring O-ring
082 1/E Castle nut Kronemtrik
094 1/E Split pin Split
104 1/E Shut down Shut-down

solenoid spole
116 1/E Governor Regulator
128 4/E Screw Skrue
141 1/E Shim (set 0,1 - Mellemlg (st 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
189 1/E Key Feder
190 1/E Castle nut Kronemtrik
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop
273 1/E Axle journal Akseltap
285 1/E Bush Bsning

08028-0D/H5250/94.08.12
297 1/E Bevel gear wheel Konisk tandhjul
319 1/E Pointed screw Pinolskrue
91.43 - ES0S-L
Plate
Page 1 (2) Regulating Device 50902-01H
L23/30H
08028-0D/H5250/94.08.12
94.46 - ES0S
Plate
50902-01H Regulating Device Page 2 (2)
L23/30H
Item Item
015 1/R Screw Skrue 338 1/E Stop ring Stopring
027 3/R Locking plate Lseblik 351 1/E Screw Skrue
039 1/R Governor arm Regulatorarm 363 1/C Linkage Lnkeled
040 2/R Split pin Split 375 1/C Split pin Split
052 2/R Self locking nut Selvlsende mtrik 387 1/C Pin Stift
064 2/R Screw for ball head Skrue for kuglehoved 399 1/C Pin Stift
076 1/R Spring loaded pull rod, Fjederbelastet trk- 409 1/C Spring arm Fjederarm
complete stang, komplet
410 1/C Spring Fjeder
088 2/R Pull rod head Trkstangshoved
111 1/R Split pin Split
434 1/C Armholder Armholder
123 1/R Pull rod end Trkstangsende
446 1/C Screw Skrue
135 1/R Cylindrical pin Cylindrisk stift
458 1/C Bushing Bsning
147 1/R Spring housing Fjederhus
471 1/C Bearing bracket Lejeblik
159 1/R Pointed screw Pinolskrue
160 1/R Spring Fjeder
495 2/C Screw Skrue
172 1/R Cylindrical pin Cylindrisk stift
505 1/R Screw Skrue
184 1/R Guide ring Styrering
517 1/R Guide pin Styrestift
196 1/R Guide ring Styrering
529 1/R Stop arm Stoparm
206 1/R Pull rod Trkstang
530 2/E Screw Skrue
218 1/R Nut Mtrik
542 2/E Screw Skrue
231 1/R Locking plate Lseblik
554 2/E Washer Skive
243 1/R Arm Arm
566 2/E Nut Mtrik
255 1/R Spring pin Fjederstift
578 1/E Bracket Konsol
267 1/R Screw Skrue
279 1/R Guide pin Styrestift
280 1/R Screw Skrue
292 1/R Bearing Leje

08028-0D/H5250/94.08.12
302 1/R Bushing Bsning
314 1/E Regulating shaft Reguleringsaksel
* = Only available as part of a spare part kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./R = Qty./Regulating device Antal/R = Antal/Reguleringsmekanisme
94.46 - ES0S
Plate
Page 1 (2) Overspeed Device 50903-01H
L23/30H
08028-0D/H5250/94.08.12
94.01 - ES0S-V
Plate
50903-01H Overspeed Device Page 2 (2)
L23/30H
Item Item
010 1/E Socket Muffe 357 1/E Button Knap
022 1/E Button Knap 369 1/E Nipple Nippel
034 1/E Spring pin Fjederstift 370 1/E Spindle Spindel
046 1/E Spring Fjeder 382 1/E Spring (left) Fjeder (venstre)
058 4/E Screw Skrue 394 1/E Spindle Spindel
071 1/E Screw Skrue 404 2/E Washer Skive
083 1/E Cover Dksel 416 2/E Screw Skrue
095 1/E Spindle Spindel 428 1/E Ball bearing Kugleleje
105 1/E Spring pin Fjederstift 441 1/E Elastic coupling Elastisk kobling
117 1/E Cylindrical pin Cylindrisk stift 453 1/E Spring (right) Fjeder (hjre)
129 1/E Lever Arm 465 1/E Valve attachment Ventilholder
130 1/E Screw Skrue 477 4/E Screw Skrue
142 1/E Flyweight housing Hus for svingvgt 489 1/E Pneumatic valve Pneumatisk ventil
154 1/E Adjusting screw Justeringsskrue 490 1/E Silencer Lyddmper
166 1/E Spring Fjeder 500 1/E Overspeed device, Overspeed anordning,
complete komplet
178 1/E Circlip Sikringsring
191 1/E Flyweight Svingvgt
201 1/E Key Not
213 1/E Ball bearing Kugleleje
225 1/E Housing Hus
237 1/E Cover Dksel
250 4/E Screw Skrue
262 1/E Pin Stift
274 1/E Lever Arm
286 1/E Nut Mtrik

08028-0D/H5250/94.08.12
333 1/E Spindle Spindel
94.01 - ES0S-V
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50905-02H
L23/30H
08028-0D/H5250/94.08.12
98.35 - ES0S
Plate
50905-02H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L23/30H
Item Item
011 1/E Cable union Kabelunion
035 1/E Packing ring Ttningsring
047 1/E Level switch Niveaukontakt
060 1/E Packing ring Ttningsring
072 1/E Fuel leakage alarm, Brndolie lkage-

complete alarm, komplet
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50
Qty./E = Qty./Engine. Qty./E = Antal/Motor
98.35 - ES0S
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50905-02H
L23/30H
08028-0D/H5250/94.08.12
93.29-ES0S
Plate
50905-02H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L23/30H
Item Item
Qty. Designation Qty. Designation
No. No.
011 1/E Cable union
023 1/E Plug screw
035 1/E Packing ring
047 1/E Level switch
059 1/E Plug screw
060 1/E Packing ring
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50
* = Only available as part of a spare parts kit.

Qty./E = Qty./Engine
93.29-ES0S
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 50905-03H
L23/30H
08028-0D/H5250/94.08.12
98.35 - ES0S-G
Plate
50905-03H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
L23/30H
Qty. Designation Benvnelse Qty. Designation Benvnelse
106 1/E Packing ring Pakningsring
118 1/E Loctite 577 Loctite 577
131 1/E Level switch Niveauafbryder
08028-0D/H5250/94.08.12
98.35 - ES0S-G
Plate
Page 1 (2) Instrument Panel 50905-04H
L23/30H
322
310
309
299
287
08028-0D/H5250/94.08.12
93.04 - ES0S-L
Plate
50905-04H Instrument Panel Page 2 (2)
L23/30H
Qty. Designation Benvnelse Qty. Designation Benvnelse
143 1/E Housing for instru- Hus for instrument 405 4/E Nut Mtrik
ment panel panel
417 1/E Instrument panel, Instrument panel,
155 1/E Bracket for instru- Konsol for instrument complete, L23/30H komplet, L23/30H
ment panel , L23/30H panel, L23/30H
167 4/E Rubber clutch Gummikobling
179 8/E Nut Mtrik
180 8/E Spring locks Fjedrende skive
192 2/E Pressure gauge 0-3 Manometer 0-3 bar

bar (PI 31 and PI 23) (PI 31 og PI 23)
202 3/E Pressure gauge 0-6 Manometer 0-3 bar,

bar, PI 01, PI 10, PI 21- PI 01, PI 10, PI 21-22
22
214 1/E Pressure gauge 0-10 Manometer 0-10 bar

bar (PI 40) (PI 40)
226 6/E Needle valve Nleventil
238 1/E 3-way valve for 3-vejsventil for

PI 21-22 PI 21-22
263 1/E Steel pipe Stlrr
275 1/E Screwed connection Forskruning
287 2/E Union Forskruning
299 2/E Pressure gauge hose Manometer slange

140 mm 140 mm

195 mm 195 mm

340 mm 340 mm
334 2/E Reduction adapter Reduktionsforskruning
346 1/E Damper (fuel oil) Dmper (fuel oil)
358 2/E Coupling for mano- Kobling for manometer

meter
08028-0D/H5250/94.08.12
371 1/E Damper (charging air) Dmper (ladeluft)
383 4/E Screw Skrue
395 4/E Lock washer Lseskive
93.04 - ES0S-L
Plate Pressostate, Thermostate
Page 1 (2) 50907-01S
Difference Pressostate and Pressure Transmitter
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Pressostate, Thermostate Plate
50907-01S Page 2(2)
Difference Pressostate and Pressure Transmitter
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Plate
Page 1 (2) Thermometer 50907-02H
L23/30H
Scale Length Item

Fig. Code
F C L L1 No.
40-240 0-120 110 100 TI 01 252
TI 02
TI 31
L 40-240 0-120 110 63 TI 22 264
TI 20
40-600 0-300 150 100 TI 30 276

L1
40-400 0-200 110 40 TI 40 288
TI 51
40-220 0-120 110 100 TI 03 311
TI 10
TI 11
L
08028-0D/H5250/94.08.12
L1
91.44 - ES0S-L
Plate
50907-02H Thermometer Page 2 (2)
L23/30H
Scale Length Item

Fig. Code
F C L L1 No.
100-
1300 50-650 100 115 TI 60 323
CF
L1
L1
Pocket 115 335
100-
1300 50-650 65 215 TI 61 347
C F
08028-0D/H5250/94.08.12
Pocket 215 359
91.44 - ES0S-L
Plate
Page 1 (1) Pick-up 50908-01H
L23/30H
Fig. and Description Range Item No.
Working temp. 018

-25C - 70C
08028-0D/H5250/94.08.12
95.28 - ES0S
Plate
Page 1 (2) Temperature Transmitter 50908-03H
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Plate
50908-03H Temperature Transmitter Page 1 (2)
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Plate
Page 1 (2) Lambda Controller 50910-01H
L23/30H
08028-0D/H5250/94.08.12
94.29 - ES0S-V
Plate
50910-01H Lambda Controller Page 2 (2)
L23/30H
Item Item
019 1/E Regulating arm, Reguleringsarm,

complete komplet
020 1/E Pick-up, Pick-up,

incl. sleeve incl. afstandsring
032 1/E Lambda cylinder, Lambdacylinder,

complete komplet
08028-0D/H5250/94.08.12
94.29 - ES0S-V
Plate
Page 1 (2) Starting Box 50935-01H
L23/30H
017
029
030
94.36 - ES0S-G
Plate
50935-01H Starting Box Page 2 (2)
L23/30H
Item Item
017 1/E Starting box Startboks
029 1/E Terminal box Terminalboks
030 1/E Starting box, complete Startboks, komplet
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
94.36 - ES0S-G
Index
Page 1 (1) Crankshaft and Main Bearings 510
L23/30H
Description
Crankshaft and Main Bearings ........................................................................................ 510.01 (01H)
Working Card
Checking of Main Bearings Alignment (Autolog) ....................................................... 510-01.00 (01H)

Inspection of Main Bearing Shells ............................................................................. 510-01.05 (01H)
Inspection of Guide Bearing Shells ............................................................................ 510-01.10 (01H)
Vibration Damper ....................................................................................................... 510-04.00 (01H)
Plates
Crankshaft .......................................................................................................................... 51001-04H

Coupling for Central Driven Lub. Oil Pump ......................................................................... 51002-01H
Resilient Gear Wheel .......................................................................................................... 51002-02H
Flywheel with Flexible Coupling and Gear Rim .................................................................. 51003-01H
Flywheel with Gear Rim ...................................................................................................... 51003-02H
Flywheel with Gear Rim ...................................................................................................... 51003-03H
Torsional Vibration Damper ................................................................................................ 51004-01H
Tuning Wheel ...................................................................................................................... 51004-02H
08028-0D/H5250/94.08.12
98.35 - ES0U
Description
Crankshaft and Main Bearings 510.01
Page 1 (1)
Edition 01H
L23/30H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on the
ground main bearing and crankpin journals, is sus- crankshaft to limit torsional vibrations. The damper
pended in inderslung bearings. The main bearings are consists essentially of a heavy flywheel totally en-
equipped with insertion-type shells, which are coated closed in a light casing. A small clearance is allowed
with a wearing surface. To attain a suitable bearing between the casing and the flywheel, and this space
pressure the crankshaft is provided with is filled with a highly viscous fluid. The casing is rigidly
counterweights, which are attached to the crankshaft connected to the front end of the engine crankshaft
by means of two screws. and the only connection between the crankshaft and
the damper flywheel is through the fluid. Under condit-
At the flywheel end the crankshaft is fitted with a gear ions of no vibration, the casing and damper flywheel
wheel which through an intermediate wheel drives the tend to rotate as one unit, since the force required to
camshaft. Also fitted here is the flywheel and a shear the viscous film is consi-derable. As the torsional
coupling flange for connection of a reduction gear or vibration amplitudes increase, the casing follows the
an alternator. At the opposite end there is a claw-type movement of the crankshaft but the flywheel tends to
coupling for the lub. oil pump or a flexible gear wheel rotate uniformly by virtue of its inertia, and relative
connection for lub. oil and water pumps. motion occurs between the flywheel and the casing.
The viscous fluid film therefore undergoes a shearing
action, and vibration energy is absorbed and appears
as heat.
08028-0D/H5250/94.08.12
96.03 - ES0U
Working Card
Checking of Main Bearings Alignment (Autolog) 510-01.00
L23/30H

Description:
Checking of main bearings alignment (autolog).

Hand tools:
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
Related procedure:

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

Capacity : 2 men
Data:

95.50 - ES0S-G
510-01.00 Checking of Main Bearings Alignment (Autolog) Working Card
L23/30H
Alignment of Main Bearings.
The lower main bearing shells should be positioned

so that they keep the main bearing journals of the
crankshaft centered in a straight (ashore horizontal)
line. Deviations from this centre line cause the
crankshaft to bend and increase the load on some
main bearings.
If two adjacent main bearings are placed too low, the

crankshaft centre line will in this place be lowered to
form an arc, causing the intermediate crank throw to
bend in such a way that it "closes" when turned into
bottom position and "opens" in top position.
Fig 1. Placing of dial gauge.
As the magnitude of such axial lengthening and
shortening during the turning of the throw increases in
proportion to the difference in the height of the Checking The Deflection Measurement.
bearing, it is measured as a check on the alignment
and condition of the bearing. The reading is entered in the table page 6, see
example in fig. 2 - 6.
As the crankshafts of medium speed engines are very
stiff, any great deviations in the alignment will result As "bottom" reading is used the mean value of the two
in clearance at the bottom shell of the bearings. "near bottom" readings X and Y, fig. 3.
The cause of incorrect main bearing position may be The total deflection ("opening-closing") of the throw
wear of the bearings or misalignmnet of the engine. during the turning from bottom to top position is
entered in fig. 4.
Effecting The Deflection Measurement. These figures are due to vertical misalignment of the
main bearings.
The deflection measurement is effected by placing a
springloaded dial gauge in the centre punch marks Similarly, horizontal misalignment procedures the
provided for this purpose, see fig. 1. figures in the table fig. 5.
"Closing" of the throw in top dead centre is regarded Besides misalignment of the bearings, the readings
as negative, (compression of the gauge). can be influenced by ovality or eccentricity of the
journals.
In the example, page 3, the deflection reading is
therefore negative.
Engines Equipped with Turning Gear.
As during the turning of the throw, the gauge and the
08028-0D/H5250/94.08.12
connecting rod will meet near the bottom position of When taking these deflection readings for the three
the throw, the measurement for the bottom position is aftmost cylinders, the turning gear should at each
to be replaced by the average of the two near by stoppage be turned a little backwards to ease off the
positions on either side. tangential pressure on the teeth of the turning wheel
as this pressure may otherwise falsify the readings.
The dial gauge is set to zero, when the crank throw is
in the near-bottom (x in fig. 8) and during the turning
the throw is stopped in the position horizontal-top-
horizontal-near bottom (P-T-S-Y in fig. 8) for reading
of the gauge.
95.50 - ES0S-G
Working Card
L23/30H
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 Left side - right 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 cylinder 4 to be repeated.
S P
Y X
08028-0D/H5250/94.08.12
Front end view.

"Closing" of the crankthrow is considered ne- Start in position X.
gative. Turn anti clockwise
Fig 7. Fig 8.
95.50 - ES0S-G
Edition 01H
Checking of Main Bearings Alignment (Autolog) Page 4 (6)
L23/30H
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 dis-
placed 180.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Vertical og 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
Vertical Deflection of Crank Throw at Flywheel
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
For new or realigned For new or realigned

08028-0D/H5250/94.08.12
aggregate 0 to + 3/100 mm aggregate Aim for - 6/100 mm

Acceptable - 8/100 mm
For aggregate in service realignment is For aggregate in service

recommended if deflection measured realignment recommendable
on warm engine exceeds - 8/100 mm if deflection exceeds - 12/100 mm
95.50 - ES0S
Page 5 (6) Checking of Main Bearings Alignment (Autolog) Edition 01H
L23/30H
Process/Proces I.D. no.
Plant/Anlg Page of/Side af
Engine Type/Motortype Engineer/Operatr Date/Dato
Instruction/Instruktion
Top
Right side Left side
1/100 mm
Bottom end/ Bottom start/
Bund slut Bund start
Right side Right side
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side Cyl. no 1 2 3
Left side
Remarks/Bemrkninger
08028-0D/H5250/94.08.12
95.50 - ES0S-G
L23/30H
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prvehal 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.
Left side - Right
08028-0D/H5250/94.08.12
side or P - S = H
Check on gauge
readings.
T+B= C
P+S= D
95.50 - ES0S-G
Working Card
L23/30H

Description:
Checking of main bearings alignment (autolog).

Hand tools:
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
Related procedure:

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

Capacity : 2 men
Data:

01.46 - ES0
L23/30H
Alignment of Main Bearings.
The lower main bearing shells should be positioned

so that they keep the main bearing journals of the
crankshaft centered in a straight (ashore horizontal)
line. Deviations from this centre line cause the
crankshaft to bend and increase the load on some
main bearings.
If two adjacent main bearings are placed too low, the

crankshaft centre line will in this place be lowered to
form an arc, causing the intermediate crank throw to
bend in such a way that it "closes" when turned into
bottom position and "opens" in top position.
Fig 1. Placing of dial gauge.
As the magnitude of such axial lengthening and
shortening during the turning of the throw increases
in proportion to the difference in the height of the Checking The Deflection Measurement.
bearing, it is measured as a check on the alignment
and condition of the bearing. The reading is entered in the table page 6, see
example in fig. 2 - 6.
As the crankshafts of medium speed engines are
very stiff, any great deviations in the alignment will As "bottom" reading is used the mean value of the
result in clearance at the bottom shell of the bearings. two "near bottom" readings X and Y, fig. 3.
The cause of incorrect main bearing position may be The total deflection ("opening-closing") of the throw
wear of the bearings or misalignmnet of the engine. during the turning from bottom to top position is
entered in fig. 4.
Effecting The Deflection Measurement. These figures are due to vertical misalignment of the
main bearings.
The deflection measurement is effected by placing a
springloaded dial gauge in the centre punch marks Similarly, horizontal misalignment procedures the
provided for this purpose, see fig. 1. figures in the table fig. 5.
"Closing" of the throw in top dead centre is regarded Besides misalignment of the bearings, the readings
as negative, (compression of the gauge). can be influenced by ovality or eccentricity of the
journals.
In the example, page 3, the deflection reading is
therefore negative.
Engines Equipped with Turning Gear.
As during the turning of the throw, the gauge and the
08028-0D/H5250/94.08.12
connecting rod will meet near the bottom position of When taking these deflection readings for the three
the throw, the measurement for the bottom position aftmost cylinders, the turning gear should at each
is to be replaced by the average of the two near by stoppage be turned a little backwards to ease off the
positions on either side. tangential pressure on the teeth of the turning wheel
as this pressure may otherwise falsify the readings.
The dial gauge is set to zero, when the crank throw
is in the near-bottom (x in fig. 8) and during the
turning the throw is stopped in the position horizon-
tal-top-horizontal-near bottom (P-T-S-Y in fig. 8) for
reading of the gauge.
01.46 - ES0
Working Card
L23/30H
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 Left side - right 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
Y X
08028-0D/H5250/94.08.12
Front end view.

"Closing" of the crankthrow is considered nega- Start in position X.
tive. Turn anti clockwise
Fig 7. Fig 8.
01.46 - ES0
510-01.00 Checking of Main Bearings Alignment (Autolog)
Working Card
L23/30H
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 dis-
placed 180.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Vertical and horizontal deflections of crank throws
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
Vertical deflection of crank throw at flywheel
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
For new or realigned For new or realigned

08028-0D/H5250/94.08.12
aggregate 0 to + 3/100 mm aggregate Aim for - 8/100 mm

Acceptable - 10/100 mm
For aggregate in service realignment is For aggregate in service

recommended if deflection measured realignment is recommended
on warm engine exceeds - 8/100 mm if deflection exceeds - 14/100 mm
01.46 - ES0
Page 5 (6) Checking of Main Bearings Alignment (Autolog) Edition 05H
L23/30H
Process/Proces I.D. no.
Plant/Anlg Page of/Side af
Engine Type/Motortype Engineer/Operatr Date/Dato
Instruction/Instruktion
Top
Right side Left side
1/100 mm
Bottom end/ Bottom start/
Bund slut Bund start
Right side Right side
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side Cyl. no 1 2 3
Left side
Remarks/Bemrkninger
08028-0D/H5250/94.08.12
01.46 - ES0
L23/30H
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prvehal 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.
Left side - Right
08028-0D/H5250/94.08.12
side or P - S = H
Check on gauge
readings.
T+B= C
P+S= D
01.46 - ES0
Working Card
Inspection of Main Bearing Shells 510-01.05
L23/30H

Shut-off cooling water 52010 106 2 pieces
Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513
Description: 52021 202
Dismantling, inspection and/or replacement and

mounting of main bearing shells. Hand tools:
Allen key, 12 mm.

Lead hammer.
Starting position: Silastene.
Copaslip.
Related procedure:
Inspection of guide bearing shell, 510-01.10

Criteria for replacement of bearings, 506-01.16

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

96.30 - ES0S-G
510-01.05 Inspection of Main Bearing Shells Working Card
L23/30H
Make Ready for Dismantling of the Main Bearing
1) Dismount crankcase covers in front and oppo-

site the bearing concerned.
2) Turn the engine until the crank is in a conveni-

ent position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools and loosen the main

bearing stud nuts. For operation of the hydraulic
tools, see working card 520-01.05.
Fig 2. Mounting of Wire Straps.
8) Lift the main bearing cap a little and unscrew

the bearing stud nut.
9) Fit guide tubes on the threads of the bearing

studs and lower the bearing cap to make it rest on the
collar of the guide tubes.
Dismantling of the Main Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing shell.
11) Fit the tool for upper main bearing, for dis-
mantling of upper main bearing shell, in the lubricating
Fig 1. Mounting of Hydraulic Tools. hole in the crankshaft and turn out the upper bearing
shell by turning the crankshaft, see fig 3.
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
Dismantling of the Main Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

08028-0D/H5250/94.08.12
holes in the main bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the main bearing stud nuts are removed. Tool for upper main bearing
7) Work the main bearing cap loose from the

engine frame with a lead hammer or similar. Fig 3. Mounting of tool for upper main bearing.
96.30 - ES0S-G
Working Card
Inspection of Main Bearing Shells 510.01-05
L23/30H
Cleaning
16) Lubricate the end of the bearing shells with
12) Clean all machined surfaces, on frame, bearing molycote pasta or similar.
cap, stud, nuts and bearing shells.
17) Insert the lower bearing shell in the bearing cap
and mount the locking piece.
Inspection of Main Bearing Shells
Lubricate the bearing shell and journal with clean
13) Inspect the main bearing shells according to lubricating oil.
working card 506-01.16.
Note: The bearing is marked according to size and Mounting of the Main Bearing Cap
when replaced it must be by a new bearing of the
same size. 18) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing studs with molycote
pasta or similar and fit the bearing stud nuts.
Mounting of the Main Bearing Shells
Make sure that the bearing cap and bearing shell are
14) Push the upper bearing shell as far into posi- in their correct position.
tion as possible.
19) Dismantle the wire straps.
15) Fit the tool for upper main bearing in the
lubricating hole in the crankshaft and turn in the 20) Mount the hydraulic tools, see working card
upper bearing shell by turning the crankshaft. 520-01.05, and tighten the nuts as prescribed on
page 500-40.
Make sure that the shell enters its correct position
then remove the tool for upper main bearing. 21) Coat the back side of the bracing screws' (side
screws') hexagonal head with a thin coat of silastene
or similar.
22) Mount the screws and tighten with a torque

spanner as indicated on page 500.40.
08028-0D/H5250/94.08.12
96.30 - ES0S-G
Working Card
Inspection of Guide Bearing Shells 510-01.10
L23/30H

Shut-off cooling water 52006 273 80 - 360 Nm
Shut-off fuel oil 52010 106 2 pieces
52010 155 2 pieces
52021 501 2 pieces
52021 202
mounting of guide bearing shells and thrust washer.
Hand tools:
Starting position:
Allen key, 12 mm.
Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing shells. 510-01.05

Criteria for replacement of bearing
shells. 506-01.16
Manpower:
08028-0D/H5250/94.08.12

Data:

96.20 - ES0S
510-01.10 Inspection of Guide Bearing Shells
Working Card
L23/30H
Make Ready for Dismantling of the Guide Bearing
1) Dismount the crankcase covers opposite the

bearing concerned.
2) Turn the engine until the crank is in a convenient

position for carrying out the work.
4) Mount the hydraulic tools, see fig 1, and loosen

the guide bearing stud nuts. For operation of the
hydraulic tools, see working card 520-01.05.
Fig 2. Mounting of Wire Straps.
9) Fit guide tubes on the threads of the bearing

studs and lower the bearing cap to make it rest on the
collar of the guide tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing cap

and take out the bearing shell.
The thrust washer of the guide bearing is partially

countersunk into the engine frame and attached by
means of four screwed-on clamps which are visible
after lowering the bearing cap, see fig 3.
Fig 1. Mounting of Hydraulic Tools.
5) Dismount the hydraulic tools and slacken the

nuts somewhat. Thrust washer
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

08028-0D/H5250/94.08.12
holes in the guide bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the guide bearing stud nuts are removed.
Fig 3. Guide Bearing with Thrust Washer.
7) Work the guide bearing cap loose from the
engine frame with a lead hammer or similar.
11) Unscrew the clamps and push out the thrust
8) Lift the guide bearing cap a little and unscrew washers.
the bearing stud nut.
96.20 - ES0S
Page 3 (3) Inspection of Guide Bearing Shells Edition 01H
L23/30H
Guide for mounting of upper shell.
Fig 5. Mounting of Upper Shell in Guide Bearing.

