Im-1-B Instruction Manual (Vol Ii) For Main Engine PDF

IMO SHIP IDENTIFICATION NO.
9665592
SEC.NO. SHIP DESIGN OFFICE SHIP TYPE
C386 SHIP OUTFITTING DESIGN DEP'T 1 13,800 TEU CLASS CONTAINER CARRIER
TEL. NO. SHIP NO. SHIP NAME

2614
2-3778 THALASSA HELLAS
APPROVED Sanghoon Nam NAME OF DRAWING
CHECKED Gyuhwan Kang

INSTRUCTION MANUAL (VOL. II) FOR MAIN ENGINE
DRAWN
SCALE DRAWING NO.
DATE 2013. 09. 01
I SU-2811-001
~HYUNDAI
HEAVY INDUSTRIES CO.,LTD. CONSOLIDATED NO.
IM-1-8
)
This book must in no case be wholly or partially copied and published

or passed to unauthorized persons without the permission of HYUN-
DAI HEAVY INDUSTRIES CO., LTD. ENGINE & MACHINERY DIVISION.
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Fuel System
Hydraulics
Electronics
Cooling Water System
Gas and Air System
Performance
Operation
Control System
Tools
Spare Parts
HYUNDAI
MANB&W
Preface Chapter Hydraulics .................................................................... 4540-0100-0002

Description Hydraulic System ME Engine....................................... 4545-0150-E002
Drawing Gear Driven HPS, Common LPS, ME Version 5, Rexroth Pumps. 4555-0146-0001
Gear Driven HPS, Common LPS, ME Version 5, Eaton Pumps. 4555-0147-0001
Detection of Malfunction and leaks in Hydr.system .... . 4555-0150-E001
Throttle Valve on Fuel Oil Pressure Booster............. .. 4555-0155-E002
Drain holes in HCU Block.......................................... .. 4555-0160-E001
Level switch on ME Cylinder Lubricator .................... . 4555-0165-E001
Hydraulic Control Oil System(Separate LPS) ............. . 4555-0170-0001
Work Card Exhaust Valve Actuator, Data................................... . 4565-0100-E003
Exhaust Valve Actuator, Dismantling ....................... .. 4565-0101-E004
Hydraulic Oil Pumps, Data ...................................... .. 4565-0200-E001
HYdraulic Oil pumps, Dismantling ............................. 4565-0201-E001
HYdraulic System, Data.......................................... .. 4565-0300-E002
HYdraulic System, Checking .................................... . 4565-0301-E002
HYdraulic Cylinder Unit.......................................... .. 4565-0500-0001.0
HYdraulic Cylinder Unit, Checking ......................... .. 4565-0501-E002
Accumulators, Data ................................................. 4565-0550-E002
Accumulators, Checking .......................................... 4565-0551-E003
Control Valves, Data............................................... 4565-0600-E002
Control Valves, Checking ........................................ 4565-0601-E004
Hydraulic Power Supply Gearbox, Data .................. . 4565-1200-0001
Hydraulic Power Supply Gearbox, Checking .......... . 4565-1201-E001
Tool Plate Equipment for Testing Accumulators .................... .. 4570-0540-0001.0E
Accumulator Tools ................................................. 4570-0550-0002.0E
Plate Exhaust Valve Actuator......................................... 4572-0100-0008
Hydraulic Cylinder Unit.. ........................................ 4572-0500-E013
Hydraulic Accumulator Block................................. 4572-0700-0008
Hydraulic Low-Pressure Supply System .............. .. 4572-0800-0010
Hydraulic High-Pressure Supply System .............. . 4572-0900-E005
Hydraulic Power Supply Gearbox....................... .. 4572-1210-E001
Hydraulic Power Supply, Hydraulic oil pump ..... .. 4572-1211-E001
Hydraulic Power Supply Gearbox, Pipes ............. . 4572-1250-E007
Hydraulic Power Supply Gearbox, Pipes ............ .. 4572-1251-E007
Hydraulic Power Supply Gearbox, Pipes............ .. 4572-1253-E007
1 (1)
HYUNDAI
MANB&W 4540-0100-0002
Hydraulic Cylinder Unit
HCU The Hydraulic Cylinder Unit (one per cylinder) consists of a distributor
block, the electronically controlled fuel injection system and electronically
controlled exhaust valve actuation.
FIVA The design of the hydraulically-activated valve is similar to that on the MC en-
gines, i.e. the exhaust valve is opened hydraulically and is closed by an 'air
spring'. The Fuel Injection and Exhaust Valve Actuation fitted to each
HCU consists of the FIVA 'on/off valve' and the two-stage hydraulic exhaust
valve activator. The electronic FIVA 'on/off valve' (controlled by the ECS) opens
the oil flow to the two-stage hydraulic actuator.
Exhaust Valve The exhaust valve is closed by connecting the hydraulic piston to a drain via the
Actuator FIVA valve and letting the air spring of the exhaust valve drive it to closed posi-
tion. This movement also drives the pushrod oil back into the exhaust actuator
preparing it for the next actuation.
Fuel Oil Pressure Each engine cylinder is equipped with its own fuel oil pressure booster, which is
Booster mounted corresponding to the cylinder concerned on the HCU.
The booster housing is attached to the housing by studs and nuts.
Distributor Block The distributor block serves as a mechanical support for the hydraulically-acti-
vated Fuel Oil Pressure Booster and exhaust valve actuator, each with an elec-
tronically controlled control valve, the FIVA valve.
The function of the distributor block is, as its name indicates, to distribute
the hydraulic oil to the FIVA control valve mounted on the distributor block.
Accumulators Fitted on the distributor block are hydraulic accumulators precharged

with nitrogen. Their function is to ensure that the necessary hydraulic oil
peak flow is available for the injection of fuel oil and actuation of the exhaust
valve.
Manual valves Close to the FIVA valve are two manually operated valves. One valve connects
the high-pressure inlet side while the other connects the accumulators to the
bedplate (drain).
These manually operated valves are used to isolate individual HCUs during
their overhaul. A manually activated valve connects the oil pushrod to its supply.
This valve must be closed during overhaul of the exhaust valve.
Oil Filter The main filter in the hydraulic power system is of the multi-cartridge, self-clean-
ing type, with automatic backflushing of the cartridges.
The backflushing of each cartridge is carried out with compressed air on a time
basis, but is also activated if the pressure drop across the filter exceeds a cer-
tain level.
A redundant filter is mounted in parallel with the main filter and is used during
overhaul of the main filter. Switching to the redundant filter and back again is
done manually without interrupting the oil flow to the pumps.
1 (1)
HYUNDAI
MANB&W 4545-0150-E002
)
Hydraulic System for ME Engines (300bar)

1. General
This chapter describes the system layout, components and operating principle
of the hydraulic systems shown in Drawing 4555-014614555-0147.
All position numbers are described and their intended use explained.
Also shown is a Drawing 4555-0150 used when detection of malfunctions and

leaks in the hydraulic system can be useful (this document is general, and
position numbers named in this document must not be used on your system).
2. ME Engine Concept and Mechanical Hydraulic System Layout
The ME engine concept primarily concerns the use of a mechanical hydraulic

system for actuation of the fuel injection pumps and the exhaust valves, which
are electronically controlled by a computer based control system.
The starting air system is also controlled electronically by the ME control system.
Introduction of the hydraulic injection and exhaust actuation requires a hydraulic

power supply, designed with all the necessary functionality needed. The
hydraulic system used on the ME engine is outlined in the related diagrams on
Drawing 4555-014614555-0147.
With reference to these diagrams, the layout is explained in the following.
Main system lubricating oil is used as the hydraulic medium. The oil is filtered
by the Filter unit to the appropriate purity for use in an oil hydraulic system.
The oil is then pressurised either by the Engine Driven Pumps, when the
engine is rotating, or by the Electrically Driven Pumps, when the engine is at
standstill. In the Safety and Accumulator Block, pressurised oil is accumulated
to ensure a stable oil supply to the Hydraulic Cylinder Units (HCU).
A HCU is fitted to each cylinder. The HCU comprises a distribution block, carrying
the hydraulically activated Fuel Oil Pressure Booster and the exhaust valve
actuator. The control valve the, FIVA valve, and the necessary accumulators
are mounted on the distributor block. The block connects the high-pressure oil
supply to both the fuel oil injection system and the exhaust valve actuator system.
The fuel oil injection system consists of the hydraulically activated Fuel Oil Pressure
Booster with associated control valve, the high-pressure pipes and the fuel valves.
The exhaust valve actuator system consists of an exhaust valve actuator with
associated control valve, the oil push rod (high-pressure pipe), and finally the
exhaust valve.
The fuel valves and the hydraulically activated exhaust valve itself are similar to
that of the MC engines.
The starting valves are pneumatically opened by activating the solenoid valves
(ZV 1120 C, Pos. 51) controlled by the Engine Control System, see the related
Diagram "Diagram of Manoeuvring System" on Drawing 7055-0155.
For cylinder lubrication, the ME Lube System is used, with lubricators located on
The HCU.
1(12)
HYUNDAI
4545-0150-E002 MANB&W
3. Functional Description
3.1 Hydraulic Power Supply Unit
The function of the Hydraulic Power Supply (HPS) unit is to deliver the necessary
high-pressure hydraulic oil flow to the fuel injection system and exhaust valve
actuation when the engine is at either stand-by or running. The HPS unit consists of:
3.1.1 Filter unit

3.1.2 Electrically driven start-up or start-up/back-up pumps
3.1 .3 Engine driven pumps
3.1 .4 Safety and accumulator block
3.1.5 High-pressure piping
3.1 .6 Drip pan with leak sensors
3.1.1 Filter unit The main filter (Pos. 106) of the HPS unit is of the multi-cartridge, self-cleaning type
with automatic back-flushing of the cartridges.
The back-flushing is performed with compressed air. It is effected regularly on a time

basis, or if the pressure drop across the filter exceeds a pre-defined level.
A redundant filter (Pos. 105) is installed in parallel with the main filter, and is used
during overhaul of the main filter. Switching to the redundant filter and back is done
manually without interrupting the oil flow to the pumps.
The butterfly valve (Pos. 115) is closed during all normal service conditions. It is used in
situations where cleaning of the entire supply of lubricating oil is required.
The ME filter unit has a 6 microns nominal mesh size (10 microns on the first engines
built). The redundant filter has 25 microns nominal mesh size. The conventional
lubricating oil filter used for the engine has a nominal mesh size of 34 - 48 microns.
The ME filter is fitted with a differential pressure indicator and produces an output
signal to activate an alarm if the pressure drop becomes abnormally large.
3.1.2. Electrically The Hydraulic power supply is available in two versions.

driven start-up or
Start-up/Back-up One version is the classic ME power supply where the hydraulic power is generated by
Pump (Option) engine driven pumps, and the start-up pressure is created by electrically driven pumps.
The capacity of the start-up pumps is only sufficient to generate the start-up pressure.
The engine cannot run with the engine driven pumps out of operation.
The second version is similar to version one, but the electrically driven start-up pumps
have a capacity sufficient to give at least 15% engine power (Back-up power or also
named "Combined"). The electric power consumption should be taken into consideration
in the specification of the auxiliary machinery capacity.
The purpose of the electrically driven pumps is to ensure adequate hydraulic system
pressure in situations where the main engine is not rotating, and thus not driving the
engine driven pumps. The electrically driven pumps operate when there is no hydraulic
oil consumption. Therefore, only a small capacity is needed, and the pumps are thus
relatively small compared to the engine driven pumps.
The electrically driven pumps are either of the fixed or variable displacement type.
2(12)
HYUNDAI
MANB&W 4545-0150-E002
After a situation where the system has been depressurised, for instance after an
engine shut-down or a black-out, the electrically driven pumps must run for a
certain period to build up an adequate system pressure for starting the engine.
The length of this period is determined by the accumulator capacity in the system
and the flow produced by the electrically driven high-pressure pump.
The pressure relief valves installed in the circuit limits the maximum pressure in
the circuit and leads excessive oil back to the suction side of the pumps.
The operation of the high-pressure pumps is supervised by means of the pressure

transducers (Pos. 320).
3.1.3. Engine Driven All engine driven, hydraulic oil pumps are of the variable displacement type and of
pumps the same size. The displacement is electronically controlled by the ECS via a built
in control valve on the pumps.
The pumps function when the engine is rotating, as they are mechanically driven
By the gear, which is permanently connected to the crankshaft. Their flow is
determined by the actual displacement and rotational speed.
The pumps are designed to have two directions of rotation and the same direction
of flow. This is necessary as most engines are reversible. On reversing of the
engine the displacement control of the ECS must alter the swash plate to the
opposite direction of flow.
The engine driven pumps are the engine's main hydraulic suppliers when the
Engine is running.
In the event of failure of one pump, the remaining pumps are dimensioned to be
capable of supplying sufficient hydraulic oil corresponding to 100% engine load.
In the event that the electric power to the pump displacement control valve is lost,
The pump will mechanically go to maximum displacement in the AH direction. The
non-return valves (Pos. 215) are installed to allow a failing engine driven pump,
which pumps in the wrong direction, to draw from the suction side and deliver the
oil back to the suction side again.
3.1.4. Safety and The pre-charged accumulators of the Safety and Accumulator Block (on some
Accumulator Block newer engines the accumulators are mounted directly on the engine-driven pumps)
are partly filled with a high-pressure oil, ensuring a stable supply, without fluctuation,
to the cylinder units.
The block contains pressure relief valves, which protects the high-pressure system
against excessive pressure.
The relief valves protect the electrically driven pumps and controls the maximum
pressure in the system during pressure build-up before starting. This is done when
operating on plants which require continuous boosting of the exhaust oil push rod
(exhaust valve activation).
The valve (Pos. 310) protects the engine driven pumps against a too high-pressure.
It is electrically controlled by the ECS and can be opened in different situations to
Feed the hydraulic oil back to the suction side of the engine driven pumps.
The valve (Pos. 311) is the main system pressure relief valve protecting the
entire system.
3(12)
HYUNDAI
4545-0150-E002 MANB&W
This valve has the highest pressure setting of the relief valves (Pos.310, 311 and 312)
Non-return valves (Pos. 304 and 305) are installed at the hydraulic oil outlet from the
engine driven and electrically driven pumps, in order to prevent back-flow through any
inactive pump.
The pressure transducers (Pos. 320) are used by the ECS for controlling the engine
driven and electrically driven pumps.
The non-return valves are related to the operation of a failing engine driven pump
described above.
Pressure relief valves (Pos. 310, 311 and 312) have safety functions as described above.
The electrical actuation of the valves Pos. 310 is duplicated (not shown on the diagram)
to allow redundant control as implemented in the ECS.
3.1.5. High pressure The hydraulic oil pipes between the Hydraulic Power Supply unit and the !tlydraulic
Piping Cylinder Units employ hoses and I or single walled piping.
Single walled pipes and hoses are used for high-pressure pipes for the individual HCU
units.
The HPS and its internal piping are all shielded by a container fitted around the HPS.
This shielding is designed to contain a leak flow and lead it to the drip pan.
A drip pan is located just below the hydraulic power supply unit to collect leaking oil and
lead it to drain. In the drip pan, two leak detecting level switches (Pos. 360 and 361) are
installed. A small, yet significant, leak from the HPS will, due to the restriction in the outlet,
cause the level in the drip pan to rise and be detected by the lower level switch (Pos. 360).
This situation will activate an alarm. A severe leak will also be detected by the higher
switch (Pos. 361) and cause the ECS to shut the engine down.
4. Hydraulic Cylinder
Hydraulic Cylinder Unit (one per cylinder) consists of a distribution block, an electronically
controlled fuel injection system and an electronically controlled exhaust valve actuation
system. The distribution block serves as a mechanical support for the hydraulically
activated fuel oil pressure booster (Pos. 500) and exhaust valve actuator (Pos. 515), each
with their electronically controlled control valve FIVA.
4(12)
HYUNDAI
MANB&W 4545-0150-E002
5. Distribution Block
The function of the distribution block, as by its name indicates, is to distribute the hydraulic
oil to the FIVA control valves mounted on the distribution block.
Nitrogen pre-charged hydraulic accumulators (Pos. 450) are fitted on the distribution block.
Their function is to ensure that the necessary hydraulic oil peak flow is available for
injection of fuel oil and actuation of the exhaust valve.
Close to the FIVA valves, are two manually operated valves. One valve connects the high-
pressure inlet side (Pos. 420) and the other (Pos. 421) connects the accumulators to the
bedplate (drain).
These manually operated valves are used for separating a HCU during overhaul.
To protect the accumulator from unnecessary stresses (fast accelleration ef the

membrane} and oil jets, the valve Pos. 420 must not be opened at proosurised
oil system.
After check/overhaul or whatever situation where the valve Pos. 420 has been
closed the opening procedure is:
1) The engine must be stopped (no oH pressure)
2) Open/Close all valves into normal running position.
3) Pressurise the system by starting the Start-up pumps.
The manually activated valve (Pos. 531) connects the oil push rod with its supply. The valve
must be closed during overhaul of tne exhaust valve.
6. Electronically Controlled Fuel Injection
The electronically controlled fuel injection system consists of the hydraulically activated
fuel oil pressure booster, its controlling valve (ELFI or FIVA) and the fuel valves.
FIVA valve (controlled by the ECS) is capable of fast and precise control of the oil flow to
the fuel oil pressure booster. This oil flow pushes the hydraulic piston (Pos. 502) and
the fuel injection plunger (Pos. 504), generating the injection pressure and, hence, the
injection.
After the injection has finished, the plunger and piston are returned to their starting
positions by connecting the piston to a drain and driving the plunger back by means
of the pressure in the fuel supply. The fuel oil pressure booster is then filled and ready
for the next injection.
The design principle of the high-pressure pipes and fuel valves is similar to that of the MC
engines. The fuel system permits continuous circulation of the heated heavy fuel oil
through the fuel oil pressure boosters and fuel valves to keep the system heated
during engine standstill.
5(12)
HYUNDAI
4545-0150-E002 MANB&W
7. Functional description of the Throttle Valve on the Fuel Oil Pressure Booster
As seen in the drawing on Drawing 4555-0155, a throttle valve is situated at the bottom of
The Fuel Oil Pressure Booster Housing.
Via a bore from the housing bottom, the oil space underneath the Fuel Oil Pressure
Booster Piston, is vented through the throttle valve.
A small bore in the throttle valve piston ensures ventilation of the oil space at engine
standstill (no oil pressure and low oil pressure at start-up), thereby keeping the engine
ready for start without having to ventilate the system.
When the Fuel Oil Pressure Booster is activated (FIVA valve activated) the oil pressure in
the space underneath the Fuel Oil Pressure Booster will raise significantly to lift the piston.
At the same time, the high-pressure oil will overcome the resistance of the spring in the
throttle valve and the piston in the throttle valve will close.
In this way the oil amount vented from the space underneath the main piston is kept very
low.
8. Electronic Exhaust Valve Actuation System
The design of the hydraulically activated exhaust valve is similar to that on the MC type
engines, i.e. the exhaust valve is opened hydraulically and it is closed by an "air spring".
The actuator system fitted to each HCU consists of FIVA and the two-stage hydraulic
exhaust valve activator.
The electronic FIVA (controlled by the ECS) opens for the oil flow to the two-stage
hydraulic actuator.
In the first stage the activation piston (Pas. 517) is driven by the hydraulic pressure acting
on both the activation piston itself and the hydraulic piston (Pas. 516). The first stage
performs the initial valve opening against the cylinder pressure. In the second stage the
movement of the hydraulic piston is stopped, and the activation piston performs the
second stage, lower force, main stroke of the exhaust valve alone.
The exhaust valve is closed by connecting the activation piston to a drain via the FIVA
valve and letting the air spring of the exhaust valve drive it to closed position. This
movement also drives the push rod oil back into the exhaust actuator, preparing it for the
next actuation.
The HCU design ensures that a failing HCU can be disconnected from the high-pressure
system by manually operated valves, thereby enabling repair work while the engine is
running on the remaining cylinders.
In the case that the control signal for the ELFI or FIVA valve is missing (pressurised or non-
pressurised system), the control spring will position the valve so that the hydraulic piston
oil from the space below is connected to tank. This is the fail safe position, where the main
spool in the FIVA is moved to the position Cfi to T, Cva to P.
With regard to the safety of the ship's personnel and the engine, the high-pressure fuel
pipes are, as on the MC type engines, shielded by steel braiding.
6(12)
HYUNDAI
MANB&W 4545-0150-E002
9. Components
Pos. 101
Butterfly valve. Normally open. Used for shutting-off to the filter during overhauls at standstill.
Pos. 103
Double stage, 3-way cock. Situated between the Automatic back flushing filter and the
Stand-by filter. Used when Automatic filter elements are to be cleaned manually during normal
engine running.
Pos. 105
Single filter. 25 microns filter mesh.
Pos. 106
Automatic back flushing filter. Boll filter. The main purpose of this filter is to keep the hydraulic
oil clean, thereby avoiding small particles damaging movable parts of the hydraulic components.
6-microns filter mesh. (10-microns filter mesh on the first engines build (2003 -2005)).
Pos. 115
Butterfly valve. Normally closed. Used during flushing at the commissioning of the engine.
Used after major overhauls and when found necessary.
Pos. 130
A pressure transducer measuring the oil pressure on the suction side of the main supply pumps.
The output from the transducer is sent to the ECS of the engine. The suction pressure is
continuously shown on the HPS screen on the MOP. An alarm is activated if the suction pressure
is too low.
Pos. 131
An orifice, 0 0.5 mm, for above pressure transducer (130) is installed to protect the transducer
Against pulsations and ensure a steady amount of oil to the transducer.
Pos.201
High-pressure Axial Piston Pumps. Type Rexroth A4VSO. Driven by either a gear or electric motors.
Pos.210
Electronically controlled proportional valve situated on the high-pressure pump. The proportional
valve controls the oil amount delivered by the pump. This is done by changing the swash plate
angle. The larger the angle the more oil is delivered, a smaller angle gives less oil.
Pos. 210-2
On/Off valve for pump Nos. 4 and 5 only. Only engines with more than 3 (three) engine driven
pumps.
Pos.215
Check valve - cartridge. Non-return valve in use when the pump draws from the pressure side of
the system (not used on engines with only el-driven pumps).
7(12)
HYUNDAI
4545-0150-E002 MANB&W
Pos.220
A positional transducer situated on the pump. The transducer sends an electric current
corresponding to the swash plate angle of the pump, thereby telling the ECS the exact amount
of oil circulated by the pumps.
Pos.230
Butterfly valve on the high-pressure pump suction side. Normally open.
Pos. 276
Mini-mess valve installed on the start-up pump pressure side.
Pos.285
Inlet valve at start-up pump unit. Normally open.
Pos.304
Non-return valve. The non-return valve is installed on the high-pressure side of the pumps to
separate the pump from the pressure side. The forces in the oil in pipe P2 is extremely high during
normal running (pressure is high, oil amount is high, forces in accumulators are high).
Should an electric motor, driving one of the pumps, suddenly stop (electric failure, broken clutch)
the forces from the other pump, together with the forces mentioned above, will try to force the
stopped pump in the wrong direction, thereby violently stress and maybe destroy the pump.
This is avoided when the non-return valve closes immediately after pressure drop at pump standstill.
Pos.305
Non-return valve. The non-return valve (placed by the accumulator block inlet) is installed on the
start-up pump pressure side to protect the pump against a high pressure when the engine is
running on the engine driven pumps.
Pos.309
Check valve - cartridge. Non-return valve.
Pos.310
Pressure relief valve (opening pressure 310 bar).
Pos. 310a
Pilot valves arrangement situated on Pos. 310 pressure relief valve.
Pos. 310b
Orifice.
Pos. 311
Pressure relief valve. Normally closed. The pressure relief valve is mechanically adjusted to an
opening pressure of 315 bar. If the oil consumption drops, the pressure will rise, and if the pressure
rises above 315 bar, the relief valve will open and lead the oil back to the main tank.
Pos.312
Pressure relief valve. Normally closed. The pressure relief valve is mechanically adjusted to an
opening pressure of 225 bars. Should the oil consumption suddenly fall, the pressure will rise and
should the pressure rise to more than 315 bar the relief valve will open and lead the oil back to the
main tank.
8(12)
HYUNDAI
MANB&W 4545-0150-E002
Pos.315
Ball valve. Normally closed. Used when the system needs to be drained off during repairs etc.
Pos.316
Ball valve. Normally closed. This valve is used during commissioning in order to adjust
Opening pressure for pressure relief valve 310.
Pos.320
Pressure transducers. The system is supplied with three (3) transducers for redundancy
reasons. During normal running, all three transducers send an analogue signal to the ECS.
The average value is shown on the MOP.
Pos.321
An orifice, 0 0.5 mm for the above pressure transducers (320), is installed to protect the
Transducers against pulsations and ensure a steady amount of oil to the transducers.
Pos.335
Accumulators. Mounted on the Safety and Accumulator block or directly on the engine driven
pumps to avoid oil pulsations in the hydraulic system and keeping the oil pressure steady at
all engine loads.
Pos.339
Mini-mess valves mounted at the main high-pressure pipe (P1) for measuring the system
pres-sure (for connection of portable pressure gauge).
Pos.340
Mini-mess valves installed in the main high-pressure pipe (P2) for measuring the
system pres-sure. (For connection of portable pressure gauge).
Pos.360
Leak indicator. The Hydraulic Supply Unit is enclosed in a cabinet protecting against forceful
Oil jets if a leak should occur. In the event of a minor oil leak occurring inside the cabinet a
drip pan placed in the bottom of the cabinet will be filled and an alarm will be raised
(the drip pan is fitted with an overflow pipe with a diameter size and a height in the drip pan
that match the oil amount allowed to leak without interfering with a safe oil delivery to the
hydraulic system).
Pos.361
Leak indicator. If the leakage described in Pos. 360 above increases, the drip pan will run full,
and shutdown of the engine will occur.
9(12)
HYUNDAI
4545-0150-E002 MANB&W
Pos.420
Inlet valve. Normally open. Main supply valve of high-pressure oil to FIVA valves.
To p~otect the accumulator from umecessarv stresses (fast accetleratton of :he