Fig 4. Dismounting of Upper Shell.
Note: Clearance in guide bearing axially, see page

12) The upper bearing shell is dismounted by means 500.35.
of special tool see fig 4.
molycote pasta or similar.
Cleaning of Components
18) Insert the lower bearing shell in the bearing cap,
13) Clean all machined surfaces, on frame, bearing and mount the locking piece.
cap, stud, nuts and bearing shells.
Mounting of Guide Bearing Cap

Inspection of Guide Bearing Shells
Lubricate the bearing shell and journal with clean
14) Inspect the guide bearing shells according to lubricating oil.
19) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing stud with molycote
Mounting of the Guide Bearing Shells pasta or similar and fit the bearing stud nuts.
The bearing shells of the guide bearing, which are Make sure that the thrust washers, bearing shell and
identical to those of the main bearings, are narrower bearing cap are in their correct position.
than the bore for the guide bearing and it is therefore
essential that the shells are positioned perfectly 20) Dismantle the wire straps.
correct in the bore.
08028-0D/H5250/94.08.12
21) Mount the hydraulic tools, see working card

For this purpose a guide tool is supplied for positioning 520-01.05, and tighten the nuts as prescribed on page
on the engine frame when the upper bearing shell is to 500-40.
be fitted, see fig 5.
22) Coat the back side of the bracing screws' (side
15) Push the bearing shell into correct position screws') hexagonal head with a thin coat of silastene
through this guide tool, by using tool item 202, if or similar.
necessary use a plastic hammer.
23)Mount the screws and tighten with a torque spanner
16) Fit the thrust washers and clamps. as indicated on page 500.40.
96.20 - ES0S
Working Card
L23/30H

Shut-off cooling water 52006 273 80 360 Nm
52010 106 2 pieces
Shut-off fuel oil
52010 202
Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513

mounting of guide bearing shells and thrust
washer.
Hand tools:
Allen key, 12 mm.

Starting position: Socket spanner, 36 mm.
Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing shells. 510-01.05

Criteria for replacement of bearing shells.

08028-0D/H5250/94.08.12
Manpower:
Capacity : 2 man
Data:

96.03-ES0S-G
510-01.10 Inspection of Guide Bearing Shells Working Card
L23/30H
Make Ready for Dismantling of the Guide

Bearing
1) Dismount the crankcase covers opposite

the bearing concerned.
2) Turn the engine until the crank is in a con-

venient position for carrying out the work.
4) Mount the hydraulic tools, see fig 1, and

loosen the guide bearing stud nuts. For Fig 2. Mounting of Wire Straps.
operation of the hydraulic tools, see work-
ing card 520-01.05.
8) Lift the guide bearing cap a little and un-
screw the bearing stud nut.
9) Fit guide tubes on the threads of the bear-

ing studs and lower the bearing cap to
make it rest on the collar of the guide
tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing shell.
Fig 1. Mounting of Hydraulic Tools.
5) Dismount the hydraulic tools and slacken

the nuts somewhat.
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the

08028-0D/H5250/94.08.12
threaded holes in the guide bearing cap, Fig 3. Guide Bearing with Thrust Washer.
see fig 2.
Pass the wire supplied through the eye screw The thrust washer of the guide bearing is par-
and attach it as shown, so as to keep the bear- tially countersunk into the engine frame and at-
ing cap in place when the tached by means of four screwed-on clamps
guide bearing stud nuts are removed. which are visible after lowering the bearing cap,
see fig 3.
7) Work the guide bearing cap loose from the
engine frame with a lead hammer or simi-
lar.
96.03-ES0S-G
Working Card
L23/30H
In case the guide shell tool is locked between

guide bearing and bearing studs, use the bolt on
the back of the guide shell tool to dislodge it.
Cleaning of Components
14) Clean all machined surfaces, on frame, bear-

ing cap, stud, nuts and bearing shells.
Inspection of Guide Bearing Shells
15) Inspect the guide bearing shells according to

Fig 4. Dismounting of Upper Shell.

Fig 5. Mounting of Upper Shell in Guide Bearing.
11) Unscrew the clamps and push out the thrust

washers. Mounting of the Guide Bearing Shells
12) Fit the tools for dismantling of upper guide The bearing shells of the guide bearing, which are
bearing shell, see fig 4, in the bearing cap and identical to those of the main bearings, are nar-
raise the bearing cap into position, making rower than the bore for the guide bearing and it is
sure that the guide shell is not being dam- therefore essential that the shells are positioned
aged. perfectly correct in the bore.
08028-0D/H5250/94.08.12
After that, dismount the guide tubes, fit and tighten For this purpose a guide tool is supplied for posi-
the nuts slightly. tioning on the engine frame when the upper bear-
ing shell is to be fitted, see fig 5.
13) With the guide shell tool, which is guided by
the bearing cap, the upper bearing shell is 16) Push the bearing shell as far as possible into
carefully turned out into the bearing cap. Then position through this guide tool.
dismount the nuts and lower the bearing cap
on the collar of the guide tubes. Take out the 17) Insert the guide shell tool in the bearing cap,
bearing shell and the guide shell tool. which is resting on the collar of the guide
tubes.
96.03-ES0S-G
510-01.10 Inspection of Guide Bearing Shells Working Card
L23/30H
18) Raise the bearing cap with the guide shell Mounting of Guide Bearing Cap
tool into its correct position, dismount the
guide tubes, fit and tighten the bearing stud Lubricate the bearing shell and journal with clean
nuts slightly. lubricating oil.
19) Now push the bearing shell into its correct 24) Raise the bearing cap into position, dis-
position with the guide shell tool. Make sure mount the guide tubes, coat the bearing
that the shell enters its correct position. stud with molycote pasta or similar and fit
the bearing stud nuts.
20) Then unscrew the bearing stud nuts, fit the
guide tubes and lower the bearing cap Make sure that the thrust washers, bearing shell
again. and bearing cap are in their correct position.
21) Fit the thrust washers and clamps. 25) Dismantle the wire straps.
Note: Clearance in guide bearing axially, see 26) Mount the hydraulic tools, see working card
page 500.35. 520-01.05, and tighten the nuts as pre-
scribed on page 500-40.
molycote pasta or similar. 27) Coat the back side of the bracing screws'
(side screws') hexagonal head with a thin
23) Insert the lower bearing shell in the bearing coat of silastene or similar.
cap, and mount the locking piece.
28) Mount the screws and tighten with a torque
spanner as indicated on page 500.40.
08028-0D/H5250/94.08.12
96.03-ES0S-G
Technical information
Page 1 (1) 305-S2 610-S1
"20", "21", "23",
"25", "26", "28", "35"
Original Diameter Alternative Diameter

Engine Type
mm mm
20MTB-30 135 134
21MTB-30 180 179.5 - 179.0 - 178.5 - 178.0 - 177.0
23MTB-30, T23H
Crankshaft 180 179.5-179.0-178.0
in bedplate
T23H,T23L
Underslung 180 179.5-179.0-178.5-178.0
crankshaft
V23H, V23L 220 219.5-219.0 -218.5-218.0-215.0
T23L-2, T23L-4,
T23L-4E, L23/30, 210 209.5 -209.0 - 208.5 - 208.0 - 205.0
L23/30H
25MTB-40 170 169.5 - 169.0 - 168.0 - 167.0
26MTB-40 200 199.5-199.0-198.0-195.0
26MTB-40V 250 249.5-249.0-248.0
S28L, L28/32, 239.5 - 239.0 - 238.5 - 238.0

240
L28/32H(A) 237.0-236.0-235.0
U28L-2, U28L-4, 259.5 - 259.0 - 258.5 - 258.0

260
V28/32, V28/32H 257.0-256.0-255.0
S35P 350 349.5 - 349.0 - 348.0 - 345.0
* Guide bearings are identical with main bearings, see Technical Information No 305-S4/610-S3.
08028-0D/H5250/94.08.12
96.03
Technical information 305-S3
Page 1 (1) Crankpin Bearings
610-S2
"20", "21", "23",
"25", "26", "28", "35"

Engine Type
mm mm
20MTB-30 135 134.5 - 134.0 - 133.0 - 132.0 - 131.5
149.5 - 149.0 - 148.5 - 148.0

21MTB-30 150
147.0 - 146.0 - 145.0
23MTB-30,
T23H,T23L
164.5 - 164.0 - 163.5 - 163.0 - 162.5
Crankshaft in 165
162.0-161.5-161.0-160.0
bed-plate and
underslung
L23/30, 184.5-184.0-183.5-183.0
185
V23H, V23L 182.0-181.0-180.0
184.5-184.0-183.5-183.0
L23/30H 185
182.0-181.0-180.0
169.5 - 169.0 - 168.5 - 168.0 -166.0
25MTB-40 170
189.5 - 189.0 - 188.5 - 188.0-187.5-187.0 - 186.5 -

26MTB-40 190
186.0 - 185.5 - 185.0
26MTB-40V 210 209.5 - 209.0 - 208.0 (4 screws)
26MTB-40V 210 209.5 - 209.0 - 207.0 (2 screws)
229.5 - 229.0 - 228.5 - 228.0 -227.5 -227.0 - 226.0

S/U28 230
- 225.5 - 225.0
S28L-4E, L28/32, 229.5 - 229.0 - 228.5 - 228.0

230
V28/32, V28/32H 227.0-226.0-225.0
229.5 - 229.0 - 228.5 - 228.0

L23/32H 230
227.0-226.0-225.0
S35P 295 295.0 - 294.5 - 294.0 - 293.5 - 293.0

08028-0D/H5250/94.08.12
* Only available together with new design of marine head - see SL95-331/MRM.
96.31
Page 1 (1) Main Bearings
610-S3
"20", "21", "23",
"25", "26", "28", "35"

Engine Type
mm mm
20MTB-30 135 134.5-134.0-133.0-132.0
21MTB-30 160 159.5 - 159.0 - 158.5 - 158.0 - 157.0
23MTB-30, T23H
Crankshaft 180 179.5-179.0-178.0
in bedplate
T23H,T23L
Underslung 180 179.5-179.0-178.5-178.0
crankshaft
T23L-2, T23L-4,
T23L-4E, L23/30, 210 209.5 -209.0 - 208.5 - 208.0 - 205.0
L23/30H
V23H, V23L 220 219.5 - 219.0 - 218.5 - 218.0 - 205.0
25MTB-40 170 169.5-169.0-168.0-167.0
26MTB-40 200 199.5-199.0-198.0-195.0
26MTB-40V 250 249.5 - 249.0 - 248.0 - 245.0
S28L, L28/32, 239.5-239.0-238.5-238.0-

240
L28/32H(A) 237.0-236.0-235.0
U28L-2, U28L-4, 295.5-259.0-258.5-258.0-
260
V28/32, V28/32H 257.0-256.0-255.0
S35P
350 349.5-349.0-348.0-345.0
Lead / bronze
08028-0D/H5250/94.08.12
96.03
Page 1 (1) Thrust Pieces
610-84
"23", "28"

Engine Type
mm mm
T23L-4, T23L-4E 6.45 8.95
L23/30 6.45 6.95 - 7.45
S28L, L28/32 5.95 6.45 - 6.95
L28/30H 6.45 6.95-7.45-7.95
L28/32H 5.95 6.45 - 6.95 - 7.45
V28/32H 5.95 6.45-6.95-7.45

08028-0D/H5250/94.08.12
96.31
Plate
Page 1 (2) Crankshaft 51001-01H
L23/30H
104
116
128
177
094
070
165
069
021+
153
08028-0D/H5250/94.08.12
082
94.23 - ES0S
Plate
51001-01H Crankshaft Page 2 (2)
L23/30H
Item Item
021+ /I Counterweight Kontravgt
069 4/W Screw for Skrue for

counterweight kontravgt
128 1/E Oil throw ring Olieafslyngningsring
153 2/W Cylindrical pin Cylindrisk stift
165 1/E Crankshaft Krumtapaksel

(crankshaft) (krumtap)
+ Item No. 021 require + Item nr. 021 krver

an individual match- en individuel tilpasning
ing before mounting fr montering, kontakt
con-tact MAN B&W, MAN B&W, Holeby
Holeby
08028-0D/H5250/94.08.12
Qty./W = Qty./Counterweight Antal/W= Antal/Kontravgt
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
94.23 - ES0S
Plate
Page 1 (2) Resilient Gear Wheel 51002-02H
L23/30H
243
135
123
111
206
088
135
052
160
196
218 147
172 111
111 159
08028-0D/H5250/94.08.12
231
172
040 184
111 064
172 076
94.24 - ES0S
Plate
51002-02H Resilient Gear Wheel Page 2 (2)
L23/30H
Item Item
040 3/E Distance piece Afstandsstykke
052 3/E Distance piece Afstandsstykke
076 6/E Spring guide Fjederstyr
088 6/E slide shoe Glidesko
111 12/E Nut Mtrik
123 1/E Axle journal Akseltap
135 4/E Screw Skrue
159 2/E Hexagon soc. screw Stteskrue

with cup point
160 2/E Cylindrical pin Cylindrisk stift
172 18/E Locking washer Lseskive
184 6/E Screw Skrue
206 1/E Hub Nav
218 1/E Side plate Sideplade
243 1/E Resilient gear wheel, Fjederende tandhjul,

complete komplet
08028-0D/H5250/94.08.12
94.24 - ES0S
Plate
Page 1 (2) Flywheel with Gear Rim 51003-02H
L23/30H
105
046+
058
Crankshaft
(Plate 51001)
034
010
022
08028-0D/H5250/94.08.12
96.03 - ES0S
Plate
51003-02H Flywheel with Gear Rim Page 2 (2)
L23/30H
Item Item
010 1/E Gear rim Tandkrans
034 12/E Self locking nut, for Selvlsende mtrik for

item no. 046 item nr. 046
046+ 12/E Fitted bolt Pasbolt
058 1/E Flywheel Svinghjul
105 2/E Screw Skrue
+ Item 046 require an + Item nr. 046 krver

individual matching en individuel tilpasning
before mounting. fr montering.
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Antal/Motor
96.03 - ES0S
Index
Page 1 (1) Engine Frame and Base Frame 511S
L23/30H
Description
Engine Frame and Base Frame ............................................................................. 511.01(01H)
Working Card
Functional Test of Crankcase Safety Relief Valves .......................................... 511-01.00 (01H)
Plates
Frame with Main Bearings ........................................................................................ 51101-01H

Frame with Main Bearings ........................................................................................ 51101-02H
Front Cover of Lubricating Oil pump ........................................................................ 51102-01H
Mounting of Pumps .................................................................................................. 51102-02H
Covers on Frame ...................................................................................................... 51106-01H
Covers on Frame ...................................................................................................... 51106-02H
Covers on Frame ...................................................................................................... 51106-03H
Covers on Frame ...................................................................................................... 51106-03S
Crankcase Safety Relief Valves ............................................................................... 51107-03S
08028-0D/H5250/94.08.12
98.35-ES0U
Description
Engine Frame and Base Frame 511.01
Page 1 (1)
Edition 01H
L23/30H
Frame
On the sides of the frame there are covers for acces
The engine frame is made of cast iron, and is attached to the camshaft, the charge air receiver and crank-
to the top of the base frame by means of bolts. The case. Some of the covers are fitted with relief valves
cross girders of the frame are provided with bores for which will act, should oil vapours in the crankcase be
the main bearings in which the crankshaft is underslung, ignited, for instance in the event of a hot bearing.
i.e. it is carried by the main bearing caps.
The charge air cooler housing is a integrated part of
The main bearing caps are attached by means of the frame.
studs and nuts, which are loosened and tightened with
the aid of hydraulic tools. After mounting, the main
bearing caps are further secured by means of bracing Base Frame
screws, which are screwed horizontally into the sides
of the caps and tightened against the sides of the Engine and alternator (gear, pump) are mounted on a
engine frame. The main bearings are equipped with common base frame which is in welded design.
replaceable shells which are fitted without scraping.
The base frame is used as lubricating oil reservoir
The crankshaft guide bearing is located at the fly- "wet sump".
wheel end of the engine.
94.26 - ES0U
Working Card
Functional Test of Crankcase Safety Relief Valves 511-01.00
L23/30H

Shut-off fuel oil
Description:
Functional test of crankcase safety relief valves.

Hand tools:
Allen key, 12 mm.

Loctite 243
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51106 034 1/cyl.
Data: 51106 058 1/cyl.
51106 071 1/cyl.
97.06 - ES0S-G
511-01.00 Functional Test of Crankcase Safety Relief Valves Working Card
L23/30H
Functional testing of the crankcase safety relief

valves cannot be effected during operation of the
engine, but it must be checked during overhauls that
the valve flap is movable.
Take care when painting the engine, not to block up

the safety relief valves with paint.
The safety relief valves have been set to open at an

excess pressure in the crankcase of, see page
500.35.
If the safety relief valves are actuated, the engine

must be stopped immediately, and it must not be
restarted until the cause has been found and the fault
has been rectified, see also description 503.04,
ignition in crankcase. Fig 1.
08028-0D/H5250/94.08.12
97.06 - ES0S-G
Plate
Page 1 (2)
Frame with Main Bearings 51101-02H
L23/30H
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
51101-02H Frame with Main Bearings Page 2 (2)
L23/30H
Item Item
013 1/E Frame Stativ 373 1/B Guide screw Styreskrue
025 5/E Bracing bolt Sideskrue 385 1/B Packing ring Pakningsring
049 4/C Nut for cylinder Mtrik for cylinder- 397 1/E Frame complete, incl. Stativ komplet, inkl.
head stud dkseltap item 049, 062, 108, 133, item 049, 062, 108, 133,
145, 169, 170, 216, 241, 145, 169, 170, 216, 241,
050 4/C Protective cap Beskyttelseshtte 290, 300, 324, 348, 361, 290, 300, 324, 348, 361,
373, 385, plate 50701 373, 385, plate 50701
062 4/C Stud for cylinder head Tap for cylinderdksel item 048, 061, 073, 276 item 048, 061, 073, 276
074 1/E Plug Prop
086 1/E Coupling Kobling + Item No 108, 300 + Item nr. 108, 300 kr-
require an individual ver en individuel
098 2/E Plug Prop matching before tilpasning fr montering,
mounting, contact kontakt MAN B&W,
108+ 1/C Main bearing cap Hovedlejedksel MAN B&W, Holeby Holeby
121 1/B Screw Skrue
133 1/B Securing piece Sikringstykke
145 1/B Spring pin Fjederstift
157 1/C Main bearing shell 2/2 Hovedlejeskaller 2/2
169 2/B Main bearing stud Hovedlejetap
170 2/B Nut for main Mtrik for

bearing stud hovedlejetap
228 1/E Plug Prop
241 2/B Bracing bolt Sideskrue
253 2/E Thrust washer Trykskive
265 4/E Locking piece Lsestykke
290 4/E Screw Skrue
300+ 1/E Guide bearing cap Styrelejedksel
312 /I Loctite 542 Loctite 542
324 /I Loctite 243 Loctite 243
336 /I Molykote paste Molykote

08028-0D/H5250/94.08.12
348 1/E Camshaft bearing Styreakselleje
361 1/C Camshaft bearing Styreakselleje
Qty./B = Qty./Bearing Antal/B = Antal/Leje
96.51 - ES0S
Plate
Page 1 (2) Mounting of Pumps 51102-02H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51102-02H Mounting of Pumps Page 2 (2)
L23/30H
Item Item
093 1/E Guard end, fore Endedksel, for
103 1/E Cover Dksel
115 2/E Cover Dksel
164 2/E Guide pin Styrestift
176 2/E Spray pipe Sprjterr
188 4/E Locking plate Lseplade
211 4/E Screw Skrue
235 2/E Sealing ring Ttningsring
247 2/E Nut Mtrik
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
Page 1 (2) Covers on Frame 51106-02H
L23/30H
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
51106-02H Covers on Frame Page 2 (2)
L23/30H
Item Item
512 1/E Cover 2/2 Dksel 2/2
548 4/E Nut Mtrik
573 4/E Screw Skrue
585 1/E Sealing ring 2/2 Ttningsring 2/2
619 2/E Nut Mtrik
632 1/E Cover Dksel
644 8/E Screw Skrue
668 2/E Screw Skrue
681 4/E Screw Skrue
693 /I Packing Silicone

silicone paste
08028-0D/H5250/94.08.12
96.51 - ES0S
Pate
Page 1 (3) Covers on Frame 51106-03S
L23/30H
08028-0D/H5250/94.08.12
96.51-ES0S
Pate
51106-03S Covers on Frame Page 2 (3)
L23/30H
ltem ltem
Qty Designation Qty Designation
No No
058 2/C O-ring 298 Handle
071 4/D Washer 22/E 5cyl.engine
083 4/D Self locking nut 26/E 6cyl.engine
095 1/D Housing for safety valve 30/E 7cyl.engine
129 8/C Screw 34/E 8cyl.engine
154 28/E Screw 308 Washer
166 2/E Cover 24/E 5cyl.engine
178 2/E Gasket 28/E 6cyl.engine
191 2/C Stud 32/E 7cyl.engine
201 2/E Stud 36/E 8cyl.engine
213 4/C Screw 321 Guard intermediate
225 1/C Cover of camshaft housing 4/E 5cyl.engine
237 1/C O-ring 5/E 6cyl.engine
249 5/E Screw 6/E 7cyl.engine
250 5/E Washer 7/E 8cyl.engine
262 1/E Guard end aft 333 2/C Stud
274 1/E Guard end aft 345 1/E Guard end fore
286 Spring pin 357 1/E Guard end fore
22/E 5cyl.engine 369 1/E Guard
26/E 6cyl.engine 370 6/E Screw
30/E 7cyl.engine 382 1/E Guard end fore
34/E 8cyl.engine 394 6/C Screw only for 900rpm
404 2/E Screw
416 Cover for drankcase
6/E 5cyl.engine
7/E 6cyl.engine
9/E 7cyl.engine
10/E 8cyl.engine
428 4/E Screw
441 2/E Tapered dowel
453 2/E Washer
465 2/E Nut
08028-0D/H5250/94.08.12
477 6/C Nut Only for 720/750rpm

489 6/C Screw Only for 720/750rpm

Qty./C = Qty./Cylinder
Qty./D = Qty./Safety cover
96.51-ES0S
Pate
L23/30H
ltem ltem
Qty. Designaion Qty. Designaion
No. No.
490 Cover with safety valve, complete incl.
item 010, 022, 034, 046, 071, 083, 095,
105, 117
4/E 5cyl.engine
5/E 6cyl.engine
6/E 7cyl.engine
7/E 8cyl.engine
500 Guard intermediate complete incl Item
191, 286, 308, 321, 333
4/E 5cyl.engine
5/E 6cyl.engine
6/E 7cyl.engine
7/E 8cyl.engine
693 /l Packing silicone paste
703 1/E Cover
715 6/E Screw
08028-0D/H5250/94.08.12

96.51-ES0S
Pate
L23/30H
08028-0D/H5250/94.08.12
Pate
51107-03S Covers on Frame Page 2 (2)
L23/30H
ltem ltem
No No
1 1/D Seat
2 1/D Disc
3 1/D Cover
4 1/D Stem
5 1/D Spring seat
6 3/D Pipe
7 1/D Spring
8 1/D O-ring
9 1/D O-ring
10 1/D O-ring
11 3/D Bolt
12 3/D Gasket
13 3/D Nut
14 3/D Spring washer
15 3/D Bolt
16 3/D Gasket
17 3/D Nut
18 3/D Spring washer
08028-0D/H5250/94.08.12

Index
Page 1 (1) Turbocharger System 512
L23/30H
Description
Turbocharger System ............................................................................................ 512.01 (01H)

Cleaning the Turbocharger in Service, Water Washing of Compressor ................ 512.05 (01H)
Cleaning the Turbocharger in Service, Water Washing Turbine Side ................ 512.15 (01H)
Working Card
Overhaul of Charging Air Cooler ...................................................................... 512-01.00 (01H)

Water Washing of Compressor Side -
Turbocharger Type NR15/R NR20/R NR24/R NR26/R ........................... 512-05.00 (01H)
Water Washing of Compressor Side - Turbocharger Type NR15/R ................. 512-05.05 (01H)
Water Washing of Compressor Side - Turbocharger Type NR20/R ................. 512-05.05 (02H)
Water Washing of Turbine Side ........................................................................ 512-15.00 (01H)
Plates
Charging Air Cooler .................................................................................................. 51201-02H

Exhaust Pipe Arrangement ....................................................................................... 51202-01H
Exhaust Pipe Arrangement ....................................................................................... 51202-02H
Turbocharging Arrangement ..................................................................................... 51203-03H
Steam Trap ............................................................................................................... 51208-01H
08028-0D/H5250/94.08.12
97.06-ES0U
Description
Turbocharger System 512.01
L23/30H
Water washing, turbine side, inlet P7 Exhaust gas, outlet P2 M1 Charge air, inlet
P8 Water washing,
compressor side with
quick coupling, inlet
Charging air from TC

Water washing
compressor side
Exhaust gas to TC
Lambda Cylinder P6 Drain from turbocharger, outlet
Fig. 1. Diagram for Turbocharger System
Turbocharger System The charging air cooler is a compact tube-type cooler

with a large cooling surface. The cooling wa-ter is
The turbocharger system of the engine, which is a passed twice through the cooler, the end covers being
constant pressure system, consists of an exhaust designed with partitions which cause the cooling
gas receiver, a turbocharger, a charging air cooler and water to turn.
a charging air receiver, the latter being integrated in
the engine frame. The cooling water tubes are fixed to the tube plates by
expansion.
The turbine wheel of the turbocharger is driven by the
engine exhaust gas, and the turbine wheel dri-ves the From the exhaust valves, the exhaust is led through
turbocharger compressor, which is moun-ted on the a water cooled intermediate piece to the exhaust gas
same shaft. The compressor sucks air from the receiver where the pulsatory pressure from the indi-
engine room, through the air filters. vidual exhaust valves is equalized and passed to the
turbocharger as a constant pressure, and further to
Turbocharger, see separate manual. the exhaust outlet and silencer arrangement.
The turbocharger pumps the air through the charging The exhaust gas receiver is made of pipe sections,
air cooler to the charging air receiver. From the one for each cylinder, connected to each other, by
charging air receiver, the air flows to each cylinder, means of compensators, to prevent excessive stress
through the inlet valves. in the pipes due to heat expansion.
95.26 - ES0S
512.01 Turbocharger System Description
L23/30H
In the cooled intermediate piece a thermometer for To avoid excessive thermal loss and to ensure a
reading the exhaust gas temperature is fitted and reasonably low surface temperature the exhaust gas
there is also possibility of fitting a sensor for remote receiver is insulated.
reading.
95.26 - ES0S
Description Cleaning the Turbocharger In Service 512.05
Page 1 (1) Water Washing of Compressor Edition 01H
L23/30H
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 purity effect from the impact of the water droplets.
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
of the gas and oil tightness of the engines and on the deposits on the compressor wheel, and should under
fresh air ventilation system of the engine room. 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
Description Cleaning the Turbocharger in Service 512.15
Page 1 (1) Water Washing - Turbine Side Edition 01H
L23/30H
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-
washing 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 stopped
of the combustion chamber components and will 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 by water system and not from the fresh cooling water
injection water into the inlet pipe of the turbine. The system or salt water system. No cleaning agents and
cleaning effect is based on the water solubility of the solvents need to be added to the water.
deposits and on the mechanical action of the im-
pinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine
must, upon completing of water washing run for at
The necessary water flow is dependent on the gas least 1 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 Water Washing System
through 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 valve, a 3-way cock and a drain pipe with a drain
mentioned water flow gives the optimal cleaning valve from the gas outlet, see illustration on working
effect. If the water flow is reduced the cleaning effect card 512-15.00.
will be reduced or disappear. If the recommended
water flow is exceed, there is a certain risk of a The water for washing the turbine, is supplied from
accumulation of water in the turbine casing, which the external fresh water system through a flexible
can result in 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 a channel to lead the water to the gas inlet of the
intervals is essential to successful cleaning, as turbocharger.
excessive fouling is thus avoided. Washing at inter-
vals of 100 hours is therefore recommended. De- The water which is not evaporated, is led out through
pending on the fuel quality these intervals can be the drain pipe in the gas outlet.
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas tempe-
rature upstream of the turbine has risen about 20 C
above the normal temperature.
96.39 - ES0U-G
Working Card
Overhaul of Charging Air Cooler 512-01.00
L23/30H

Shut-off fuel oil
Description:
Overhaul of charging air cooler.

Hand tools:

Starting position: Allen key, 10 mm.
Wire rope.
Tackle.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 3-4 hours Plate no Item no Qty/

Capacity : 2 men
51201 113 6/cooler
Data: 51201 029 1/cooler
51201 066 1/cooler
Data for pressure and tolerance (Page 500.35) 61203 035 1/cooler
96.20 - ES0S
512-01.00 Overhaul of Charging Air Cooler Working Card
L23/30H
The charging air cooler is normally cleaned and 4) Clean the cooler element of the water and air
overhauled at the intervals indicated in the "Planned sides.
Maintenance Program", or if observations prove that
the cooler does not work satisfactory, see section After using cleaning agents the manufacting recom-
502. mendation must be followed.
The greatest care must be exercised when dismant-

Overhaul of Charging Air Cooler. ling cleaning and mounting the cooler element, as the
thin fins of the tubes cannot stand impacts and
1) Close the cooling water inlet and outlet valves pressure.
and disconnect the pipes.
If nevertheless, the metal is bended, it should be
2) Remove the screw (1), fig 1, which secure the carefully straightened, as bent fins will increase the
end cover of the cooler element to the cooler housing, pressure drop across the cooler considerably.
and pull the cooler element half-way out.
Should one ore more cooler tubes become leaky it/
Place a wire rope round the cooler element and attach they must immediately be made tight, either by
a tackle hook, after which the elements are lifted and expending the tube ends into the tube plates or by
pulled out of the cooler housing and landed on a blanking of the tube(s) concerned with plugs.
couple of wooden planks on the floor.
It is important that the charging air cooler is not leaky
as any sea water that leaks in will be carried along with
the air to the cylinders where the salt contained in the
water will damage valves, piston rings, and cylinder
liners.
5) Also clean end cover and coat it on the inside

with an anti-corrosion blocks agent. Inspect the anti-
corrosion (6) and renew if necessary.
Note: That paint or similar must not be applied to

these blocks.
6) Fouling and deposite in the pipes can be remo-

ved by using a hand or machine operated circular
steel brush. The pipe inner diameter is 13 mm.
7) When mounting the air cooler, renew all gas-

kets.
Out of Service Periods.

08028-0D/H5250/94.08.12
At longer periods out of service the air cooler is

Fig 1. drained if the coolant is sea water followed by flushing
with fresh water and left with drain and venting cocks
open.
3) Remove screws (2) and end cover (3) reversal
chamber (4) and side plates (5). At fresh water coolant systems recommendations for
the entire system is followed.
96.20 - ES0S
Working Card Water Washing of Compressor Side 512-05.05
Page 1 (2) Turbocharger Type NR15/R Edition 01H
5, 6L23/30H

Shut-off cooling water Hand injector.
Shut-off fuel oil
Description:
Water washing of compressor side.

Turbocharger cleaning with engine in service. Hand tools:
Starting position:
Related procedure:
Manpower:
08028-0D/H5250/94.08.12
Working time : 1/4 hour

Capacity : 1 man Plate no Item no Qty/
Data: See the special instructions for turbocharger.

91.45 - ES0S
512-05.05 Water Washing of Compressor side Working Card
Edition 01H Turbocharger Type NR15/R Page 2 (2)
5, 6L23/30H
Cleaning Procedure. Compressor cleaning by inspection of water with a

hand injector is sufficient if a normal degree of fouling
The cleaning process is only to be carried out, when is present.
the engine is at operating temperature and when it is
loaded as close as possible to full load. In case of serve dirt being deposited in the compres-
sor, dismantling of the compressor, is necessary.
The engine must not be shut off immediately after
cleaning but should be allowed to operate continuous- Components for mechanical and manual cleaning are
ly for some time to ensure drying out of the charge air necessary.
system.
For manual cleaning of compressor, see special
instruction.
Sequence of Operations.
For water washing of compressor side, see also
1) Run the engine with as high a load as possible. description for water washing.
2) Unscrew the plug, see fig 1, together with the

seal ring from air filter silencer.
3) Fill the hand injector with clean fresh water and

insert it through the screw plug opening.
4) Inject the complete content of the hand injector

within a period of 4 - 10 sec.
5) Run the engine for about 10 minutes at unalter-

ed high load.
Seal ring
6) Make comparative measurements of the opera- Screw plug
ting data. This comparison will indicate the success Hand injector
or lack of same of the washing procedure.
If necessary, carry out the washing once more.

Fig 1.
7) Screw in the plug together with the seal ring to
the air filter silencer.
08028-0D/H5250/94.08.12
91.45 - ES0S
Working Card
Water Washing of Turbine Side 512-15.00
L23/30H

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
Working time : 1/2 hour Plate no. Item no. Qty. /

Capacity : 1 man
See the special instruction for turbocharger.
Data:

91.04 - ES0S
512-15.00 Water Washing of Turbine Side Working Card
L23/30H
Cleaning Procedure. 3) Turn the 3-way cock to position 2 "Open", see

fig. 2 and check for free passage. If ok turn to the
1) Adjust the engine load to approx. 20 % and let water wash position 3 "Wash".
the engine stabilize for 10 min.
4) Connect the water supply to the water wash
2) Open the drain cock at the turbocharger outlet system.
and check for free passage, see fig 1.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the water

flow until the drain flow is approx. 0,25 l/min.
3-way cock
6) Continue the water washing 5 - 10 min. or until
the drain water is free of particles.
Plate with clean-
ing instruction 7) Release the manoeuvring valve and discon-
nect the water supply.
Manoeuvering
valve
Turn the 3-way cock to position 1, "Closed" and
Regulating valve check that the water drain flow has stopped.
Cleaning water
inlet
8) Continue at this load at least 5 min. before
Drain cock increasing the load to the normal condition.
9) After the water washing, the engine should run

for at least 1 hour before stop.
Fig 1. Arrangement for water washing. Note: The regulating valve has to be opened slowly.
The manoeuvring valve must not be locked in open

position.
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.
08028-0D/H5250/94.08.12
Fig 2. 3-way cock.
91.04 - ES0S
Plate
Page 1 (2) Charging Air Cooler - Freshwater 51201-04H
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
Plate
51201-04H Charging Air Cooler - Freshwater Page 2 (2)
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
Item Item
017 1/K Crossmember Travers
029 1/K Crossmember Travers
030 2/K Pipe Rr
042 1/K Cooler block Klerblok
054 1/K Gasket end cover Pakning endedksel
066 4/K Plug screw Propskrue
078 4/K Cu-washer Cu-skive
091 1/K End cover Endedksel
101 4/K Nut Mtrik
113 8/K Screw Skrue
125 1/K Top plate Topplade
137 1/K Gasket reversing Pakning vendekammer

cover
149 1/K Reversing cover Vendekammer
150 29/K Screw Skrue
174 3/K Screw Skrue
186 3/K Cu-washer Cu-skive
198 5/K Screw Skrue
208 1/K Bottom plate Bundplade
221 8/K Screw Skrue
233 1/K O-ring O-ring
257 1/K Gasket Pakning
269 1/K Ring Ring
270 1/K Drain pipe for WMC Drnrr for WMC
294 1/K Water mist catcher Vandudskiller
304 1/E Charging air cooler, Ladeluftkler, komplet,

complete, incl. item inkl. item 017, 029, 030,
08028-0D/H5250/94.08.12
017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198, 208,
186, 198, 208, 221, 233, 221, 233, 269, 270 og
269, 270 and 294 294
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Kler
97.06 - ES0S
Plate
Page 1 (2) Exhaust Pipe Arrangement 51202-01S
5L23/30H
6L23/30H-720/750 RPM
08028-0D/H5250/94.08.12
94.22-ES0S
Plate
51202-01S Exhaust Pipe Arrangement Page 2 (2)
5L23/30H
6L23/30H-720/750 RPM
Item Item
No. No.
012 1/C Intermediate piece, complete, incl. 193 3/C Plug screw
item 181, 193, 203, 215 and 227 203 3/C Gasket
024 2/C Gasket 215 1/C Plug screw
036 4/C Screw 227 1/C Sealing ring
041 1/E Exhaust pipe 239 4/C Screw
051 Exhaust pipe 240 1/C Screw
3/E 5 cyl. engine 252 1/C Cooling water nipple
4/E 6 cyl. engine 264 2/C O-ring
061 1/E Exhaust pipe for cyl. 1
073 1/E Flange
081 Compensator
4/E 5 cyl. engine
5/E 6 cyl. engine
097 1/E Compensator
101 Gasket
8/E 5 cyl. engine
10/E 6 cyl. engine
111 3/E Gasket
121 Nut
96/E 5 cyl. engine
120/E 6 cyl. engine
131 Screw
96/E 5 cyl. engine
120/E 6 cyl. engine
144 8/E Screw
156 16/E Nut
168 8/E Screw
171 8/E Screw
181 1/C Intermediate piece
191 1/E End cover, aft
08028-0D/H5250/94.08.12

94.22-ES0S
Plate
Page 1 (2) Turbocharging Arrangement 51203-03H
5L23/30H-720/750/900 RPM
6L23/30H-720/750 RPM
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
51203-03H Turbocharging Arrangement Page 2 (2)
5L23/30H-720/750/900 RPM
6L23/30H-720/750 RPM
Item Item
018 1/E Gas outlet Gasudlb 391 4/E Nut Mtrik
031 12/E Screw Skrue 401 8/E Screw Skrue
043 1/E Bracket for Konsol for 413 2/E Support Holder
tubocharger turbolader
425 2/E Support Holder
055 6/E Screw Skrue
437 4/E Screw Skrue
067 6/E Spring lock Lseskive
079 6/E Screw Skrue
080 1/E Inlet bend Indstrmningsbjning
114 1/E Shield Skrm
138 1/E Cooler box for Klerboks for ladeluft

charge air
151 1/E Compensator Kompensator
163 1/E Flange Flange
187 4/E Screw Skrue
199 1/E Sealing ring Ttningsring
209 1/C Inlet pipe Indstrmningsrr
222 4/C Screw Skrue

08028-0D/H5250/94.08.12
378 /I Packing Silicone

silicone paste
Qty./C = Qty./Cylinder Antal/E = Antal/Cylinder
96.51 - ES0S
Index
Page 1 (1) Compressed Air System 513
L23/30H
Description
Compressed Air System ......................................................................................... 513.01(01H)
Working Card
Overhaul, Test and Inspection of Turbine Starter ............................................. 513.01.30 (01H)

Main Starting Valve ........................................................................................... 513-01.40 (01H)
Check of Compressed Air Piping System ........................................................ 513-01.90 (01H)
Plates
Turbine Starter .......................................................................................................... 51309-01H

Main Starting Valve ................................................................................................... 51310-01H
Air Lubricator ............................................................................................................ 51311-01H
Muffler ....................................................................................................................... 51312-01H
Emergency Starting Valve ........................................................................................ 51313-01H
Starting Valve ............................................................................................................ 51314-01H
Air Strainer ................................................................................................................ 51316-01H
Safety Valve .............................................................................................................. 51319-01H
ON-OFF Valve for Jet System .................................................................................. 51320-01H
Air Filter .................................................................................................................... 51321-01H
Pressure reduction Valve ......................................................................................... 51322-01H
08028-0D/H5250/94.08.12
99.01-ES0U
Description
Compressed Air System 513.01
L23/30H
Fig. 1. Diagram for Compressed air System
General Starting System
The compressed air system on the engine con- The engine is started by means of a built-on air
tains a starting system, starting control system and starter, which is of the turbine starter motor type
safety system. Further, the system supplies air to with gear box, safety clutch and drive shaft with
the lambda system. pinion. Further, the starting system consists of a
08028-0D/H5250/94.08.12
main starting valve.

The compressed air is supplied from the starling
air receivers (3MPa) through a reduction station,
where from compressed air is supplied to the en- Control System
gine.
The air starter is activated electrically with a
To avoid dirt particles in the internal system, a dirt pneumatic 3/2way solenoid valve (starting valve).
separator is mounted in the inlet line to the engine.
The valve can be activated manually from the
The intervals between cleaning and draining will starting box on the engine, and it can be arranged
depend on the condition of the air in the main sup- for remote control, manual or automatic.
ply system, and has therefore to be determined
according to service experience gained with the For remote activation, the starting spool must be
particular plant. connected so that every starting signal to the start-
ing spool goes through the converter for engine
Note : Due to the safety system, the air supply to RPM signal or via the engine control box if sup-
the engine must not be interrupted during opera- plied.
tion of the engine.
513.01 Compressed Air System Description
L23/30H
Further, the system is equipped with an emer- Safety System

gency starting function which makes it possible to
activate the air starter manually in case of a power As standard the engine is equipped with a pneu-
failure. matically/mechanically overspeed device, which
starts to operate if the maximum permissible RPM
is exceeded. This device is fitted to the end cover
Emergency Starting Function of the engine driven lubricating pump and is driven
from the pump through a resilient coupling, see
The emergency starting valve is activated by section 509.
means of a manual override
When the maximum permissible RPM is ex-
ceeded, the overspeed device will activate a
pneumatically controlled stop cylinder, which will
bring the fuel index to zero and stop the engine.
Pneumatic Start Sequence
When the starting valve is opened, air will be sup-

plied to the drive shaft housing of the air starter.
The air supply will - by activating a piston-bring the

drive pinion into engagement with the gear rim on
the engine fly wheel.
When the pinion is fully engaged, the pilot air will

flow to, and open the main starting valve, whereby
air will be led to the aid starter, which will start to
turn the engine.
Simultaneously with air supply for the air starter,
08028-0D/H5250/94.08.12
air will be supplied to the fuel limitating cylinder,
thus limiting the fuel supply during the start se-
quence.
When the RPM exceeds approx.110, at which fir-

ing has taken place, the starting valve is closed
whereby the air starter is disengaged.
Working Card
Overhaul, Test and Inspection of Turbine Starter 513-01.30
L23/30H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of the air

starter. Hand tools:
Allen key, 4 mm.

Allen key (long), 8 mm.
Screwdriver.
Starting position: Big screwdriver.
Chisel.
All connections to the air starter have been re- Retaining ring pliers.
moved, and air starter is removed. Plastic hammer.
Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.

08028-0D/H5250/94.08.12

Capacity : 1 man
See plate 51309.
Data:

96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter
Working Card
L23/30H
General Information
1) Always mark adjacent parts on the housing

exhaust cover (1), motor housing (8), intermediate
gear case (13), gear case (28) and drive housing
(40) so these members can be located in the same
relative position when the starter is reassembled.
Note: Do not disassemble the starter any further

than necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in

or on a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and O-

rings on hand before starting any overhaul of the Fig 1.
turbine starter.
4) When grasping a part in a vice, always use 5) Remove the deflector retaining screw (5),
copper-covered vice jaws to protect the surface of deflector retaining spring (4) and the splash deflec-
the part and help prevent distortion. This is particu- tor (3) from the housing exhaust cover (1), See fig
larly true of threaded members. 2.
Housing Exhaust Cover, Motor Assembly, and

Motor Housing
1) If replacing the motor assembly (12), remove

both housing plugs (10) and drain the oil from the
gearing before beginning disassembly of the starter.
Inspect the magnetic housing plugs (10) for metal
particles. Very fine metal particles are normal. Re-
move particles and reinstall plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28) and inspect.
2) Using a screw driver, unscrew the exhaust

cover (67) from the housing exhaust cover (1).
Fig 2.
08028-0D/H5250/94.08.12
3) Using an 8 mm hex-head wrench, unscrew

and remove the starter assembly cap screws (6)
and washers (7), See fig 1. 6) Tap the motor housing with a plastic hammer
to dislodge it from the intermediate gear case (13).
4) Pull the housing exhaust cover (1) from the
motor housing (8). To dislodge the housing exhaust 7) Grasp the rear of the motor assembly (12) and
cover, rotate it until the ears clear the motor hous- pull it from the rear of the motor housing (8).
ing. Using a plastic hammer, tap the ears alternately If the motor assembly (12) is difficult to remove,
until the housing cover can be removed from the lightly push the motor pinion which is on the front of
motor housing. the motor assembly toward the exhaust side of the
motor housing in order to free the motor assembly.
96.38 - ES0S-G
Working Card
L23/30H
gear case (13), See fig 3.
8) Tap the intermediate gear case (13) with a
plastic hammer to dislodge it from the gear case 13) Remove the planet gear frame assembly from
(28). the intermediate gear case. Using a sleeve that
contacts the outer race of the front gear frame
9) Position the intermediate gear case (13) on a bearing (17), press the planet gear frame shaft seal
bench in a copperfaced vice so that the intermediate (16) and the front gear frame bearing (17) from the
pinion (26) is secured in the jaws of the vise. Tighten front end and out of the rear of the intermediate gear
the vice only enough to hold the intermediate pinion case.
securely.
14) Remove the rear gear frame bearing (24) from
10) Loosen the intermediate pinion retaining screw the planet gear frame (18), using a bearing puller
(27) 1-1/2 turns only. Do not remove. and remove the gear shaft retaining washer (23),
see fig 4.
Warning: If the intermediate gear case is not sup- Remove the planet gear shafts (22), planet gears
ported on a bench and if the intermediate pinion (19), planet gear bearings (20) and bearing spacers
retaining screw is completely removed, the interme- (21).
diate gear case and compoments could fall causing
injury. 15) Remove the front bearing spacer (25), using a
bearing puller and the gear shaft retaining washer
11) Tap the intermediate pinion lightly to back the (23) from the front of the planet gear frame by
planet gear frame assembly out of the intermediate
gear case.
12) Remove the intermediate gear case assembly

from the vice and remove the intermediate pinion
(26). Remove the rear gear case O-ring (14) and
front gear case O-ring (15) from the intermediate
Fig 4.
pressing on the front of the planet gear frame shaft.

08028-0D/H5250/94.08.12
Remove the gear shaft retaining washer only if the

washer or front bearing spacer is damaged.
Drive Housing
Fig 3.
1) Grasp the drive pinion (63) in a copper-faced
96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L23/30H
vice with the starter supported on the workbench. Note: Do not remove the front drive shaft bearing
(42) or the drive housing seal (43) unless replace-
2) Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged
when removed from the drive housing.
3) Remove the starter from the vice.
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch
6) Unscrew the drive gear screw (34). Using an spring (51).
impact wrench with a 5/16" (8 mm) x 8" (203 mm) log
hex inserted into the end of the drive shaft. 18) Remove the two clutch jaws (52).
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30),
screws (38) and lock washers (39). drive gear cup (36), drive gear lock washer (35),
drive gear screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) with a plastic
hammer to help dislodge it from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could
result in injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) in an arbor press, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) off
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver and the arbor press.
22) Place the gear case (28) on a workbench.
Caution: Make sure the tension of the spring pushes
the bulkhead out of the drive housing before remov- 23) Remove the drive gear bearing retainer (32),
ing the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web, See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29) out of the gear case.
08028-0D/H5250/94.08.12
12) Remove the outer bulkhead ring (47) and the Note: Do not disassemble the drive gear and clutch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive
shaft is defective, install a new or factory-rebuilt
13) Slide the drive shaft (57) from the drive hous- unit.
ing (40).
25) Remove the drive gear shaft bearing retainer
14) Pull the piston return spring (59) off the drive (33), using retaining ring pliers.
shaft.
26) Remove the rear drive gear bearing (31) from
the drive gear.
96.38 - ES0S-G
Working Card
L23/30H
5) Install the drive gear bearing retainer, using

retaining ring pliers and working through the access
holes in the gear web.
6) Lubricate the drive gear with approximately

240 ml of Ingersoll-Rand No. 28 lubricant.
7) Press the rear drive shaft bearing (58) onto

the drive shaft.
8) Slide the small bearing retainer, convex side

first, onto the drive shaft. Press it into position in
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig 5. gear lock washer (35), drive gear cup (36) and drive
gear screw O-ring (37).
Assembly of the Starter 10) Grasp the drive shaft (57) in a vice, external
splined end down. Place assembled drive shaft
1) Always press on the inner ring of a ball bearing screw Unit into the drive shaft, screwhead down.
when installing the bearing on a shaft. Lubricate the inside diameter of the drive shaft with
Ingersoll-Rand No. 28 lubricant.
2) Always press on the outer ring of a ball bearing
when pressing the bearing in a bearing recess. 11) Slide the drive gear bearing (30) into the drive
shaft.
3) Whenever grasping a part in a vice, always
use leather-covered, copper-covered vice jaws to 12) Lubricate with Ingersoll-Rand No. 28 lubricant
protect the surface of the part and help prevent and install the driving clutch jaw teeth facing up and
distortion. This is particularly true of threaded mem- driven clutch jaw teeth facing down into the drive
bers. shaft.
4) Always clean every part, and wipe every part 13) Insert the clutch spring (51) into the drive
with a thin film of oil before installation. shaft.
14) Insert the clutch spring cup (50) into the drive
Gear Case shaft.
1) Place the drive gear bearing retainer over the 15) Press the inserted parts into the drive shaft,
rear end of the drive gear. and install the clutch spring cup retainer (49).
08028-0D/H5250/94.08.12
2) Press the rear drive gear bearing (31) onto the

rear end of the drive gear, using an arbor press.
3) Seat the rear drive gear bearing into the gear

case by tapping the opposite end of the drive gear,
using a plastic hammer.
4) Install the drive gear shaft bearing retainer