membrane) and oil jets, the valve Pos. 420 m..1st rt)t be opened at pressurised
oil systerr.
AftEr check/overhaul or whatever situat on where the valve Pos. 420 has been
ctosed the opemng ::>rocedure is:
1} The engine must be stopped (no oil pressure)
2) Open/Close all valves in1o normal running position.
3) Pressurise the system by starting tie Start-up pumps.
Pos.421
Drain valve. Normally closed. Drain used during maintenance of FIVA, Fuel Oil Pressure Booster,
Exhaust Valve Actuator, Accumulators.
Pos.440
FIVA valve. Electronic Fuel Injection valve or Fuel Injection Valve Actuation valve, which is capable
of fast and precise control of the hydraulic oil flow to the fuel pump. The oil flow acts on the
hydraulic piston and fuel injection plunger, generating the fuel injection pressure and hence the
injection
Pos. 450
Accumulators. Mounted on the HCU block to avoid oil pulsations in the hydraulic system and
keeping the oil pressure steady at all engine loads.
Pos.455
Mini-mess valve fitted on the HCU block measuring the oil pressure at the inlet to the FIVA valve
(for connection of portable pressure gauge).
Pos.480
Airing Orifice.
Pos.500
Fuel Oil Pressure Booster.
Pos.501
Positional Transducer. Inductive sensor measuring the movement off the fuel plunger in the fuel oil
pressure booster. Raises an alarm if the plunger movement is slower/faster than a predefined value
stated in the ECS. The sensor has no influence on the opening/closing timing of the FIVA valve.
Pos.502
Hydraulic piston.
Pos.503
Umbrella.
10(12)
HYUNDAI
MANB&W 4545-0150-E002
Pos.504
Fuel plunger.
Pos.505
Fuel injection pipes.
Pos. 510
Fuel injection valves.
Pos.515
Exhaust Valve Actuator.
Pos. 516
Hydraulic piston.
Pos.517
Activation piston.
Pos.520
High-Pressure Pipe (push rod pipe).
Pos.525
Exhaust Valve Top.
Pos.526
Positional Transducer. Inductive sensor measuring the movement of the exhaust valve
spindle. Raises an alarm if the spindle movement is opening too low or slower/faster than
a predefined value stated in the ECS. The sensor has no influence of the opening/closing
timing of the FIVA valve.
Pos.527
Check valve. Non-return valve from exhaust valve top outlet.
Pos.528
Orifice from exhaust valve top inlet.
Pos.530
Non-return valve. Oil from the Low Pressure System is always delivered to the High-Pressure
Pipe. This is to keep the High-Pressure Pipe 'flooded' at all times and avoid fluctuations in
the oil system.
Pos.531
Supply valve. Normally open. See Pos. 530 above.
This valve must be closed during overhaul of the Exhaust Valve Actuator and High-Pressure
Pipe. Also to be closed if FIVA valve is changed.
Pos.550
Provision for mini-mess (Plugged). Oil pressure activating the Fuel Oil Pressure Booster hydraulic
piston could be measured.
11(12)
HYUNDAI
4545-0150-E002 MANB&W
Pos.555
Leak Indicator. Placed underneath the drip pan for all HCU units. An alarm will be activated if an oil
leak is too large.
Pos.560
Connection valve. Normally open. Main supply valve of high pressure oil to Lubricator.
Pos.565
Mini-mess valve fitted in the HCU block measuring the oil pressure activating the ME cylinder
lubricator (for connection of portable pressure gauge).
Holes Pos.701. 702 and 'not numbered' (not shown on diagrams)
Functional description of drain holes Pos. No. 701. 702 and 'not numbered' all situated on both
front-end and aft-end of the HCU Block.
As seen on Drawing 4555-0160, the HCU blocks have 3 drain holes on the sides. 702 on the aft
end side and hole 701 and hole 'not numbered' on the fore end side. (Engines with port side
manoeuvring side).
The hole 701 is a drain/peep hole connected through bores to the underside of the Fuel Oil
Pressure Booster. Should the inner sealing ring under the Fuel Oil Pressure Booster leak,
system oil is detected in the drain 701.
The hole 'not numbered' is a drain/peep hole from the drain surrounding the Fuel Oil Pressure
Booster. (Eventually leaking oil is collected here and drained away to avoid oil filth).
The hole 702 is a drain/peep hole connected through bores to the underside of the Exhaust Valve
Actuator. Should the sealing ring under the Exhaust Valve Actuator leak, system oil is detected in
the drain 702.
ME Cylinder Lubricator (no Pos. number)

Functional description of the Level Switch located on the HCU Block at the inlet pipe to the Cylinder
Lubricator on ME Engines. (Inclusive the 3-way cock fitted on the inlet pipe to the Level Switch).
As shown in Drawing 4555-0165, a level switch is placed on the cylinder lubricating oil inlet pipe to
the cylinder lubricator.
The function of the level switch is to keep the lubricator filled and secure an oil flow to the lubricator
at all times. If the feeler in the level switch is exposed (low oil level in the house) an alarm will be
activated and a slow-down of the engine will occur.
The force of gravity and heated inlet lubricating oil pipes from the gravity tank to the lubricators keep
the level switch and, thereby, the lubricator filled. The lubricating oil is kept at 45 degrees Celcius in
the tank, and the inlet main pipe is insulated and heat traced to keep the same temperature at the
inlet of the lubricator on the HCU block.
The 3-way cock on the inlet pipe before the level switch is closed when overhauling the lubricator
(or level switch). When closing the 3-way cock, the level switch is vented to open air to secure that
the level switch and inlet pipe to the lubricator is pressure free and empty before overhaul (at the
same time, the alarm is activated and the slow down function is checked).
If the 3-way cock is closed by mistake during engine running, the venting to open air will ensure
(because of normal consumption) that an alarm of no cylinder lubrication in the lubricator concerned
is activated.
12(12)
2009-09-17 - en
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(-POS.106)
l (POS.107)
(POS.115)
(POS.105)
(POS.108)
BAC~FLUSHING OIL TO PURIFIER

LUBE OIL INLET!
(POS.103)
,,-.....,_
--·--····--····-----··-·······-----·-·····-············-··-···-__J 1
'---···-···---··
(POS.101)
LUBE OIL INLET - 2, 2 BAR
-··-··-··-·-··-··-··--··-··---t><:J-·-···--··--- ··-····-····-··--·--·-----··-·-··--··----····-·-Q
BACKFLUSHING OIL TO PURIFlER
AIR INLET - 7 AR
MAIN TANK MAIN TANK (SEE PAGE 2) :
WASTE TANK WASTE TANK (SEE PAGE 2l :
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( -POS.201,210,215,220) ( -POS.201,210,215,220)
·····················································1
-POS.130,131 -POS.130,131 -POS.130, 131
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2009-09-17 - en _____,,·
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2009-09-11 - en
I LPS LPS (SEE PAGE 21
(-POS.106)
(POS.107)
,------
(POS.115) '
(POS.105)
I
L___ _________ __;
(POS.108)
(POS.103)
(POS.101)
LUBE OIL INLETS LOOE OIL INLET - 2, 2 AR
BACKFLUSHING OIL TO PIJUFIER
BACKFLUSHINJ OIL TO PlJUFlER
AIR INLET - 7 AR
MAIN TANK MAIN TAN< (SEE PAGE 21 :
~ WASTE TAN< WASTE TAN< (SEE PAGE 21 b

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I (-POS.155) I
MAIN TANK (SEE PAGE 11 MAIN TANK (SEE PAGE 3}
$I WASTE TANK (SEE PAGE 1} WASTE TANK (SEE PAGE 3b

I I
2009·0!·)·11. 0'fl
2009-09-17 - en
,----------,
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(Safety and accumulator block) t> <t · i
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DRAIN (SEE PAGE 5)

--~--·~--------·---~-------·------
2009·09·17 ·en
2009-09-17 - en
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·---·-·--1
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M1n.level .. 59maover
'
!
boltomsurfaceofELVA :
actuator STEP II, when
the exhaust valve
ls OPEN
(}UBRICATOR
(}UBRICATOR RETURN
A
llET
(POS.565)
. ( POS.560)
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._.___~-f.~~-+-~~~-e-~~~~~~-&--~~~~~....;._~~---------·-·~~·-fb-~
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(l'I
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4555-0150-E001 0
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(l'I
0
I
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0
Basic Procedures 0
..a.
em
eaatmng potn ressure JUS
the valve 31 ot 311 and
312
lnvestigation of pressure
building time.
Investigation of pumps
pressure and
displacement ability
ou can ways see pressure

Normal pressure set point system pressure.
ea ton. engtne.
Measuring point 276 and Start the pressure building procedure with the START..UP pump arr.
340 Normal, pressure wil increase to a pressure adjusted at the ,$TART..UP
pump arrangement. (225 bar)
ff not. cut..out the Hydraulic Cylinder Unit one by one, by cbsing the
valve420.
When the pressum increase to expected level, the leakage postion has
been found.
, ves on o pressure wt eogne m serVJce.

Measuring point 455. and possl>le leakages. Cyfinder cut-out (Electronicaly).
Investigation of pressure CLOSE the valve 420 at the HCU and investigate the pressure drop
bulding time. time. Compare the pMsure drop time to the same value at the next
lnvestigation of pressure HCU.
drop time. Can be investigated when the engine is stopped. Use the START.. UP
arrangement to build the pressure up at one HCU. Then compare the
pressum buHclng time to the same value at the next HCU
HYUNDAI
MANB&W 4555-0155-E002
Throttle valve detail
Doc-ID: 4555-0155-E002 1 (1)

9
0
~
C\J
Doc- ID.· 4555-0160-E001 1 (1)

HYUNDAI
MANB&W 4555-0165-EOO 1
Doc-ID: 4555-0165-E001 1 (1)

__ /
2008-10--06
PDS 1302 AH Pl 1303 I Tl 1310 I

Engine
Manuel
filter
RY
1---''---'-~~~~-'-~~~~~~1
To be positioned as
-----
close as possible to
the engine
0 Oil Filling
0 Cooling water Pipe
(")
I outlet~
0
~
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CJ'1
CJ'1
I Purifier or
s Fine Filter
Unit
Vent Pipe
r - - -,
'""'
0
I
0
0 RZ
s ..--~~~~~~~~~--~1
LS 1320 AH AL
I I
• •
1.
L----------+------~ ,+::.
CJ1
CJ1
Oil Tank Manhole Drain to Waste CJ1
I
Oil Tank 0
......
~
0
Drawing Hydraulic Gontrol Oil System (Segarate lRS) 0
I
0
4555-01~0-0001 0
......
HYUNDAI
MANB&W 4565-01 OO-E003
Safety
precautions
for detailed sketch
see 0545-0100
Data
The task-specific tools used in this procedure are shown on the plates at the end of this
chapter or in the chapters indicated by the first two digits in the plate number, e.g.
2570-0010 refers to chapter 25, Bearings.
Tools
Doc-ID: 4565-01 OO-E003 1 (1)

HYUNDAI
MANB&W 4565-0101-E004
Exhaust Valve Actuator
Stop the engine Stop the engine and shut off the oil
supply.
Fit a pressure gauge at 'minimess'

point No. 455. Check the pressure.
Close valve 420 and open valve 421

on the hydraulic block for the cylinder
concerned.
Check that the hydraulic cylinder unit is

pressure free.
I NOTE
Great care must be taken to ensure that the area around the workplace is clean
before and during any dismantling of the hydraulic system.
Close valve 531 Close valve 531 for the actuator

oil supply.
1 (9)
HYUNDAI
4565-0101-E004 MAN B&W
High-pressure pipe Remove the hydraulic high-pressure

pipe.
See workcard 2265-0101.
2265-0101-0004003
Loosen nuts Remove The Pipes and Nuts protecting

the threads. T76-1
Fit the spacer rings and the hydraulic

jacks over the nuts. Pump up the hy-
draulic jacks to the dismantling pres-
sure, as specified in data. loosen and
remove the nuts.
For use of hydraulic tools, see also proce-

dure 913-1.
Fit two eyebolts in the top flange of the

actuator.
2 (9)
HYUNDAI
MANB&W 4565-0101-E004
Actuator unit Lift the actuator clear of the hydraulic

block.
Remove the sealing ring from the bot-

T45-24
tom of the actuator, and discard it.
Sealing ring Remove and discard the sealing ring.

Clean the face on the hydraulic block.
4565-0101-0002007
3 (9)
HYUNDAI
4565-0101-E004 MANB&W
Top flange Remove the two screws which retain

the top cover to the actuator hous-
ing.
r4s.:2s
Lift away the top flange and discard
the sealing rings.
I
I<!>
Place the actuator housing on the

Dismount the piston side. Push out the inner piston with
a brass mandrel.
4 (9)
HYUNDAI
MANB&W 4565-0101-E004
Bottom plate Remove the bottom plate

and the outer piston from
the oil cylinder. f
Remove and discard the

sealing rings.
Check and clean Clean all parts and check

all running surfaces for ab-
normal wear and scores.
5 (9)
HYUNDAI
4565-0101-E004 MAN B&W
Mount outher piston Lubricate the cylinder inside with lubri-

cating oil.
Mount the outer piston in the actuator

housing.
Mount new sealing rings.
Mount the bottom plate.
Mount top cover Lubricate the upper piston on all sliding
=~
surfaces.
Mount the piston in the actuator housing
Mount new sealing rings.

_V
------.2...~
---
Mount the top cover and tighten the
screws.
6 (9)
HYUNDAI
MANB&W 4565-0101-E004
I NOTE
before and during assembly of the hydraulic system.
Mount Sealing rings Mount new sealing ring on the oil hy-
draulic block.
Check that the face on the HCU is

clean.
4565-0101-0004M01
Lan actuator Check the oil hole and the face of the
hydraulic block, and the bottom of the
hydraulic actuator, to see that they are
clean and free of Impurities.
Fit two eyebolts in the top of the actua-

tor assembly.
T45-24
Carefully land the actuator on the hy-
draulic block.
7 (9)
HYUNDAI
4565-0101-E004 MANB&W
Tighten nuts Remove the eye bolts. Screw the

T76-2
nuts on the studs. Fit the spacer rings
and the hydraulic jacks over the nuts.
Pump up the jacks to the tightening
pressure, as specified in data.Tighten
the nuts, and remove the hydraulic
jacks and spacer rings.
Mount the pipes on and the nuts pro-

tectingthe thread.
For Use of Hydraulic tools, see Work-

card 2265-0101
Mount the oil pipe Mount and tighten the oil pipe for oil
supply.
Mount the hydraulic high-pressure

pipe.
See Workcard 2265-0101.
8 (9)
HYUNDAI
MANB&W 4565-0101-E004
Open valve 531 Open valve 531 for actuator oil supply.
Close valve 421 Close valve 421, and open valve 420 on
the hydraulic block.
9 (9)
HYUNDAI
MANB&W 4565-0200-EOO 1
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MANB&W 4565-0201-E001
Hydraulic Pumps
Check that startup and booster pumps are stopped before any part of the
hydraulic system is disassembled.
f NOTE
Open the access to

the pumps
Close the suction Close the suction valve

valve for the relevant pump.
1 (9)
HYUNDAI
4565-0200-EOO 1 MANB&W
Release the hydraulic Mount a pressure gauge on the

pressure from the »minimess« coupling No. 340. Check
system the pressure.
Open valve 315 to release the hydraulic

pressure from the system.
Check on the pressure gauge that the

system is pressure free.
Remove the electrical Remove the electrical connections to

connections the solenoid valves.
2 (9)
HYUNDAI
MANB&W 4565-0200-EOO 1
Unscrew the bolts Unscrew the bolts from

from the flange on the the discharge pipe and
suction pipe remove the HP-hose.
Servo oil pipes Unscrew the servo oil pipes.
3 (9)
HYUNDAI
4565-0200-EOO 1 MANB&W
Before lifting the Suspend a tackle above the hydraulic

pumps pump. T45-3
Mount two eyebolts on the hydraulic
pump. Fit a strap into the eyebolts.
Hook the tackle on to the strap and

tighten up.
I NOTE
The pump must be in balance when it is
lifted.
Unscrew the screws in the end-flange.
Pull out the pumps Carefully pull out the

pump and the·internal
drive shaft. See Data.
For overhaul of the

pump, send it to an au-
thorized MAN workshop.
The internal drive shaft

also functions as an T45-3
overload protection. If T45-4
it is necessary to renew
the drive shaft, contact
MAN Diesel for advice.
4 (9)
HYUNDAI
MANB&W 4565-0200-EOO 1
When the internal drive shaft has been overloaded, it must be renewed.
Dismantle the Remove the broken end of the internal

hydraulic pump drive shaft.
T45-3
Pull out the drive Screw two pieces of threaded rod into
shaft the threaded holes in the drive shaft and
pull it out.
Discard the broken drive shaft.
New drive shaft Mount a new internal

drive shaft and the
hydraulic pump.
T45-3
T45-4
5 (9)
HYUNDAI
4565-0200-EOO 1 MANB&W
• NOTE before and during assembly of the hydraulic system.
First Mount the intermediate shaft in the

gearbox. Suspend a tackle above the
gear box and put eyebolt and a strap on
the hydraulic pump.
Lift up the pump in position, and care-

fully push in the pump to engage the
pump shaft with the drive shaft.
T45-3
T45-4
Mount and tighten the Mount and tighten the nuts on the pump
nuts flange.
6 (9)
HYUNDAI
MANB&W 4565-0200-EOO 1
Mount the bolts in the Mount the discharge pipe and tighten
flange on the suction the bolts.
pipe
Servo oil pipes Mount the servo oil pipes.
7 (9)
HYUNDAI
4565-0200-E001 MAN B&W
Mount the electrical Mount the electrical connections to the

connections solenoid valves and to the angle en-
coder.
Close valve 315 Close valve 315 on Accumulator block.
8 (9)
HYUNDAI
MANB&W 4565-0200-E001
The suction valve Open up the suction

valve for the relevant
pump.
Close the gallery Close the access covers plating on the gallery.
access
9 (9)
HYUNDAI
MANB&W 4565-0300-E002
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MAN B&W 4565-0301-E002
Remember
The integrity of the hydraulic system can be checked by observing the Hydrau-
lic Presure Decay Time on the Main Operating Panel when stopping the engine.
If the graph moves into the yellow or red area, the leak has to be located and
stopped.
Leakage during operation may be observed by poor engine performance or vis-

ible leaks on the engine.
1 (5)
HYUNDAI
4565-0301-E002 MAN B&W
Main High Pressure Remove the cover to

Pipe access the main high-
pressure pipe.
4565-0301-0002001
Chech for visible leaks Check the high pressure

pipe connections for
visible leaks.
4565-0301-0002002
Do not use your hands to detect leakages! If necessary use a mirror on a stick.
2 (5)
HYUNDAI
MANB&W 4565-0301-E002
Pressure free system Mount a pressure gauge on the

"minimess" coupling No. 340. .
l340f
Check the pressure.
.
Open valve 315 to relieve the system of
hydraulic pressure.
Check on the pressure gauge that the

system is pressure free.
Remove the bolts Loosen and remove the bolts from the
pipe flanges on the high pressure pipe
or hose concerned.
Remove the sealing Remove the sealing rings and clean the
rings pipe flanges.
Inspect the flange and pipe visually.
3 (5)
HYUNDAI
.4565-0301-E002 MANB&W
High-pressure pipes Fit the high pressure pipes and new sealing rings.
Put covers back Put covers back into place.
Valve 315 Close valve 315.
Test the pipe system After renewing sealing rings or hoses on the high pressure system it is recom-
mended to test the pipe system according to the "checking" section.
Flushing of HCU If large components on the HCU block has been renewed or if there is suspi-
block cion that the HCU block has been contaminated, it is recommended to flush it.
Remove the FIVA Prior to flushing, remove the FIVA valve.

valve as described in workcard 4565-0601.
Mount the flushing valve on the HCU

block. Connect a hose to the flushing
valve in order to lead the flushing oil
away.
4 (5)
HYUNDAI
MAN B&W 4565-0301-E002
Check the integrity of Check that the integrity of the hydraulic system has been restored.
the hydraulic system
See the checking section.
5 (5)
HYUNDAI
MANB&W 4565-0500-0001.0
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
Doc-ID: 4565-0500-0001.0 1 (1)

HYUNDAI
MANB&W 4565-0501-E002
All dismantling and assembly work of components on the hydraulic cylinder unit
must be performed only on a depressurised HCU.
HCU Depressuris- Connect a pressure gauge at minimess

ing point 455. Check the pressure.
Close high-pressure inlet valve 420 and

low-pressure inlet valve 531.
Open high-pressure outlet valve 421.
Check that the system is free of pres-

sure.
HCU Pressurising Connect a pressure gauge at minimess point 455. Check that the system is not
pressurised.
Never open valve 420 when the hydraulic system is pressurised.
Close high-pressure outlet valve 421
Open high-pressure inlet valve 420 and low-pressure inlet valve 531.
1 (2)
HYUNDAI
4565-0501-E002 MAN B&W
How to secure the Turn the square to the closed position

valve position and lift off the locking disc.
Turn the locking disc 180°, and place it

on the square again to lock the valve.
4565-0501-0001 C03
2 (2)
HYUNDAI
MANB&W 4565-0550-E002
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MANB&W 4565-0551-E003
Check of Accumulators on Hydraulic Cylinder Unit
Check of the hydraulic accumulator

can only be done with stopped engine
and with stopped start-up and booster
pumps. See Volume I, Operation.
Connect a pressure gauge at "min-

imess" point 455. Check the pressure.
Close the high pressure inlet valve 420

and open the high pressure outlet valve
421 to drain all oil out of the accumula-
tor.
Check that the system is pressure free.
Check the nitrogen pressure.
For correct pressure, see Data T45-45.
For use of pressure setting tool, see

"use of reducing valve as a pressure set-
ting".
Check of accumula- Check of accumulators on the accu-

tors on hydraulic mulator block can only be performed
power supply unit on a stopped engine and with stopped
start-up and booster pumps.
Connect a pressure gauge at "min-

imess" point 340. Check the pressure.
Open valve 315 to de-pressurise the hy-

draulic system and drain all oil out of the
accumulators.
Check the nitrogen pressure.
For correct pressure, see Data T45-45.
For use of pressure setting tool, see

"use of reducing valve as a pressure set-
ting".
1 (11)
HYUNDAI
4565-0551-E003 MAN B&W
Use of reducing valve Assemble the reducing valve as shown c llOIOOEal

as pressure setting in the figure, and mount the reducing
®
tool valve on the nitrogen cylinder. If neces- 9
sary, use a threaded adaptor.
Before mounting the filling hose on the

accumulator, check that the accumula-
tor top is clean.
Check that valves A and D are closed.
Mount the filling hose on the relevant

accumulator with the union nut E.
It is now possible to read the actual ni- T45-42

trogen pressure in the accumulator on T45-45
the digital gauge C on the filling valve. 4565-0551-0002C03
If the accumulator needs to be refilled with nitrogen, open valve A and adjust
the outlet pressure on spindle B to 1-2 bar above the pressure stated in the
Pressure Adjustment Table. See Data T45-45.
Keep valve A open until the accumulator is filled.
Close valve A.
Wait five minutes for the temperature to stabilise.
Check the pressure in the accumulator on gauge C according to the Pressure

Adjustment Table. See Data T45-45.
Adjust the pressure in the accumulator at bleed screw D.
Unscrew the union nut E to remove the filling valve from the accumulator.
2 (11)
HYUNDAI
MANB&W 4565-0551-E003
• NOTE before and during any dismantling of the hydraulic system.
All operation of valves 420 and 421 must only be performed on a stopped en-
• NOTE gine with stopped start-up and booster pumps.
Dismantling of ac- Connect a pressure gauge at "min-

cumulators from hy- imess" point 455. Check the pressure.
draulic cylinder unit
421 to drain all oil out of the accumula-
tor.
Lock the valve Turn the square to closed, lift off the
locking disc.
Turn the locking disc 180° and place it

on the square again to lock the valve.
4565-0551-0002002
3 (11)
HYUNDAI
4565-0551-E003 MAN B&W
Dismantling of accu- Dismantle the accumulator flange from

T45-42
mulator flange the hydraulic cylinder unit. Use a cloth-
strap to lift the accumulator.
Dismantle the accumulator from the ac-

cumulator flange.
Dismantling of ac- Dismantling of accumulators from the accumulator block can only be per-
cumulators from hy- formed on a stopped engine and with stopped start-up and booster pumps.
draulic power supply
unit
Open valve 315 Open valve 315 to de-pressurise the hy-

draulic system and drain all oil out of the
accumulators.
The accumulators on the hydraulic

power supply unit are dismounted in the
same way as on the hydraulic cylinder
unit.
4 (11)
HYUNDAI
MAN B&W 4565-0551-E003
··~
Drain the accumulator Use the pressure adjustment tool to drain the accumulator of nitrogen gas.
See Checking.
Remove the accumu- Remove the accumulator with the accumulator flange. See Dismantlling.
lator
The "minimess" valve Unscrew the "minimess" valve on the

accumulator.
Screw the dowel pin from the upper half

of the accumulator tool into the upper
part of the accumulator. Fit an eyebolt
into the dowel pin.
Make sure that the lower half of the ac-

cumulator tool is securely fastened to
the engine room deck. This can be done
by screwing or welding the flanges of
the accumulator tool onto the engine
room deck in a convenient place.
Use the eyebolt to lift the accumulator

into the bottom half of the accumulator
tool. Make sure that the guides on the
tool fit into the slots on the accumulator.
4565-0551-0002003
Attaching claw to the Attach the upper half of the accumulator

accumulator tool with two of the claws fitted, on the
accumulator. The claws must reach be-
low the ridge on the lower accumulator
tool. Make sure that the guides on the
tool fit into the slots on the accumulator.
4565-0551-0002004
5 (11)
HYUNDAI
4565-0551-E003 MAN B&W
Attach the rest of the Fit the last claw onto the accumulator tool.
claws
Unscrew the upper half of the accumu-
lator.
Use a piece of pipe in the holes at the

end of the wings of the accumulator tool
to provide leverage.
If the upper half binds, it may be 4565-0551-0002005

loosened by tapping a few times with a
hammer on the wings of the accumula-
tor tool.
Diaphragm "A" Remove the defective diaphragm "A"
4565-0551-0002006
Cleaning of the accu- Clean both accumulator halves thoroughly, especially the threads, and make
mulator halves sure that the parts are dry afterwards.
6 (11)
HYUNDAI
MANB&W 4565-0551-E003
The two accumulator Assemble the two accumulator halves

halves without fitting the diaphragm. Tighten
until the halves are in contact.
Mark the relative position of the accu-

mulator halves.
4565-0551-0002008
Installing new dia- Disassemble the accumulator and install

phragm the new diaphragm and anti-extrusion
ring with the red chamfered edge facing
downwards.
Check that the new diaphragm is made
I NOTE
of the same material as the old one.
Do not lubricate the diaphragm lip lodg-

ing.
4565-0551-0002009
7 (11)
HYUNDAI
4565-0551-E003 MANB&W
Lubrication Lubricate the upper part of the diaphragm lip and the accumulator threads with
molybdenum disulphide grease.
Assemble the accu- Assemble the accumulator. Tighten

mulator until the marks are off-set according to
T45-46.
T45-46
T45-48
I~~~~
Mounting the Fit the "minimess" valve, by using a new

"minimess" valve 0-ring.
Loctite
Use Loctite ® 243 to secure the min-
imess valve. Fill the accumulator with
nitrogen gas as described in Checking.
Use soapy water to check the accumu-

lator for any leakages.
Mount the accumulator.
4565-0551 -0002012
8 (11)
HYUNDAI
MANB&W 4565-0551-E003
f NOTE
before and during assembly of the hydraulic system.
Mounting of accumu-
lators on hydraulic
cylinder unit
Stop the engine This can only be performed on a

stopped engine with stopped start-up T45-42
and booster pumps. See Volume I, Op- T45-46
eration.
Flange and new Mount the flange and a new sealing ring
sealing ring on the accumulator.
4565-0551-0002M02
9 (11)
HYUNDAI
4565-0551-E003 MANB&W
Tightening sequence Mount the accumulator assembly and

of the accumulator new sealing rings on the hydraulic cylin-
der unit, using the following procedure:
Tighten the 4 bolts (by hand) to contact

with the HCU-unit using a wrench:
1. Tighten the 4 uppermost bolts.

2. Tighten the 4 lowermost bolts.
6 4 1 7
~
Tightening the 4 bolts Tighten the 4 bolts using a torque
wrench in the following 3 steps (A-8-C): )2 @ ~
@ ® ®
A: 70Nm
B: 130 Nm 8 2 3 5
C: 130 Nm
4565-0551-0002M06
Use Loctite ® 243 to secure the screws when mounting the flange and the
• NOTE accumulator.
Close valve 421 Close the high pressure outlet valve 421
and open the high pressure inlet valve
420.
10 (11)
HYUNDAI
MANB&W 4565-0551-E003
Nitrogen pressure Check accumulator nitrogen pressure. T45-45.
Mounting of accumu- This can only be performed on a stopped engine and with stopped start-up and
lators on hydraulic booster pumps.
power supply unit
The accumulators on the hydraulic high pressure pumps are mounted in the
same way as on the hydraulic cylinder unit.
Close valve 315.
11 (11)
HYUNDAI
MANB&W 4565-0600-E002
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MANB&W 4565-0601-E004
FIVA The function of the Fuel Injection and

the Valve Activation Valve (FIVA) is con-
tinuously checked by the Engine Con-
trol System.
Malfunctions will be reported by the

system to the MOP system and to the
common alarm system.
Malfunctioning FIVA valves are to

be overhauled by the supplier or by
MAN Diesel.
4565-0601-0004C01
1 (3)
HYUNDAI
4565-0601-E004 MANB&W
f NOTE
Before dismantling Dismantling of the FIVA valve can only

be carried out with stopped engine and
stopped hydraulic power supply pumps.
Mount a pressure gauge at "minimess"


421 to drain all oil out of the hydraulic
cylinder unit.

pressure free.
4565-0601-0004001
Dismount valve Use the two eyebolts mounted on the

FIVA valve when handling the FIVA
valve.
Dismount the eight screws and care-

fully pull the FIVA valve clear of the two
guide pins.
4565-0601-0004002
2 (3)
HYUNDAI
MANB&W 4565-0601-E004
• NOTE before and during any dismantling of the hydraulic system.
Mount new square Mount new square section sealing rings

section rings in the control valve.
Mount the control valve on the two

guide pins and tighten the eight screws.
4565-0601-0004M01
Close valve 421 Close the high pressure outlet valve 421
and open the high pressure inlet valve
420.
4565-0601-0004M02
3 (3)
HYUNDAI
MANB&W 4565-1200-000
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
HYUNDAI
MANB&W 4565-1201-EOO 1
The cover on the ex- Remove the cover on the exhaust and
haust and rear side rear side of the chain drive.
Carry out a visual inspection of the gear

wheels.
The contact face of Check that there are no signs of abnor-

the gear wheel tooth mal wear on the contact faces of the
gear wheel teeth.
4565-1201-0001 C02
No abnormal particles Check that there are no particles of

below the bearings bearing material on the horizontal sur-
faces below the bearings.
4565-1201-0001 C03
1 (2)
HYUNDAI
4565-1201-EOO 1 MANB&W
Refit covers Fit the cover on the exhaust and rear

side of the chain drive.
2 (2)
HYUNDAI
MAN B&W 4570-0540-0001.0E
~055
~067
t--020 ~079
~031 ~080
~00
092
r-126
Doc-ID: 4570-0540-0001.0E 1 (2)

HYUNDAI
4570-0540-0001.0E MAN B&W
·· ·· · ··· ················r-·································r······················································-··············--····················-·················································································--········-·-················-·······-····················-···-·········-··········-············-···········;
Item no Qty Designation
018
...... ···---~~-~~-~-i-~-~ . Y.~_1y_~·-·--·-· -·-· ····························-···········-····-· ·········-·······-·········-··-················· ················-i
020 Adaptor
f
031
·········-·--····-····---·- ·---~~-~p_t_':>..~----···-·····--··-··---······-·-··-··-·--····-··-······-····-······-··---·- ··········--·-····--····-·-····-······-·····-··-----··-··-···-··-····-······-········ ····-·-·-······--···i
043 Adaptor
055
· · · · · · · · · · · · · · · ·- -· ~-~-~P.!.<?..~---········-·········•·
067 Adaptor
·-----~?.~-------··---··-······- J~~-~P..!~.r.. ________________. . .-··-· -· · -· · -----·-· · -· -· -· -· · ·--··-· · -· · · · · · · -· · --··---··-· -· -· --·-----------·· · · ·-· · · ·

080 Adaptor
092 Quick coupling, minimess
················································-·········----·-··- ·····-················-··········-···············-····-·--·-·····--·-····-··-····· ···············-··········-··-·····-·······-·······-······-··-······-······-············-··--- ························1
102 Quick coupling, mini mess !
126 Screw
· · ·-· · · · · -· · · · --·· · · ·-· -· · -·-· -· -· -· -· · ·- · · · · · -· ·-· · · · · ·-·---·· · · -· ·---··--·· · ·-· · ·. · -·-·-· · -· ·-· ·-·-· · · · · · ·-· · · . . .-.. . . --··-· · · ·--·---··-· ·-· · ·- · · ·-· · · · ·-· -· -· -·--··-- . . . . . . -.. . . . . -..!
083 Test equipment for accumulators set, complete
·-·--··-·---·-·--···-- -····-·----·-····4······-·-··········-···-··········-····-··--·-····--·-··-····-········-·····--············-··-···-·········--·---·-·-·············-·········-·----····-·---·-·-···-···--·-······---··-····-·······--·····-··-·············-······!
·-····-·--····-·--·- 1---····-----··•-·-····---···--···-····-········-·-···----·-·-·-··············-···-······-········--·-····-·-·-···-·-····-·····--···················-···---··----··-·-··--···-·-··--··-·-·--·--·····-············--i
··-··------··---- ---·----+--··---------·------·-----------------·-·---------··-·-···-····--·-----·----·-·--·--------··---·-··--··-··i
·-·-·--····-···-···-·-· ---··--··--·>-----····-·--·---···-··-----···--·--····----·-·-···-·---····-·--······--·-··-·····--····--······-·-··-----·--------·-··--····-···-······-··l
-·--·--------- -------4--------·--·-·----------------·----··---··-------··------·-------·--·-------·--------------·---·--·i
··········-···--····--·····-··· ·--·······-·---·····+···-······-·················-···············-----·-·---·-··-··-····----·····-·--····-·····-··-······-·-··-·--······----··-··-·-····--···-··--···-·-------·---······-····--···-----·-···-·---·-·-···i
---------->-----!---------·---------·--·---..-·---···-------------·-------··----·--··---·!
············-······--·· --···-···--·--····-·l··· ·······-··············-··-·····-··---·-···-···-····--··-···-···-···-·····-·······-··--····--·-···················-·-·-···-·-·-·········-·-·----··-···-·--·-·····--··-··-···-···--·····----·····-········--····!
··--············-········-·-··-··· -··-······-····-·············•-····..···-·······-········-···--··-···-······-···-···--···-·····-············--········-·-····-··········-·-····-·········-···········-·····-·····-·-···-···-····--·--···--·-·-··-··-······--···-···-·-·····-··--··-····-;
..........•.... ···--······-····-·······-··4······-·····-···-·-···-·········-···········-··-·····-·-···-·····-·······················-····-·······-·-·····-·······-·-·-····-·············-··-······-·······--··--·--··-·-·-·-·······---··-··-·-·--······-·····-···-·-·-···1
················-····-·····-·-·· -······-·········-···-······-···························-················-··············-······-·······-·······················-·-·························-·-·-·-··-··-····-··-····-··-·-··-····-·-·---··-······-···-··---·····-·····-·-···--···-····-·····--···-·····-·i
2 (2) Doc-ID: 4570-0540-0001.0E

HYUNDAI
MAN B&W 4570-0550-0002.0E
021
021
Doc-ID: 4570-0550-0002.0E 1 (2)

HYUNDAI
4570-0550-0002.0E MAN B&W

021 Pin wrench, special I Hook wrench
·······-·-·-·--- ··-·-·------···-+·-·--------·---··-------·-··--··----··-··---·-·-···-··-·---··---···------·---·-·----·---·-····------····-····-···------·-···-i
·············-·····-····· ··-········-··-·····-···-···---·········--·-··········-······-··-··-···-··-·-------··-·······-·-·········-·--·····-·--·-····-···---····-··-··-····-·-·-··-···-····················-···-·-·---·-·····-·-··-·-············-·····-·····-·········-····i
·-··--··--·····------· --------····--·+-·---·--·----··-··--·-·------··----·-------·--·--···-·--····-··-----··-··-----··-·---··-·---··--···--·-··--····---·---------··-;
-·······-······-··-··-····-··- --·--···-----··-f···--·--·····-··--·-·--··-··--·----· ·------·····---·-··-····-····--·······-·-·····················--·-·--···-----·····-··-····--·-·····--·-----·-··-··-····-··--···-····-·!
···················-··--·-·-·- ·-·············-·----~----·-··---·-··-··-·-···-·--· -·-- ·····-·-··-·-·····-·---········-·---··--·-·······-·-·-------·--····---·--·---··-·-·---·······--·--··-·-·-----····-·····-!
··-······-·-·---·--~-----···I--·----·-···-··-·····-··--·--·-····--·----····--···-··------·-·----------·-··-·--··-···--·-·-·--·-·--·-··..-··-··--·-·---!
·-----··-·---·-·--.....----·--··-····+---··-·--··-···--···-----··-------·-·---······-·-··------·-·--·-··-····------··-·--·-·-··-·-···--··-····--·---···-·-·----·---·-·-·..·----·-!
·-·-··-··--··----- 1--·-·----·-.i.....---·-··--·--·-·-·--·-·-··--·-·------·-··-··--·--····--·--·-------··-···--·-····--·-·--·----··--·-·-··-·-···-----·-..·--·--·····---·-·i
,__---------~----· -----·--------·--------------------------------··------···-!
I
·-··-·---··--·-·-·- ··-··---·-· -·-------·-·--·-·-··-----··-------·-·--··------·----··----------·-·----·--1
-·---------·--·---------------··--------------------------! i
--·-·-··---·· ·····----- --·-·-···-···-··--··--··---·-···--·-----·--·-·---·---------·---·-.. -·--·--···--··-·--··--~
---------- ~
I
--··-----··--··---· ·-···---·-····-~------···-·-···-··---·-·-----·-·--·-··-----·-·--·····--·-·--------···-··-···-----··--·-·--------··-··--··---------!
I
--------"-- ----- ------------------------~--------------------!
I
.... ······-···················-···- -···-····-·····-··-······ --·····--··-·-···--·········- ····-··-··········-----·------·-------------·············-···-··-··-·--·····-·--·-······--···---·------·-····--···--··--------·-·-·-··------------·-·-·-··-i
...__-+-_ _,___,_ _ _ _ _ _ _ _ _ ~--------~J
L __ _ _ L_ _. L . -_ __________________ ~
2 (2) Doc-ID: 4570-0550-0002.0E