(33), using retaining ring pliers.
96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L23/30H
Note: If it is necessary to replace the drive housing 25) With the drive housing in the arbor press,
(40) and drive components, make sure that the press down on the rear face of the piston.
piston seal has been removed from the rear of the
new piston (54).The piston seal must be removed to Note: Feel the underside of the drive housing to
prevent pressure build-up which will cause move- make sure the drive shaft passes through the bear-
ment of the planet gear frame shaft seal (16). If this ing.
conditions occurs, the piston cannot retract and the
drive pinion (63) will remain in engagement with the 26) Install the bulkhead retainer (45), using a
flywheel, causing damage to the starter drive train screwdriver.
and/or starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry Warning: Make sure the bulkhead retainer is prop-
it loose from the piston. erly seated in the motor housing groove before
easing off the arbor press. Failure to do so will allow
16) Install the piston (54) onto the drive shaft until improperly retained parts to separate when re-
the rear drive shaft bearing seats into the piston. moved from the arbor press resulting in injury to
personnel.
17) Coil the large drive shaft bearing retainer (53)
into the groove of the piston to retain the outer race 27) Remove the drive housing from the arbor
of the drive shaft bearing, using a thin flat blade press.
screwdriver to assist in this operation.
28) Lubricate and install the drive housing O-ring
18) Lubricate the piston O-ring (55) and install it in (41) in the groove of the drive housing.
the groove of the piston.
29) Position the assembled gear case on a work-
19) Position the drive housing in an arbor press, bench. The as-sembled unit must be upright to
pinion-end down and install the drive housing seal accept the drive housing.
(43) into the drive housing. Using a pressing sleeve Carefully position the assembled drive housing (40)
of the proper size, press the seal into the drive onto the gear case so as not to damage the piston
housing so that the lip of the seal faces away from seal. Align the punch marks of the gear case and
the drive pinion. drive housing.
20) Press the bearing into the drive housing until 30) Install the drive housing cap screw lock wash-
it seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31) Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench with a 8 mm x 203
21) Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shaft.
drive shaft and snap it into the front of the piston so
that it is against the large drive shaft bearing retainer 32) Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shaft.
08028-0D/H5250/94.08.12
22) Lubricate and insert the assembled drive shaft

into the drive housing. 33) Grease the pinion end of the drive shaft and
install the drive pinion (63).
23) Lubricate and install the outer bulkhead O-
ring (47) and the Inner bulkhead O-ring (48) on the 34) Grasp the drive pinion in a copper-covered
bulkhead (46). vice with the starter supported on a workbench.
24) Slide the bulkhead onto the piston. 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
96.38 - ES0S-G
Working Card
L23/30H
Note: The thread on the drive pinion retaining screw Note: Do not move or turn over the planet gear
is right-hand thread. frame until step 6 and 7 have been completed.
Movement of the planet gear frame assembly could
36) Install the drive pinion retaining screw into the dislodge assembled components, making it neces-
end of the drive shaft and tighten it to 108.5 Nm sary to repeat step 5.
torque.
6) Install the other planet gear shaft retaining
washer over the shaft at the rear of the planet gear.
Intermediate Gear Case, Motor Housing, Motor
Assembly and Housing Exhaust Cover 7) Press the rear gear frame bearing (24) on the
shaft at the rear of the planet gear frame, using the
1) Press the front gear frame bearing (17) into proper size bearing inserting tool.
the rear of the intermediate gear case (13), using a
bearing pressing tool of the proper size. 8) Slide the planet gear frame assembly, cou-
pling end first, into the rear of the intermediate gear
2) Press the planet gear frame shaft seal (16) case (13), making sure that the planet gears mesh
into the rear of the intermediate gear case over the with the ring gear. Use care so as to not damage the
front gear frame bearing, using a sleeve which seal.
contacts the outer ring of the seal.
9) Install the intermediate pinion (26), making
Note: Make sure the flat side of the seal is installed sure that the notches at the rear of the pinion align
against the bearing. with the notches and tangs in the shaft of the planet
gear frame.
3) Install the rear gear case O-ring (14) in the
groove at the rear of the intermediated gear case 10) Clean the threads of the intermediate pinion
and the front gear case O-ring (15) in the groove at retaining screw (27) and apply 2-3 drops of
the front of the intermediate gear case. Coat both O- Permabond HM 118 to the threads approximately 3
rings. mm from the end of the screw. Install screw and
tighten enough to hold assembly together.
4) Install one gear shaft retaining washer (23) on
the front of the planet gear frame (18). Press the 11) For final tightening, position the intermediate
front bearing spacer (25) on the front shaft of the gear case so the intermediate pinion is secured in
planet gear frame to hold the gear shaft retaining the jaws of the copperfaced vice. Tighten the inter-
washer snugly in position. mediate pinion retaining screw to 122 Nm torque.
Note: Coat the front bearing spacer with gear Lube 12) Remove the intermediate gear case from the
before installing it. Be careful not to gouge or scratch vice and set it on a bench.
the front bearing spacer during installation as this
could result in leakage between the planet gear Note: The intermediate gear case will work in only
frame and gear case. one orientation.
5) Place planet gear frame on a bench, shaft side Align the punch marks on the intermediate gear
08028-0D/H5250/94.08.12
down. Place the planet gear bearing (20) inside of case and gear case and tap the intermediate gear
planet gear (19). Place bearing spacers (21) on top case with a plastic hammer until it seats in the rear
and bottom of bearing and gear. Slide the compo- of the gear case. Make sure the intermediate pinion
nents into the slots in the side of the planet gear meshes with the drive gear.
frame. Align holes in spacers and bearing with holes
in planet gear frame and insert planet gear shaft Coat the O-rings on the motor assembly and the
(22), integral keyed end down, through the spacers inside of the cylinder before installing the motor
and bearing so that the larger portion of the keyed assembly.
end of the shaft contacts the planet gear shaft
retaining washer (23). Repeat the procedure for the
two remaining planet gears and components.
96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter
Working Card
L23/30H
Fig 6. Turbine Starter.
13) Install the motor assembly through the rear of 16) Coat the exhaust cover seal (2) and install it in
the motor housing with the geared end of the rotor the groove on the housing exhaust cover.
toward the front.
17) Align the punch marks on the housing exhaust
Note: Turn the intermediate pinion so that the gear cover with the punch marks on the motor housing
on the rotor meshes with the planet gears. Make and tap the housing exhaust cover with a plastic
sure that the rear of the motor assembly is installed hammer until it seats.
flush with the rear of the cylinder.
18) Install the housing exhaust cover on the rear
14) Align the punch marks on the motor housing of the motor housing using the starter assembly cap
with the punch marks on the intermediate gear case screws (6) and cap screw washers (7). Use an 8 mm
and tap the motor housing with a plastic hammer hex-head wrench to tighten each a little at a time to
until it seats on the rear of the intermediate gear a final torque of 61 to 68 Nm increments.
08028-0D/H5250/94.08.12
case.
19) Mount the exhaust cover (68) on the housing
15) Install the splash deflector (3), deflector re- exhaust cover (1).
taining spring (4) and deflector retaining screw (5) in
the rear of the housing exhaust cover. Note: Use Intersoll-Rand SMB-441 pipe sealant on
all plugs.
Note: Coat the threads of the deflector retaining
screw with Ingersoll-Rand SMB-441 sealant.
96.38 - ES0S-G
Working Card
Page 9 (9)
Edition 01H
L23/30H
20) Install the bottom housing plug (10) and the Measure the dimension from the face of the drive
housing plug inlet boss (11). Put the starter on its shaft pinion (63) to the face of the mounting flange.
side with the side plug hole upward. Add 175 ml It should be 69.0 +2.0 mm).
automatic transmission fluid through the side plug
hole. Remove the pressure from the IN port. Measure
the distance form the face of the drive shaft pinion
Caution: Do not overfill. to the the face of the mounting flange. It should be
Install the side housing plug (10) and tighten all 45.0 +2.0 mm.
plugs to 6.8 to 13.6 Nm torque.
4) Motor Action: Secure starter in a vise and
apply 90 psig (6.2 bar/620 kPa) pressure using a 3/
Test and Inspection Procedure 8" (9 mm) supply line to the inlet of the motor. starter
should run smoothly.
1) Clutch Ratcheting: Turn the drive shaft pin-
ion (63) by hand in the direction of the starter 5) Motor Seals: Plug the exhaust and slowly
rotation. The clutch should rachet smoothly with a apply 20 psig (1.38 bar/138 kPa) pressure to the
slight clicking action. inlet of the motor. Immerse the starter for 30 sec-
onds in o non-flammable, bubble-producing liquid. If
2) Motor and Gearing Freeness: Turn the drive the starter is properly sealed, no bobbles will ap-
shaft pinion (63) opposite the direction of the starter pear.
rotation. The drive shaft pinion should turn by hand.
6) Gear Case Seals: Plug the exhaust and slowly
Note: Inadvertent application of air pressure to the apply 20 psig (1.38 bar/138 kPa) pressure to the
OUT port will result in drive malfunction (pinion will inlet of the motor. Immerse the starter for 30 sec-
fail to retract). If this condition occurs, loosen the onds in o non-flammable, bubble-producing liquid.
drive housing cap screws (38) to vent gear case
(28). Also, loosen housing plugs (10) and (11) to There should be no leakage in the housing joints in
vent motor. the gear case area or in the shaft seal in the
intermediate gear system. If the starter is properly
3) Pinion Engagement: Apply 50 psig (3.4 bar/ sealed, no bubbles will appear.
345 kPa) pressure to the engagement IN port.
drive shaft pinion (63) should move outward and air 7) Confirm Drive Rotation: Apply low pressure
should escape from the OUT port. to the motor and observe rotation. Drive pinion (63)
must rotate in the direction stamped on the name-
Plug the OUT port and apply 150 psig (10.3 bar/ plate. Chamfer on pinion teeth should be on the
1034 kPa) pressure to the IN port. Check and trailing edge of the gear tooth.
make sure that no air is escaping.
08028-0D/H5250/94.08.12
96.38 - ES0S-G
Working Card
Main Starting Valve 513-01.40
L23/30H

Shut-off fuel oil
Description:
Lubricating, disassembly and reassembly of main

starting valve in starting system. Hand tools:
Soft hammer.
Locking ring plier.
Allen key, 1/4".
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51310 104 1/eng
Data:

94.22 - ES0S-G
513-01.40 Main Starting Valve Working Card
Page 2 (2)
Edition 01H
L23/30H
Warning:
4) Clamp the main starting valve, in a vice with the
Do not attempt any maintenance on the main starting locking ring (9) end up.
valve before the starting air system has been bled off.
5) Carefully remove the locking ring (9). The end
plug (3) should spring out. If it does not, tap the valve
Important: housing (1) lightly with a soft hammer until it does.
The main starting valve should be periodically lubri- 6) Remove the end plug (3), spring (8) and piston
cated as follows: (2) assembly.
1) Blend off the air pressure. 7) Remove and discard all used O-rings, O-rings
retainer (5), bumper (7) and spring (8).
2) Remove the plug screw (A), see fig 1 and squirt
about 30 g of 10 w oil into the valve through the plug 8) Wash all other parts in a clean, nonflammable
opening. solvent.
3) Reinstall the plug.

Reassembly:
Disassembly: 9) Using O-ring lubricant, lubricate and install the

new piston O-ring (4) and the new upper piston O-ring
(6) on the piston (2).
B
6
Note: The upper piston O-ring (6) is slightly larger in
diameter than the end plug O-ring (11).
1
10) Turn the piston over and insert the new bumber
2 C
(7).
4
11)Using O-ring lubricant, lubricate and install the new
D end plug seal O-ring (10) and the new end plug O-ring
7 5 (11) on the end plug (3).
8
11
12) Lubricate the lower small bore of the valve
A
housing (1) with O-ring lubricant.
9
10 13) Insert the piston assembly into the valve hous-
3
ing. Push on the piston until the piston O-ring seats
against the bevelied face.
A Plug screw B Pilot air
C Starting air outlet D Starting air inlet 14) Install the new O-ring retainer (5) with the large
08028-0D/H5250/94.08.12
opening over the piston O-ring.

1 Valve housing 2 Piston
3 End plug 4 Piston o-ring
15) Place the new piston spring (8) on the piston.
5 O-ring retainer 6 Piston o-ring
7 Bumper 8 Spring
9 Retaining ring 10 O-ring 16) Place the end plug assembly on the piston
11 O-ring spring.
17) Using a press to hold down the end plug

assembly, install the end plug locking ring (9).
Fig 1. Main starting valve.
94.22 - ES0S-G
Working Card
Check of Compressed Air Piping System 513-01.90
L23/30H

Shut-off fuel oil
Check of compressed oil piping system. Screwdriver.
Starting position:
Compressed air connected to the engine.
Related procedure:

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

Capacity : 1 man
Data:

94.21 - ES0U-G
513-01.90 Check of Compressed Air Piping System Working Card
L23/30H
With air connected. With air disconnected and stopped engine.
1) Examine the piping system for leaks. 6) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Retighten all bolts and nuts in the piping system.
7) Connect the air supply and make a function test of
3) Drain the system for condensed water. - This the emergency valve. See description 513.01.
should be based on observations.
4) Check flexible connections for leaks and damages.
5) Check manometers.
08028-0D/H5250/94.08.12
94.21 - ES0U-G
Plate
Page 1 (3) Turbine Starter 51309-01H
L23/30H
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Plate
51309-01H Turbine Starter Page 2 (3)
L23/30H
Item Item
014 1/S Housing exhaust Hus for udstds- 254 1/S Bearing spacer Ligemellemstykke
cover dksel
266 1/S Planet gear shaft Planetgearaksel
026 1/S Exhaust cover seal Ttningsring for
udstdsdksel 278 2/S Gear shaft retainer Spnderingsskive for
washer gearaksel
038 1/S Splash deflector Stnk deflektor
291 1/S Rear gear frame Bagerste gearstelleje
051 1/S Deflector return Returfjeder for deflektor bearing
spring
301 1/S Front bearing spacer Forreste gearstelleje
063 1/S Deflector retaining Spndeskive for
screw deflektor 313 1/S Intermediate pinion Mellemtandhjul
075 4/S Starter assembly cap Dkselskrue for 325 1/S Intermediate pinion Spndeskrue for
screw montage af starter retaining screw mellemtandhjul
087 4/S Cap screw washer Skive for dkselskrue 337 1/S Gear case Gearkasse
099 1/S Motor housing Motorhus 349 1/S Drive gear Drivgear
109 1/S Housing plug Prop til motorhus 350 1/S Front drive gear Forreste drivgearleje
bearing
110 1/S Housing plug inlet Tilgangsknast for prop
boss til motorhus 362 1/S Rear drive gear Bagerste drivgearleje
bearing
122 1/S Motor assembly Motor samling
374 1/S Drive gear bearing Spndskrue for
134 2/S Cylinder o-ring seal. O-ringsttning for retainer drivgearleje
cylinder
386 1/S Drive gear shaft Spndskrue for
146 2/S Housing o-ring seal. O-ringsttning for bearing retainer drivgearakselleje
motorhus
398 1/S Drive gear screw Drivgearskrue
158 1/S Intermediate gear Mellem gearkasse
case 408 1/S Drive gear lock Skive for drivgear
washer
171 1/S Rear gear case o-ring Bagerste gearkasse o-
ring 421 1/S Drive gear cup Dksel for drivgear
183 1/S Front gear case o- Forreste gearkasse o- 433 1/S Drive gear screw o- O-ring for drivgearskrue
ring ring ring
195 1/S Planet gear frame Ttningsring for 445 8/S Drive housing cap Dkselskrue for
shaft seal. planetgearakselstel screw drivgear
205 1/S Spacer ring Afstandsring 457 8/S Drive housing cap Skive for dkselskrue til
screw lock washer drivgearhus
217 1/S Front gear frame Forreste gearstelleje
bearing 469 1/S Drive housing kit Drivgearhus
229 1/S Planet gear frame Planetgearstel 470 1/S Drive housing o-ring O-ring for drivgearhus
08028-0D/H5250/94.08.12
230 1/S Planet gear Planetgear 482 1/S Front shaft bearing Forreste akselleje
242 1/S Planet gear needle Nlevalse for planet- 494 1/S Drive housing seal. Ttningsring for
roller gear drivgearhus
Qty.//E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Plate
Page 3 (3) Turbine Starter 51309-01H
L23/30H
Item Item
504 1/S Drive housing vent Afluftningsprop for 768 Spare parts kit, incl. Reservedelsst inkl.
plug drivgearhus item 026, 134, 146, item 026, 134, 146, 171,
171, 183, 195, 205, 183, 195, 205, 217, 254,
516 1/S Bulkhead retainer Skotholder 217, 254, 278, 291, 278, 291, 301, 470, 516,
301, 470, 516, 541, 541, 553, 624, 685 og
528 1/S Bulkhead kit Skotst 553, 624, 685 and 697 697
541 1//S Outer bulkhead o- Ydre skot o-ring

ring
553 1/S Inner bulkhead o-ring Indre skot o-ring
565 1/S Clutch spring cup Fjedertallerken holder

retainer
577 1/S Clutch spring cup Fjedertallerken
589 1/S Clutch spring Koblingsfjeder
590 1/S Clutch jaw kit Koblingsst
600 1/S Large drive shaft Stor lejespndering for

bearing retainer drivaksel
612 1/S Piston kit Stempelst
624 1/S Piston o-ring Stempel o-ring
636 1/S Drive shaft kit Drivakselst
648 1/S Rear drive shaft Bagerste drivakselleje

bearing
661 1/S Piston return spring Stempel returfjeder
673 1/S Seat Sdering
685 1/S Drive pinion retain- Tandhjulsspnde-

ing screw skrue
697 1/S Drive pinion washer Tandhjulsskive
781 1/S Drive pinion Tandhjul
707 1/S Pinion spring sleeve Tandhjulsbsning
719 1/S Pinion spring Tandhjulsfjeder
720 1/S Inlet flange kit Tilgangsflangest
732 3/S Cover Dksel
744 1/S Self drilling screws Selvborende skruer

08028-0D/H5250/94.08.12
756 1/E Turbine starter, Turbinestarter, komplet

complete
Qty./E = Qty./Motor Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Plate
Page 1 (2) Main Starting Valve 51310-01H
L23/30H
045*
021*
057* 033*
069*
082*
094
070*
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51310-01H Main Starting Valve Page 2 (2)
L23/30H
Item Item
021* 1/V O-ring O-ring
033* 1/V O-ring retainer O-ring holder
057* 1/V Bumper Stdfanger
069* 1/V Spring Fjeder
094 1/E Main starting valve, Hovedstartventil,

complete komplet
104 1/V Spare part kit Reservedelsst

Item No. 021, 033, 045, Item nr. 021, 033, 045,
057, 069, 070 and 082. 057, 069, 070 and 082.
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
94.22 - ES0S-G
Plate
Page 1 (2) Starting Valve 51314-01S
L23/30H
08028-0D/H5250/94.08.12
91.40-ES0S-G
Plate
51314-01S Starting Valve Page 2(2)
L23/30H
Item Item
No. No.
1 1/V Body
7 1/V Solenoid
11 1/V Solenoid fixture
21 1/V Pilot valve
31 1/V Bolt
38 2/V Spool assy
50 1/E Main starting valve, complete
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50.

Qty./V = Qty./Valve
91.40-ES0S-G
Plate
Page 1 (2) Main Stop Valve 51315-03H
L23/30H
08028-0D/H5250/94.08.12
94.22-ES0S-G
Plate
51315-03H Main Stop Valve Page 2 (2)
L23/30H
Item Item
No. No.
1 1/V Body
2 1/V Bonnet
3 1/V Disc
4 1/V Valve disc nut
5 1/V Packing gland
6 1/V Gland nut
7 1/V Stem
8 1/V Cross recessed pan head machine
screw
9 1/V Hand wheel
10 1/V Hexagon nut
11 1/V Split pin
12 1/V Lock plate
13 1/V Disc lock washer
14 1/V Packing gland
15 1/V Name plate
16 1/V Seat ring
17 1/V Stop valve complete
08028-0D/H5250/94.08.12

Qty./E = Qty ./Engine
Qty./V = Qty./Valve
94.22-ES0S-G
Plate
Page 1 (2) Air Strainer 51316-03H
L23/30H
08028-0D/H5250/94.08.12
94.22-ES0S-G
Plate
51316-03H Air Strainer Page 2 (2)
L23/30H
Item Item
No. No.
01 1/F Body
02 1/F Bonnet
03 1/F Strainer wire gauze
04 4/F Stud
05 4/F Hexagon nut
06 1/F Plug
07 1/F Gasket
08 1/F Gasket
09 1/E Air strainer, complete
08028-0D/H5250/94.08.12

Qty./E = Qty ./Engine
Qty./F = Qty ./Filter
94.22-ES0S-G
Plate
Page 1 (2) Safety Valve 51319-02H
L23/30H
08028-0D/H5250/94.08.12
94.20-ES0S-G
Plate
51319-02H Safety Valve Page 2 (2)
L23/30H
Item Item
No. No.
01 1/E Safety valve. (1 Mpa)
03 1/E Protective device
04 3/E Screw
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50.

Qty./E = Qty./Engine.
94.20-ES0S-G
Plate
Page 1 (2) ON-OFF Valve for Jet System 51320-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51320-01H ON-OFF Valve for Jet System Page 2 (2)
L23/30H
Item Item
014 1/V Coil Spole
026 1/V Housing Hus
038 1/E Valve, complete " Ventil, komplet "

connecting branch tilslutningsstuds
051 1/E Valve, complete 1" Ventil, komplet 1"

Connecting branch Tilslutningsstuds
063 1/E Valve, complete 1 " Ventil, komplet 1 "

075 1/E Valve, complete 1 " Ventil, komplet 1 "

087 1/E Valve, complete 2" Ventil, komplet 2"

08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
Qty./V = Qty./Valve. Antal/V = Antal/Ventil.
94.22 - ES0S-G
Plate
Page 1 (2) Air Filter 51321-01H
L23/30H
08028-0D/H5250/94.08.12
95.03 - ES0S-G
Plate
51321-01H Air Filter Page 2 (2)
L23/30H
Item Item
021 1/F Turbine disc Turbineskive
033* 1/F Upper gasket vre pakning
045* 1/F Filter element Fiilterelement
057* 1/F Lower gasket Nedre pakning
069 1/F Center screw Centerskrue
070* 1/F Drain valve Drnventil
082* 1/F Insert Indsats
094* 1/F O-ring O-ring
104* 1/F O-ring O-ring
116 1/F Metal bowl Metalbeholder
128 1/F Lock nut Lsemtrik
141 1/E Air filter, complete Luftfilter, komplet
153 1/F Repair kit incl. Reservedelsst inkl.

item 033, 045, 057, 070, item 033, 045, 057, 070,
082, 094, 104 and 165 082, 094, 104 and 165
165* 1/F Drain valve Drnventil
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
96.03 - ES0S-G
Index
Page 1 (1) Fuel Oil System 514
L23/30H
Description
Internal Fuel Oil System ............................................................................................. 514.01(01H)
Working Card
Fuel Injection Pump and Fuel Injection Pipe ....................................................... 514.01.05 (01H)
Fuel Injection Valve .............................................................................................. 514-01.10 (02H)
Fuel Oil Split Filter ................................................................................................ 514-01.15 (01H)
Check of Fuel Oil Piping System ......................................................................... 514-01.90 (01H)
Adjustment of The Maximum Combustion Pressure ........................................... 514-05.01 (01H)
Fuel Oil Feed Pump ............................................................................................. 514-10.00 (01H)
Plates
Fuel Injection Pump ..................................................................................................... 51401-01H

Fuel Injection Valve ...................................................................................................... 51402-01H
Fuel Oil Filter Duplex ................................................................................................... 51403-01H
Fuel Injection Pipe ....................................................................................................... 51404-01H
Fuel Oil feed Pump ...................................................................................................... 51410-01H
Pipes on Cylinder Section ............................................................................................ 51430-01H
08028-0D/H5250/94.08.12
98.35-ES0U
Description 514.01
Page 1 (3) Internal Fuel Oil System Edition 01H
L23/30H
Flywheel end
Cyl. 1 Leak from

Fuel oil fuel valve
feed
pump
Fuel oil
return
Waste tray
Fuel oil
Drain High pump
from cyl. pressure
head pipe Fuel oil
inlet
Fuel leakage alarm Leak from

Fuel oil fuel pump
filter
A3 A2 A1
Waste oil, Fuel oil, Fuel oil,
inlet outlet inlet
Fig. 1. Diagram for Fuel Oil System
General
The internal built-on fuel oil system consists of the The safety filter is a duplex filter of the split type with
following parts: a filter fineness of 50 my. The filter is equipped with
a common three-way cock for manual change of
- the fuel oil feed system both the inlet and outlet side.
- the high-pressure injection equipment,
comprising fuel oil injection pumps, fuel oil During normal operation both filters should be in
injection valve and fuel oil high pressure operation. Single operation only to be used when
pipe dismantling one of the filters for manual cleaning or
- the waste oil system inspection.
The feed pump (if part of the delivery,) which is of the

Internal Fuel Oil Feed System gear wheel type, is equipped with a spring-loaded
adjustable by-pass valve.
The fuel oil is led to the injection pumps through a
safety filter by means of the engine driven feed pump The outlet pressure of the feed pump can be ad-
(if part of the delivery). justed by means of an adjusting screw in the by-pass
valve assembly.
94.26 - ES0S
514.01 Description
Edition 01H
Internal Fuel Oil System Page 2 (3)
L23/30H
For circulation of fuel during stand-still of the engine, The injection valve is for "deep" building-in to the
a by-pass line is mounted with a non-return valve centre of the cylinder head.
parallel to the feed pump.
Fuel Oil Injection Valve

Fuel Injection Equipment
The fuel oil injection valve consists of a nozzle holder
Each cylinder unit has its own set of injection equip- and a nozzle connected by a union nut. The nozzle
ment, comprising injection pump, high-pressure pipe holder includes a threaded pipe stub for mounting
and injection valve. the high-pressure pipe. It is led through a boring in
the cylinder head, together with an adjusting screw,
The injection equipment and the distribution supply a spring and spring spindle for the initial tensioning
pipes are housed in a fully enclosed compartment of the nozzle needle.
thus minimizing heat losses from the preheated fuel.
The initial tension of the spring, which determines
This arrangement reduces external surface tempe- the opening pressure of the nozzle, can be adjusted
ratures and the risk of fire caused by fuel leakage. by means of the centrally-mounted adjusting screw.
On the uppermost thick part of the holder, there are