HYUNDAI
MANB&W 4572-0100-0008
015
027
302
314
326
338
039 -..-...it,._..,,,.....i.
351
040
196
052 206
196 052
196
064 172 387
218
280
039
088
1l 1
052 218
123
196
135 206
052 196
1 (2)
HYUNDAI
4572-0100-0008 MANB&W

015 - Screw
027 - Top piece
039 - Plug screw
040 - Piston
052 - Square-section sealing ring
064 - Oil cylinder
088 - Guide pin
111 - Piston
123 - Bottom piece
135 - Screw
159 - Plug screw
160 - Orifice plug
172 - Gasket
184 - Valve housing
206 - Bushing
243 - Straight stud coupling
255 - Steel pipe
267 - Non-return valve
279 - Adapter straight
302 - Spring guide
314 - Pressure spring
326 - Spindle
351 - Valve housing
387 - Repair kit
2 (2)
HYUNDAI
MAN B&W 4572-0500-E013
4272-0500 4572-0100
a o
182 ~
{ o~
,-277
289
1 (2)
HYUNDAI
4572-0500-E013 MANB&W

013 - Quick coupling, minimess
025 - Membrane accumulator
037 - Repair kit
049 - Flange
050 - Screw
074 - Return oil standpipe, complete
086 - Screw
098 - Nut, special
108 - Stud
121 - Nut for hydraulic tightening
145 - Distributor block
157 - Sealing ring
169 - Sealing ring
182 - Repair kit
204 - Sealing ring
228 - Ball valve
241 - 0-ring
253 - Screw
265 - Multi-way valve, complete*
277 - Screw
289 - 4/3-way proportional valve*
300 - Nut, special
312 - Nut for hydraulic tightening
324 - Stud
348 - Level switch
361 - Sealing ring
373 - Plate
385 - Sealing ring
397 - Plate
419 - Screw
432 - Flange
444 - Sealing ring
456 - Screw
468 - Screw
481 - Ball valve
493 - 0-ring
503 - Screw
515 - Screw
Note: *When ordering spare parts for this item, please state manufacturer's part no.
2 (2)
HYUNDAI
MANB&W 4572-0700-0008
536
548
109
1 10
122
1 (2)
HYUNDAI
4572-0700-0008 MAN B&W

026 - Membrane accumulator
038 - Repair kit
051 - Sealing ring
063 - Screw
075 - Flange
087 - Screw
109 - Control cover
110 - Cartridge valve
122 - Flange
134 - Accumulator block
158 - Control cover
171 - Flange.special
183 - Cartridge valve, 2-way
195 - Sealing ring
205 - Control cover
217 - Reducing socket
254 - Screw
266 - Screw
278 - Pressure transducer
313 - Guide pin
337 - Control cover
350 - Flange,sae-flare
362 - Gasket, round-special
386 - Ball valve.manifold mounting
398 - Screw
408 - Square-section seal.ring
421 - Flanges
433 - Square-section seal.ring
445 - Screw
470 - Distributor block
482 - Screw
516 - Screw
536 - Assembly kit
548 - Hose
561 - Assembly kit
2 (2)
HYUNDAI
MANB&W 4572-0800-0010
1 (2)
HYUNDAI
4572-0800-0010 MAN B&W
-····--···-·-·····-·-···-·r-·-·-·······-·····-·········-····-··--···---·-·-·-···-·-····-···-·······-·-·-·---·-···-·-··-··--·---·--··---------·---·-····-----------------··-·------------··
014 Filter control system
026 Oil filter
C-·--·-·-···-t--··----·--+---·---------------·-··--···--·-··-·---·-------·--·----------1
t------+---+--------···-··--·-------·--------------------l
-··-······-·--·-·····-···-·t--··--··---·-t-···-·-···---······-·······-········-····-···-·····--····-···-·--···----------·--·······-·------·------·-·-----·-·------j
2 (2)
HYUNDAI
MANB&W 4572-0900-EOOS
114
126
138
018 -------
031
<Main hydr. pipe complete>
1 (2)
HYUNDAI
4572-0900-EOOS MANB&W

018 - 0-ring
031 - Screw
043 - Hose-steel with 2 flanges
055 - Gasket
067 - Flange
079 - 0-ring
080 - Flange
092 - Screw
114 - Screw
126 - Bush
138 - Packing ring
151 - Screw
163 - Support
175 - Steel pipe
187 - Filter screen
199 - Coupling, complete
209 - Pipe
210 - Sealing ring
222 - Flange
234 - Retaining ring
246 - Screw
258 - High pressure pipe
271 - Pipe clamp
283 - Screw
295 - Face complete
305 - Distance pipe
317 - Screw
330 - Gasket
354 - Screw
400 High pressure pipe
2 (2)
HYUNDAI
MANB&W 4572-121 O-E001
031
1 (2)
HYUNDAI
4572-121 O-E001 MANB&W
Item no. Qty Description

018 - Drive shaft
031 - Thrust flange
055 - Gearwheel
079 - Gearwheel, drive shaft
080 Drive shaft
114 - Cover
126 - Cover
151 - Assembtv kit (Screw. sealant)
163 - .Assembty kit (Screw. sealant)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
2 (2)
HYUNDAI
MANB&W 4572-1211-E001
Pump No.1 /2/3

with Proportional
control valve
Pump No.4
with On/Off
control valve
c:
"'
~
~
0
N
1 (2)
HYUNDAI
4572-1211-E001 MANB&W

001 - Posffion transmitter
002 - Protection cover
003 - Proportional valve
004 - Screw
005 On/Off Valve
006 - Screw
114 - Hydraulic oB pump
126 - Screw
151 - Hydraulic oM pump
163 - Hydraulic on pump
165 - Hydraulic on pump
201 - Pipe
202 - Banjo connector
203 - Elbow Connector
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
2 (2)
210
055
018
031
043
055
079~ ....._·-Lil._..
~--175
187
163
~199
c:
"'
1 (2)
HYUNDAI
:50-E007 MANB&W

018 - Hose
031 - Assembly kit
043 - Hose
055 - Assembly kit
079 - Pressure switch, complete
080 - Hose
102 - Assembly kit
114 - Drain pipe
126 - Hose
138 - Hose
151 - Pressure switch, complete
163 - Adapter, straight
175 - Connection block
187 - Assembly kit
199 - Assembly kit
210 - Hose
222 - Adapter, straight
234 - Elbow connection
246 - Hose
258 - Hose
271 ..,. Elbow connection
283 - Hose
295 - Connection block
HYUNDAI
MANB&W 4572-1251-EOO?
1 (2)
HYUNDAI
4572-1251-EOO? MANB&W
Item no.. Qty Desaiption

013 - Pipe
049 - Assembly klt
050 - Pipe
062 - Support
204 - Support
216 - Screw
241 - Pipe
336 - Support
348 - Pipe
361 - Pipe
385 - PiJ>e'
407 - Assembly kit
419 - Pipe
432 - Butterfly valve
444 - Assembly kit
468 - Flange
481 - Assembly kit
493 - Pipe
564 - Pipe
588 - Assembly kit
590 - Assembly kit
600 - Compensator
-
-
-
-
-
-
-
2 (2)
HYUNDAI
MAN B&W 4572-1252-EOO?
1 (2)
HYUNDAI
4572-1252-EOO? MANB&W

013 - Support
025 - Packing ring
036 - Screw
037 - Screw
038 Screw
049 - Drain pipe
062 - Ball valve
074 - Nut
075 - Nut
086 - Packing ring
120 - Drain pipe
121 - Drain pipe
145 - Drain pipe
170 - Screw
194 - Drain pipe
241 - Drain pipe
290 - Drain pipe
300 - Drain pipe
312 - Clamp
336 - Support
348 - Screw
361 - Screw
385 - Washer
397 - Support
398 - Support
407 - Drain pipe
419 - straight stud coupling
-
-
2 (2)
HYUNDAI
MANB&W 4572-1253-EOO?
1 (2)
HYUNDAI
4572-1253-EOO? MANB&W

010 - Assembly kit
022 - Hose
034 - Assembly kit
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
2 (2)
HYUNDAI
MANB&W 4572-1254-EOO?
c:
~
%
a
N
\ Pos .. 276
\HAictl _:-lilessl
1 (2)
HYUNDAI
4572-1254-EOO? MANB&W

021 - Pipe clamp
033 - Screw
057 - Drain J>fpe
061 Assembly kit
069 - Flexible hose
070 - Assembly kit
116 - Hydraulic oil inlet
153 - Screw
165 - Packing
177 - Ball valve
212 - Pipe clamp
236 - Assembly kit
248 - Screw
261 - Nut
307 - Assembly kit
319 - Non-return valve
332 - Hydrauiic pump station
356 - Screw
368 - Plate
393 - Pipe holder
403 - Screw
427 Drain pipe
500 - Connector
501 - .Assembly kit
-
-
-
2 (2)
HYUNDAI
MANB&W
Preface Chapter Electronics .................................................................... 4740-0100-0002

Work Card Cable Connections, Data .............................................. . 4765-1000-0001
Cable Connections, Overhaul.. ...................................... 4765-1001-0002
Multi Purpose Controller, Data.................................... . 4765-1900-0001
Multi Purpose Controller, Checking .............................. 4765-1901-0002
Plate Oil Mist Detector......................................................... 4772-0700-0002E
Engine Control System ................................................ 4772-1500-0007
Engine Control System ................................................ 4772-1500-0015
Engine Control System ................................................ 4772-1500-0015E
1 (1)
HYUNDAI
MANB&W 4740-0100-0002
Electronics This chapter of the instruction book is intended to provide the user with infor-
mation regarding the various electronic components installed on the engine.
1 (1)
HYUNDAI
MANB&W 4765-1000-0001
Safety
precautions
for detailed sketch
see 0545-0100
1 (1)
HYUNDAI
MANB&W 4765-1001-0002
Electrical Connectors
Service experience has shown that a ,

number of electrical faults can be avoid-
ed by using uniflow 8917© synthetic
grease when assembling electrical con-
nectors such as those on the control
valves and angle encoders.
4765-1001-0002001
Cleaning Clean the electrical connectors using a
lubricant-free contact cleaning spray,
cotton swabs and pieces of non-fluffy
cloth.
Wait for the connector to dry.
Place ~he nozzle of the grease tube in

front of each female terminal and inject
a small amount of grease. Contact
Cleaning
Spray
Lubricant free
4765-1001-0001001
Assembling Assemble and disassemble the

connector a few times to distribute the
grease evenly before final assembly.
4765-1001-0001002
1 (1)
HYUNDAI
MANB&W 4765-1900-0001
Safety 0 !stopped engine

precautions
for detailed sketch
see 0545-0100
Data
2570-001 0 refers to chapter 25, Bearings.
Tools
1 (1)
HYUNDAI
MANB&W 4765-1901-0002
Multi Purpose Controller
Multi Purpose Controllers are

used in CCU, ACU, ECU and EICU pan-
els. Checking of the MPC is continu-
ously performed by the MOP units.
See description in Chapter 6645 for a MOP

detailed view of the MOP panel screens.
4765-1901-0001 C01
1 (11)
HYUNDAI
·0002 MANB&W
smantling of MPC board
Static electricity may harm the MPC. When changing battery or doing other
maintenance on the MPC it is important to level the electric potential between
hand and frame. This is done immediately before any work on the MPC and
MPC cabinet by simply touching any piece of non coated metal of the cabinet.
---~-----------· -------------
•ower connector Disconnect the power connector.
4765-1901-0001001
ID-key Disconnect the ID-key.
4 765-1901-0001002
HYUNDAI
MANB&W 4765-1901-0002
MPC board Check placement of connectors accord-

ing to the table shown on the metal plate
on the MPC board. If necessary, note
down connector placement.
4765-1901-0001003
Connectors Disconnect all connectors on the MPC board.
Remove the MPC Unscrew the MPC board and remove it

board from the panel.
4 765-1901-0001 DOS
Dismantling of
amplifier In the CCU and ACU panels amplifiers are mounted below the MPG board.
3 (11)
HYUNDAI
4765-1901-0002 MAN B&W
Power connector Unplug the power connector from the

bottom of the MPG board.
4765-1901-0001006
Amplifier Unplug the two connectors on the

amplifier.
4765-1901-0001007
Amplifier Unscrew the amplifier and remove it

from the panel.
4 765-1901-0001 DOS
4 (11)
HYUNDAI
MANB&W 4765-1901-0002
Mounting the MPC

board If a spare M PC board has been
used previously on another engine 0 0
it is necessary to force the M PC
OFF
to update software from the MOP
panel. ON
This is done in the following way:
Set the yellow dip switch No. 4 on
the side of the replacement M PC to
OFF.
No 4
Mount the MPG as described.
Power on the M PC and let the M PC 4765-1901-0001 M01
finish downloading.
When the MPG LED flashes 2 red and 3 green (APPLOAD_DIP see
appendix), set the yellow dip switch No. 4 to ON.
NOTE Do not mount an MPG board unless the backup battery is installed.
Changing the battery of the Multi-Purpose Controller (MPG) may cause

a reset and restart of the MPG.
Therefore, only change the battery while:
• the ship is in harbour with engine stopped, or
• when sailing in unrestricted areas, where a restart of an MPG does

not imply any risk for the ship or the engine.
The battery only serves as back-up supply for the built-in clock of the
MPG, and a low battery level for several days until entering port is of
no consequence to the safe operation of the engine.
Backup battery Check that the back-up battery is

mounted and that the DIP switch S1 is in
neutral position. This means all switches
are in the »Off« position. This is also
known as binary »O«.
4765-1901-0001 M02
5 (11)
HYUNDAI
4765-1901-0002 MANB&W
DIP switches
Check that the coloured DIP switches
1 and 8 on the side of the MPC board
are set to the »Off« position.
OFF
ON
4765-1901-0001 M03
MPC board Mount the MPC board in the panel.
4765-1901-0001M04
Connectors Mount the connectors according to the

table shown on the metal plate on the
MPC board.
4765-1901-0001M12
6 (11)
HYUNDAI
MANB&W 4765-1901-0002
ID-key
Mount the ID-key.
4765-1901-0001 MOS
Power connector Mount the power connector.
4765-1901-0001 M06
Start-up process During the start-up process, the LED

will flash and the MPC board will reboot
several times.
During start-up, the MPC verifies if the

ID-key is connected. It reads the ID
number and checks if the key ID is in the
correct format and has a valid range, it
reads the DIP-switch 81 value and veri-
fies if it is 0 (Off). A new MPC board will
download software and settings from
the MOP panel during this process.
4765-1901-0001 MO?
The program completes the ID-key verification and is now ready to continue
the boot sequence. Any deviations will send an error message via the LED. The
start-up time of a new MPC board may vary but will take about 15 minutes.
When the LED shows green, the MPC board is running normally.
The MPC LED indications are shown on the appendix in this procedure.
7 (11)
HYUNDAI
4765-1901-0002 MANB&W
Amplifier Mount the amplifier using the two

screws.
4765-1901-0001 MOB
Connections Connect the two connectors on the

amplifier and the power connectors
on the MPC board.
4765-1901-0001 M09
The MPC LED flashes different sequences according to the process performed.
Some of these indications are for normal use and some are for service person-
nel use.
All of the LED indication sequences are shown in the diagram below.
This is to facilitate communication with MAN Diesel A/S service personnel if

needed.
8 (11)
HYUNDAI
MANB&W 4765-1901-0002
MPG LED Indication
Description The first part of the document describes the syntax of the LED indication and
assigns a short description to each of the used indications. The second part
presents a more detailed description of the different indications.
Syntax The MPC LED may be issuing indications by either emitting constant light or by
flashing. The LED indications are uniquely identified by the colour that the MPC
LED emits.
A flashing LED indication consists of two pulse trains separated in time by a

1-second pause. Each of these pulse trains represents an integer. All pulses are
set against a yellow background. The first pulse train will alternate between the
yellow background and a red foreground, while the second will use green as
foreground.
First digit Second digit
1 second 1 second
pause pause
4765-19Q1-0001M10
For identification of the indication the user must therefore note the number of
red and green pulses. The first digit is the number of red pulses and the second
digit is the number of green pulses. In the illustration above, the indication code
would thus be (2,3).
Indications Constant
Colour Short name Short description
Red ERROR Either early initialization or fatal error
Orange INIT Initialization, no parameters available or non-normal node mode
Green NORMAL Application up and running
I hinq
Fas
Digits Short name Short description
Red Green
1 1 CTRL PRG Onboard control proqramminq in proqress
2 1 APPLOAD_SCAN Application download in progress - sacnning for server
2 2 APPLOAD_DOWNLOAD Application download in progress - downloading program
2 3 APPLOAD DIP Application download completed -reset yellow DIP switch set to ON
3 1 BOOTLOAD_SCAN Bootloader download in progress - scanning for server
3 2 BOOTLOAD _DOWNLOAD Bootloader download in progress - downloading program
4 1 DONGLE VERIFY Checking node ID-key
4 2 DONGLE_ERROR ID-key erroe - missing, broken or not programmed
4 3 DONGLE DIP Node ID DIP switch not correctly reset - reset it to OxOO
4765-1901-0001 M11
9 (11)
HYUNDAI
4765-1901-0002 MANB&W
Detailed description of LED indications
ERROR (Red) This code is used primarily for indicating if the MPC has experienced a fatal
error. However, the MPC will also use this indication during early initialisation.
Therefore, the user should only take this code as an indication of error if it per-
sists more than 1O seconds.
INIT (Orange) Generally, this code is used for indicating initialisation, but the MPC may also
use this indication to signal one of the following conditions:
No parameters: No valid parameters are available to the application software.
Configuration or test mode: The MPC is in a non-normal node mode.
Generally, if the INIT code is shown longer than 10 seconds this would indicate
one of the latter conditions.
NORMAL (Green) Application is up and running.
CTRL_PGM (1,1) One of the on-board micro controllers is being programmed. This is a part of the
MPC initialization process.
APPLOAD_SCAN The application software download program (bootloader) is trying to find a serv-
(2,1) er from which it can download its application program. If this code persists it
indicates either that no application program server is connected to the network
or the network is broken.
APPLOAD _DOWN- An application program is being downloaded.

LOAD (2,2)
APPLOAD_DIP (2,3 The yellow DIP-switch on the MPC CPU board can be used for forcing down-
load of new application software. To avoid looping it is therefore required that
the yellow DIP-switch be reset on completion of such a forced download. Reset
it to ON/down.
BOOTLOAD_SCAN This indication is analogous to the APPLOAD_SCAN indication except that this
(3,1) code indicates that there is not server available from which the MPC can down-
load a new bootloader. This code should only be indicated if attempts are being
made to update the bootloader using the special update program.
BOOTLOAD _DOWN- A new bootloader program is being downloaded and programmed.