Fuel Oil Injection Pump three sealing O-rings.
The fuel oil injection pump is installed on the roller Between the two lowest O-rings, the leak oil from the
guide housing directly above the camshaft, and it is nozzle needle is led out into the space between the
activated by the cam on the camshaft through roller high-pressure pipe and the protection tube.
guides fitted in the roller guide housing.
The nozzle and needle are lapped together as a pair,
The injection amount of the pump is regulated by and cannot be replaced individually. The nozzle is
transversal displacement of a toothed rack in the controlled by two pins attached to the bottom of the
side of the pump housing. holder.
By means of a gear ring, the pump plunger with the The joint surface between the nozzle and holder is
two helical millings, the cutting-off edges, is turned. machine-lapped to make it oil-tight.
Hereby the length of the pump stroke is reckoned The fuel injector is mounted in the cylinder head by
from when the plunger closes the inlet holes until the means of the integral flange in the holder and two
cutting-off edges again uncover the holes. studs with distance pieces and nuts.
The release of high pressure through the cutting-off A bore in the cylinder head vents the space below the
edges presses the oil with great force against the bottom rubber sealing ring on the injection valve,
wall of the pump housing. At the spot, two exchange- thus preventing any pressure build-up due to gas
able plug screws are mounted. leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor.
It maintains the engine speed at the preset value by

a continuous positioning of the fuel pump racks, via
a common regulating shaft and spring-loaded link-
ages for each pump.
94.26 - ES0S
Description 514.01
Page 3 (3) Internal Fuel Oil System Edition 01H
L23/30H
Fuel Oil High Pressure Pipe Waste Oil System
The connection between injection pump and fuel Waste leak oil from the compartment, fuel valve and
injector is a shielded high pressure pipe. The high engine feed pump is led to a fuel leakage alarm unit.
pressure pipe is equipped with connection tapers
matching to simiular taper facings on the threaded The alarm unit consists of a box with a float switch for
connectors on the injection pump and the fuel injec- level monitoring. In case of a larger leakage than
tor. normal leakage, the float switch will initiate alarm.
The supply fuel oil to the engine is led through the
unit in order to keep this heated up, thereby ensuring
free drainage passage even for high-viscous waste/
leak oil.
94.26 - ES0S
Working Card
Fuel Injection Pump and Fuel Injection Pipe 514-01.05
L23/30H
Stopped engine Plate No. Item No. Note

52006 261 20-120 Nm
52006 273 80-360 Nm
Description:
Dismounting, inspection/overhaul and mounting

of fuel injection pump. Inspection of fuel injection
pipe.
Hand tools:
Starting position:
Ring and open end spanner 13 mm
Cover in front of fuel injection pump has been Ring and open end spanner 14 mm
removed. Ring and open end spanner 17 mm
Allen key 8 mm, 10 mm
Plier for lock ring.
Tools for cleaning.
Related procedure: Clean kerosene or gas oil.
Clean lubricating oil.
Inspection of roller guide for Anti seize product (Copaslip, Molykote GN Plus
fuel injection pump, 508-01.05 or similar).
Manpower: Spare and wearing parts:
Working time : 4 hours Plate No. Item No. Qty./

08028-0D/H5250/94.08.12
Capacity : 1 Man
51401 189 1/pump
51401 190 1/pump
51401 236 1/pump
Data: 51401 248 1/pump

96.30 - ES0S
514-01.05 Fuel Injection Pump and Fuel Injection Pipe Working Card
L23/30H
Dismounting of fuel injection pump 7. Press the thrust cap (N) fig. 2 downwards and
remove the securing ring (P). Remove the thrust cap
1. Dismount the fuel injection pipe pos. 1 fig 1 and (N) with lower spring plate (O) and plunger (M). Be
the fuel inlet pipe pos 2. sure not to damage the plunger.
2. Separate the spring loaded lever from the

regulating rod on the fuel injection pump.
D
A
C
1 2
B
F
E
1
2
G
G
4
5
J 6
R
K
Fig 1 View from Control Side I
H
3. Remove the pipe for lub.oil and drain. M
4. Remove the screws in the bottom flange (4 L

pieces) and take the fuel injection pump away.
N
O
Separation of fuel injection pump.
P
08028-0D/H5250/94.08.12
5. If necessary, clean the exterior of the injection

pump. 1. Back-up ring (spirally coiled)
2. O-ring inside dia. 45.7 mm x 2.6
6. Mount the injection pump in the clamping 3. O-ring inside dia. 51 mm x 3
bracket PYO-W020 (see plate 52014 item 037), on 4. Back-up ring
the test pump. 5. O-ring inside dia. 43 mm x 3.5
6. O-ring inside dia. 37 mm x 3
Fig 2 Cross Section of Fuel Injection Pump
96.30 - ES0S
Working Card
Fuel Injection Pump and Fuel Injection Pipe 514-01.05
L23/30H
8. Take out the plunger spring (L), upper spring 14. The axial clearance between lower spring plate
plate (K) and pinion (J). If necessary remove the lock and plunger foot must not exceed 0.25 mm. The
ring (R) and guide pin (I) and dismount the regulating clearance between lower spring plate and plunger
rod (H) as well as the cap screw in the opposite end foot is 0.05 to 0.1 mm when new. See fig 3.
of the regulating rod (H).
15. Check the cavitation plugs (G) for wear and
9. Unscrew the four screws (A) and remove the renew if necessary.
connecting piece (B). Take out the valve spring (D)
and the non-return valve (F). 16. Barrel (E), plunger (M) and non-return valve
(F) are manufactured to very close tolerances.
10. Loosen and remove the four screws (C) and Any attempt to refinish these parts causes alterat-
take out the barrel (E). ions of the tolerances and must therefore NOT be
carried out.
11. Remove all the O-rings and back-up rings from If during the visual inspection of the parts, heavy
the injection pump. abrasion symptoms or damage can be observed, the
part in question must be replaced.
12. All parts must be cleaned, using kerosene or
gas oil and a hand brush (not a steel brush).
Blow through the holes for sealing oil in the pump Assembling of fuel injection pump:
houses and the barrel (E).
17. When assembling the injection pump, proceed
in the reverse order to disassembling. Pay attention
Inspection of fuel injection pump: to the following:
13. Insert plunger (M) and non-return valve (F) into

the barrel (E) after wetting with clean gas oil. Plunger
and non-return valve must slide into the barrel by
their own weight.
Plunger (M)
Marking on
regulating rod
Tooth with chamfer
Max. 0.25 mm
Marking on pinion
Spring (L)
Lower spring
Plate (O)
08028-0D/H5250/94.08.12
Fig 4 Mounting of Regulating Rod Mechanism
A. At initial tightening up of new parts the following

Fig 3 Clearance between Lower Spring Plate and Plunger
(C) for barrel (E).
Tighten screws to 90 Nm, loosen and tighten again
to 90 Nm and then tighten to 90 Nm + 10 Nm.
Employ the same procedure when tightening the
other pump components for the first time.
96.30 - ES0S
Edition 01H Fuel Injection Pump and Fuel Injection Pipe Page 4 (4)
L23/30H
B. Renew all sealing and back-up rings. For Mounting of fuel injection pump:
placing of the rings, see fig 1.
19. Before mounting the fuel injection pump, clean
C. Coat all the threads with an anti seize product. the roller guide spring and washer for spring in the
roller guide housing.
D. Wipe dry with paper plane sealing surface on
barrel (E) and connecting piece (B). 20. Reconnect the regulating rod (H) to the spring
loaded lever and all the pipes to the fuel pump.
E. Before inserting the pinion (J), the easy motion
of the plunger (M) in the barrel (E) must be checked.
Fuel injection pipe:
F. When assembling the pinion (J), ascertain that
the tooth (recognizable by the chamfer) will enter the By normal working conditions the fuel injection pipe
space of the regulating rod (H) marked by two sings, require very little maintenance except replacement
see fig 4. of O-rings and gasket in connection with the normal
overhaul of fuel injection equipment.
G. The marking on the guide cam of the plunger
(M), must be in line with the marking in the slots of the
pinion (J). (Not shown on fig 4).
18. After assembling, the easy motion of the

regulating rod (H), must be checked and the plunger
(M) must be moved from the no-load stop to full-load
stop.
08028-0D/H5250/94.08.12
96.30 - ES0S
Working Card
Fuel Injection Valve 514-01.10
Page 1 (4)
Edition 02H
L23/30H

Shut-off cooling water 52006 261 20-120 NM
52014 300 Extra tools
52014 361
52014 407
Description:
Dismounting, overhaul, pressure testing and

mounting of fuel injection valve.
Top cover on the cylinder head and front cover on Ring and open end spanner 12 mm
the fuel injection pump has been dismounted. Ring and open end spanner 24 mm
Fuel injection pipe dismounted 514-01.05 Socket spanner 24 mm
Socket spanner 30 mm
Tools for cleaning.
Clean kerosene or gas oil.
Antiseizure product.
(Copaslip, Molykote GN Plus or similar).
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51402 116 3/valve
Data:

95.50 - ES0S
514-01.10 Fuel Injection Valve
Working Card
Page 2 (4)
Edition 02H
L23/30H
The fuel injection valve is the single component that 3. Clean the lower part of the nozzle (J) from
has the greatest influence on the diesel engine carbonized oil deposits before dismantling the nozzle
condition. Various forms of operation and quality of nut (H). Remove the nozzle nut (H) and the nozzle
fuel oil affect the overhaul intervals. In some cases (J).
it may be necessary to shorten the prescribed
intervals.
D
Dismounting and cleaning:
B
1. Dismount the fuel injection valve from the
cylinder head by means of the special tool as shown
in fig. 1.
E
B. Lock nut F
C. Sealing ring
D. Adjusting screw G
E. Sealing ring
F. Nozzle spring H
G. Spring spindle
J
H. Nozzle nut
J. Nozzle
Fig 2 Fuel injection valve.
Attention!
Do not damage the lapped surface.
4. The nozzle spring (F) and the spring spindle

(G), are to be taken out by loosening the adjusting
Fig 1 Dismounting of fuel injection valve from cylinder head. screw (D), completely.
5. All parts must be cleaned with kerosene or gas

oil and a hard brush (not a steel brush).
08028-0D/H5250/94.08.12
2. Mount the fuel injection valve into the clamping

bracket VTO-W020 (see plate 52014, item 025) on 6. Clean the nozzle holes of charred coke by
the pressure testing pump, and loosen the lock nut means of the supplied special drill (see plate 52014-
(B) fig 2. 01H item 108) with holder.
Unstress the nozzle spring by turning the adjusting
screw (D). 7. Clean the cooling chamber and the cooling
ducts in the nozzle guide and injector body by
placing these in a cleaning liquid and then blow
through the parts with dry working air.
95.50 - ES0S
Working Card
Fuel Injection Valve 514-01.10
L23/30H
Inspection of the parts: Pressure testing of fuel injection valve:
8. Nozzles are matched by lapping and are 14. The most effective checking of the fuel valves
therefore only interchangeable as units. Insert nozzle is obtained through pressure testing, preferably
needle with gas oil in the needle guide. It must be carried out after each overhaul and also in case of
controlled whether the nozzle needle slides down by irregularities in operation. The pressure testing is
its dead weight on its seat. carried out in the following way by means of the
pressure testing apparatus supplied.
9. If the holes are oval worn, which is checked
with of a magnifying glass, the nozzle must be 15. Mount the fuel injection valve in the bracket
scrapped. VTO-W020 (see plate 52014 item no. 25) again. The
bracket to be in such a position that the nozzle of the
10. The best way, however, to check if the holes injector is pointing downwards.
are worn out is to control the flow rate of the nozzle
which, in general, only can be made at the 16. For test of the injection pressure and atomizing
manufacturer's works on a special test stand. mount the test pipe VTO-W021 (see plate 52014
item 049), increase pressure by means of the lever
11. Every effort to refinish will result in alterations on the test pump, and adjust the opening pressure to
of these values and malfunction of the nozzle. If 320 bar, by the adjusting screw (D), see fig 2, then
heavy abrasion symptoms, respectively damages tighten lock nut (B) and check opening pressure
are observed at the visual inspection of the parts, the again.
parts in question must be replaced. Do not expect chattering, but make sure that the
nozzle spray from all holes in the same angle. The
nozzle might chatter if the lever is worked very fast,
Reassembling: actually by hitting it.
Do not expect a nozzle tip with more than 1000
12. When all parts have been overhauled, found in running hours to perform like a new nozzle in the test
good order and carefully cleaned, assemble the fuel pump.
injection valve again. Then increase the pressure to 300 bar and keep the
pressure by working the lever slowly downwards.
13. When assembling the injection valve, proceed When the pressure is kept at 300 bar, there should
in the opposite order compared to the disassembly. be no more than one drip from the nozzle tip for
Pay attention to the following: approx. 3-5 sec.
A. Lubricate the threads on the adjusting screw WARNING: Keep out of the fuel jets as they will
(D) with lub. oil, and the threads of the nozzle holder penetrate the skin. Fuel which has penetrated
for the nozzle nut. The shoulder of the nozzle which the skin can cause painful inflammations (blood
is in contact with the nozzle nut, must be lubricated poisoning).
with an antiseizure product.
B. The sealing plane surface of body and nozzle

must be wiped dry with paper.
08028-0D/H5250/94.08.12
C. Renew the sealing rings (C) and (E).
D. Tighten torque for nozzle nut (see page 500.40.)
95.50 - ES0S
514-01.10 Fuel Injection Valve Working Card
Page 4 (4)
Edition 02H
L23/30H
Mounting of the fuel injection valve in cylinder 19. Mount the high pressure pipe before tightening
head: the nuts then it is easier to fit the threads.
20. Put on the distance pieces, fit the nuts and

tighten up with a torque spanner (for torque moment,
see page 500.40).
Fig 3 Grinding tools for seat and liner for fuel injection valve.
17. Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head. If
necessary, grind the seating face with the grinding
tool (see fig 3).
Fig 4 Grinding tools for fuel injection valve (extra tools).
18. Coat the O-rings and the lower part of the valve
with an antiseizure product, place the valve in the
cylinder head and press it down to the seat.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Fuel Oil Split Filter 514-01.15
L23/30H

Shut-off fuel oil
Description:
Disassembly, cleaning and assembly of fuel oil

split filter. Hand tools:

Kerosene, gas oil or similar.
Starting position:
Related procedure:

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

Capacity : 1 man
Data:

91.08 - ES0S-G
514-01.15 Fuel Oil Split Filter Working Card
L23/30H
1) During normal operation both filters should be in 3) Position of three way cock, see fig 2.
operation, single operation only to be used when
dismantling one of the filters for manual cleaning or
inspection.
2) Normally the filters are cleaned during operation

4 5
by turning the handle, (1) see fig 1, on the filter housing
top a couple of turns. (clockwise).
Simultaneously with turning of the handle, the drain

cock, (2) in bottom of the filter housing should be
opened in order to drain of the dirt being scraped of the
filter element, (3).
Left Filter Both filters in Right Filter

1 This position is operation. This position is
only for cleaning only for cleaning
of the right filter, of the left filter,
not for continu- not for continu-
ous operating. ous operating.
5
Fig 2. Fuel oil split filter (top view).
3
Note: Shut-off fuel oil, before dismantling filter ele-
ment.
4) If no drainage occurs when the drain cock is

opened, the filter housing should be dismantled for
manual cleaning. Remove the nuts (5), and take out
the filter element (3).
2
5) Clean the filter element in kerosene gas oil or
similar and blow it dry with working air.
Fig 1 Fuel oil split filter 6) Mount the filter element again.
7) The filter element itself should never be dis-

mantled, but has to be replaced if damage or mal
08028-0D/H5250/94.08.12
function is experienced.
91.08 - ES0S-G
Working Card
Check of Fuel Oil Piping System 514-01.90
L23/30H

Shut-off fuel oil
Description:
Check of fuel oil piping system.

Hand tools:
Starting position:
Engine is running.
Related procedure:

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

Capacity : 1 man
Data:

92.04 - ES0S-G
514-01.90 Check of Fuel Oil Piping System Working Card
L23/30H
Fuel Oil System. 4) Move all valves and cocks in the piping system.
1) Dismount the covers to the injection pumps. Blow-
through drain pipes. 5) Check flexible connections for leaks and damages.
2) Examine the piping system for leaks. 6) Check the condition of the lower O-ring for the fuel
injecting valves by means of the venting pipe.
3) Retighten all bolts and nuts in the piping system.
For fuel oil condition, see section 504.
Venting pipe
Fig 1. Cross section of cylinder head

08028-0D/H5250/94.08.12
92.04 - ES0S-G
Working Card
Adjustment of The Maximum Combustion Pressure 514-05.01
L23/30H

Description:
Adjustment of the maximum combustion pressure

for the cylinders one by one and for all cylinders in
total.
Hand tools:
Starting position: Ring and open end spanner, 19 mm.

Camshaft mounted and adjusted in Depth gauge.
relation to the crankshaft (lead), 507-01.20 Plastic hammer.
Intermediate wheel mounted.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 2-5 hours Plate no Item no Qty /

Capacity : 1 man
50801 124 1 set/cyl
Data:

91.45 - ES0S-G
514-05.01 Adjustment of The Maximum Combustion Pressure Working Card
L23/30H
If fuel oil valve, piston, inlet and exhaust valves as Thinner and/or fewer shims (increase of the distance
well as turbocharger and charge air cooler are working X) results in a delayed injection timing and a lower
correct and the compression pressure Pcomp is normal Pmax.
the maximum combustion pressure will indicate the
injection timing for the fuel oil pump. Thicker and/or more shims (reduction of the distance
X) results in an advanced injection timing and a
If Pmax is too low it indicates that the injection timing higher Pmax.
is delayed.
If the distance X is to be changed the trigger (1) is
If Pmax is too high it indicates that the injection timing used for dismantling of the thrust piece (2), whereafter
is advanced. the thickness and/or the number of shims (3) can be
changed.
The injection timing can be altered by inserting or
removing shims under the thrust piece on the roller By changing X with 0.10 mm the maximum combus-
guide, thus changing the measure X, see fig 1. tion pressure is changed with - see page 500.35.
After replacement of shims the thrust piece is re-

mounted in the roller guide (4) with a soft hammer (5).
Measure "x" When changing X it must be ensured that the
1 5
1
2 2
3 2
Total height 3
3
4
4 4
1 Extractor 2 Thrust piece

3 Shims 4 Roller guide
5 Soft hammer
Fig 1
Fig 3
08028-0D/H5250/94.08.12
Action Results
Total height Distance Injection Max. combustion

on roller guide "x" timing pressure
increased Reduced Advanced increased
Reduced increased Delayed Reduced
Fig 2
91.45 - ES0S-G
Working Card
Adjustment of The Maximum Combustion Pressure 514-05.01
L23/30H
distance between the upper edge of the roller guide

housing and the thrust piece on the roller guide is not
exceeded, when the roller is resting on the circular
part of the fuel cam, see page 500.35.
In all cases X must be checked and adjusted, if

necessary, when fuel oil pump, roller guide, roller
guide housing and/or camshaft section have been
replaced/dismantled.
Note: If several fuel oil pumps, roller guides, roller

guide housings and/or camshaft sections are dis-
mantled at the same time it is advisable to number the
parts in order to facilitate remounting and adjustment.
If the maximum combustion pressure differs from the

test bed records after adjustment of each individual
pump the camshafts placement can be changed, as
the camshafts gear wheels are provided with oblonged
holes so that they can be turned in relation to the hub.
The gear wheel is provided with an engraved scale,

see fig 4, and the hub of the cam shaft is provided with Fig. 4
a mark.
When the screws, which fasten the gear wheel, are If the crankshaft is turned against the engines normal
loosened the gear wheel is turned (by turning the direction of rotation the maximum combustion pres-
crankshaft) in relation to the camshaft. By reading the sure P-max. is increased.
angle in which the gear wheel is displaced in relation
to the camshaft the altered Pmax can be calculated. A After the adjustment the screws are fastened with a
line on the scale corresponds to: see page 500.35. torque wrench, see page 500.40, and secured.
If the crankshaft is turned in the engines normal

direction of rotation the maximum combustion pres-
sure P-max. is reduced.
08028-0D/H5250/94.08.12
91.45 - ES0S-G
Plate
Page 1 (2) Fuel Injection Pump 51401-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51401-01H Fuel Injection Pump Page 2 (2)
L23/30H
Item Item
021 1/P Pump housing Pumpehus 307 1/P Securing ring Beskyttelsesring
033 2/P Screw Skrue 319 1/P Gear rim Tandkrans
045 2/P Packing ring Pakningsring 320 1/P Plunger and barrel Stempel og cylinder
incl. non-return valve inkl. kontraventil
057 1/C Fuel injection pump, Fuel indsprjtnings- for L23/30H, 900 rpm for L23/30H, 900 rpm
complete for L23/30H, pumpe, komplet for
720/750 rpm L23/30H, 720/750 rpm 344+ 1/P Screw Skrue
069 1/P Plunger and barrel Stempel og cylinder 356+ 1/P Packing ring Pakningsring
incl. non-return valve inkl. kontraventil for
for L23/30H, L23/30H, 720/750 rpm 368 2/P Screw Skrue
720/750 rpm
381 1/C Fuel injection pump, Fuel indsprjtnings-
070 1/P Joint washer Pakning complete for pumpe, komplet for
L23/30H, 900 rpm L23/30H, 900 rpm
082 2/P Washer Skive
094 4/P Screw Skrue

+ Are not included in + Indgr ikke i fuel ind-
104 1/P Circlip Lsering fuel injection pump, sprjtningspumpe,
complete komplet
116 1/P Regulating rod Reguleringsstang
128 1/P Guide pin Styretap
141 1/P Upper spring plate verste fjederplade
153 1/P Spring Fjeder
165 1/P Lower spring plate Nederste fjederplade
177 1/P Thrust cap Trykhtte
189 1/P O-ring O-ring
200 1/P Circlip Lsering
224 1/P Connecting piece Forbindelsesstykke
261 1/P Pointer Viser

08028-0D/H5250/94.08.12
273 1/P Nut Mtrik
285 4/P Screw Skrue
297 1/P Cap screw Htteskrue
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
94.23 - ES0S
Plate
Page 1 (2) Fuel Injection Valve 51402-01H
L23/30H
141
153
189
165
104
189
021
094
177
116
045
082
033
08028-0D/H5250/94.08.12
069
057
96.39 - ES0S
Plate
51402-01H Fuel Injection Valve Page 2 (2)
L23/30H
Item Item
021 1/V Injector housing Ventilhus
033 1/V Nozzle, complete Forstver, komplet
045 2/V Dowel pin Styrestift
057 1/V Screw cap Omlber
069 1/V Thrust spindle Trykspindel
082 1/V Spring Fjeder
094 1/V Adjusting screw Justeringsskrue
104 1/V Nut Mtrik
116 3/V O-ring O-ring
141 1/V Cap nut Httemtrik
153 1/V Bolt Bolt
165 1/V Washer Skive
177 1/C Fuel injection valve, Brndselsventii,

complete komplet
189 2/V Washer Skive
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Qty./V = Qty./Ventil
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
96.39 - ES0S
Plate
Page 1 (2) Fuel Oil Filter Duplex 51403-01H
L23/30H
08028-0D/H5250/94.08.12
95.28 - ES0S-G
Plate
51403-01H Fuel Oil Filter Duplex Page 2 (2)
L23/30H
Item Item
015 1/E Fuel oil filter duplex, Brndselsoliespalte-

complete filter, komplet
027 2/F Filter element, Filterelement, komplet

complete
052 8/F Nut Mtrik
064 2/F O-ring O-ring
088 2/F Locking screw Lseskrue
111 2/F Gasket Pakning
123 2/F Drain cock, Aftapningshane,

complete komplet
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Qty./E = Qty./Engine.
Qty./F = Qty./Filter Qty./F = Qty./Filter.
95.28 - ES0S-G
Plate
Page 1 (2) Fuel Injection Pipe 51404-01H
L23/30H
130
237
010
178 250
262
142
130
178
166
154 262
142
154
166
095
08028-0D/H5250/94.08.12
201
213
225
94.22 - ES0S
Plate
51404-01H Fuel Injection Pipe Page 2 (2)
L23/30H
Item Item
010 1/C Fuel injection pipe, Hjtryksrr,

complete komplet
095 1/C Sleeve Styrebsning
142 2/C Flange Flange
154 4/C Screw Skrue
201 2/C Sleeve in 2/2 Bsning 2-delt
213 2/C Wire lock ring Wire lsering
225 1/C Nut Mtrik
237 1/C Screwed socket Gevindmuffe
250 1/C Nut Mtrik
262 4/C Locking washer Lseskive
08028-0D/H5250/94.08.12
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
94.22 - ES0S
Plate
Page 1 (2) Pipes on Cylinder Section 51430-01H
L23/30H
96.04 - ES0S
Plate
51430-01H Pipes on Cylinder Section Page 2 (2)
L23/30H
Item Item
012 1/E Fuel oil Br. olie 240 1/C Clamp Holder
distributor pipe fordelingsrr
252 2/C Spring lock Lsefjeder
024 1/C Branch pipe Stikrr
cylinder section cylindersektion 264 2/C Nut Mtrik
036 1/C Straight male Ligeforskruning 276 1/C Bracket Beslag

stud coupling
288 1/C Pipe clamp Rrholder
048 1/E Fuel oil return Br. olie
pipe returrr 311 2/C Pipe clamp Rrholder
061 1/C Branch pipe Stikrr 323 1/C Pipe clamp Rrholder
cylinder section cylindersektion
335 1/C Hexagon screw Skrue
073 1/C Screwed Vinkel-
connection forskruning 347 2/C Hexagon screw Skrue
085 1/E Fuel oil Br. olie 359 2/C Hexagon screw Skrue
return pipe returrr
360 2/C Hexagon screw Skrue
097 1/C Lub. oil pipe Smreolierr
372 1/C Screwed connection Forskruning
cylinder section cylindersektion 384 1/C Screwed connection Forskruning
119 1/C Straight male Ligeforskruning 396 1/C Screwed connection Forskruning
stud coupling
406 1/C Screwed connection Forskruning
120 1/C Straight male Ligeforskruning
stud coupling 418 1/C Screwed connection Forskruning
132 2/C Plug screw Propskrue 431 1/C Pipe clamp Rrholder
with SRG
443 1/C Bracket, complete Beslag, komplet
144 2/C Packing ring Pakningsring
156 1/E Lub. oil Smreolie-

distribution pipe fordelingsrr

cylinder section cylindersektion

stud coupling
193 1/E Sealing oil Sprreolie-

distribution pipe fordelingsrr

lub. oil smreolie

stud coupling
227 1/C Pipe from fuel Rr for

pump drain br. olie pumpedrn
239 1/C Banjo coupling Banjo forskruning
Qty./E = Engine Antal/E = Motor
96.04 - ES0S
Index
Page 1 (1) Lubricating Oil System 515
L23/30H
Description
Internal Lubricating Oil System ................................................................................. 515.01 (01H)

Lubricating Oil Cooler ............................................................................................... 515.06 (01H)
Centrifugal By-pass Filter ........................................................................................ 515.15 (01H)
Working Card
Lubricating Oil Pump, Engine Driven ................................................................... 515-01.00 (01H)

Prelubricating Pump ............................................................................................. 515-01.05 (01H)
Lubricating Oil Filter ............................................................................................. 515-01.10 (01H)
Lubricating Oil, Thermostatic Valve ..................................................................... 515-01.20 (01H)
Check of Lubricating Oil Piping System ............................................................... 515-01.90 (01H)
Lubricating Oil Cooler .......................................................................................... 515-06.00 (01H)
Centrifugal By-pass Filter ..................................................................................... 515-15.00 (01H)
Plates
Lubricating Oil Pump (Central Driven) ......................................................................... 51501-01H

Lubricating Oil Pump (Central Driven) ......................................................................... 51501-02H
Lubricating Oil Pump (Gear Driven) ............................................................................. 51501-03H
Lubricating Oil Pump (Gear Driven) ............................................................................. 51501-04H
Lubricating Oil Filter (Type A) ....................................................................................... 51502-01H
Lubricating Oil Filter (Suppl. for Plate 51502-01H) ...................................................... 51502-02H
Lubricating Oil Termostatic Valve ................................................................................. 51503-01H
Prelubricating Pump ..................................................................................................... 51504-01H
Prelubricating Pump with EL-Motor ............................................................................. 51504-02H
Lubricating Oil Cooler .................................................................................................. 51506-01H
Combined Lubricating Oil Cooler ................................................................................. 51506-02H
Centrifugal By-pass Filter ............................................................................................. 51515-01H
Hand Wing Pump ......................................................................................................... 51525-01H
Lubricating Oil Separator ............................................................................................. 51530-01H
08028-0D/H5250/94.08.12
96.21-ES0U
Description 515.01
Page 1 (3) Internal Lubricating Oil System Edition 01H
L23/30H
C3
PDAH PAL TAH PSL TI LAL

21-22 22 22 22 22 25
Filter
Pre. lub.
Pre.lub. oil oil pump
inlet TC
Oil vapour
Lub. oil cooler PI discharge
23
To main bearing
C13
To camshaft
Cyl. 1
To pump To
drive piston
drive
TI Governor
20
drive
To rocker arms
Forced oil
Boring in camshaft
Eng. driven
lub. oil pump
To camshaft bearing PI
21-22
C4
Fig. 1. Diagram for Internal Lubricating Oil System
General
The lubricating oil system is based on wet sump 2 - Main bearings, big-end bearing ect.
lubrication. All moving parts of the engine are 3 - Camshaft drive
lubricated with oil circulating under pressure in a
closed built-on system. 4 - Governor drive
5 - Rocker arms
The lubricating oil is furthermore used for the pur-
pose of cooling the pistons. 6 - Camshaft
ad 1) For priming and during operation, the tur-

System Flow bocharger is connected to the lub. oil circuit of the
engine, the oil serves for bearing lubrication.
The lubricating oil pump draws oil from the oil sump
and presses the oil through the cooler and filter to the The inlet line to the turbocharger is equipped with a
main lubricating oil pipe, from where the oil is distri- fixed throttle in order to adjust the oil flow and a non-
buted to the individual lubricating points. From the return valve to prevent draining during stand-still.
lubricating points the oil returns by gravity to the oil
sump. The non-return valve has back-pressure function
requiring a pressure slightly above the priming pres-
The main groups of components to be lubricated sure to open in normal flow direction. In this way
are: overflooding of the turbocharger is prevented during
stand-still periods, where the prelubricating pump is
1 - Turbocharger running.
96.30 - ES0S
515.01 Internal Lubricating Oil System Description
Page 2 (3)
Edition 01H
L23/30H
ad 2) Lubricating oil for the main bearings is Operating of Pre-lubricating Pump

supplied through holes drilled in the engine frame.
From the main bearings it passes through bores in As standard the engine is equipped with an electric-
the crankshaft to the connecting rod big-end bea- driven prelub. pump mounted parallel to the main
rings. pump. The pump must be arranged for automatic
operation, ensuring stand-still of the prelubricating
The connecting rods have bored channels for supply pump when the engine is running, and running dur-
of oil from the big-end bearings to the small-end ing engine stand-still in stand-by position.
bearings, which has an inner circumferential groove,
and a pocket for distribution of oil in the bush itself Running period of the prelubricating pump is
and for supply of oil to the pin bosses and the piston preferably to be continuous. If intermittent running is
cooling through holes and channels in the piston pin. required for energy saving purpose, the timing
equipment should be set for shortest possible
From the front main bearings channels are bored in intervals, say 2 minutes of running, 10 minutes of
the crankshaft for lubricating of the pump drive. stand-still, etc. Further, it is recommended that the
prelub. pump is led from the emergency switch board
ad 3) The lubricating oil pipes, for the camshaft thus securing that the engine is not started without
drive gear wheels, are equipped with nozzles which prelubrication.
are adjusted to apply the oil at the points where the
gear wheels are in mesh.
Lubricating Oil Filter
ad 4) The lubricating oil pipe, and the gear wheels
for the governor drive are adjusted to apply the oil at The lubricating oil filter is a double filter which is
the points where the gear wheels are in mesh. generally used with only one filter chamber being in
operation, the other filter chamber being stand-by.
ad 5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It continues If the filter chamber in operation needs to be serviced,
through bores in the cylinder head and rocker arm to the operation can be switched to the other filter
the movable parts to be lubricated at rocker arms chamber without any interruption in lubricating oil
and valve bridge. Further, lub. oil is led to the supply to the engine.
movable parts in need of lubrication.
Servicing is generally restricted to replacing of the
ad 6) Through a bore in the frame lub. oil is led to paper cartridges, cleaning of the radial mesh insert
the first camshaft bearing and through bores in the and inspection of sealings, the latter to be replaced
camshaft from where it is distributed to the other if damages observed.
camshaft bearings.
Each filter chamber is equipped with 1 or 2 replaceable
paper cartridges of fineness 10-15 microns.
Lubricating Oil Pump
In the centre of each filter chamber a filter basket
The lubricating oil pump, which is of the gear wheel (central element) is situated. This filter basket is
type, is mounted on the front end of the engine and acting as a safety filter, having a fineness of about 60
is driven by means of the crankshaft through a microns.
coupling or a gear wheel.
During operation an increased pressure drop across
The pressure regulator forms part of the lubricating the filter will be observed as dirt particles will deposit
oil pump. Adjustment of the oil pressure is done by on the filtration surfaces of the paper cartridges and
removing the cap nut and turning the adjusting screw thus increase the flow resistance through the filter.
until reading the pressure stated in description
500.30.
96.30 - ES0S
Description
Internal Lubricating Oil System 515.01
L23/30H
If the pressure drop across the filter exceeds 2.0 bar, The outlet to the engine (by-passing cooler) is mar-
a release valve will open and by-pass the 10-15 ked (B) and outlet to the cooler is marked (C). In the
microns filter element, and the engine will run with warming up period, the oil is by-passing the cooler.
only the 60 microns safety filter. When the oil from the engine reaches the normal
temperature (see section 500, data 500.30) a
To ensure safe filtering of the lubricating oil, none of controlled amount af oil passes through the cooler.
the by-pass valves must open during normal service
and the elements should be replaced at a pressure The thermostatic elements must be replaced if the
drop across the filter of 1.5 bar. temperature during normal operation deviates
essential from the one stated in the test report.
Servicing is essential the exchange of the paper
cartridges. The valve cannot be set or adjusted, and it requires
no maintenance.
When exchanging cartridges, it is advisable to release
any old oil remaining in the filter housing by means
of the drain plug provided for this purpose, and to
wipe out the housing with a cloth.
A
The filter chambers can be serviced successively
during operation or when the engine is at standstill.
It is essential to follow the instructions in work card

515-01.10 closely when replacing filter cartridges.
Filter cartridges must under no circumstances be

cleaned and used again.
C B
Thermostatic Valve
The thermostatic valve is designed as a T-piece with

the inlet in the cover (A) under which the thermostatic
elements are located. Fig. 1. Thermostatic Valve
96.30 - ES0S
Description
Lubricating Oil Cooler 515.06
Page 1 (1)
Edition 01H
L23/30H
Principle of the Plate Heat Exchanger Plates
The built-on lubricating oil cooler is a plate heat After clamping of the plate pack, the plates - which
exchanger. are fitted gaskets - ensure an effective seal between
fluids and atmosphere. In addition, intermixing of the
The plate heat exchanger consist of a number of cold fluids is eliminated by a double gasket seal around
pressed plates which are compressed between a the inlet ports.
frame plate (head) and the pressure plate (follow) by
means of tie bolts. Every second plate is turned through 180. This
means that the double gasket seal occurs around
The plates are made with special corrugations, every second inlet to the channels between the
which ensures turbolent flow and high heat transfer plates.
cofficients.
The plate pack now forms a series of parallel flow
channels in which the fluids flow in a counter current
regime.
96.26 - ES0U-G
Working Card
Lubricating Oil Pump, Engine Driven 515-01.00
L23/30H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of lubrica-

ting oil pump, engine driven.
Adjusment of lub. oil pressure. Hand tools:

Starting position: Ring and open end spanner, 46 mm.
(Socket spanner, 46 mm).
All pipe connections to the lub. oil pump have Allen key, 8 mm, 4 mm.
been disconnected, and the lub. oil pump is re- Plier for locking ring.
moved from the engine. Soft hammer.
Big screw driver.
Adjustable spanner.
Puller.
Related procedure: Silastene or similar.
Hard brush.

08028-0D/H5250/94.08.12
Working time : 6-8 hours Plate no Item no Qty/

Capacity : 1 man
51501 234 1/pump
51501 055 5/pump
Data: 51501 151 1/pump

96.26 - ES0S-G
515-01.00 Lubricating Oil Pump, Engine Driven Working Card
L23/30H
Disassembly: Before the gear wheels (7 and 8) can be mounted the

bearing bush must be adjusted with a reamer or a
1) Remove the coupling part or gear wheel (1), bearing scraper, so that the gear wheel can run
see fig. 2, by means of a puller or a soft hammer. easily when the pump is assembled.
2) Remove screws (2) and dismount the cover 8) Inspect all other parts for wear and damage,
(3). and renew, if necessary.
3) Dismount the locking ring (4), screws (5) and

remove the cover (6) with the overspeed device.
4) Remove the gear wheel (7 and 8).
5) Dismounting of the spring loaded adjustable

by-pass valve.
Remove the cap nut (9), nut (10), spring housing

(11), spring (12) and the cylinder (13). If the piston
(14) cannot be pulled out from the same side, the
plug screw (15) can be removed and the piston can
be pressed out from this side with a screw driver or
the like.
Fig. 2.
Assembly:
9) Mount the gear wheel (7 and 8).
Coat the sealing lip with silastene or similar and

Fig. 1. mount the cover (6) with gear wheel and locking ring
(4).
08028-0D/H5250/94.08.12
Overhaul. 10) Mount the cover (3) with gasket.
6) Clean all the parts with gas oil and a hard 11) Mount the gear wheel or coupling part (1).
brush, (never use a steel brush). The parts are blown
clean with working air. For tightening the nut for gear wheel, see page
500.40.
7) If the bearing bush is to be removed the
existing bearing bush is plugged out by means of a 12) Mount the spring loaded by-pass valve, nut
mandrel, the bores are cleaned and new bearing (10) with gasket, cap nut (9) and plug screw (15).
bush is mounted, see fig. 1.
96.26 - ES0S-G
Working Card
Lubricating Oil Pump, Engine Driven 515-01.00
L23/30H
Adjusting of Lub. Oil Pressure. By turning the spring housing clockwise the pressure
is raised and reverse the pressure is lowered by
13) The outlet pressure of the lub. oil pump, can be turning the spring housing (11) anti-clockwise. When
adjusted by means of a adjusting screw in the by- the correct pressure is reached , see page 500.30,
pass valve. the spring housing (11) is locked with nut (10) and
finally the gasket and cap nut (9) are mounted.
Remove the cap nut (9) and loosen the nut (10).
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Working Card
Lubricating Oil Filter 515-01.10
L23/30H

Shut-off fuel oil
Description:
Replacement of paper filter element(s).

Cleaning of safety filter and filter housing. Hand tools:

Starting position: Adjustable spanner.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 2 hours Plate no Item no Qty. /

Capacity : 1 man
51502 013 See plate 51502
Data: 51502 290 1/Filter.

91.45 - ES0S-G
Edition 01H
Lubricating Oil Filter Page 2 (3)
L23/30H
The lubricating oil filter is dimensioned so that each of
the two filter parts has sufficent capacity to treat the 5) Remove the inner safety element. Clean the
amount of lubricating oil delivered by the pump. element with detergent. Check that it is intact.
The three-way valve positioned is determining whether 6) Remove the outer element(s). Filter element is
the left hand or the right hand filter chamber is in of disposable type. It change always to new original
operation, and also gives the possibility of having filter.
both filter chambers in operation simultaneously.
7) Clean the filter housing and the cap. Be careful
The three-way valve is marked with flow directions of not to let the oil from the dirty side to go into the
and the figure indicates the operation modes accor- clean oil channel in the middle of bottom.
ding to valve positions.
8) Check the seal on the bottom of the filter
Three-way valve positions 5 6 5
Left hand filter Right hand filter

camber in operation. camber in opera-
tion. 8 1 2 8
7
4
Both filter camber in 3

operation.
1 Left hand filter camber 2 Right hand filter chamber

Fig 1. Three-way valve positions. 3 Inlet 4 Outlet
5 Vent screw 6 Three-way valve/
switch valve
Service Procedure. 7 Fill-up valve 8 Drain plug
08028-0D/H5250/94.08.12
1) Turn the three-way valve, see fig 2, into the

position setting the stand-by filter chamber in opera-
Fig 2.
tion and the filter chamber requiring service out of
operation.
2) Open the vent screw (5) on the top of the filter housing and in the cap. Change if needed.
to get the pressure out of the filter half.
9) Assemble the filter in opposite order.
3) Open the drain plug (8) under the filter housing
and drain off oil. 10) Let the air valve be open and fill the filter
4) Filter housing cap is dismantled.

91.45 - ES0S-G
Working Card
Lubricating Oil Filter 515-01.10
L23/30H
housing with oil by means of the slow fill-up valve (7)
in position FILL, see fig 3. This valve is inside the
Fill-up valve positions
three-way valve and by using it, the filling can be
made so slowly that the pressure on the other part of
Operation Changing over the filter does not drop too much.
11) Close the vent screw (5) after the housing is

filled up with oil.
12) Open the three-way valve (6) and close the fill-
up valve (7) by turning it to position CLOSED, see fig.
Switch in normal Switch in fill 3.
operation position position
13) The filter just serviced is now ready to be set in
operation.
Fig 3. Fill-up valve position. Inspect for oil leakages in order to ascertain all
sealings to be tight.
Check that pressure drop across filter is correct.
Clean the other side of the filter correspondingly.

08028-0D/H5250/94.08.12
91.45 - ES0S-G
Working Card
Lubricating Oil, Thermostatic Valve 515-01.20
L23/30H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Lubricating oil drained from engine (if necessary).
Related procedure:
Manpower:
08028-0D/H5250/94.08.12

Capacity : 1 Man Replacement and wearing parts:
Data: Plate No Item No Qty/
Data for pressure and tolerance (Page 500.35) 51503 020 2/engine
Data for torque moment (Page 500.40) 51503 044 2 /engine
Declaration of weight (Page 500.45) 51503 093 3/engine
92.05 - ES0S-G
515-01.20 Lubricating Oil, Thermostatic Valve Working Card
L23/30H
The thermostatic valve cannot be adjusted and under Replacement of elements:

normal working conditions maintenance is not required.
However, in some cases it is necessary to replace the 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
elements in the thermostatic valve. See fig 1.
2) Disconnect upper and lower part of the housing.
1 3) Remove the assembled elements (3) and the

2 elements O-ring sealing.
3
4) Remove the gaskets between the upper and
5 lower part of the housing.
4 5) The upper and lower part of the housing are

thoroughly cleaned inside and on the gasket surfaces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the housing

by wriggling these somewhat over side.
8) Upper and lower part of the housing are

assembled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
1. Nut Note:
2. Washer
3. Element After inspection or replacement of the elements the
4. O-rings sealing lub. oil temperature is checked to ensure that the
5. Gasket elements are working correctly.
Fig 1 Thermostatic valve

08028-0D/H5250/94.08.12
92.05 - ES0S-G
Working Card
Check of Lubricating Oil Piping System 515-01.90
L23/30H

Shut-off fuel oil
Description:
Check and examination of the lubricating oil piping

system. Hand tools:
Starting position:
Engine running.
Related procedure:
08028-0D/H5250/94.08.12
Working time : hour Plate no Item no Qty /

Capacity : 1 man
Data:

92.04 - ES0U-G
515-01.90 Check of Lubricating Oil Piping System Working Card
L23/30H
Checks to be carried out. 4) Blow-through drain pipes.
1) Examine the piping system for leaks. 5) Check flexible connections for leaks and damages.
2) Retighten all bolts and nuts in the piping system. 6) Check manometers and thermometers for possible
damages.
3) Move all valves and cocks in the piping system. For lubricating oil condition, see section 504.
08028-0D/H5250/94.08.12
92.04 - ES0U-G
Working Card
Lubricating Oil Cooler 515-06.00
L23/30H

Shut-off fuel oil
Description:
Separation, cleaning and assembling.

Replacement of plates and gaskets. Hand tools:

Starting position: Adjustable spanner
Cooling water and lub. oil have been drained from

cooler/engine. All pipes are disconnected.
Related procedure:
Manpower:
08028-0D/H5250/94.08.12
Working time : 4 hours Replacement and wearing parts:

Capacity : 1 man
Plate No Item No Qty./
Data:
51506 111/279 4/cooler
96.39 - ES0S
515-06.00 Lubricating Oil Cooler Working Card
L23/30H
Introduction Manual Cleaning
Cleaning of the cooler has to take place, when the Clean the plates with a soft brush and a suitable
pressure drop on the oil and water side is larger than detergent. In case of dense coating of scale or
allowable and/or if the oil cannot be sufficiently organic materials, the plates must be put in a bath of
cooled. detergent.
Note: Never use a steel brush, metal scraper or the

Separation like.
Cooling and Pressure Relief A high-pressure cleaner can be used with care,
however, never with sand or other abrasives added.
Before opening the plate heat exchanger, it has to be
cooled down to below 40o C and be without pressure!
Detergents
The cooling must not exceed 10o C per minute.
The pressure drop must not exceed 10 bar per A detergent is suitable, if it will remove any coating
minute. on the plates without causing any damage to plates
and gaskets.
Note: If these norms are exceeded, the guarantee
will cease to be valid. Note: It is of great importance that decomposition of
the protective film on the stainless steel does
not take place - the film preserves the corrosion
Separation of Edge-clamped Frame resistancy of the steel.
Upon completion of the procedure Cooling and Do not use chlorine-containing agents such
Pressure Relief, separate the frame by retaining as hydrochloricacid (HCI)!
two or four diagonally placed bolts.
Oil and fats are removed by using a water
Note: Take care that the pressure plate does not tilt! emulsifying oil solvent, e.g. BP-system cleaner.
Loosen the bolts uniformly and diagonally (max. 10 Organic and greasy coatings are removed by using
mm at a time), then push the pressure plate towards sodium hydroxide (NaOH):
the end support. When the pressure plate is not tight
anymore, the plates can be removed. - max. concentration 1.5%
(1.5% concentration corresponds to 3.75 l
Note: When using plate heat exchangers on board 30% NaOH per 100 l water).
ships, the pressure plate have to be secured - max. temperature 85o C.
in order to avoid danger due to the movements
of the ship. Stone and lime/calcareous deposits are removed by
08028-0D/H5250/94.08.12
using nitric acid (HNO3):
Cleaning - max. concentration 1.5%

(1.5% concentration corresponds to 1.75 l
The capacity and corrosion resistance of the plate 62% HNO3 per 100 l water).
heat exchangers depend on the purity of the plates. - max. temperature 65o C.
Any coating on the plates can be removed manually.
Note: The nitric acid has an important constructive
effect on the protective film of stainless steel.
96.39 - ES0S
Working Card
Lubricating Oil Cooler 515-06.00
L23/30H
Control of Cleaning Fluid Concentrations Replacement of Glued Gaskets
Sodium hydroxide (NaOH) solution is tritrated with On Plate 51506 are stated gasket and glue quantity.
0.1 n hydro-chloric acid (HCI) with methyl orange or
methyl red as indicator. Please use a degreasing agent on the new gaskets.
Nitric acid (HNO3) solution is titrated with 0.1 n The first plate after the end cover and the connector
sodium hydroxide (NaOH) with phenolphtalin as grid must have gaskets in all grooves. The gaskets
indicator. are to be cut according to the existing gaskets.
The concentration of the cleaning fluid in % can be Loosen the glued gaskets by heating the plate in
calculated from the titration result by means of the water at 100o C. Clean the plates and remove the
following formula: coatings, if any.
Concentration = bxnxm %
a x 10 Cleaning of New Gaskets and Plates
a : ml cleaning fluid taken out for titration New gaskets and gasket grooves of the plates are
b : ml titration fluid used as cover cleaned with a cloth moistened with degreasing
n : the molecular concentration of titration fluid agent. The glue surfaces must be absolutely clean
m : The molecular weight of the cleaning fluid - without finger prints etc.
(NaOH) molecular weight 40, HNO3 molecular
weight 63) Please use our cleaning fluid, which is according to
suppliers recommendations.
Replacement of Plates and Gaskets Alternatively, please use:
Marking - Trichloroethylene
- Chlorothene VG
The plates are marked with material codes and - Acetone
reference numbers at each end, plus codes for non- - Methyl ethyl ketone
glue gaskets, if any, and stamped with the letter V - Ethylacetat
and H at either end (Fig 1).
It is important that all degreasing agent has
Looking towards the gasket side, the plate is evaporated, before the glue is applied. This will
designated as a left plate, when the letter V is turning normally take approx. 15 min. at 20o C.
upwards - and a right plate when the letter H is
turning upwards. Inlets and outlets of the V-plates Clean the new gaskets on the glue surfaces with
are taking place through the corner holes Nos 1 and fine-grain sandpaper instead of the degreasing agent
4. Inlets and outlets of the H-plates are taking place supplied.
08028-0D/H5250/94.08.12
through the corner holes Nos 2 and 3.
Replacement of Plates
Before mounting a spare plate in the plate stack,

please make su-re that the spare plate is identical
with the defective plate.
Note: The same corner holes must be open and the

letters V and H must be placed correctly.
96.39 - ES0S
515-06.00 Lubricating Oil Cooler Working Card
L23/30H
Gluing Assembling
Pliobond 25, which is a nitrile rubber glue on solvent If the plates have been dismounted, they have to be
basis (25% solids). The glue is applied with a brush correctly assembled according to the plate item
in a thin layer on the backs of the gaskets and the numbers.
gaskets are to dry in a clean place free of dust.
The fixed cover has number 1 and the serial numbers
Apply a thin layer of glue on the gasket grooves of the for the subsequent plates and intermediate frames,
plates and press the gaskets down into the gasket if any, have the numbers 2, 3, 4, 5 etc.
grooves.
The serial number are stamped in the right top corner
The insertion of gaskets starts at both ends of the of the plates. Further, please note that the gasket
plate - and continues with the straight sections along side must face the fixed cover.
the edges.
The gluing process is most easily effected by placing

the gaskets and the plates on a table. After having Serial number
pressed the gaskets into the grooves of a plate, it is (please state when
stacked. Material Code ordering single plates)
The plates with the gaskets are now mounted in the

frame which is lightly clamped. In case of use of 1 2
rubber grooves, they are assembled to the minimum
measure stated on the engine sign plus 0.2 mm per
plate.
Heat up the plate heat exchanger to 90-100o C by

means of water or steam.
Four last digits Four last digits are the
H ref. number of the plate.
are the ref.
Please note: number of plate
or (only on plates for non-
V glue gasket)
- The temperature must be kept for 1-2 hours.
- The liquid pressure must be kept as low as Fig. 1.
possible.
If there is no possibility of heating the plate heat Fastening

exchanger, it must be placed in a spot as warm as
possible with dismounted connections. Fasten the plate heat exchanger until the movable
cover touches the duct spacers.
The drying time will at 20o C be approx. 48 hours. At
08028-0D/H5250/94.08.12
for instance 40o C, the drying time is reduced to

approx. 24 hours.
96.39 - ES0S
Plate
Page 1 (2) Lubricating Oil Pump (Gear driven) 51501-03H
5-6L23/30H-720/750 RPM
L23/30H-900 RPM
08028-0D/H5250/94.08.12
01.37 - ES0S
Plate
51501-03H Lubricating Oil Pump (Gear driven) Page 2 (2)
5-6L23/30H-720/750 RPM
L23/30H-900 RPM
Item Item
018 1/P Pump housing Pumpehus 317 6/P Screw Skrue
031 1/P Shaft with gear Aksel med tand- 329 2/P Nut Mtrik
wheel, long hjul, lang
330 1/E Lub. oil pump, Smreoliepumpe,
043 1/P Shaft with gear Aksel med tand- complete komplet
wheel, short hjul, kort
342 1/P End cover Endedksel
055 5/P Bush Bsning
354 1/P Cover Dksel
067 1/P Gear wheel Tandhjul
366 1/P Key Feder
079 1/P Nut Mtrik
391 1/P Gasket Pakning
080 1/P Cog wheel Konisk tandhjul
092 1/P Cog wheel Konisk tandhjul
102 1/P Circlip Sikringsring
114 1/P Circlip Sikringsring
126 2/P Ball bearing Kugleleje
138 1/P Socket Muffe
163 1/P Cap nut Httemtrik
175 1/P Nut Mtrik
187 1/P Adjusting screw Justerskrue
209 1/P Piston Stempel
210 1/P Cylinder Propskrue
222 1/P Plug screw Pakning
234 3/P Gasket Cylindrisk stift
246 2/P Cylindrical pin Stift
258 1/P Pin Feder
271 1/P Key Skrue
283 10/P Screw Skrue