LOAD (3,2)
DONGLE_VERIFY The ID-key is being checked. This should only take a couple of seconds.
(4,1)
10 (11)
HYUNDAI
MANB&W 4765-1901-0002
DONGLE_ERROR A ID-key error has been identified. Either the ID-key is missing, broken or holds
(4,2) an invalid value. Try to reprogram it.
DONGLE_DIP (4,3) The DIP-switch mounted on the CMl/O board is used for programming the ID- -
key. The programming process requires that this DIP-switch be reset before
completing. This code is used for indicating this to the user. Reset the CMl/O
board DIP switches to OFF/down.
11 (11)
HYUNDAI
MANB&W 4772-0700-0002E
014
\ 0
__
....
~-·
-11.bol'Ld.:lt!llC
--- ...,_
~..,~
:=-~-
.. c.-.t~a...,.
In ECR
Doc-ID: 4772-0700-0002.0 1 (2)

HYUNDAI
4772-0700-0002E MANB&W
Item no Qty
- . -
-
014 - Oil mist detector*
.
.
'
•
'
' •
.
• •
Note: * See manufacturer's manual.
2 (2) Doc-ID: 4772-0700-0002.0

HYUNDAI
MANB&W 4772-1500-0007
. . 021
1 (2)
HYUNDAI
4772-1500-0007 MANB&W
- . ..
• Qty
A
- ••••
l"'\1111--1111101
:
'
'
.
'
.
2 (2)
HYUNDAI
MANB&W 4772-1500-0015
•
ECUB scu
(Optional)
021
033 •
045
057
ECUA ACU3
0
ACU 1
ACU2
• •
0
•
• • • • • •
0
• •
0
0
0
0
0
Power
HPS 0
0 • • Safety
0
ft
Tacho
0
0
Network
0
0 • 0 • 0 • 0
1 (2)
HYUNDAI
4772-1500-0015 MANB&W

021 - Enclosure, complete
033 - Multi purpose controller
045 - Printed circuitboard assy
057 - Connector-pcb, kit
2 (2)
4772-1500-0015E
070
HYUNDAI
4772-1500-0015E MANB&W

010 - Moo A
012 - Track ball
013 - -Service kev board
020 - MooB
022 - Key board
031 - PMIPC
040 - PMI Printer
050 - Ether net Hub
070 - Ups A
071 - Ups B
101 - ECS PANEL
200 - MPC (Multi purpose controller)
'
'
..
'
'
'
'
'
'
2 (2)
HYUNDAI
MANB&W
Preface Chapter Cooling \'Vater .... .... .... .... ....... .... .......................... . 5040-0100-0001
Description Cooling Water System, Data .............................. .. 5045-0100-0002

Cooling Water Treatment .................................... .. 5045-0200-0002
Drawing Seawater Cooling System (Main and Auxiliary 5055-0100-0002

Engines) .............................................................. ..
Jacket Cooling Water System .. ... ..... .. ... .. ........... .. 5055-0105-0002
Central Cooling System ........................................ . 5055-011 0-0002
Preheating of Jacket Cooling Water ..................... . 5055-0115-0002
Plate Cooling Water Pipes .. .... ........... ..... ..................... . 5072-0100-0008
1 (1)
HYUNDAI
MANB&W 5040-0100-0001
'1
This chapter contains informations on how to operate and maintain your cool-
ing water system. Please note that the pipe systems vary considerably from
plant to plant.
Doc. ID: 5040-0100-0001 1 (1)

HYUNDAI
MANB&W 5045-0100-0002
1. General
Pipe systems vary considerably from plant to plant. The following schematic
pipe diagrams are included here, for guidance, to illustrate the essential prin-
ciples of the circuits and their correlation.
For a specific plant, the correct details must be found in the piping diagrams
2. Seawater Cooling System)

See Drawing 5055-0100
Seawater is drawn up through the sea connection (1) by the seawater pump (2).
From the pump, the water-flow is divided into three separate branches:
1. through the adjustable valve (3) direct to the main engine scavenge air
cooler(s)
2. through the non-return valve (5) to the auxiliary engines
3. through the adjustable valve (3) to the lub. oil cooler and jacket water cooler,
which are connected in series.
Other branches may be installed in parallel with branch 3:

- Water supply to PTO/RCF lube oil cooler (if installed).
The sea water from the above-mentioned branches is later mixed again, and
then continues to the thermostatically controlled 3-way regulating valve (6) at
the seawater overboard valve (7).
Regulating valve (6) is controlled by the sensor (8) which is located in the sea-
water inlet pipe. The thermostat is adjusted so that the water temperature at the
pump inlet is kept above 10°C, in order to prevent the lub. oil from becoming
too viscous on the cold cooling surfaces.
If the seawater inlet temperature drops below the set level, then regulating valve
(6) opens for the return flow to the seawater pump suction piping.
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HYUNDAI
5045-0100-0002 MANB&W
3. Jacket Cooling Water System

See Drawings 5055-0105
The jacket water is circulated through the cooler and the main engine cylinders
by the jacket water pump (1). The thermostatically controlled regulating valve
(2), at the outlet from the cooler, mixes cooled and uncooled jacket water in
such proportions that the temperature of the outlet water from the main engine is
maintained at about 80-85°C.
Regulating valve (2) is controlled by the sensor (3), which is located in the cool-
ing water outlet of the main engine.
In order to avoid increased cylinder wear it is important to maintain the cooling

water outlet temperature at 80-85°C.
A lower temperature may cause condensation of sulphuric acid on the cylinder

walls.
An integrated loop in the auxiliary engines ensures a constant temperature of

80°C at the outlets from the auxiliary engines.
To prevent air accumulation in the cooling water system, a deaerating tank (4)
(cyclone tank) has been inserted in the piping. The expansion tank (5) takes up
the difference in the water volume at changes of temperature.
Also an alarm device is installed to give off alarm, in case of excessive air/steam
formation in the system.
Pressure gauges are installed to enable checking of the pressure difference

across the engine.
3.1 Operation in port
The main engine is preheated by utilising hot water from the auxiliary engine(s).
This preheating is activated by valves especially for this purpose
By activating these valves the direction of cooling water flow will change, and
the water will now be circulated by the auxiliary engine-driven pumps.
From the auxiliary engines, the water flows directly to the main engine jacket
outlet. When the water leaves the main engine, through the jacket inlet, it flows
to the thermostatically controlled 3-way valve (2).
In this operating mode, the temperature sensor (3) for valve (2) measures in a
nonflow. low temperature piping. Valve (2) will consequently be set to lead the
cooling water to the jacket water cooler, and further on to the auxiliary engine-
driven pumps.
The integrated loop in the auxiliary engines will ensure a constant temperature
of 80°C at the auxiliary engine outlet, thus preheating the main engine.
Auxiliary engines in stand-by are automatically preheated by hot cooling water

by means of valves for this purpose.
2 (4) Doc-ID: 5045-0100-0002

HYUNDAI
MANB&W 5045-0100-0002
4. Central Cooling System

In the central cooling water system, the central cooling water pumps circulates
the low-temperature freshwater (central cooling water) in a cooling circuit: in
parallel through the scavenge air cooler(s), through the lub. oil cooler and jacket
water cooler, the two last mentioned connected in series, and through the aux-
iliary engines.
The temperature in the low temperature part of the system is monitored by the
thermostatically controlled regulating valve (4). Adjust the regulating valve so
that the min. temperature at inlet to the air cooler, the oil cooler, and the auxil-
iary engines is above 10°C. Regarding main and auxiliary jacket cooling water
systems, see previous section 3., 'Jacket Cooling Water System'.
5. Preheating during Standstill

Preheat the engine in accordance with Section 6645-0170.
Preheat by means of:
• A built-in preheater, see also Drawing 5055-0115.
The capacity of the preheater pump should correspond to about 10% of the
capacity of the jacket water main pump.
The pressure drop across the preheater should be approx. 0.2 bar.
The preheater pump and the main pump should be electrically interlocked to
avoid the risk of simultaneous operation.
• Cooling water from the auxiliary engines, see item 3.1, 'Operation in Port'.
6. Jacket Cooling Water

It is assumed that the temperature rise is not caused by defective measuring
equipment or thermostatic valve. These components should be checked regu-
larly to ensure correct functioning. ·
If the cooling water temperature, for a single cylinder or for the entire engine,
rises to 90-100°C, follow this procedure:
Open the test cocks on the cylinder outlets.
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HYUNDAI
5045-0100-0002 MANB&W
Is the water coming out?
• Close the test cocks.
• Re-establish the cooling water supply at once, or stop the engine for trou-
bleshooting.
m•,· The cooling space is not completely filled with water. This results in local
overheating, and hence the formation of steam.
• Close the test cocks.
• Stop the engine.
• Close the outlet valve on the overheated cylinder.
• Open the indicator cocks.
• Keep the auxiliary blowers and lub. oil pumps running.
• Turn the piston of the cylinder concerned to BOC to slowly cool down the
overheated area via the air flow through the cylinder and indicator cock.
• Leave the engine to cool.

This prevents extra shock heat stresses in cylinder liner, cover and exhaust
valve housing, if the water should return too suddenly.
• After 15 minutes, open the outlet valves a little so that the water can rise
slowly in the cooling jackets. Check the level at the test cocks.
• Find and remedy the cause of the cooling failure.
• Check for proper inclination of the freshwater outlet pipe, and for proper
deaeration from the forward end of the engine.
• Make a scavenge port inspection to ensure that no internal leakage has oc-
curred.
Note: Slow-turn the engine with open indicator cocks before starting the en-
gine.
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HYUNDAI
MANB&W 5045-0200-0002
1. Reducing Service Difficulties
To reduce service difficulties to a minimum, we strongly recommend:
• effective protection against corrosion of the cooling water system by adding a

chemical corrosion inhibitor. See Item 1.2.
• using the correct cooling water quality. See Item 1.3.
• effective venting of the system. See Item 1.4.
• Checking the system and water during service. See Item 2.
• Using the correct cleaning and inhibiting procedure. See Items 3 and 4.
1.1 Types of damage
If the above-mentioned precautions are not taken, the following types of dam-
age may occur:
•corrosion, which removes material from the attacked surface by a chemical

process.
• corrosion fatigue, which may develop into cracks because of simultaneous

corrosion and dynamic stresses. ·
•cavitation, which removes material because of local steam formation and

subsequent condensation in the cooling water, due to high water velocity or
vibrations.
• scale formation, which reduces the heat transfer, mostly due to lime deposits.
Corrosion and cavitation may reduce the lifetime and safety factors of the parts
concerned. Deposits will impair the heat transfer and may result in thermal
overload of the components to be cooled.
1.2 Corrosion inhibitors
Various types of inhibitors are available but, generally, only nitrite-borate based
inhibitors are recommended.
A number of products marketed by major companies are specified in the table

on Page 9. The relevant dosages are also mentioned, and we recommend that
these directions are strictly observed.
Cooling water treatment using inhibiting oils is not recommended, as such

treatment involves the risk of uncontrolled deposits being formed on exposed
surfaces, and furthermore represents an environmental problem.
f NOTE The legislation for disposal of waste water, incl. cooling water, prohibits
the use of chromate for cooling water treatment. Chromate inhibitors
must not be used in plants connected to a freshwater generator.
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5045-0200-0002 MANB&W
1.3 Cooling water quality
It is important to use the correct cooling water quality. We recommend to use

deionized or distilled water (for example produced in the freshwater generator)
as cooling water.
This prevents, to a wide extent, the formation of lime stone on cylinder liners
and in cylinder covers, which would impair the heat transfer, and result in unac-
ceptably high material temperatures.
Before use, check that the following values are not exceeded:
- Hardness: max. 10° dH (=10 ppm CaO)
- pH: 6.5-8.0 (at 20°C)
- Chloride: 50 ppm (50 mg/litre}
- Sulphate: 50 ppm (50 mg/litre)
- Silicate: 25 ppm (25 mg/litre)
Check that there is no content of:

-Sulphide
-Chlorine
-Ammonia
I NOTE Softening of the water does not reduce its sulphate and chloride contents.
If deionized or distilled water cannot be obtained, normal drinking water can be

used in exceptional cases.
Rain water, etc. must not be used, as it can be heavily contaminated.
1.4 Venting
The system is fitted with a deaerating tank with alarm and with venting pipes
which lead to the expansion tank.
See Section 5045-0100.
2. Checking the System and Water during Service

We recommend to keep a record of all tests, to follow the condition and trend of
the cooling water.
Check the cooling water system and the water at the intervals given below:
2.1 Regularly
Whenever practical, check the cooling water system for sludge or deposits.
See also Item 2.5, 'Every Four-Five Years and after Long Time Out of Operation'.
Check at the cooling pipes, cooling bores, at the top of the cylinder and cover
and exhaust valve bottom piece.
Sludge and deposits can be due to:
• contaminated cooling water system,
2 (9) Doc-ID: 5045-0200-0002

HYUNDAI
MANB&W 5045-0200-0002
• Zinc galvanized coatings in the cooling water system.

Experience has shown that zinc galvanized coatings in the freshwater cooling
system are often very susceptible to corrosion, which results in heavy sludge
formation, even if the cooling system is correctly inhibited.
In addition, the initial descaling with acid will, to a great extent, remove any
galvanized coating. Therefore, generally, we advise against the use of galva-
nized piping in the freshwater cooling system.
2.2 Once a week
Take a water sample from the circulating system during running.

i.e. not from the expansion tank or the pipes leading to the tank.
Check the condition of the cooling water.

Test kits are normally available from the inhibitor supplier.
Check:
• The concentration of inhibitor must not fall below the value recommended by
the supplier, as this will increase the risk of corrosion.
When the supplier specifies a concentration range, we recommend to main-

tain the concentration in the upper end.
• pH-value should be within 8.5-10 at 20°C.
A decrease of the pH-value (or an increase of the sulphate content, if mea-

sured) can indicate exhaust gas contamination (leakage).
pH can be increased by adding inhibitor, however, if large quantities are nec-
essary, we recommend to change the water.
• Chloride content should not exceed 50 ppm (mg/litre).
In exceptional cases, a maximum of 100 ppm can be accepted, however, the

upper limit specified by the inhibitor supplier must be adhered to. An increase
of the chlorine content can indicate salt water ingress. Trace and repair any
leakages at the first opportunity.
• NOTE If out-of-specification results are found, repeat the tests more frequently.
2.3 Every third month

Take a water sample from the system during running, as described in Item 2.2,
'Once a week'.
Send the sample for laboratory analysis, in particular to ascertain the content
of:
- inhibitor
- sulphate
-iron
- total salinity.
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5045-0200-0002 MANB&W
2.4 Once a year
Empty, flush and refill the cooling water system. Add the inhibitor. See a/so Item
4. 5, 'Adding the Inhibitor', further on.
2.5 Every four-five years and after long time out of operation
Based on the regular checks, see Item 2.1, clean the cooling water system for
oilsludge, rust and lime. Refill and add the inhibitor.
See Items 3 and 4 further on.
2.6 Water losses and overhauling
Replace evaporated cooling water with non-inhibited water.
Replace water from leakages with inhibited water.
After overhauling, e.g. of individual cylinders, add a new portion of inhibitor im-
mediately after completing the job.
Check the inhibitor concentration any time a substantial amount of cooling wa-
ter is changed or added.
3. Cleaning and Inhibiting

3.1 General
Carry out cleaning before inhibiting the cooling water system for the first time.
This ensures uniform inhibitor protection of the surfaces and improves the heat
transfer.
During service, carry out cleaning and inhibiting every 4-5 years and after long
time out of operation, see also Item 2.5. Cleaning comprises degreasing to re-
move oil sludge and descaling to remove rust and lime deposits.
3.2 Cleaning agents
Special ready-mixed cleaning agents can be obtained from companies special-

ising in cooling water treatment, and from the supplier of inhibitors.
See item 5.1.
These companies offer treatment, assistance and cooling water analysis. We

point out that the directions given by the supplier should always be closely fol-
lowed.
The cleaning agents must not be able to damage packings, seals, etc. It must
also be ensured that the cleaning agents are compatible with all parts of the
cooling system to avoid any damage.
The cleaning agents should not be directly admixed, but should be dissolved in
water and then added to the cooling water system.
4 (9) Doc-ID: 5045-0200-0002

HYUNDAI
MANB&W 5045-0200-0002
For degreasing, agents emulsified in water, as well as slightly alkaline agents,

can be used.
I NOTE
Ready-mixed agents which involve the risk of fire obviously must not be used.
For descaling, agents based on amino-sulphonic acid, citric acid and tartaric
acid are especially recommended.
I NOTE Use only inhibited acidic cleaning agents.
These acids are usually obtainable as solid substances, which are easily solu-
ble in water, and do not emit poisonous vapours.
3.3 Inhibitors
See Item 1.2, 'Corrosion Inhibitors', earlier in this Chapter.
4. Cleaning and Inhibiting Procedure
4.1 General
I NOTE
The engine must be at a standst111 during the cleaning procedure to avoid overheat-
ing during draining.
Normally, cleaning can be carried out without any dismantling of the engine.
Since cleaning can cause leaks to become apparent (in poorly assembled joints
or partly defective gaskets), inspection should be carried out during the clean-
ing process.
4.2 Degreasing
I NOTE Be careful. Use protective spectacles and gloves.
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5045-0200-0002 MANB&W
4.2.A Prepare for degreasing
Does the coolin water contain inhibitor?

Drain the system.
Fill up with clean tap water.
Follow the procedure below.
Follow the procedure below.
Heat the water to 60°C and circulate it continuously.

Drain to lowest water level in the expansion tank sight glass.
4.2.B Add the degreasing agent

Add the degreasing agent, preferably at the suction side of the running jack-
et water pump.
Use the amount of agent specified by the supplier.
Drain again to the lowest level in the expansion tank if the cooling water system
is filled-up, before all agent is applied.
4.2.C Circulate the solution

Circulate the agent for the period specified by the supplier.
Check and repair any leaks.
4.2.D Drain and flush the system

Drain the system completely.
This will also flush out any oil or grease settled in the expansion tank.

Circulate the water for two hours.
Drain the system completely.
Proceed to the descaling procedure, see Item 4.3, 'Oescaling'.
4.3 Descaling
On completing the degreasing procedure, see Item 4.2, 'Degreasing', apply this
descaling procedure .
• NOTE Be careful. Use protective spectacles and gloves .
To avoid po/tutting the sea water with acid, it is recommended, if possible, to col-
• NOTE lect all the drained water that contains acid in a tank where it can be neutralised,
for example by means of soda. before being led overboard.
6 (9) Doc-ID: 5045-0200-0002

HYUNDAI
MANB&W 5045-0200-0002
4.3.A Prepare for descaling

Heat the water to a maximum of 70°C, and circulate it continuously.
Some ready-mixed cleaning agents are specified to be used at a lower tempera-

• NOTE ture. This maximum temperature must be adhered to.
4.3.B Add the acid solution

Dissolve the necessary dosage of acid compound in a clean iron drum, half
filled with hot water. Stir vigorously, e.g. using a steam hose.
For engines that were treated before the sea trials, the lowest dosage rec-
ommended by the supplier will normally be sufficient.
For untreated engines, a higher dosage - depending on the condition of the

cooling system - will normally be necessary.
The solubility of acids in water is often limited. This can necessitate descal-
ing in two stages, with a new solution and clean water. Normally, the supplier
specifies the maximum solubility.
Fill the drum completely with hot water while continuing to stir. Then slowly
add the acid compound at the suction side of the jacket water cooling pump.
Drain some water from the system, if necessary.
4.3.C Circulate the acid solution

Keep the temperature of the water at the prescribed preheating temperature,
and circulate it constantly.
The duration of the treatment will depend on the degree of fouling.
Normally, for engines that were treated before the sea trials, the shortest
time recommended by the supplier will be sufficient.
For untreated engines, a longer time must be reckoned with.
Check every hour, for example with pH-paper, that the acid has not been
neutralised.
A number of descaling preparations contain colour indicators which show
the state of the solution.
If the acid content is exhausted, a new admixture dosage can be added, in

which case the weakest recommended concentration should be used.
4.3.D Neutralise any acid residues

After completing the descaling, drain the system and flush with water.
The flushing is necessary to remove any debris that may have formed during
the cleaning.
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5045-0200-0002 MANB&W
~ I
Continue the flushing until the water is neutral (pH approx. 7).
Acid residues can be neutralised with clean tap water containing 10 kg soda
per ton of water. As an alternative to soda, sodium carbonate or sodium
phosphate can be used in the same concentration.
Circulate the mixture for 30 minutes.
Drain and flush the system.
Continue to flush until the water is neutral (pH approx. 7).
I NOTE
Check the acid content of the system oil directly after the descaling, and again 24
hours later. See Section 3045-0130.
4.4 Filling up with water
To prevent the formation of rust on the cleaned surfaces, fill up with water im-
mediately after the cleaning.
Fill up, with deionizer or distilled water, to the lowest level in the expansion tank.
See also Item 1.3, 'Cooling Water Quality'.
4.5 Adding the inhibitor
On account of the lack of hardness, the deionized or distilled water is relatively

corrosive.
Add the corrosion inhibitor immediately after filling up.
Weigh out the quantity of inhibitors specified by the supplier. See item 5.1.
We recommend to use the maximum amount specified by the makers.
Dissolve the inhibitor in hot deionized or distilled water, using a clean iron drum.
Add the solution at the suction side of the running jacket water cooling pump or
at another place where flow is ensured.
A liquid inhibitor may be entered directly into the system by equipment supplied
by the maker. Follow the maker's instructions.
Fill up to normal water level, using deionized or distilled water.
Circulate the cooling water for not less than 24 hours. This ensures the forming
of a stable protection of the cooling surfaces.
Check the cooling water with a test kit (available from the inhibitor supplier) to
ensure that an adequate inhibitor concentration has been obtained.
See also Item 2.2, 'Once a Week', 'Check: Inhibition concentration'.
8 (9) Doc-ID: 5045-0200-0002

HYUNDAI
MANB&W 5045-0200-0002
5. Central Cooling System, Cleaning and Inhibiting

It is important for the proper functioning of this system to remove existing de-
posits of lime, rust and/or oil sludge in order to minimise the risk of blocking
the coolers, and to ensure a good heat transfer. Subsequent inhibiting shall, of
course, be carried out.
For central cooling water systems, which are arranged with separate high and low
temperature freshwater circuits, the careful, regular checks which are necessary
for the jacket cooling water(= high temperature freshwater circuit) are not neces-
sary for the low temperature freshwater circuit.
5.1 Nitrite-borate corrosion inhibitors for fresh cooling water treatment

I j
1
Maker's min. recom-
Company i • •
Name of mhtbttor
• •
: Deltvery form
:
; mended dosage (*)
: I I
! Castro I Ltd. Swindon · Castro! Solvex WT4 Powder 3kgI1000 I