08028-0D/H5250/94.08.12
295 6/P Screw Cylinder
305 2/P Guide pin Styrestift
01.37 - ES0S
Plate
Page 1 (2) Lubricating Oil Filter (Type A) 51502-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-G
Plate
51502-01H Lubricating Oil Filter (Type A) Page 2 (2)
L23/30H
Item Item
013 2/F Paper element Papirelement 289 2/F Drain plug Drnskrue
025 2/F Safety element Sikkerhedselement 290 1/F Seal kit, not shown on Pakningsst, ikke vist
the front side of the p forsiden af platen
037+ 1/F Valve housing, incl. Ventilhus, inkl. plate
item 074 and 216 item 074 og 216
300 1/E Lub. oil filter, Smreoliefilter, komplet
049 2/F Housing, incl. O-ring Hus, inkl. O-ring complete
050+ 2/F Cap, complete, incl. Dksel , komplet, inkl.

item 133, 348, 361, 373 item 133, 348, 361, 373
and 407 og 407
062 1/F Spindle, incl. item 121, Spindel, inkl. item 121,
312 and 444 312 og 444
074 2/F Thrust ring Trykring
086+ 2/F By-pass code, incl. By-passventil, inkl. item

item 324, 336, 385, 432 324, 336, 385, 432 og
and 493 493
098 1/F Plug to indicator hole, Propskrue til indikator

incl. O-rings hul, inkl. O-ringe
108 2/F Vent screw, incl. item Luftskrue, inkl. item 228
228 and 241 og 241
121 1/F Fill-up valve Opfyldningsventil
133 4/F Sealing ring Ttningsring
145 12/F Stud Stttetap
157 12/F Screw Skrue
169 4/F Screw Skrue
170 12/F Nut Mtrik
182 4/F Washer Skive
216 5/F Pin Tap
228 6/F Pin Tap

08028-0D/H5250/94.08.12
277 2/F Opening guard, incl. bningsbeskyttelses-

vent screw skrm, inkl. luftskrue
Qty./F = Qty./Filter Antal/F = Antal/Filter
94.23 - ES0S-G
Plate
Page 1 (2) Lubricating Oil Filter (Suppl. for Plate 51502-01H) 51502-02H
L23/30H
312
444 51502/037+
468
456
397
51502/050+
348
361 385
419 324
420
373
336
407
51502/086+
493 432
481
08028-0D/H5250/94.08.12
+ se/see Plate 51502-01H (Type A)
94.23 - ES0S-G
Plate
51502-02H Lubricating Oil Filter (Suppl. for Plate 51502-01H) Page 2 (2)
L23/30H
Item Item
312 1/F Cap Dksel
324 2/F By-pass valve seat By-passventilsde
336 2/F By-pass valve spool By-passvnetilspindel
348 2/F Flange Flange
373 2/F Screw Skrue
385 2/F By-pass valve spring By-passventilfjeder
397 8/F Seal Ttningsring
407 2/F Spring Fjeder
419 2/F Spring Fjeder
420 6/F Pin Stift
08028-0D/H5250/94.08.12
94.23 - ES0S-G
Plate
Page 1 (2) Lubricating Oil Thermostatic Valve 51503-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
51503-01H Lubricating Oil Thermostatic Valve Page 2 (2)
L23/30H
Item Item
019 4/T Screw Skrue
020 2/T O-ring O-ring
032 2/T Thermostatic Flerelement

element
056 2/T Sleeve Bsning
068 4/T Washer Skive
081 16/T Nut Mtrik
093 3/T Gasket Pakning
103 12/T Screw Skrue
115 1/E Thermostatic Termostatventil,

valve, complete komplet
08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S-L
Plate
Page 1 (2) Prelubricating Pump 51504-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
51504-01H Prelubricating Pump Page 2 (2)
L23/30H
Item Item
014 1/P Front cover Fordksel
026 1/P Joint Pakning
038 1/P Pump casing Pumpehus
051 8/P Screw Skrue
063 1/P Socket Muffe
075 1/P Set screw Stskrue
087 2/P Counter flange, Modtryksflange,

complete komplet
110 1/P Rear cover Endedksel
122 2/P Idler rotor, only Frilbsrotor, kun tilgn-

available together gelig sammen med item
with item 217 217
134 1/P Regulating Regulerings-

screw skrue
146 1/P Retaining ring Lsering
158 1/P Valve cover Ventildksel
171 1/P Sealing washer Pakning
195 1/P Valve spring Ventilfjeder
205 1/P Valve piston Ventilstempel
217 1/P Power rotor, only Drivrotor, kun tilgnge-

available together lig sammen med item
with item 122 122
229 1/P Drip ring Drn
230 1/P Shaft seal, complete Akselttning, komplet
242 1/E Prelubricating pump, Forsmrepumpe,

complete komplet
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
Page 1 (2) Lubricating Oil Cooler 51506-01H
L23/30H
027 015
040
039
Note: When ordering

plates, please state
the serial numbers of
the plates. The serial
numbers of the plates
can be found in the
top right-hand corner 052
of the plates. (See
Working Card 515-
06.00)
B
064
Husk: Ved bestilling
af plader angives
serienummeret p
pladen. Serienum-
meret er stemplet i
toppen af pladen til
hjre. (Se arbejdskort 076
515-06.00)
088
172 111
123
08028-0D/H5250/94.08.12
160 147
159
135
351
00.37 - ES0S-G
Plate
51506-01H Lubricating Oil Cooler Page 2 (2)
L23/30H
Item Item
015 4/K Hexagon screw Bolt
027 4/K Washer Skive
039 4/K Washer Skive
040 1/K Pressure plate Trykplade
052 /I Gasket Pakning
064 2/K Guide bar Styrepind
076 4/K Distance piece Afstandsstykke
088 1/K Frame plate Stativplade
111 4/K Gasket Pakning
123 2/K Screw Skrue
135 1/K Glue Lim
147 2/K Guide bar Styrepind

(for dismantling) (for demontering)
160 1/E Lubricating oil cooler, Smreoliekler,

complete komplet
172 /I Plates Plader
351 /I Cleaning fluid Rensevske
08028-0D/H5250/94.08.12
Qty./K = Qty./Cooler Antal/K = Antal/Kler
Qty./I = Qty./Individual Antal/I = Antal/Individuel
00.37 - ES0S-G
Plate
Page 1 (2) Hand Wing Pump 51525-01H
L23/30H
019
08028-0E/H5250/94.08.12
94.20 - ES0S-G
Plate
51525-01H Hand Wing Pump Page 2 (2)
L23/30H
Item Item
019 1/E Hand wing pump, Hndvingepumpe,

complete komplet
08028-0E/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
94.20 - ES0S-G
Plate
Page 1 (2) Lubricating Oil Separator 51530-01H
L23/30H
08028-0D/H5250/94.08.12
94.24 - ES0S-L
Plate
51530-01H Lubricating Oil Separator Page 2 (2)
L23/30H
Item Item
028 1/F Pipe with Rr med

flange flange
041 1/F Breather with nderr med

flange flange
065 4/F Screw Skrue
077 8/F Screw Skrue
089 1/F Cover Dksel
100 1/F Insert for oil Indsats for

separator olieudskiller
112 1/F Housing for Hus for

oil separator olieudskiller
124 4/F Screw Skrue
148 1/F Bend Bjning
161 4/F Nut Mtrik
173 1/F Oil trap Oliels
185 1/F Union Forskruning
207 1/F Union Forskruning
219 4/F Screw Skrue
220 1/E Oil separator, com- Olieseparator, komplet

plete, incl item 077, inkl. item 077, 089,
089, 090, 100, and 090, 100 og 112
112

08028-0D/H5250/94.08.12
94.24 - ES0S-L
Index
Page 1 (1) Cooling Water System 516
L23/30H
Description
Cooling Water System ..................................................................................................... 516.01 (01H)

Cooling Water Thermostatic Valve ................................................................................... 516.04 (01H)
Working Card
Check of Cooling Water System ................................................................................ 516-01.90 (01H)

Cooling Water, Thermostatic Valve ............................................................................ 516.04-00 (01H)
Plates
Cooling Water Thermostatic Valve ...................................................................................... 51604-01H

High Temperature Fresh Water Pump ................................................................................ 51610-01H
High temperature Fresh Water Pump ................................................................................. 51610-02H
Pipes on Cylinder Head ...................................................................................................... 51625-01H
Preheater - Fresh Water ..................................................................................................... 51635-01H
08028-0D/H5250/94.08.12
96.03 - ES0U
Description 516.01
Page 1 (1) Cooling Water System Edition 01H
L23/30H
Description High Temperature Circuit
The cooling water system consists of two separate The high temperature circuit is used for cooling of the
systems. The low temperature (LT) and the high cylinder units.
temperature (HT) circuits.
Cooling water is led through a distributing pipe to the
bottom of the cooling water space between the liner
Low Temperature Circuit and the frame of each cylinder unit. The water is led
out through bores in the top of the frame via the
The low temperature circuit is used for cooling of the cooling water guide jacket to the bore.
charge air and the lubricating oil, and the alternator if
the latter is water cooled.
96.03 - ES0U-G
Description
Cooling Water Thermostatic Valve 516.04
L23/30H
Thermostatic Valve The thermostatic valve cannot be set or adjusted, and

requires no maintenance.
The thermostatic valve in the high temperature circuit
is mainly located imediately after the outlet of the In some plants a corresponding thermostatic valve is
engine, but alternatively in the external cooling sy- installed in the low temperature circuit. The ther-
stem near the fresh water cooler. mostatic elements of this valve have an other tem-
perature range.
The cooling water enters through the cover (A) under
which the thermostatic elements are located.
The number of elements depends on the size of the

A
valve.
The outlet to the suction side of the pump is marked

(B) and outlet to the cooler is marked (C).
In the warming-up period the cooling water is by-

passing the cooler. When the outlet water from the
cylinder heads reaches the normal temperature (75-
85 C) a controlled amount of water passes through C B
the cooler.
The thermostatic elements must be replaced if the

cooling water temperature during normal operation
deviates essentially from the one stated in the test
report. Fig. 1. Thermostatic Valve
94.26 - ES0S-G
Working Card
Check of Cooling Water System 516-01.90
L23/30H

Shut-off fuel oil
Description:
Check of cooling water system.

Hand tools:
Starting position:
Engine is running
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

92.04 - ES0U-G
516-01.90 Check of Cooling Water System Working Card
L23/30H
Checks to be carried out. 5) Check manometers and thermometers for possible

damages.
1) Examine the piping system for leaks.
6) Check the condition of the uppermost of the two O-
2) Retighten all bolts and nuts in the piping system. rings (which makes up the tightening between the
jacket cooling water space in the frame and the
3) Move all valves and cocks in the piping system. crankcase) by means of the inspection holes in the
Lubricate valve spindles with graphite or similar. engine frame - see also Working Card 506-01.40.
4) Check flexible connections for leaks. For check of the fresh water condition, see section
504.
08028-0D/H5250/94.08.12
92.04 - ES0U-G
Working Card
Cooling Water, Thermostatic Valve 516-04.00
L23/30H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Cooling water drained from engine (if necessary).
Related procedure:
Manpower:
08028-0D/H5250/94.08.12

Capacity : 1 Man Replacement and wearing parts:
Data: Plate No Item No Qty/
Data for pressure and tolerance (Page 500.35) 51604 031 1/engine
Data for torque moment (Page 500.40) 51604 055 2 or 4/engine
Declaration of weight (Page 500.45) 51604 092 3/engine
94.29 - ES0S-G
516-04.00 Cooling Water, Thermostatic Valve Working Card
L23/30H
The thermostatic valve cannot be adjusted and under Replacement of elements:

normal working conditions maintenance is not required.
However, in some cases it is necessary to replace the 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
elements in the thermostatic valve. See fig. 1.
2) Disconnect upper and lower part of the housing.
1 3) Remove the assembled elements (3) and the

2 elements O-ring sealing.
3
4) Remove the gaskets between the upper and
5 lower part of the housing.
4 5) The upper and lower part of the housing are

thoroughly cleaned inside and on the gasket surfaces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the housing

by wriggling these somewhat over side.
8) Upper and lower part of the housing are

assembled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
1. Nut Note:
2. Washer
3. Element After inspection or replacement of the elements the
4. O-rings sealing cooling water temperature is checked to ensure that
5. Gasket the elements are working correctly.
Fig. 1 Thermostatic valve

08028-0D/H5250/94.08.12
94.29 - ES0S-G
Plate
Page 1 (2) Cooling Water Thermostatic Valve 51604-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51604-01H Cooling Water Thermostatic Valve Page 2 (2)
L23/30H
Item Item
018 4/T Screw Skrue
043 2/T Thermostatic Flerelement

element
067 2/T Sleeve Bsning
079 4/T Washer Skive
080 16/T Nut Mtrik
092 3/T Gasket Pakning
102 12/T Screw Skrue
114 1/E Thermostatic Termostatventil,

valve, complete komplet
08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S
Plate
Page 1 (2) High Temperature Fresh Water Pump 51610-01H
L23/30H
720/750 RPM
08028-0D/H5250/94.08.12
01.36 - ES0S
Plate
51610-01H High Temperature Fresh Water Pump Page 2 (2)
L23/30H
720/750 RPM
Item Item
010 1/P Pump housing Pumpehus
022 1/P Bearing housing Lejehus
034 1/P Shaft Aksel
046 1/P Impeller Lbehjul
058 1/P Gear wheel Tandhjul
071 1/P Self locking nut Selvlsende mtrik
083 1/P Rotating sealing Roterende pakdse
095 1/P Sealing ring Ttningsring
105 2/P Ball bearing Kugleleje
117 1/P Retaining ring Sikringsring
129 2/P Key Feder
130 1/P Locking washer Lseskive
142 1/P Self locking nut Selvlsende mtrik
154 2/P Plug screw Propskrue
178 1/P Ball valve Kugleventil
191 8/P Screw Skrue
201 1/E Fresh water pump, Ferskvandspumpe,

complete komplet
225 4/E Screw Skrue 08028-0D/H5250/94.08.12
01.36 - ES0S
Plate
Page 1 (2)
Pipes on Cylinder Head 51625-01H
L23/30H
08028-0D/H5250/94.08.12
94.25 - ES0S
Plate
51625-01H Pipes on Cylinder Head Page 2 (2)
L23/30H
Item Item
012 1/E H.T. collecting pipe, H.T. samlerr,

5 cyl. 5 cyl.

6 cyl. 6 cyl.

7 cyl. 7 cyl.

8 cyl. 8 cyl.
061 1/C Packing, oval Pakning, oval
073 2/C Screw Skrue
085 1/C Thermometer piece Termometerstykke
107 2/C Screw Skrue
119 2/C Screw Skrue
120 2/C Nut Mtrik
144 1/C Thermometer Termometer
08028-0D/H5250/94.08.12
Qty./E = Qty./Cylinder Qty./C = Qty./Cylinder
94.25 - ES0S
Plate
Page 1 (2) Preheater - Fresh Water 51635-01H
L23/30H
08028-0D/H5250/94.08.12
92.08 - EO0S-G
Plate
51635-01H Preheater - Fresh Water Page 2 (2)
L23/30H
Item Item
017 1/E Preheater Forvarmer
029 1/E Pipe for Preheater Rr for Forvarmer
08028-0D/H5250/94.08.12
92.08 - EO0S-G
Index
Page 1 (1) Special Equipment 517
L23/30H
Description
Working Card
Plates
08028-0D/H5250/94.08.12
96.03 - ES0U
Index
Page 1 (1) Driven Machinery 518
L23/30H
Description
Working Card
Plates
08028-0D/H5250/94.08.12
96.03 - ES0U
Index
Page 1 (1) Specific Plant Information 519
L23/30H
Description
Resilient Mounting of Generating Sets ............................................................................. 519.03 (01H)
Working Card
Fitting Instructions for Resilient Mounting of GenSets ............................................... 519-03.00 (01H)

Replacement of Conicals ........................................................................................... 519-03.05 (01H)
Maintenance of Conicals ............................................................................................ 519-03.10 (01H)
Plates
Flexible External Connections ............................................................................................. 51902-01H

Conical Element .................................................................................................................. 51903-01H
08028-0D/H5250/94.08.12
96.03 - ES0U
Description
Resilient Mounting of Generating Sets 519.03
L23/30H
Resilient Mounting of Generating Sets 1. The support between the bottom flange of the
conical mounting and the foundation is made
On resiliently mounted generating sets the diesel with a loose steel shim. This steel shim is ad-
engine and the alternator are placed on a common justed to an exact measurement (min. 75 mm)
rigid base frame mounted on the vessel's/engine for each conical mounting.
room's foundation by means of resilient supports,
type conical. 2. The support can also be made by means of
two steel shims, at the top a loose steel shim
All connections from the generating set to the ex- of at least 75 mm and below a steel shim of at
ternal systems should be equipped with flexible least 10 mm which are adjusted for each coni-
connections and pipes. Gangway etc. must not be cal mounting and then welded to the founda-
welded to the external part of the installation. tion.
Resilient Support
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 brackets on the base frame, see fig 1.
The setting from unload to load condition is nor-

mally 5-11 mm for the conical mounting.
The support of the individual conical mounting can

be made in one of the following three ways:
08028-0D/H5250/94.08.12
Fig 1 Resilient mounting of generating sets
Fig 2. Support of Conicals
96.03-ES0S-G
519.03 Resilient Mounting of Generating Sets Description
L23/30H
3. Finally, the support can be made by means of Adjustment of Engine and Alternator on Base
chockfast. It is necessary to use two steels Frame
shims, the top steel shim should be loose and
have a minimum thickness of 75 mm and the The resiliently mounted generating set is normally
bottom steel shim should be cast in chockfast delivered from the factory with engine and alterna-
with a thickness of at least 10 mm. tor mourned on the common base frame.
Eventhough, engine and alternator have been ad-
justed by the factory with the alternator rotor
Irrespective of the method of support, the 75 mm placed correctly in the stator, and the crankshaft
steel shim is necessary to facilitate a possible fu- bend of the engine within the prescribed toler-
ture replacement of the conical mountings, which ances, it is recommended to check the crankshaft
are always replaced in pairs. deflection before starting up the plant.
08028-0D/H5250/94.08.12
96.06-ES0S-G
Working card
Page 1 (3) Fitting Instructions for Resilient Mounting of GenSets 519-03.00
Edition 01S
L23/30H

Shut-off cooling water 52006 273 80 360 Nm.
Shut-off fuel oil
Stopped lub. oil circulation
Mounting and adjustment instruction for new Ring and open-end spanner, 22mm
GenSet and adjustment instruction for existing Ring and open-end spanner, 30mm
plants. Feeler gauge, 1-2 mm
Measurement tool
Hydraulic jack (if necessary)
Starting position:
The foundation should be welded and milled off

on shim surfaces.
Related procedure:
Check of crankshaft deflection (autolog)

Change of conical elements
Spare and wearing parts:

08028-0D/H5250/94.08.12
Man power:
Working time : hour
Capacity : 2 men
Data:

96.03-ES0S-G
519-03.00 Fitting Instructions for Resilient Mounting of GenSets Working card
L23/30H
Mounting and Adjustment Instructions for New If all internal buffers Then
Generating Sets (Method 1) move freely let conical element set-
tle for 48 hours.
Preparations for Adjustment of Conical Elements
cannot be moved freely turn the jacking bolts
If the conical elements have not been mounted by clockwise to release the
the factory, they must be mounted on the prepared internal buffer.
brackets on the base frame. In case they have
been mounted by the factory, please start with
item no 2. Adjustment of Conical elements after 48 Hours
Settling
1) Fit the conical elements to the bracket of the
suspended equipment by means of the nut in After the conical elements have been deflected
the top (7), see fig 1. under static load for 48 hours, the laden
height(H1) should be measured and compared to
2) Position the four jacking bolts in the tapped the recommended laden height, see fig 2.
holes (8), in the bottom flange, see fig 1.
3) Position the jacking bolts with a through-going

of minimum 75 mm, see fig 2.
4) Lower the generating set until it rests comple-

taly on the foundation .
5) Check that all jacking bolts have full contact

with the foundation.
6) Remove the nut (1) from the conical element,

see fig 1.
7) Turn all the internal buffers (2) in order to

check that they move freely, see fig 1.
08028-0D/H5250/94.08.12
Fig.2
Fig. 1 Conical element
96.06-ES0S-G
Working card
Edition 01S
L23/30H
8) Check the laden height by measuring the 12) Lift the generating sets by means of a crane or
height of the individual conical element with a hydraulic jack.
gauge block micrometer at two positions.
13) Remove all jacking bolts.
The difference between the individual conical ele-
ments should be as little as possible and not ex- 14) Position each complete steel shim.
ceed 2 mm in order to secure the overall level
and load distribution. 15) Lower the generating set until it rests com-
pletely in is itself.
Example:
H1+ H2+ H3 ---- HN 16) Number each steel shim together with each
Average = No of conicals element conical element.
If Then
Adjustment of Internal buffer
the difference exceeds level the conical ele-
2 mm. ment by adjusting the 17) Turn the internal buffer clockwise until it
jacking bolts commenc- makes contact with the steel shim.
ing with the conical
element with the largest 18) Turn the internal buffer anti-clockwise until it
deviation. makes contact with the base casting.
the difference does not the height of the steel This must be done in four full turns.
exceed 2 mm shim can be measured.
19) Turn the internal buffer 1 turn clockwise and
Note: The internal buffer must be abel to move check with a feeler gauge between the bottom
freely during the entire adjustment procedure. flange on the conical element and the steel
shim that the internal buffer (2), see fig 1,
Measuring of Steel Shim does not touch the steel shim.
9) Measure the steel shim on several points to 20) Mount the nut (1). Then block the internal
obtain the highest possible accuracy during buffer (2) with a spanner and at the same time
preparation. tighten the nut (1) according to page 500.40.
Fabricating Steel Shim

Mounting of Conical Elements to Foundation
10) Make sure that the minimum height of the
steel shim is 75mm in order to secure a future 21) Drill four mounting holes in the foundation for
replacement of the conical mounting. each conical element.
Drill the mounting holes in the steel shim accord- 22) Fix the conical element and the steel shim to
08028-0D/H5250/94.08.12
ing to the conical base casting dimensions. the foundation with four bolts.
Mounting of Complete Steel Shim Note: After completion of the above the buffer
clearance must be checked, see items 17,18,19
11) Turn the internal buffer anti-clockwise until it and 20.
contacts the base casting to secure the load
height of each conical element.
96.03-ES0S-G
Working card
Edition 02S
L23/30H

Shut-off fuel oil
Description:
Mounting and adjustment instruction for new

GenSet and adjustment instruction for existing
plants.
Hand tools:
Starting position:
Ring and open-end spanner, 22mm
The foundation should be welded and milled off Ring and open-end spanner, 30mm
on shim surfaces. Measurement tool
Related procedure:


08028-0D/H5250/94.08.12
Man power:
Working time : hour
Capacity : 2 men
Data:

98.08-ES0
519-03.00 Fitting Instructions for Resilient Mounting of GenSets Working card
L23/30H
Mounting and Adjustment Instructions for New 6) Check that all jacking bolts have full contact
Generating Sets (Method 2) with the foundation.
Preparations for Adjustment of Conical 7) Remove the nut (1) form the conical element,
Elements see fig 1.
If the conical elements have not been mounted by 8) Turn the internal buffer (2) to check that it can
the factory, they must be mounted on the prepared be moved freely, see fig 1.
been mounted by the factory, please start with
item No 2. If all internal buffers Then
1) Fit the conical elements to the bracket of the move freely let conical element set-
suspended equipment by means of the nut in tle for 48 hours.
the top (7), see fig 1.
cannot be moved freely turn the three jacking
A75 mm supporting steel shim, complete with bolts in the supporting
tapped holes for three jacking bolts and mounting steel shim clockwise, or
holes drilled according to conical base casting di- anticlockwise to release
mensions, is required. the internal buffer.
2) Position the supporting steel shim as per fig 2

and locate the conical element by means of
dowel pins.
3) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per see
fig 2.

of minimum 10 mm, see fig 2.
5) Lower the generating set until it rests com-

pletely on the foundation.
08028-0D/H5250/94.08.12
Fig. 1 Conical element Fig.2
98.08-ES0
Working card
Edition 02S
L23/30H
Adjustment of Conical elements after 48 Hours Mounting of Complete Steel Shim