Wiltshire, England •Castrol Solvex WT2 Liquid 20 I I 1000 I
Powder 3.2kgI1000 I
Drew Ameriod Marine, ! DEWT NC
Liquid 81 I 1000 I
Boonton, N.J./USA i Liquidewt Maxiguard Liquid 16 I I 1000 I
, . !
: Nalflo~ Ltd. Northw1ch, . NALFLEET 9-121
i Cheshire, England i NALFLEET 9 108
P~w~er
L1qu1d
2.5 kg I 1000 I
2 _25 I I 1000 I
I
j
5 1 / 1000 1
Rohm & Haas (e~~--;uol-: ~~1 ~ DIA ~~;Sl~w~---- Powd~-~---- 3 kg I ~~00 ~-
1
ite) Paris, France RD25 DIA PROSIM Liquid 50 I I 1000 I
~~~om Maassluis, Hol- CWT Diesel QC2 Liquid 12 I I 1000 I

-Wilhel;;~~ Sh~s s~~~--~------~-- -------~- ·--- ·-·----~- ---~------~ I
• Dieselguard NB Powder 2 kg I 1000 I I
i ice A/S. Rocor NB Liquid Liquid 9 I I 1000 I
! Lysaker, Norway I.
Generally we recommend 2000-2500 ppm Nitrite.
(*) Initial dosage may be larger.
5.2 Non Nitrite-borate corrosion inhibitors for fresh cooling water treatment
I
: . .. i . Maker's min. recom-
Company l Name of mh1b1tor ~ Delivery form mended dosage (*)
•Chevron Havohne XU 50II1000 I

Liquid
: Houston, USA : Havoline XLC 350II1000 I
! Wilhelmsen Ships
!Service A/S. Unitor Cooltreat AL Liquid 50II1000 I
, Lysaker, Norway
(*) Initial dosage may be larger.
These lists are for guidance only and must not be considered complete. We un-
dertake no responsibility for difficulties that might be caused by these or other
water inhibitors/chemicals.
Suitable cleaners can normally also be supplied by these firms.
Doc-ID: 5045-0200-0002 9 (9)

2008-10-20
""'l .·-··
/ [J:( )
/ Air cooler
____ i.1·-11 "·---!,~ I
~1·n~c~luO.d~e~d~01·Fnous18tna~tnf~d~a~rdea'f,-l,~r1,-_.;.'.=. i=~_-~,~ l·=·:ti,-,':1./1,jl............ ···:--

1
1 '
·--··-•----·-······-····- ··········-·------------··-..-----------------------··-----·-·--·--·---·--·---··--·--·-·--· ·-------···-··--·-·--··-----................................_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
. ~-~-~I~~ ?~!-~~e~_?. . - -. --------....;

. -
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.. __--_-_--_
..._]
--7(~~~: ==: @;~

0
0
nI
j~~~r. _- O'l : [;;~I] Regarding the lub. oil
coolers. this valve should be
adjusted so that the cooling
R • ,., ¥ .
/~i! 99.Q!.~L.. water inlet temp. is not
'-.!~J-·-·- ._,, ---x~Lup.__qil QQQ!.~r below 10" C.
(]1
0
These valves to
be provided With <2• 4 '" r=1·-- ' r· 2
•1:_____ 1·-· ··.._ G.-:,r'--··- ; h~
'j ,.<.'.-f.-~-~9.:\J
(]1
(]1 gradual scale / -- \ --1 • -
'Aux 1
0
I
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"\ • I 'Aux -ftJP..ux
E .
-""
0 t*-'l ... .thr:'-~f.!g_:~1j
Gl,¥ G1
{>['--~~~L G1 I. ..
0
I .... Cooling water pumps ....-- (5) :( ··-· - · - -- <,~~) BWL
0
0
j~... c~> ........ --- - L______ _,,__ __ . . _.----·-·- -~-----------
0
I\)
\{!421/ ---<1'1) --J-. _.,... ______.. ____ -r---- ..
6
>
--~b.!P..~~~-~---· ~-- , fa~ )~ ( •• ...
)"'fEB'"'l . i,~~ · _J~\~~;;~~9fn~erpump·ior- - ------ ·· · · · · · · · · · · · ·

!2)-~-~-~2-~-~,~-~----/.._____'··-··-··-.. ~ $~~-':. ~~-~-i~-~-l.. . ..
··-... ............. [f&JJ··~··
.......... ~f
••••• ----_:_·_:_}, ~.- ~. - L.,. ········T···

................... L.
01
0
CJ1
CJ1
I
0
....&.
0
0
Drawing Seawater Cooling System (Main anti Auxiliary Engines) 0
0
I
5055·0100-0002 0
I'.)
2008-08-18
[
Alarm must be given if excess air
is separated from the water in the
®
de-aerating tank
, Low level alarm
""--·········-·-······--··-··-···--···-····
-~--_ .....
......, Orifice for adjustment ot
(PT ') cooling water pressure
Normally closed valve
tl_T-q'®~ To be opened when the
system is filled with
cooling waer. (Manually
0 or automatically)
0 Tracing of F.O. ,1.,
(")
I .....~-~~1-~..P..~.P..1:'...... i.,;
R ~-")Pre: ·i
c.n ._ !:!_e~t12r_,
0 r-'-i
c.n
c.n
I
l~l
0_....
~
0
c.nI
0
0 The freshwater generator
0 De-aerating tank
I$ Jacket water pumps to be coupled in and out
see special drawing
3 bar head slowly min. 3 minutes
Main
"-.__ From tracing of F.O. drain pipe
engine
t
Drain from bedplate/cleaning "-. Fresh cooling *) Preheater can be installed if preheating
turbocharger lo waste tank "' water drain
·- ----- from aux. engines is not available
For flow rates and capacities for

main engine, see list of capacity
for actual engine type
CJ'1
0
CJ'1
CJ'1
I
0
~
0
CJ'1
I
0
Q
2008-08-18
3: ::c
>-<
zc:
Expansion tank rmZ
central goC
/',./""
cooling water
.....-··..-·-·----.........·-···---- ~~
,/
Seawater
outlet
I
I
Regarding the lub. oil coolers, this I
valve should be adjusted so that lhe
CJ inlet temp. of the cooling wal.er is .------f/
0 not below 1O"C I
(")
I cr-11----!
..../ I
R Lub. oil
cooler
01
0 Air pocket, if any, in the pipe line between
01 the pump, must be vent to the expansion tank
01 tTJf···
I
0 ..........·'
.....
0
I
0
0
0
I\)
cooling
water
pumps
\ Cooling water
\___g.r.~.~J..~J[g_Q_Q.l~L......
For arrangement common for main

Number of Aux. engines, pumps, engine and MAN B&W Aux. engines,
coolers, etc. subject to see special drawing
Seawater
alterations according to the inlet
actual plant specification
01
0
01
01
I
0
,....\,
,....\,
0
Drawing Central Cooling System 0
I
--.....
0
5055-0110-0002 0
I'\.)
HYUNDAI
MANB&W 5055-0115-0002
Temperature Preheater
increase of capacity in
jacket water % of nominal
oc 1.5% 1.25% 1.00% 0.75%
MCR power
0 10 20 30 40 50 60 70 hours
Preheatin time
Preheating of Jacket Cooling Water
If the cooling water is heated by means of a preheater installed

in the freshwater system, the curves above can be used.
The curves are drawn on the basis that, at the start of preheating,
the engine and engine-room temperatures are equal.
Example:
A freshwater preheater, with a heating capacity, equal to 1 % of

nominal MCR engine shaft output, is able to heat the engine 35°C
(from 15°C to 50°C) in the course of 12 hours.
Cooling water preheating during standstill is described in

Chapter 6645-0170.
Doc-ID: 5055-0115-0002 1 (1)

HYUNDAI
MANB&W 5072-0100-0008
~--080
055
067 _/ r
0~\'-. . _ 092
102
126
~ '~
"'
I 2212-0300 ·
1 (2)
HYUNDAI
5072-0100-0008 .MANB&W
- . -
Item no Qty -
018 - Ball valve
031 - Hose
043 - A
·:,, kit
- A
---- .~:,,
- ;-10~1 IVVQLOI pipe,
-
....... n.11 l!:::f !
A
,..,..,.,,, ,..,,,
151 - Freshwater pipe, inlet

'
163 - -
I ....,n.11 l!:::f
I
i
!
'
I
'
I
'
' I
.
I
i
i
I
2 (2)
HYUNDAI
MANB&W
Preface Chapter Gas and Air System ............................................. . 5440-0100-0001
Drawing Scavenge Air Drain Pipes .................................... .. 5455-0100-0001

Scavenge Air Spaces, Fire Extinguishing Systems 5455-0105-0001
Dry Cleaning ofTurbocharger - Turbine side ....... . 5455-0110-0002
Wet Cleaning of Turbocharger - Turbine side ....... . 5455-0115-0002
Air Cooler Cleaning System - Option ..... ... .. ......... . 5455-0120-0001
Work Card Scavenge Air Cooler Element, Data ..................... . 5465-01 OO-E003
Scavenge ,l\ir Cooler Element ... .. .. .. .. . .. .. ............... . 5465-01 J1-0006
Water Mist Catcher, Data ..................................... . 5465-0200-0003
Water Mist Catcher .. ... .... .. .. ... ... ... . ...................... . 5465-0201-0002
Scavenge Air Butterfly Valve, Data ....................... . 5465-0300-0001
Scavenge Air Butterfly Valve ................................. . 5465-0301 -0001
Scavenge Air Non-Return Valve, Data ................. . 5465-0400-0001
Scavenge Air Non-Return Valve ........................... . 5465-0401-0002
,l\uxiliary Blower. Data ......................................... . 5465-0500-0002
Auxiliary Blower ................. ........ . . ........................ . 5465-0501-0002
Scavenge Air Safety Valve, Data ........................ .. 5465-0600-0001
Scavenge Air Safety Valve ...... .. .. .. . .. ... .. .............. .. 5465-0601 -0001
Turbocharger Cleaning, Data ............................... . 5465-0700-0001
Turbocharger Cleaning ......................................... . 5465-0701-0002
Tool Plate Scavenge Air Cooler Tools ................................... . 5470-0110-0002 E

Scavenge Air Cooler Lifting Tools ......................... . 5470-0120-0002 E
Turbocharger Tools .... ................... ...................... . 54 70-0700-0003
Plate Scavenge Air Cooler .... ............. ..... . .................... . 5472-0100-0006

Scavenge Air Cooler Frame .. ... ...... ... .. . .. .............. . 5472-0110-0015
Water Mist Catcher .. .. .. ... .. .... .. .. .... .. ................... .. 54 72-0200-0003
Suction Pipe ...... ... ..... ............ .. ........................... . 54 72-0350-0002
Scavenge Air Cooler Non-Return Valve .............. .. 54 72-0400-0005
Auxiliary Blower ... ... .. .. .. .... ..... .. . .. . ....................... .. 5472-0500-0006
Scavenge Air System ........................................... . 54 72-0600-0009
Scavenge Air Receiver, Safety Valve .................. .. 54 72-0620-0002
Scavenge Air Pipe ...... .... .............. ....................... . 5472-0630-0011
Exhaust Receiver .. ..... .... ... ........... ........................ . 5472-0900-0011
Exhaust Gas-Bypass System ....................................... . P91024-0002
Valve with Actuator .................................................... .. P91025-0008
1 (1)
HYUNDAI
MANB&W 5440-0100-0001
Air System
The engine is supplied with scavenge air from one or more turbochargers,
de pending on the engine type and layout.
The engine exhaust gas drives the turbine wheel of the turbocharger and,
through a common shaft, the turbine wheel drives the compressor wheel.
The compressor draws air from the engine room, through the air filters.
From the compressor outlet, the air passes through the charging air pipe
to the charging air cooler where the air is cooled down.
The charging air pipe, with compensator, is insulated.
The air cooler incorporates a water mist catcher, which is designed to separate
condensate from the air. See also 'Charging Air Cooler' further on in this Sec-
tion.
When the air has passed the water mist catcher, it is pressed into the scavenge
air receiver through non-return valves. The non-return valves open by pressure
from the turbocharger.
From the scavenge air receiver, the air flows to the cylinder through the scav-
enge air ports when the piston is in the bottom position. When the exhaust
valves open, the exhaust gas is pressed into a common exhaust gas receiver,
from where the gas drives the turbine of the turbocharger with an even and
steady pressure
01. Charging Air Cooler
The charging air cooler insert is of the block type. It is mounted in a housing
which is welded up of steel plates.
The cooler housing is provided with inspection covers.
The cooler is designed with an air reversing chamber which incorporates

a water mist catcher. The water mist catcher is built up of a number of lamellas
which separate the condensation water from the scavenge air during the pas
sage of the airflow.
The separated water is collected in the bottom of the cooler housing from
which it is moved by a drain system.
It is important to check that the drain functions correctly, as otherwise

CAUTION water droplets may enter the cylintjers. See Description 6345-0320,
'Cleaning of Turbochargers and Air Coolers'.
An alarm device for high water level in the drain system is installed.
Doc. ID: 5440-0100-0001 1 (4)

HYUNDAI
5440-0100-0001 MANB&W
04. Non-Return Valves
It is of the utmost importance that the non-return valves of the auxiliary blowers
always function correctly and move easily. This can be checked either by mov-
ing the valves manually in connection with the regular scavenge port inspec-
tions, or via locally placed inspection covers.
The non-return valves protect the blowers and engine during:
• Start-up of the auxiliary blowers
• Running with auxiliary blowers.
Starting the auxiliary blowers:
1. Owing to the relatively high starting current, the blowers start in sequence,
with 6-10 seconds in between.
The non-return valve of the blower that has not yet started must be in
the closed position to prevent the blower from rotating backwards. Other-
wise, there is a risk that the electric motor will burn out when it starts.
2. If an auxiliary blower fails to start, the non-return valve must be in the

closed position. Otherwise, the operating blower will not be able to draw
fresh air in through the turbocharger and air cooler. This is due to differ-
ences in the air flow resistance.
Running with auxiliary blowers:
If an auxiliary blower fails during running, the non-return valve must close
to ensure the continued supply of fresh air to the engine. See "Starting the auxil-
iary blowers", Item 2, above.
05. Auxiliary Blowers
The engine is provided with two or more auxiliary blowers. The suction sides
are connected to the space after the water mist catcher. The discharge sides
are connected to the scavenge air receiver. Separate non-return valves are
in stalled at the suction side or discharge side of the auxiliary blowers, in order
to prevent reversed air flow. See also item, "Non-return valves", above.
El. panels for auxil- See special instructions supplied by the engine builder.
iary blower
Running with auxil- During the starting of the engine, and when the engine is running at low load,
iary blowers the turbocharger is not able to supply enough air for the engine process.
In these cases a pressure switch will automatically start the auxiliary blowers.
When the auxiliary blowers are operating, they draw air from the engine room
through the turbocharger's air filter and compressor side.
2 (4) Doc. ID: 5440-0100-0001

HYUNDAI
MANB&W 5440-0100-0001
~
' R '
"
;,,','R
(,_, x" "-'* If the auxiliary blowers do not start during low-load running (because
' ''
' '
of faults, or because the switch for the blowers is not in "AUTO" posi-
tion), unburned fuel oil may accumulate on top of the pistons.
This will involve the risk of a scavenge air box fire.
In order to avoid such a fire:
- obtain permission to stop the engine
- stop the engine
- remove any unburned fuel oil from the top of the pistons
- re-establish the supply of scavenge air
- start the engine
Note: the switch for the auxiliary blowers should be in "AUTO" posi-
tion during all modes of engine control, i.e.:
- remote control
- control from engine side control console.
The non-return valves fitted after the water mist catcher are now closed as
a result of partial vacuum and gravitation acting on the valve flaps.
There will be a lack of air supply if the non-return valves do not close.
06. Scavenge Air Receiver

The scavenge air receiver is a container having a large volume. The receiver
is bolted on to the cylinder frame, or alternatively integrated into the cylinder
frame, if welded. See Chapter 10.
Scavenge air is collected in the receiver after the air has passed through
the cooler, the water mist catcher and the non-return valves.
The receiver and the cylinder frame communicate through large openings.
The scavenge air receiver is provided with manhole covers and a safety valve.
Safety Valve, The scavenge air receiver is fitted with a safety valve which is set to open
Scavenge Air should the pressure in the scavenge air receiver exceed a value somewhat
Receiver higher than the normal scavenge air pressure of the engine.
In some cases it may be necessary to open the valve manually, see Description
6645-0310.
Doc. ID: 5440-0100-0001 3 (4)

HYUNDAI
5440-0100-0001 MANB&W
09. Exhaust Gas Receiver

From the exhaust valves, the exhaust gas is led to the exhaust gas receiver
where the pulsatory pressure from the individual exhaust valves is equalized
and led to the turbocharger at a constant pressure.
The exhaust gas receiver is fastened to the seating by flexible supports. Com-
pensators are inserted between the receiver and the exhaust valves, and be-
tween the receiver and the turbocharger.
Inside the exhaust gas receiver, a protective grating is mounted before the tur.,
bocharger.
The exhaust gas receiver and the exhaust pipe are insulated.
4 (4) Doc. ID: 5440-0100-0001

HYUNDAI
MANB&W 5455-0100-0001
/ H· A. .::. . . . o. """"11'""''\
'.' Di ~-~_(! f-jl (°··~ :.
,, i I ! i I .! !/ I
~ h h ~ H
~~L i -'~'-~--t---'g;--~ AV Noamally open. To be closed
BV ·,,'ii ~
-----~~tCJlJTf
p:; b p:;
orf ~ ~ !"'-'it-""' / in case of fire in the

c~~~~----s_c_a_v_en_g_e_a_ir_b_o_x___············-----·-··. -·-··-·····
L_ Ill
~I \
[
!
______ ·-------........;i,:
.
u 10 mm orifice
,-------
' i
/
f
' i f Drain tank
Sludge tank 'f I
1!1. .
j f
·'j
for heavy oil ! ! f
centrifuges
\,\ ! -....\
II
/
\
\\ !
'\ ··-··-·-···-······-····--·-·i
l - ___L. . . . . ._1 ..t. ..
I
r-·...
!
Normally closed. Tank to be emptied

l_······-····-···-·-···-·--··---l
4L__________J
/
_du_~_in_g_~:.~_ice_~.!-~.-~~!~:. .~P.:.~-·--·-·--···-·---·- /
Scavenge air receiver _ _ _ _r_.....~ -!--,
\ I /
·-. +/ '
TEST COCK L-·---··-··-···--···:·-·-·-·---·-····-·-··~··-----·········--·--·······--··-~ t---··-···----·····-----···-··-···-·······-····---··-·-····-·----··---·_l TEST COCK
:
j -.. ....---.........._. I
rr--i~ri ;-f;I-:rl L.Jt-----i
~lee· t-i_r _ ~:~~u~-o:~~------I______ _:r__ ___ y ___ 1_._ {_~A~-
Doc-ID: 5455-0100-0001 1 (1)

2007-10-22
Steam extinguishing
Steam pressure 3-10 bar co2 extinguishing
..... '
lT
~t\
0
0
0
I
co2 co2 bottles
9 At least two bottles ought to be installed.
01
~
01 Water mist extinguishing In most cases, one bottle should be
01 sufficient to extinguish fire in three cylinders,
I Fresh water pressure min. 3.5 bar
0
....... while two or more bottles would be required
0
01
I
to extinguish fire in all cylinders
0
0
0
.......
0
Normally position
open to bilge
To prevent the fire from spreading to the

next cylinder(s), the ball-valve of the
neighbouring cylinder(s) should be opened CJ1
~
in the event of fire in one cylinder CJ1
CJ1
I
C>
....L
C>
CJ1
I
C>
Drawing Scavenge Air Spaces, Fire Extinguishing Systems C>
C>
.......
-
....... 5455-0105-0001.0 ....L
C>
HYUNDAI
MANB&W 5455-0110-0002
Dry cleaning is carried out under high en- It is recommended to perform the clean-
gine load (50% - 100%). ing with granules every one to two
days.
1 Compressed air pipe

2 Screw plug
3 Granulate container
4 Pipe
5 Connection flange
6 Adapter
7 Gas-admission casing
8 Gas outlet casing
9 Turbine wheel
10 Nozzle ring
A Stop cock (compressed air)
8 Stop cock (exhaust gas)
l"l"@iir~e ~mot.ilrnit Wt:er~
Dry wash operation:

TCR22 ! 0.5
::
1. Open valve A and 8, in order to vent TCA55 1.0

..
the granulate container for possible TCA66 1.5

deposits or condensate. TCA77
·•
2.0
2. Close valve A and 8. Fill the conainer TCA88 2.5
with the specified amount of granules TCA99 3.0
and shut the container tight. MET33 0.4
:
MET42 0.7
3. Slowly open valve A. Then open valve
8 to blow the granulate into the tur MET53 1.6
bine. MET60 2.1
=•
·=
MET66 2.6
4. After 1 to 2 minutes, close valves 8 ••
and A. MET71 : 3.0

MET83 i
:•
3.5
'
MET90 '. 3.5
'
TPL69 '·
1.0
TPL73 1.0
TPL77 1.5
TPL80 2.0
TPL85 3.0
TPL91 3.5
Doc-ID: 5455-0110-0002 1 (1)

HYUNDAI
MANB&W 5455-0115-0002
Wet cleaning of the turbine is carried out A general recommendation is to perform

during operation at reduced engine load in cleaning every 250 operating hours.
order to avoid overstressing of the turbine
blades (thermal shock)
.t : :
Exh. gas tempera-

ture before Turbine $ 320 ::;320 =:; 320 s: 320 $320 ::; 320 S:320 s: 320
[OC]
Turbocharger
=:; 12 000 s: 15 500 ::; 13 000 ::; 11 000 ::; 9 500 s: 8 000 ::; 7 000 ::; 5 500
Speed [rpm]
1 Washing water
2 Pressure gauge
3 Nozzles
4 Gas-admission casing
5 Nozzle ring
6 Turbine wheel
7 Washing water drain
8 Drain funnel
A Water stop cock

B Drainage cock
• Use fresh water without any casing and runs through the washing water
chemical additives whatsoever. outlet and the drainage cock. The washing
water is conducted via a funnel to a sedi-
• The washing duration is 10 to 20 ment tank and collected there.
minutes (until clean water comes
out of the dirt-water outlet openings). The funnel enables the visual inspection of
the washing water. The cleaning procedure
The wash water flows through the stop cock is completed once the washing water re-
with a water pressure of 2-3 bar into the mains clean.
gas-admission casing. The washing noz-
zles spray the water in front of the turbine.
The droplets of the washing water bounce
against the nozzle ring and the turbine
where they wear off contamination.
The washing water collects in the gas-outlet
Doc-ID: 5455-0115-0002 1 (1)

HYUNDAI
MANB&W
I 5455-0120-0001.0
Norn. diam. 25 mm
..,-,;.············
························IJ,,,
--····-~-~~
__________ / _. .,,. Air cooler

I
Air cooler
...._______________ ··--------~-------------·-·····-· '
Cc~)
diam.~··:: • . : ·--~:::$~''.;'i
F. W. (from hydrophor)
Re-circulation
Norn.
Norn. diam. 50 mm 1'

····--··-··--····-··----- ·-·····-·····-·······-··--··-····-····-··-·--··-·--'/
Drain from air cooler

cleaning & water mist
catcher in air cooler
~'',,
L{~(·*J'--:--He__,__(a-~i-~~-·,'_._~o-il_*_b~ \',',·······
Chemical clean. tank
'
* Capacity for heating coils according

to requirement from supplier of the chemical
Doc-ID: 5455-0120-0001.0 1 (1)

HYUNDAI
MANB&W 5465-0100-E003
Safety
precautions
for detailed sketch
see 0545-0100
Data
7670-0200-0001 refers to chapter 76, Tools.
Tools
1 (1)
HYUNDAI
MANB&W 5465-0101-0006
Pressure and temperature
For the day-to-day checking of the

scavenge air cooler, measure the drop
in pressure and temperature of the
scavenge air across the cooler while the
engine is running.
Compare these measurements with the

testbed data.
For further evaluation of the measure-
ments, see Description 6345-0320.
An increase in the air pressure drop

across the scavenge air cooler indicates
fouling of the air side of the cooler.
A decrease in the air temperature drop 5465-0101-0002C01

across the scavenge air cooler indicates
fouling of the water side of the cooler.
If the measurements indicate fouling of the water side of the air cooler element,
the element must be overhauled/cleaned.
See Overhaul.
If the measurements indicate fouling of the air side of the air cooler element, it
is recommended to inspect the air cooler element as follows:
Access to the air Remove the top inspection cover of the

cooler element air cooler.
Unlock and swing open the inspection

hatch at the bottom of the air cooler.
5465-0101-0006C04
1 (13)
HYUNDAI
5465-0101-0006 MANB&W
Visual inspection Visually inspect the air cooler element

through the openings.
For further information, see Description

6645-0100 "Checks during Standstill
Periods".
If the air side of the element is fouled,

clean the element using the spray pipe
arrangement fitted above the air cooler
element.
See Overhaul.
5465-0101-0006C05
2 (13)
HYUNDAI
MANB&W 5465-0101-0006
The cooler element normally does not need to be dismantled for inspection
purposes. It is only in the event that the cooler element has suffered damage
that it has to be dismantled and replaced.
f NOTE During dismantling, take care not to damage the cooler element.
Cooling water pipes Close the cooling water inlet and outlet
valves. Open the drain cocks to drain
off the cooling water and dismantle the
drain pipes.
Dismount the screws which fasten the

cooling water inlet and outlet flanges to
the aft end cover.
Remove the inlet and the outlet pipes.
5465-0101-0006001
Sealing flanges aft Dismount the brackets which control

end the longitudinal position of the air cooler
element.
Dismount the sealing flanges around the

aft end cover.
For convenience, the sealing flanges

may be left hanging on the cooling wa-
ter pipes during dismantling and mount-
ing of the cooler element.
5465-0101-0006002
3 (13)
HYUNDAI
5465-0101-0006 MANB&W
Sealing flanges fore Dismount the sealing flanges around the

end fore end cover.
5465-0101-0006003
Tools fore end Mount the pair of guide rails on the front
of the cooler housing. Mount the lifting
bracket on the front end cover of the
cooler element.
Mount a travelling trolley on the beam

above the front end of the scavenge air
cooler. Attach a tackle between the trav-
elling trolley and the lifting bracket, and
haul tight.
5465-0101-0006004
Guide wheels aft end If the end cover is not equipped with
wheels, then mount a pair of guide
wheels on the aft end cover.
5465-0101-0006005
4 (13)
HYUNDAI
MANB&W 5465-0101-0006
Guide rails aft end Mount a pair of guide rails on the aft
end of the cooler housing.
5465-0101-0006006
Loosening and lifting When mounting the guide rails, hold 1 2

the cooler element them up against the wheels of the
cooler element and mount, but do not
tighten, the lowermost screws. Mount
and tighten the uppermost screws.
Tighten the lowermost screws and the

thrust nuts on the uppermost screws
simultaneously. This results in loosening
and lifting the cooler element.
- 5465-0101-0002007
Lifting bracket aft end Tighten the tackle until the front end of
the cooler element comes loose.
Pull out the cooler element far enough

to allow a lifting bracket to be mounted
on the aft end cover. Mount the lifting
bracket.
5465-0101-0006008
5 (13)
HYUNDAI
5465-0101-0006 I MANB&W
Pulling the cooler Pull the cooler element out of the cooler
element out of the housing by means of a tackle until the
housing wheels engage with the holes in the
guide rails on the front of the cooler
housing.
5465-01 01-0006009
Lifting the cooler Fit a tackle to the lifting bracket on the

element aft end cover and lift away the cooler
element.
T54-4
5465-0101-0006010
Depending on the engine and the engine room installation, it may be necessary
NOTE to remove some pipes and floor plates.
6 (13)
HYUNDAI
MANB&W 5465-0101-0006
Cleaning the air side The air side of the cooler is cleaned by
injecting a chemical fluid through the
spray pipe arrangement fitted to the air
chamber above the cooler element.
It is recommended to use one of the

following cleaning fluids, or a similar
product.
1) Product: ACC 9, produced by Drew

Chemical Corp., New York, USA
2) Product: 808, produced by Vecom

Int., Maassluis, Holland
Cleaning should be carried out in the

following sequence:
5465-0101-0006001
Do not start cleaning until the engine

has been at a standstill for about 30
• NOTE minutes. Do not disconnect the com-
pressed air supply to the exhaust valve.
Cleaning instructions Follow the detailed

cleaning instructio_ns
displayed at the clean- Air Cooler
ing pipe on the engine.
To ensure satisfactory
spraying of the clean-
ing fluid, the circulating
pump pressure must be Sight glass
at least 0.7 bar.
Continue the cleaning

process for at least 30
To bilge H A
*-r~-~----------__J
-1:1 t
~
minutes. The time re-
quired depends on the
frequency with which ' ( L--circ-,l•Uoo
cleaning is carried out

and on the chemical
product used.
/c.w."'om hydrnphoc) LvJ
After cleaning, flush the
cooler with clean water
until the water appearing Cleaning condition
Circulating pump
'
Sludge pump suction
Normal running condition

in the sight glasses is 1) Chemical cleaning 3) Open: A
Open: B,C,D.E,F Close: B, C, D. E, F, G, H
clean and pure. Close: A,G,H Close the insper;tion covers on
Siar! the pump the scavenge air receiver
Inspect the element Water flushing

either by removing the 2) Open: A,D,G,H
Close: B,C,E.F
cover on top of the
cooler or by dismantling 5465-0101-0002002
the charging air pipe.
7 (13)
HYUNDAI
5465-0101-0006 MANB&W
Cleaning the water

side
Cooling water pipes Close the cooling water inlet and outlet
valves. Remove the plug screws from
the front end cover and the aft end cov-
er to drain off the cooling water.
5465-01 01-0006006
Cooling water pipes Dismount the cooling water inlet and

dismantlling outlet pipes from the aft end cover.
5465-0101-0006007
8 (13)
HYUNDAI
MANB&W 5465-0101-0006
Lifting tools Screw two eyebolts into the upper

flange
of the aft end cover. Mount a lifting wire
rope between the eyebolts.
Mount a travelling trolley on the beam

above the aft end cover.
Mount a tackle between the travelling

trolley and the lifting wire rope. Tighten
up the tackle.
Dismount the brackets which control

the longitudinal position of the air cooler
element.
5465-01 01-0006008
Tighten up Mount a shackle in each of the two lift-

ing eyes on the front end cover.
Mount two tackles above the front end

of the air cooler.
Hook the tackles on to the shackles and

tighten up.
5465-0101-0006009
9 (13)
HYUNDAI
5465-0101-0006 MANB&W
Dismantling the end Remove the screws of the front end and
covers aft end covers.
Lower both covers and land them on a I

couple of wooden planks. Discard the ••
gaskets. I•
-t]
{1;
5465-0101-0006010
II
Cleaning the tubes Clean the inside of the tubes, using the
cleaning brush (supplied by the cooler
element manufacturer} mounted on a n
drilling machine. In the event of leak-
ages between cooling tube and tube
plate, the tubes are rolled with the tube
expander (also supplied by the cooler
element manufacturer}.
......
Clean the front-end and aft-end covers

inside with a stiff brush and then rinsed
with fresh water.
Replace the anti-corrosion blocks, if LI

necessary. In
5465-0101-0006011
If damaged, the coating inside the covers is to be repaired with the original
NOTE coating or a similar product.
When cleaning is complete, mount the covers in the reverse order to

dismantling.
10 (13}
HYUNDAI
MANB&W 5465-0101-0006
Landing the cooler Lift the air cooler element and land the
element aft end of the element on the guide
rails mounted on the front end of the air
cooler housing.
Remove the tackle from the aft end of

the cooler element.
5465-01 01-0006M01
Lifting bracket aft end Push the air cooler element inwards ap-
prox. one metre.
Remove the lifting bracket from the aft

end cover.
5465-0101-0006M02
Guide rails aft end Push the air cooler element fully into the
air cooler housing
Remove the guide rails from the aft end

of the air cooler housing.
Before pushing the air cooler element

fully in, make sure that the sealing
NOTE flanges and a new 0-ring are in position,
5465-0101-0006M03
hanging on the cooling water pipes.
HYUNDAI
5465-0101-0006 MAN B&W
Guide wheels aft end Remove the guide wheels from the aft end cover.
5465-0101-0006M04
Tools fore end Remove the guide rails and the lifting
bracket from the fore end cover.
5465-0101-0006M05
Sealing flanges fore Mount the sealing flange, a new 0-ring

end and the frame around the front end
cover.
5465-0101-0006003
12 (13)
HYUNDAI
MANB&W 5465-0101-0006
Sealing flanges aft Mount the sealing flange, a new 0-ring

end and the frame around the aft end cover.
Mount and tighten the brackets which

control the longitudinal position of the
air cooler element.
5465-0101-0006002
Cooling water pipes Insert new gaskets between the aft end
cover and the flanges of the cooling wa-
ter pipes.
Mount and tighten the screws which

fasten the cooling water inlet and outlet
pipes to the aft end cover.
Mount the drain pipes, and open the

cooling water inlet and outlet valves.
5465-0101-0006M08
I NOTE Remember to vent trapped air from the air cooler element.
13 (13)
HYUNDAI
MANB&W 5465-0200-0003
Safety
precautions
for detailed sketch
see 0545-0100
Data
7672-0600 refers to chapter 76, Tools.
Tools
1 (1)
HYUNDAI
MANB&W 5465-0201-0002
Dismantling of Covers
Normally it is not necessary to remove the water mist catcher element from the
scavenge air cooler housing. If, however, the water mist catcher element has
been fouled or damaged, it must be dismantled for cleaning or repair.
To dismantle the water mist catcher, dis-

mantle the water mist catcher covers to
give access to the air cooler housing.
5465-0201-0002002
I NOTE
In some cases it is more practical to remove the water mist catcher from the
other side.
Loosen the water mist Loosen the screws which press against
catcher the water mist catcher.
5465-0201-0002003
1 (4)
HYUNDAI
5465-0201-0002 MANB&W
Pulling the water mist Pull the water mist catcher half way out T54-11 I
catcher out of the and mount an eyebolt in the top of the
cooler housing water mist catcher.
Attach a tackle to the eyebolt and tight-

en up the tackle.
Pull the water mist catcher fully out of

the scavenge air cooler housing and
land it on a coup!e of wooden planks.
5465-0201-0002004
2 (4)
HYUNDAI
MANB&W 5465-0201-0002
Preparing mounting of Lubricate the two supports on the under-

water mist catcher side of the water mist catcher with plen-
ty of grease.
Apply a thin layer of silicone paste to the

frame of the water mist catcher on the
side which will face toward the sealing
frame of the cooler housing.
I NOTE Make sure to mount the water mist

catcher correctly. See the sketch.
Sliding the water mist Slide the water mist catcher into the
catcher into the cooler scavenge air cooler housing.
housing
When the water mist catcher is half-way
in, remove the tackle and the eyebolt.
and push the water mist catcher fully
into the scavenge air cooler housing.
5465-0201-0002M02
Tightening the water Tighten the screws which press against

mist catcher the water mist catcher.
5465-0201-0002M03
3 (4)
HYUNDAI
5465-0201-0002 MANB&W
Mounting the water Clean the water mist catcher cover and
mist catcher apply a thin layer of silicone paste along
the edges of the cover. Mount the cov-
ers.
5465-0201-0002002
"'
0
0
°"'
0
C:\J
4 (4)
HYUNDAI
MANB&W 5465-0300-0001
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MANB&W 5465-0301-0001
Valve Flaps
. It is important that the automatic

non-return valves (butterfly valves) are
always able to function easily and unim-
peded.
The movability of the valve flaps should

therefore be checked at suitable inter-
vals. The valves shall open for the air
flow from the scavenge air cooler hous-
ings to the auxiliary blowers.
5465-0301-0001 C01
Checking of valve To check the valve, remove the cover on

flaps the top of the butterfly valve.
Reach down through the opening in

the top of the valve and move the valve
flaps.
If the valve flaps in one of the butterfly

valves cannot be moved by a light touch
of a fingertip, it must be dismantled and
overhauled.
Re-mount the cover on the top of the

butterfly valve.
5465-0301-0001 C02
1 (1)
HYUNDAI
MANB&W 5465-0400-0001
Safety
precautions
for detailed sketch
see 0545-0100
Shut off air supply to exhaust valve - Only with stopped lubricating oil pumps
1 (1)
HYUNDAI
MANB&W 5465-0401-0002
Access to the Non-Return Valve
This procedure treats the non-return

valve.
The non-return valves are accessed via

the scavenge air receiver through the
round access hatch.
I NOTE
Access to the scavenge air receiver
must not be attempted until the air in
the receiver is clean.
/.'?'-..
5465-0401-0002001
Remove the valve Inside the scavenge air cooler housing,

remove the middle and the two outer-
most screws of the valve that is to be
overhauled.
Remove the valve from the engine.
5465-0401-0002002
1 (2)
HYUNDAI
5465-0401-0002 MANB&W
Dismantling Remove the spring pin from the valve

shaft and knock the valve shaft out of
the valve flap.
Clean the valve shaft and the slide bear-

ings inside the valve flaps. Lubricate the
valve shaft and the slide bearings with 5465-0401-0002003
molybdenum disulphide (MoS2).
Further dismantling For further dismantling, remove the two

screws which hold the supports and the
clamp together as an assembly.
After the overhaul, it must be possible to

move the valve flap by the light touch of
a finger.
-f
i
Assemble the valve and re-mount it in

the scavenge air cooler housing.
5465-0401-0002004
2 (2)
HYUNDAI
MANB&W 5465-0500-0002
Safety
precautions
for detailed sketch
see 0545-0100
Data
2570-001 0 refers to chapter 25, Bearings.
Tools
1 (1)
HYUNDAI
MANB&W 5465-0501-0002
Blower Wheel and Electric Motor

Depending on the type of overhaul, disconnect the cable connections from one
or both blower motors.
Dismantling of When cleaning and inspecting the aux-

blower motor iliary blower, disengage the cable con-
nections to the blower motor.
Wire ropes with shackle as well as two

tackles suspended from mountings on
the gallery bracket are to be hooked
onto the blower flange, before removing
the screws in the flange.
T54-21
5465-0501-0002002
Cleaning of blower The end cover complete with blower

wheel can now be pulled free of the suction
pipe by means of the two tackles.
While pulling out the end cover with the

blower assembly, make sure that the
blower housing disengages from the air
pipe without deforming it.
Then inspect and clean the blower

wheel as well as the blower housing.
For overhaul of blower wheel and

5465-0501-0002003
bearings, see blower manufacturer's
instructions .
Exercise care when mounting the electric motor with blower wheel, as
• NOTE the blower wheel is to "catch" the guide in the blower housing.
1 (1)
HYUNDAI
MANB&W 5465-0600-0001
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MANB&W 5465-0601-0001
The Scavenge Air Receiver Safety Valve

The scavenge air receiver safety valve is calibrated at the factory and does not
require any adjustment.
Checking the scav- Check the scavenge air receiver safety

enge air receiver valve by loosening the counter nut and
safety valve turn the forced opening screw to open
the valve approx. 10 millimetres.
Use a piece of cloth to wipe out any dirt

from the 0-ring packing and close the
valve again. Tighten the counter nut.
If this operation cannot be performed

smoothly, the safety valve must be dis-
mantled and cleaned.
5465-0601-0001 C02
1 (5)
HYUNDAI
5465-0601-0001 MANB&W
Dismantle Dismantle the safety valve from

the scavenge air receiver.
5465-0601-0001 D01
Access to safety valve On some engines a cover has to be

removed in order to gain access to the
safety valve.
5465-0601-0001 D02
2 (5)
HYUNDAI
MANB&W 5465-0601-0001
Remove Remove the split pin.
Unscrew the nut thereby relieving the

spring tension.
Remove the nut, spring retainer and

washers.
Keep count of the washers.

5465-0601-0001001
Pull out the spring.
Valve flap Pull out the valve flap with spindle. If the
0-ring seal is damaged remove it with-
out damaging the 0-ring groove.
5465-0601-0001002
Cleaning Clean the metal surfaces thoroughly.
3 (5)
HYUNDAI
5465-0601-0001 MANB&W
Loctite type AVX If the 0-ring seal has been removed

Loctite type T fit a new one using Loctite type
AVX and Loctite activator type Tor
similar.
5465-0601-0001004
Valve flap and spindle Push in the valve flap and spindle while
0 0
taking care not to damage the 0-ring
seal. • o (l)~o\
\loo~~
·'w~a.
\ •
0 0
0
5465-0601-0001005
Fitting Mount the spring, spring retainer and all

the washers.
Tighten the nut until the split pin can be

mounted.
5465-0601-0001001
Checking Check the valve according to checking.
4 (5)
HYUNDAI
MANB&W 5465-0601-0001
Fitting the safety Fit the safety valve on the scavenge l
~
valve air receiver.
\
8 \
\
\
\ I
\
\
5465-0601-0001 M01
5 (5)
HYUNDAI
MANB&W 5465-0700-0001
Safety
precautions
for detailed sketch
see 0545-0100
Data
Tools
1 (1)
HYUNDAI
MANB&W 5465-0701-0002
Dry Cleaning
The dry cleaning method employs compressed air to blow dry, solid, granules
through the turbocharger, thus removing most of the deposits which may have
formed on the nozzle vanes and turbine blades.
On account of their hardness, nut-shells, or broken or artificially shaped pieces

of activated charcoal with a size of between 1.0 and max. 1.5 mm are particu-
larly suited as blasting agents.
I NOTE
We do not recommend the use of rice or grain as cleaning materials,
as these may possibly stick in the exhaust gas boiler.
Removing thick It is not always possible to remove thick deposits with this dry cleaning method.
deposits
Therefore, in order to prevent the build-up of thick deposits, the turbine must be
cleaned after every 24 to 50 hours of operation.
Generally, turbocharger cleaning can be carried out without, or with very little,
reduction of the engine load.
Detailed information More detailed information regarding the amount of granules to be used is stated on
the instruction plate located close to the turbocharger.
I
Regarding water washing of turbocharger turbine, see turbine manufac-
NOTE turer's instructions.
See a/so 5445-0100.
1 (3)
HYUNDAI
5465-0701-0002 MANB&W
Cleaning Procedure
24-50 hours Carry out cleaning for every 24 to 50 Amount

hours of operation, based on observa- TC type
tions.
dm 3
TCR14 0,1
TCR16 0,2
TCR18 0,2
TCR 20 0,3
TCR 22 0,5
TCA33 0,5
TCA44 0,5
TCA55 1,0
TCA66 1,5
TCA 77 2,0
TCA88 2,5 -
TCA99 3,0
TPL61 0,5
TPL65 0,6
TPL69 0,9
TPL 73 1,2
TPL 77 1,5
TPL 80 2,0
TPL 85 3,0
MET 33 0,4
MET 42 0,7
MET 53 1,6
MET60 2,1
MET66 2,6
MET 71 3,0
MET 83 3,5
MET90 3,5
5465-0701-0002001
Preferably Clean the turbocharger at full load. Do

not clean below half load.
5465-0701-0001002
2 (3)
HYUNDAI
MANB&W 5465-0701-0002
Valve A Close valve A.
Valve B/C Open valves B and C, to blow out any deposits and/or condensate in the con-
necting pipe.
After about two minutes, close valves Band C.
Relieve the pressure Slowly open valve A to relieve the pressure in the tank.