Settling
12) Lift the generating set 1mm totally by means
After the conical elements have been deflected of three jacking bolts.
under static load for 48 hours the lader
height(H1),see fig 2, should be measured and 13) Position each complete steel shim.
compared to the recommended laden height.
14) Re-lower the generating set by means of the
9) Check the laden height by measuring the three jacking bolts until it rests completely in
height of the individual conical element with a itself.
The difference between the individual conical ele- Adjustment of Internal buffer
ments should be as little as possible and not ex-
ceed 2 mm in order to secure the overall level 15) Turn the internal buffer clockwise until it
and load distribution. makes contact with the supporting steel
shim.
Example:
H1+ H2+ H3 ---- HN 16) Turn the internal buffer anti-clockwise until it
Average = No of conicals element makes contact with the base casting.
If Then This must be done in four full turns.
the difference exceeds level the conical ele- 17) Turn the internal buffer 1 turn clockwise
2 mm. ment by adjusting the and check with a feeler gauge between the
jacking bolts commenc- bottom flange on the conical element and the
ing with the conical supporting steel shim that the internal buffer
element with the largest (2), see fig 1, does not touch the supporting
deviation. steel shim.
the difference does not the height of the steel 18) Mount the nut (1). Then block the internal
exceed 2 mm shim can be measured. buffer (2) with a spanner and at the same
time tighten the nut (1) according to page
500.40.
Measuring of Steel Shim

Mounting of Conical Elements to Foundation
10) Measure the steel shim on several points to
obtain the highest possible accuracy during 19) Remove the dowel pins.
preparation.
20) Drill four mounting holes in the foundation for
08028-0D/H5250/94.08.12
Fabricating Steel Shim each conical element.
11) Make sure that the minimum height of the 21) Fix the conical element and the supporting
steel shim is 10mm in order to secure a future steel /shim to the foundation with four bolts.
replacement of the conical mounting.
22) Weld the lowest steel shim to the foundation.
Drill the mounting holes in the steel shim accord-
ing to the conical base casting dimensions. Note: After completion of the above, the buffer
clearance must be checked, see items 15,16,17
and 18.
98.08-ES0
Working Card
Edition 03S
L23/30H

Shut-off fuel oil
Description:
Mounting and adjustment instruction for new

GenSet and adjustment instruction for existing
plants.
Hand tools:
Starting position:
The foundation should be welded and milled off Ring and open-end spanner, 30mm
on shim surfaces. Feeler gauge, 1-2 mm
Measurement tool
Related procedure:


08028-0D/H5250/94.08.12
Man power:
Working time : hour
Capacity : 2 men
Data:

96.03-EO1S-G
519-03.00 Fitting Instructions for Resilient Mounting of GenSets Working Card
L23/30H
Mounting and Adjustment Instructions for New 6) Check that all jacking bolts have full contact
Generating Sets (Method 3) with the foundation.
Preparations for Adjustment of Conical 7) Remove the nut (1) form the conical element,
Elements see fig 1.
If the conical elements have not been mounted by 8) Turn the internal buffer (2) to check that it can
the factory, they must be mounted on the prepared be moved freely.
been mounted by the factory please start with item If all internal buffers Then
No 2.
move freely let conical element set-
1) Fit the conical elements to the bracket of the tle for 48 hours.
suspended equipment by means of the nut in
the top , see fig 1. cannot be moved freely turn the three jacking
bolts in the supporting
A75 mm supporting steel shim, complete with steel shim clockwise,
tapped holes for three jacking bolts, four mounting and slack back the four
holes and four tapped holes, drilled according to hold-down bolts to re-
conical base casting dimensions, is required, see lease the internal
fig 2. buffer.
2) Position the supporting steel shim as per fig 2

and locate the conical element by means of
four holddown bolts.
3) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per see
fig 2.

of minimum 10 mm plus permitted thickness,
as specified form chockfast supplier, see fig 2.
5) Lower the generating set until it rests com-

pletely on the foundation. 08028-0D/H5250/94.08.12
Fig. 1 Conical element Fig.2
96.03-EO1S-G
Working Card
Edition 03S
L23/30H
Adjustment of Conical elements after 48 Hours Fabricating Steel Shim

Settling
Make sure that the minimum height of the steel
After the conical elements have been deflected shim is 10mm in order to secure a future replace-
under static load, for 48 hours, the laden ment of the conical mounting.
height(H1),see fig 2, should be measured and
compared to the recommended laden height. 11) Drill the mounting holes in the steel shim ac-
cording to the mounting holes in the support-
9) Check the laden height by measuring the ing steel shim.
height of the individual conical element with a
Adjustment of Internal buffer
The difference between the individual conical ele-
ments should be as little as possible and not ex- 12) Turn the internal buffer clockwise until it
ceed 2 mm in order to secure the overall level makes contact with the supporting steel shim.
and load distribution.
13) Turn the internal buffer anti-clockwise until it
Example: makes contact with the base casting.
H1+ H2+ H3 ---- HN
Average = No of conicals element This must be done in four full turns.
If Then
14) Turn the internal buffer 1 turn clockwise and
the difference ex- level the conical check with a feeler gauge between the bottom
ceeds 2 mm. element by adjust- flange on the conical element and the support-
ing the jacking ing steel shim that the internal buffer (2), see
bolts commencing fig 1, does not touch the supporting steel
with the conical shim.
element with the
largest deviation. 15) Mount the nut (1). Then block the internal
buffer (2) with a spanner and at the same time
the difference do the height of the tighten the nut (1) according to page 500.40.
not exceed 2 mm steel shim and the
chockfast can be
measured. Mounting of Conical Elements to Foundation
16) Drill mounting holes in the foundation accord-

ing to the supporting steel shim/steel shim and
Measuring of Steel Shim and chockfast chockfast.
10) The steel shim should be at least 10 mm high. Make sure that the mounting bolts are isolated
from the chockfast.
Check the minimum permitted thickness of chock-
08028-0D/H5250/94.08.12
fast for the load and surface of this application with Note: After completion of the above, the buffer
chockfast supplier. clearance must be checked, see items 12,13,14
and 15.
96.03-EO1S-G
Working Card
Replacement of Conicals 519-03.05
L23/30H

Shut-off fuel oil
Description:
Replacement of conicals.
Safety precautions. Ring and open-end spanner, 22mm

Hydraulic jack
Related procedure:
Fitting instructions for resilient mounting.

08028-0D/H5250/94.08.12
Man power: Plate no Item no Qty/
Working time : xxx hour

Capacity : 2 men
Data:
Data for pressure and tolerance (Page 500.35

Data for torque moment (Page 500.40
Declaration of weight (Page 500.45
96.03-EO0S-G
519-03.05 Replacement of Conicals Working Card
L23/30H
Replacement of Conicals 3. Lift the GenSet until the steel shim can be
removed. This will give enough space for
1. Loosen all conicals in one side. removing damaged conical.
2. Mount a jack under the base frame, see fig 1. 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, 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 pairs
96.03-EO0S-G
Working Card
Replacement of Conicals 519-03.10
L23/30H

Shut-off fuel oil
Description:
Control and adjustment of conicals.
Hand tools:
Starting position:
Ring and open-end spanner.
Feeler gauge, 1-2 mm.
Related procedure:
Check of crankshaft deflection (autolog).

08028-0D/H5250/94.08.12
Man power:
Working time : 2 hour
Capacity : 1 man
Data:

96.27-EO0S-G
519-03.10 Replacement of Conicals Working Card
L23/30H
Visual Check Result of Clearance Check

If Then
What to Check
everything is OK check is completed
1. Check for oil deposits on the rubber element.
everything is not OK adjust conicals which
2. Check for loose mounting bolts. do not comply with the
clearance demands
3. Check for damage in the rubber element. acc. To item 2.3. Re-
check all concals acc.
Result of visual Check To item 2.1.
If Then everything is still not replace conical acc. to

OK Working Card 519-
everything is OK continue to next conical 03.05
oil deposits on rubber clean rubber element

element are observed Adjustment of conicals
loose mounting bolts fasten mounting bolts 5. Remove protective cap by loosen the nut (1).
damage to conicals is replace conical accord- 6. Turn internal buffer (2) clockwise until it makes
observed ing to Working Card contact with the steel Shim (4).
519-03.05
7. Turn internal buffer (2) anti-clockwise until it
makes contact with the conical base casting
(3). This must be done in four full rotations.
Clearance Check
8. Turn internal buffer (2) two full rotations clock-
What to Check wise. This will ensure full vertical movement
for the buffer.
4. Check clearance on all conicals between steel
shim and internal buffer through the slot in the 9. Check all conicals again.
base casting of the conical (see fig 1) with a
feeler gauge of approx. 2mm. 10. Tighten the nut (1), see page 500.40 and at
the same time block the internal buffer (2) with
a spanner.
08028-0D/H5250/94.08.12
Fig 1 Conical
96.27-EO0S-G
Index
Page 1 (1) Tools 520
L23/30H
Description
Introduction to Spare Part Plates for Tools ............................................................... 520.01 (01H)
Working Card
Application of Hydraulic Tools .............................................................................. 520-01.05 (01H)

Maintenance of Hydraulic Tools ........................................................................... 520-01.10 (01H)
Tightening with Torque Spanner .......................................................................... 520-01.15 (01H)
Tool Combinations for Tightening of Connecting Rod Screws ............................ 520-01.20 (01H)
Max Pressure Indicator ........................................................................................ 520-01.25 (01H)
Plates
Tools for Cylinder Head ............................................................................................... 52005-01H

Tools for Piston, Connecting Rod and Cylinder Liner .................................................. 52006-01H
Tools for Operating Gear for Inlet Valves, Exhaust Valves and Fuel injection Pumps 52008-01H
Tools for Control and Safety Systems, Automatics and instruments ........................... 52009-01H
Tools for Crankshaft and Main Bearing ....................................................................... 52010-01H
Tools for Fuel Oil System and injection Equipment ..................................................... 52014-01H
Toots for Lubricating Oil System .................................................................................. 52015-01H
Hydraulic Tools ............................................................................................................ 52021-01H
Toots for Low Overhaul Height, Piston, Cylinder Liner and Connecting Rod .............. 52050-01H
08028-0D/H5250/94.08.12
96.03-ES0U
Description
Introduction to Spare Part Plates for Tools 520.01
L23/30H
The contents of these spare part plates with tools are However, some tools such as torque spanners,
a summary of STANDARD TOOLS for normal hydraulic tools etc. may also have other applications.
maintenance and EXTRA TOOLS for reconditioning, Information about the exact use of the tools appears
which can be supplied by MAN B&W Diesel A/S, from the relevant sections in the instruction book.
Holeby. Thus, the list comprises the total extent of
tools available for this engine type. Note: The table on the spare part plates is marked
with an S or an E. An S means that the tools are
For each specific plant the amount of tools delivered supplied when ordering Standard tools and an E
depends of the contractual specifications. means that the tools are supplied when ordering Extra
tools, i.e. Tools for Reconditioning (extra tools are not
The tools listed are assembled in sections corres- standard delivery)
ponding to the chapters of the instruction book.
96.03 - ES0U-G
Page 1 (6) Application of Hydraulic Tools Edition 01H
L23/30H

Shut-off fuel oil
Description:
Application of hydraulic tools loosening of nut,

tightening of nut and subsequent checking of bolt Hand tools:
tightening.
Copaslip or similar.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : man
Data:

96.03 - ES0S-G
Edition 01H Application of Hydraulic Tools Page 2 (6)
L23/30H
Nuts on studs or bolts provided with draw thread for The jacks must never be overloaded or exposed to
hydraulic tools must be loosened and tightened up blows or impacts. They are marked with a "max. lift",
only by means of the hydraulic tools supplied. which must not be exceeded.
The hydraulic jacks are so designed that the pressure

is relieved at the bottom of the pressure chamber in
the event that the "max. lift" limit is exceeded, and the
A oil will be pressed out into the space between the stud
and the spacer ring.
B C
D
When the pressure is relieved in this way, the
E S lowermost sealing ring will be damaged in most
F cases. Therefore, inspect and, if necessary, replace
this sealing ring.
G
H
U The oil used must be pure hydraulic oil or turbine oil
(with a viscosity of about SAE 20). Oils such as, for
instance, lubricating oil (system oil) or cylinder lubri-
cating oil must NOT be used, as these oils are
I
normally alkaline and can thus damage the back-up
J rings.
The following instructions must be closely followed to

A. Snap-on coupling B Tool attachment prevent accidents or damage, and after use the jacks
thread should be cleaned and kept in the wooden boxes
C Bleed screw D Piston supplied.
E Cylinder F Sealing ring
G Spacer ring H Tommy bar
I Nut J Stud or bolt Note: When using hydraulic tools, eye protectors and
S Clearance U Milled recess for gloves must be used.
feeler gauge
Loosening of Nuts
Fig 1. 1) Carefully clean the tool attachment thread, the
nut and the surrounding parts.
The hydraulic tools consist of a jack with internal Grease the tools attachment thread with copaslip or
thread to suit the tool attachment thread on the stud similar.
or bolt, and a spacer ring which is to be placed under
the jack and around the nut which is to be loosened or Place the spacer ring around the nut, so that the
tightened. tommy bar can be applied through the slot when the
08028-0D/H5250/94.08.12
nut is to be loosened, see fig 2.

The jack is connected to a high-pressure pump, which
is set to deliver hydraulic oil at the pressure indicated 2) Screw the jack on the tool attachment thread
on the jack and on the data sheet in the relevant and adjust the clearance between the piston and the
section of this instruction book. cylinder to provide for contraction of the bolt/stud. The
clearance is to have relation to the "max. lift" of the
The stud or bolt in question is thereby lengthened jack in accordance with the table shown, see fig 3.
relatively to the oil pressure applied and the piston
area, and the nut can be loosened or tightened, as Make sure that the cylinder bears firmly against the
required, by means of a tommy bar.
96.03 - ES0S-G
Working Card
Application of Hydraulic Tools 520-01.05
L23/30H
Copaslip or
similar
Max. lift 3-6 mm 7-10 mm 11-20 mm 21-35 mm
2 mm 3 mm 6 mm 10 mm
Fig 2.
spacer ring and that these parts are guided correctly

together.
Connect the snap-on coupling of high-pressure pump

to the jack, loosen the bleed screw, and fill up the
system until oil, without bubbles, flows out of the
bleed screw, which is then tightened again, see fig 4.
3) Increase the oil pressure to the prescribed Fig 3.

value. If the nut does not come loose, the pressure
may be raised by approx. 50 bar, however never more
than 10% in excess of the stated tightening pressure.
4) Unscrew the nut with the tommy bar, making

sure that the nut is not screwed up against the jack,
see fig 5.
5) Relieve the system of pressure, disconnect the

08028-0D/H5250/94.08.12
high-pressure pump, and remove the hydraulic tools,

see fig 6.
Tightening of Nut
1) Thoroughly clean the nut, the main thread, the

tool attachment thread, the penn securing, if fitted,
the contact faces and surrounding parts.
Make sure that the nut fits easily on the thread, and Fig 4.
lubricate the main and tool attachment threads and
96.03 - ES0S-G
520-01.05 Application of Hydraulic Tools Working Card
L23/30H
Screw the hydraulic jack on to the tool attachment

thread. Make sure that the cylinder of the jack bears
firmly against the spacer ring and that the parts are
guided correctly together.
Connect the snap-on coupling of the high-pressure

pump to the jack, loosen the bleed screw, and fill up
Fig 5.
Copaslip or
similar
Fig 7.
the system until oil, without bubbles, flows out of the

Fig 6. bleed screw, which is then tightened again, see fig 8.
3) Increase the oil pressure to the prescribed

the thread in the nut with copaslip or similar. value, and tighten the nut by means of the tommy bar
applied through the slot of the spacer ring, see fig 9.
08028-0D/H5250/94.08.12
Fit the nut on the thread and tighten it with the tommy
bar. 4) While maintaining the pressure, check with a
feeler gauge introduced through the recess at the
Check with a feeler gauge that the contact face of the bottom of the spacer ring that the nut bears against
nut bears on the entire circumference. the contact face, see fig 10.
Place the spacer ring around the nut in such a po- 5) Relieve the system of pressure, disconnect the
sition that the tommy bar can be applied through the pump, and remove the hydraulic jack.
slot for the purpose of tightening the nut, see fig 7.
6) When new studs, bolts or nuts are tightened for
2) Press the piston and the cylinder of the jack the first time, the jack is not to be removed, but loosen
firmly together.
96.03 - ES0S-G
Page 5 (6) Application of Hydraulic Tools Edition 01H
L23/30H
Fig 10.
1) Mark off the position of the nut in relation to its

contact face, see fig 11.
Fig 8. 2) Fit the hydraulic tools as described under
loosening, items 1-2.
3) Increase the oil pressure slowly towards the

prescribed value while trying continuously with tommy
bar to loosen the nut. Note down the oil pressure
indicated by the pressure gauge when the nut comes
loose, see fig 12.
4) Pump until reaching the correct tightening pres-

sure, and retighten the nut, if required.
5) Relieve the system of pressure, disconnect the

high-pressure pump, and remove the hydraulic tools.
08028-0D/H5250/94.08.12
Fig 9.
the nut as described under "loosening", items 3-4-5,

and then tighten the nut again according to the
procedure under "tightening", items 3-4-5.
Fig 11.
Subsequent Checking of Bolt Tightening
96.03 - ES0S-G
520-01.05 Application of Hydraulic Tools Working Card
L23/30H
6) Note down the angular displacement, if any, of

the nut, or measure and note down the distance "x"
between the mark on the contact face and that on the
nut, see fig 13.
Dismounting of Nuts with Defective Sealing Rings
In the event that the sealing rings become defective
Fig 13.
Note: This method must not be used for tightening of

nuts, as the pressure cannot be checked, see fig 14.
Heavy
grease
Fig12.
and space rings are not available, a nut can be

loosened with the jack according to the following
procedure:
1) Screw the snap-on coupling part off the jack and

fit in its place a grease nipple suiting the hose of a
08028-0D/H5250/94.08.12
high-pressure grease pump.
Fill up the jack with high-pressure grease instead of

lubricating oil.
By putting the system under pressure by means of the Fig14.

nut with the tommy bar, it will now be possible to
loosen the nut.
96.03 - ES0S-G
Working Card
Maintenance of Hydraulic Tools 520-01.10
L23/30H

Shut-off fuel oil
Description:
Maintenance of hydraulic tools and pressure testing

of hoses. Hand tools:
Allen key, 6 mm.

Clean lub. oil.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Man power:
52021 430 Hydraulic tool.
Working time : 1/2 hour 52021 442 Hydraulic tool.
Capacity : 1 man 52021 299 Hydraulic tool.
52021 309 Hydraulic tool.
Data:

96.03 - ES0S-G
Edition 01H Maintenance of Hydraulic Tools Page 2 (2)
L23/30H
1) The hydraulic jacks require no maintenance
except replacement of defective sealing rings, each
of which consists of an o-ring and a back-up ring fitted
in ring grooves in the piston and cylinder.
The piston and cylinder are easily separated by taking

out the bleed screw and pressing the parts apart by
means of working air.
Work.
air
Compression tool
Fig 2.
Fit the sealing rings and lubricate with clean lub. oil.
Fig 1. The piston and cylinder are pressed together by
means of the tool supplied. See that the rings do not
get stuck between the piston and cylinder.
Make sure that there are no marks or scratches on the
sliding surfaces of the parts. The presence of metal
particles will damage the sealing rings. Pressure Testing of Hoses
2) The sealing rings are to be fitted with the o-rings To avoid working accidents caused by emission of
nearest to the pressure chamber and with the back-up pressure oil from the hydraulic hoses, the hoses
rings away from the pressure chamber. should be pressure tested at 1200 bar once a year.
Note: During the pressure testing the hoses must be

covered carefully.
08028-0D/H5250/94.08.12
96.03 - ES0S-G
Page 1 (2) Tightening with Torque Spanner Edition 01H
L23/30H

Shut-off fuel oil
Description:
Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : man
Data:

96.03 - ES0S-G
Edition 01H
Tightening with Torque Spanner Page 2 (2)
L23/30H
1) Before the nuts are screwed on, the threads and 7) For setting the spanner at the torque required,
the contact faces should be greased with copaslip or there is a ball on a small arm at the end of the handle.
similar, the tightening torques being based on a
coefficient of fiction in the threads. 8) When pulling the ball with the arm outwards, a
small crank handle is formed.
2) The nuts should fit easily on the thread, and it
should be checked that they bear on the entire contact A spring-loaded slide in the handle provided with a
face. mark which, when turning the crank handle, can be set
at the required torque on the scale.
3) In the case of new nuts and studs, tighten and
loosen the nuts 2 or 3 times so that the thread may The torque spanner functions are as follows:
assume its difinite shape, thus obviating the risk of
loose nuts. 9) The above-mentioned spring activates a pawl
system in the handle, and when using the spanner,
4) Nuts secured with a split pin are tightened to the this pawl system will be released when the pre-set
stated torque and then to the next split-pin hole. torque has been reached, at which moment a small
jerk is felt in the spanner and a small click is heard.
5) The following instructions apply to the use and
maintenance of the torque spanner. 10) The torque spanner must not be used for torque
higher than those stamped on it, and it must not be
damaged by hammering on it or the like.
Torque Spanner
6) The handle of the torque spanner is provided

with a scale indicating the torque at which the spanner
can be set.
Scale for torque Key for adjusting

moment of torque moment
Fig 1. Torque spanner.

08028-0D/H5250/94.08.12
96.03 - ES0S-G
Working Card Tool Combinations for Tightening 520-01.20
Page 1 (2) of Connecting Rod Screws Edition 01H
L23/30H

Shut-off cooling oil 52006 381 24 mm.
Tool combinations for tightening and checking

connecting rod screws.
Starting position:
Related procedure:
Dismounting of piston and connecting

rod 506-01.00
Tightening and check of connecting
rod screws 506-01.25
On-situ inspection of connecting
rod big-end bearing 506-01.30
Working time : hours Plate no. Item no. Qty. /

Capacity : man
Data:

96.03 - ES0S
520-01.20 Tool Combinations for Tightening Working Card
Edition 01H of Connecting Rod Screws Page 2 (2)
L23/30H
The tightening procedure for connecting rod screws specially designed for socket use with mechanical or
can be executed with the tools originally delivered pneumatic impact tools.
with the GenSets.
Compared to sockets for manually operated spanner,
The enclosed pages illustrate tool combinations the power top has increased dimensions, see fig. 2.
applicable to tightening of connecting rod screws.
The connecting rod screws are situated very closely,
It is also acceptable to execute the turning of the leaving only minor space between collars and hexa-
screws through a 60 angle, by means of a pneumatic gonals of the screw heads.
impact spanner, with power and dimensions, if
available. Dependent of the manufactures, it can be necessary
to adapt the power top to the limited space conditions
Tool combinations for tightening of screws, see fig. 1. around the screws.
In such case only the absolutely necessary machin-

The 24 mm socket to be used must be a socalled ing should be executed.
1. Torque spanner, 80-360 Nm.

2. Ratchet, (only for tightening).
3. Socket, 24 mm.
Connecting rod screws
Connecting rod
3 2 1
Special socket
(power top)
Fig. 1. Tool combinations for tightening of screws.
Fig. 2. Special socket.
96.03 - ES0S

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Ed. 02H, 94.

Instruction book for :

MAN B &W Diesel Identification No. for Instruction Book.

Identification No for Description: 000. 00

Identification No for Working 000 - 00. 00

Identification No for Plates: 00000- 00 H

Section No and function

For ordering of spare parts, See page 500.50

641-315 641-315 641-050 641-315

Tell:82-55-280-0114 Tell:82-55-280-0540 Tell:82-55-280-0600 Tell:82-55-280-550~558

www.stx.co.kr www.stx.co.kr www.stx.co.kr www.stx.co.kr

Main Data for GenSets ............................................................................................................... 500.00

Main Data for Engine Type ...................................................... L23/30H

Main Data for Alternator Make ..................................................... x

Main Data for Turbocharger Make ..................................................... stx-MAN.B&W

Serial No for engine No ......................... ...................................

Main Data for Governor Make ..................................................... Woodward

The book is a basic instruction manual for the

The first five sections (500-504) of the book serve as

The engine is divided into a number of main compo-

Each of these sections starts with technical de-

In particular, welding or work which causes spread-

Fire The opening of cocks may cause discharge of hot

Feeling over Turning with Air

Feel-over Sequence Check and Maintain

Engine Type Identification

MCR : Maximum continuous rating

ECR : Economy continuous rating

Front End Flywheel End

Exhaust Side / Right Side

Control Side / Camshaft Side / Left Side

Normal direction "clockwise" of diesel engine seen from flywheel end

Temperature Alarm High

Specification of letter code for measuring devices

1st letter Following letters

V Viscosity S Switching, Stop

Standard Text for Instruments

01 inlet to air cooler 05 outlet from alternator

10 inlet to engine 14B FW outlet air cooler

Lubricating Oil System

20 inlet to cooler 25 prelubricating

Charging Air System

30 inlet to cooler 35 surplus air inlet

Fuel Oil System

40 inlet to engine 45 fuel-rack position

Cooling Oil System

50 inlet to fuel valves 55

Exhaust Gas System

Compressed Air System

70 inlet to engine 75 microswitch for turning gear

80 85 microswitch for overload

91 natural gas - inlet to engine 95 voltage

General 4. Related procedures - indicates other works,

Experience with the specific plant/crew is to be used

1. Safety regulations, which MUST be carried out

3. Reference to work, which must be carried out,

Fig 1. Guidance instruction for working cards.

Time Between Overhaul

Readings of data for engine and alternator with refe-

Inlet and exhaust valve - overhaul and regrinding of

Cylinder head cooling water space - inspection ............... n 505-01.45

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston ......................................................... n 506-01.10