Fill the tank Fill the tank with the quantity of granules specified in the table.
Valve A Close valve A.
Valve B/C Open valves B and C, to blow-in the granules. After one to two minutes, close
valves B and C.
Relieve the pressure Slowly open valve A to relieve the pressure in the tank.
in the tank
The drain openings in the gas casings must remain closed while dry cleaning
the turbine.
It is possible that during dry cleaning of the turbine, some of the blown-in solid
particles or sparks will escape through the funnel.
3 (3)
HYUNDAI
MANB&W 5470-0110-0002E
057
082
070
Doc-ID: 5470-0110-0002E 1 (2)

HYUNDAI
5470-0110-0002E MANB&W

069 -
...-....... -.-...-.-........ __..
Guide rail air , fore end
057 - Guide rail air cooler, fore end
082 -
._-...._...... _.... _....... Guide rail air cooler, rear end
070 - Guide rail air cooler, rear end
-'-"-'-"---"---'--"-
...._........._...
..............._.......
.--._-_.---.----------
............._._ .._.._.......
._._--_.._.._.._-
..........._......... _.......
_._........_...._. __.._.
_.......••••
2 (2) Doc-ID: 5470-011 0-0002E

HYUNDAI
MANB&W 54 70-0120-0002E
045
Doc-ID: 5470-0120-0002E 1 (2)

HYUNDAI
54 70-0120-0002E MANB&W

045 1ng attachement aircooler fore end
2 (2) Doc-ID: 54 70-012ff-0002E

HYUNDAI
MANB&W 54 70-0700-0003
025 037 \
\
11
050 -··
Doc-ID: 5470-0700-0003 1 (2)

HYUNDAI
5470-0700-0003 MANB&W
-
-19 tool
!
Item no Qty :
013 -
-
i
025 Eye bolt i
- Screw i
- Throttle pl
~
062 - Blank plate
074 - Blind plate, after llUVvln;u~v1 :
098 - Throttle plate

108 - Blank plate
'
'
'
:
'
'
2 (2) Doc-ID: 5470-0700-0003

HYUNDAI
MANB&W 5472-01-00-0006
015 -
027
039 --
5472-0110
040
052
064
076 ·--
5472-0200
1 (2)
HYUNDAI
5472-0100-0006 MANB&W
- --
Item no
015
Qty
- Nut
-
027 - Screw
039 - ~··----L
._.U..,JJUI L
040 - Screw
052 - Frame for air cooler :
064 - 1ng
076 - Frame for air cooler
'
1pport
'
'
:
I
'
:
'
'
!
;
2 (2)
5472-0110-0015
"!
:J J;
.,c:
0
("')
0 116
~
!/ 141 /
153
"'
0 128
"'
1 (2)
HYUNDAI
5472-0110-0015 MANB&W
Item no Qty - .. I
- I
021 - Screw
033 - Cam lock washer* I
045 - 19 screw
'
057 - ;-- Q\,t~ ~ 1ng
...
i
070 - 1ng 1ng
082 - Cam lock washer* I
094 - Screw
116 - Cover
128 - Screw
141 - Cover
153 - Screw
:
i
'
Note: * Cam lock washers are to be supplied by MAN Diesel only.
2 (2)
HYUNDAI
MANB&W 5472-0200-0003
rr= Li u
j ~
L
(;~
~
r;;
...............'.'>....,...
ll:::::::==:::=:==============i!
.,
L.J
---- 020
'~032
~~ -~044
~
1 (2)
HYUNDAI
5472-0200-0003 MANB&W
- . -·
Item no Qty -
019 - Water mist catcher, 1,,;u1, , 1.mrn;;
020 - Cam lock , stainless*

032 - Nut
044 - Screw
'
:
'
i
i
i
I
i
!
'
2 (2)
5472-0350-0002
111 --,,
015 027 - ~
027 ~"' 123 -A~ ~
039 ~ ·~
040 \ ~
076 _/.-1
088 ~
052 ~ 076 /
c:
"'
N
0
""
0
"'
0
"'
1 (2)
HYUNDAI
54 72-0350-0002 MANB&W
- -
no
-
Qty -
I
5 - Screw
- Cam lock washer*
-
039 - Suction pipe

040 - Cover
052 - Screw
076 - Nut
088 - Cam lock washer*
111 - Nut
: 123 - Screw
135 - Cori •J.Jt:• •.:ta•v•
159 - Screw
- Screw
'
'
'
:
'
:
:•
' •
2 (2)
HYUNDAI
MANB&W 5472-0400-0005
1 (2)
HYUNDAI
54 72-0400-0005 MANB&W
- - -
Qty -
028 I Cam lock washer, stainless*
• Support
I
065 - :lamp I
-
090 - Valve flap
100 - ~··---.....&.
vUtJt.JUIL
112 - Screw with dog po
'
'
'
!
2 (2)
HYUNDAI
MANB&W 5472-0500-0006
021 057
033 ·-
045
.,
c:
1 (2)
HYUNDAI
5472-0500-0006 MANB&W
.
>::i~~~3~::::r::
-
Qty .. -- i
'
!
l"'"I '
, ' - ' ·1 I IUlUl
-
057 - I C2~"111~
069 - Screw :
070 - Cam lock washer, stainless*
'
'
'
'
2 (2)
HYUNDAI
MANB&W 54 72-0600-0009
1 (2)
HYUNDAI
5472-0600-0009 MANB&W
Item no Qty - . -·
-
013 '
.
.
- - .
avl\11 •l::f 1ng
025 - ug screw
037 - Screw
049 - Distance pipe
050 - Nut
074 - 0-ring
086 - Lock 19 pl
098 - Distance piece
121 - Cover
133 - Screw
157 - Distance pipe
169
'
- Stud
170 - Nut
.
182 - Screw
204 - 'lug screw
;
. 216 - r 0'-'"11 ll::f Ing

228 - g
241 - Sectional iron
253 - Sectional iron, other
265 - Stud
277 - Nut
290 - Screw
300 - Nut
- -
r ai..l\111y
- Stud
348 - Plate
361 - Plate
'
•
: i
2 (2)
HYUNDAI
MANB&W 5472-0620-0002
097-·-·-·
1 (2)
HYUNDAI
54 72-0620-0002 MANB&W
Item no Qty - ..
-
012 - Screw
024 - Nut
036 - Valve flap
048 - Seal ng g
061
•
- Valve seat
073 •
- Spl pi
085 - Spri 19
097 - Pin with thread
107 - Washer
119 - Disc
120 - Castle and slotted nut
•
'
'
'
. J
t
;
•
•
'
2 (2)
HYUNDAI
MANB&W 5472-0630-0011
1 (2)
HYUNDAI
5472-0630-0011 MANB&W
Item no Qty - - I
- I
017 - Screw
]
.
029 - •v1 I llJl:;I l;:)C1LVI
030 - Washer
042 - Nut i
066 - ;-a"""'"'Y ng
i~i··1
lug
.. 1a1y111y
t
pipe
:
:
; :
l !
2 (2)
HYUNDAI
MANB&W 5472-0900-0011
134
051
146
158
171
014
026
038
051
063
J
075
087
099
109
B
110 291
301
122 A 313
325
337
349
r:::
Q)
229
230
1 (4)
HYUNDAI
5472-0900-0011 MANB&W
Item no
014 Nut
026 Screw*
038 Gas inlet
•·························································································· ···················•···•······················•···········••··•····•···•···········•···•··········•·········•··•·······················••····•·········•······•••••····•·······································•················•·•••··· '
051 Nut
063
075 Packing ring
087 Screw*
099
109 Dowel
110 Nut
122 Screw ················································•·•·························•···•··•·····•·········•····•···•·············•·•···
134 Screw*
146
158 Plug screw
Packing ring
195 Screw*
205
217 •·•··••••••••·••••••••••••••••••·••••••••••••••••••••••••••••••••••••••·••••••••••••••••••••••••••••••••·•·••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••·••••·•••••••••••••••••••••••••·•·•••••••••••••••••••••••••••··••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••uj
229 Screw*
230
242 Packing
254 Screw*
278 Compensator, gas type

291
301
313
325 Sectional iron
337 Sectional iron
349 Nut
350 ·•····································
Plate
············································•·•·····•···································································································•·••·······•·••··················•··••··•·····················•••·••·····················•·•• '
362 Plate
374 Stud
408 Screw
Spring pin
Washer
•·········································································
Screw
Distance pipe
Clamp
Part list continues on page 4
Note: * These screw are special screws for hot joints, they are marked with a
"T", and MUST NOT BE USED ELSEWHERE!
2 (4)
HYUNDAI
MANB&W 5472-0900-0011
612
504 504
433 433
516 516
528 541
541 565
541 516
577
433 697
589 612
408 590
421 600
433 516
445 697
408 612
457 624
636
648
3 (4)
HYUNDAI
5472-0900-0011 MANB&W
- - -
Item no Qty -
470 - Clamp
482 - Shim
494 - IP
504 - Nut
516 - Nut
528 - Clamp
541 - Clamp
565 - pring pl
577 - Spring pin
589 - Screw
590
•··························
- Disance pipe
.... 600 - Screw

612 - Screw
624 - Spring pin
636 - Washer ....
648 - Screw
- Nut
- p
- Spring plate
697 - Distance pipe
······
.
•
•
.
.
•
Note: * These screw are special screws for hot joints, they are marked with a
"T", and MUST NOT BE USED ELSEWHERE!
4 (4)
HYUNDAI Exhaust Gas - Bypass System Plate P91024-0002
MANB&W
A 144
156
168 215
181
193 MOP A MOP B
DD
239
240
252
264
When referring to this page, please quote Plate P91024 Edition 0002
Plate P91024-0002 Exhaust Gas - Bypass System
Item Item
Item Description Item Description
No. No.
024 Pipe
036 Butterfly valve
048 Pipe for by-pass
061 Bracket
073 Copper pipe
085 Straight stud coupling
107 Bracket
119 Screw
120 Spring lock
144 Cabinet, complete
156 Connector-pcb, kit
168 Plate for components
181 l/P converter
193 Junction box, complete
215 Control system TIC by-pass
239 Orifice plate
240 Packing ring
252 Screw*
264 Nut
288 Screw*
311 Packing material
335 Adjustable elbow coupling
347 Straight stud coupling
359 Copper pipe
Notes:
* These screws are special screws for

hot joints, they are marked with a "T",
and MUST NOT BE USED
ELSEWHERE!
HYUNDAI Valve with Actuator Plate P91025-0008
MANB&W
342
354
366
283
295 391
305
317 401
329 413
330 425
329
329
295
437
222
018 449
031
043
450
175
187
199
209
246
258
Plate P91025-0008 Valve with Actuator
Item Item
No. No.
018 Valve seat
031 Cam lock washer*
043 Cap screw
055 Screw
067 Flange
079 Distance pipe
080 Disc spring
092 Thrust disc
102 Packing
114 Sealing ring
126 Bushing
138 Valve housing
151 Thrust disc
163 Valve spindle
175 Distance pipe
187 Thrust disc
199 Packing
209 End cover
210 Cap screw
234 Clamp
258 Screw
283 Sectional iron
295 Nut
305 Screw
317 Screw
330 Sectional iron
342 Pointer
354 Actuator
366 Blow-off nipel
378 Valve spindle
391 Pointer
413 Screw
425 Screw
437 Valve flap
449 Nut
450 Butterfly valve, complete
Notes:
* Cam lock washers are to be supplied

by MAN Diesel only.
HYUNDAI
MANB&W
Preface Chapter Performance .............. .... ....... ... .. ......................... . 6340-0100-0002
Description IMO NOx Components .. .... ...... .. .. . ... ................... . 6345-0200-0002

Observations during Operation ............................. . 6345-0300-0002
Evaluation of Records .. ... ... .. .. .. .. .. .. . .. .................. . 6345-0310-0002
Cleaning Turbochargers and Air Coolers .. ..... ...... . 6345-0320-0003
Measuring Instruments ......................................... . 6345-0330-0002
Pressure Measurements and Engine Power Calcu- 6345-0340-0002
lations ................................................................. .
Correction of Perforemance Parameters ....... ...... . 6345-0350-0002
Turbocharger Efficiency ........................................ . 6345-0360-0002
Estimation of the Effective Engine Power without 6345-0370-0002
Indicator Diagrams ............................................... .
Drawing Load Diagram for Propulsion alone ..... ... ... .. ....... .. 6355-0100-0001
Load Diagram for Propulsion and Main Engine 6355-0105-0001
Driven Generator .... ........... .... ...... ........................ .
Performance Observations ................................... . 6355-0110-0001
Readings relating to Thermodynamic Conditions . . 6355-0115-0001
Synopsis Diagrams for Engine .. .. .... ... ... . .............. . 6355-0120-0002
Synopsis Diagrams for Engine - Pm ax ................. . 6355-0125-0002
Synopsis Diagrams for Engine - Pe ..... ..... . .. ....... .. 6355-0130-0002
Synopsis Diagrams for Turbocharger ................... . 6355-0135-0002
Synopsis Diagrams for Turbocharger Compressor 6355-0140-0002
and Turbine - Psav .............................................. ..
Synopsis Diagrams for Air Cooler .. .... .... ... ............ . 6355-0145-0002
Specific Fuel Oil Consumption .............................. . 6355-0150-0002
Normal Indicator Diagram . .... ..... ..... ... ................ .. 6355-0155-0001
Correction to ISO Reference Ambient Conditions - 6355-0180-0003
Maximum Combustion Pressure .. . ... .... ... ........... ..
Correction to ISO Reference Ambient - Compes- 6355-0205-0001
sion Pressure ....................................................... .
Calculation of Turbocharger Efficiency .................. . 6355-0210-0001
Power Estimation ....... .. .. .............. ........................ . 6355-0215-0002
Turbocharger Compressor Wheel Diameter and 6355-0220-0002
Slip Factor ........................................................... .
1 (1)
HYUNDAI
MANB&W
6340-0100-0002
Performance This chapter of the instruction book is intended to provide the user with com-
prehensive information regarding the performance of the engine. Information
includes recording, calculation and evaluation of the performance.
1 (1)
HYUNDAI
MANB&W
6345-0200-0002
1. Check of IMO-ID, Markings on Components
The components described in the following, have been marked with unam-
biguous identification numbers to enable the relevant drawing and certificate
to be traced. The schematic drawings show where to find the markings on the
individual component types. Information on the important dimensions for each
component type in respect to the NOx characteristic can be found in the engine
instruction book, see references in footnotes **) to Technical File (TF) Chapter
1.4.
The circled part C)of the number is the only part of the entire number
that is to be defined as the "IMO number". The component marking may include
a revision reference nnnnnnn-n.n, however, that reference is not part of the de-
fining marking and should be ignored.
See also Production Specification No. 0742980-3 regarding marks and stamps on
components for MAN Diesel two-stroke diesel engines.
The items 6345-0200.02, 03, 07, 08, 09, 10 might not be used on your specific
NOTE engine. Therefore, these items are marked with a designation, referring to the
engine type where the item is used. The designations are: MC, ME, ME-8.
~To be marked with

~Licensee's name/ Certified markings:
trademark or abbreviation
Part No.
Marking instruction:
I 747 I To be stamped:
No. 0742639-1
Fig. 6345-0200.01 -Fuel Valve Nozzle
Certified markings:
Part No.
EH------=@---~ Marking instruction:
No. 0742845-1
Fig. 6345-0200.02 - Fuel Pump Plunger (MC)
1 (17)
HYUNDAI
6345-0200-0002 MANB&W
Certified markings:
0 Part No.
................................................................ . . C·----·J·
No. 0742843-8
Fig. 6345-0200.03 Fuel Pump Barrel (MC)
Certified markings:
Part No.
I 307 I Marking scratch

I 432 I Camshaft side Marking instruction:
No. 0742637-8
Fig. 6345-0200.04 Cylinder Liner
Certified markings:
Part No.
I 309 !To be marked with Charge and Serial No.
On manoeuvre side
No. 0742634-2
Fig. 6345-0200.05 Cylinder Cover
Certified markings:
ma~icensee's
r;:;;:;-iTo be name/
~trademark~Year and Week Part No.
§}To be marked with Charge and Serial No.
On manoeuvre side
No. 0742392-0
Fig. 6345-0200.06 Piston Crown
2 (17)
HYUNDAI
MANB&W 6345-0200-0002
~To be marked with Licensee's

~ name/trademark or abbreviation Certified markings:
Part No.
No. 0742635-4
Fig. 6345-0200.07 Exhaust Cam (MC, ME-B)
~To be marked with

~Bearing side Certified markings:
~To be marked with
~Licensee's name/trademark
or abbreviation Part No.
I 307 I Marking scratch

No. 0742636-6
Fig. 6345-0200.08 Fuel Cam (MC)
~ T? be marked with
~ Licensee's name/ Certified markings:
~rk or abbreviation and
~
Part No.
No. 0742962-4
Fig. 6345-0200.09 Fuel Oil Pressure Booster Top Cover (ME, ME-B)
~T? be marked with

~Licensee's name/ Certified markings:
~ark or abbreviation and
~
Part.No.
No. 0742960-0.1
Fig. 6345-0200.10 Fuel Oil Pressure Booster Housing (ME, ME-B)
3 (17)
HYUNDAI
MANB&W
6345-0200-0002
2. Checking Setting Values (MC)
2.1 Checking the Vil-adjustments (Engines with VIT)
Load the engine
•Loading to 75% MCR or 100% MCR:
• Loading to the 'break-point':

Electronically controlled VIT:
Follow the instructions from the supplier of
the engine control system
Mechanically controlled VIT:

Load the engine until the steel bar touches
the pivoting points (F1 and F2) simultaneously,
see Fig. 6345-0200.11.
Fig. 6345-0200.11
Read the actual VIT-index
Read the actual VIT-index on the scale of the fuel pump timing racks, see Fig.
6345-0200.12.
Fig. 6345-0200.12
4 (17)
HYUNDAI
MANB&W 6345-0200-0002
2.2 Checking the Shims {MC)
Number of shims in fuel pump (Injection timing)
For engines without VIT, visually check

the number of shims between the fuel
pump top cover and the pump housing.
See Fig. 6345-0200.13
Fig. 6345-0200.13
Checking the shim thickness, t (compression volume) (MC, ME, ME-8)

Turn the crankthrow towards the exhaust side, to provide access for
measuring the thickness of the shim which is inserted between piston
rod and crosshead pin. See Fig. 6345-0200.14
Fig. 6345-0200.14
5 (17)
HYUNDAI
MANB&W
6345-0200-0002
3. Nameplates
3.1 Turbocharger specifications (nameplate)
Manufacturer
Type
Serial number(s)
Manufacturing date
Specification
Max. cont. speed
Max. cont. gas temperature
3.2 Air cooler specifications (nameplate)
Manufacturer
Type
Contract number(s)
Year build
Water side Air side
Operational gauge pressure bar
Test gauge pressure bar
Operational temperature deg.C
Content L
3.3 Auxiliary blower specifications (nameplate)

Manufacturer
Model Serial number(s)
Capacity Speed
Pressure Power
Temp. Elec. source
3.4 ELFl/FIVA Valve
Manufacturer
Type
Serial number(s)
Manufacturing date
Specification
Max. cont. speed
Max. cont. gas temperature
6 (17)
HYUNDAI
MANB&W 6345-0200-0002
4. Survey Methods including on-board verification

4.1 IMO surveys
The flow chart in section 5.5 shows all the survey methods used in connection
with IMO certification of a MAN Diesel two-stroke engine.
a. test-bed survey (engine pre-certification survey)

b. sea-trial survey (initial survey on board), and
c. on-board surveys (intermediate and periodical surveys)
On test bed, parent and the member engines are surveyed by the same proce-
dures, except for the important difference that emission measurements are per-
formed and surveyed on the parent engine, only. (The emissions data measured
on the parent engine are used to establish the emission simulation for the on-
board survey code to verify compliance based on standard performance data.)
On board, only the 'on-board' survey method shall be used for future 'interme-
diate' and 'periodical' surveys. (Provided that the required IMO certificates have
been issued based on the engine 'pre-certification' and 'initial' surveys.)
The standard MAN Diesel on-board survey method is defined as a combination

of performance parameter checks, and component and setting verification. The
extend of the component and setting verification depends on different condi-
tions, but, in general, can be reduced to the fuel nozzle, if the performance data
are within the specified tolerances given in TF Table 1.3 and no component
changes have been made to the engine.
The necessary performance parameters and corrections are specified in Chap-

ter 8.2 of the Technical File (TF). And a description with step-by-step proce-
dures of the actual survey is presented in TF Section 8.3.
4.2 Definitions and corrections

'Standard MAN Diesel performance check'
Table 4.2.1 on the next page, lists the parameters necessary as input for the
survey code from a standard MAN Diesel performance check.
7 (17)
HYUNDAI
6345-0200-0002 MANB&W
Table 4.2.1: Input data for survey code *)
Engine Number -
Vessel Name -
TIC inlet temperature ** deg.C
Ambient temperature ** deg.C
Ambient pressure mbar
Relative humidity of ambient air rel.%
Scavenging-air temperature ** deg.C
Scavenging-air pressure ** bar
Sea-water (inlet) temperature ** deg.C
Turbine back pressure ** mm WC
Max. cylinder pressure ** bar
Max. compression pressure bar
Power **, *** kW
Engine speed r/min
Turbocharger speed r/min
Fuel pump index -
VIT index (if applicable) -
* See foot notes **) to TF Chapter 1.4 Comments on calibration of
sensors and apparatus, and correction to ISO ambient conditions
for these measurements
** These items are required in order to calculate the NOx emission
*** See comment in text on power estimation (TF section 8.2.1.3.)
Tolerances for 'load points'

The actual load points are attached a certain tolerance (see 'NOx Technical
Code,' Appendix 4.) However, due to propeller lay out or vessel trim a 'light
or heavy propeller' may be experienced. In these cases: MAN Diesel recom-
mend to select the load point according to the actual measured mean effec-
tive pressure corresponding to the specified load point.
Power
The power is usually derived from torque and speed. If the torque is difficult
to measure directly through torsion measurements, the Charts added in Fig.
8.2 or 8.3 of the Technical File, can be used to estimate the brake power.
Alternatively the load could be derived from a MAN Diesel PMI system.
Back pressure
The usual variations in turbine back pressure have been shown only to have
a minor influence on the NOx emission and the measurement of the turbine
back pressure, therefore, could be omitted during a NOx compliance survey.
However, the influence has been included in the survey code as well as in
the following example due to the influence on the ISO correction on Pmax·
8 (17)
HYUNDAI
MANB&W
6345-0200-0002
4.3 Survey cases

The different load points and cooling conditions lead to the following survey
cases:
Load-point 'corrections'
Test-bed survey - All engines

Includes all four E3/E2-ISO cycle load points.
On board - Engine without VIT

The actual NOx compliance is estimated from performance data at 75% load
only, assuming that the NOx(test bed 75 %) I NOx(estimated 75 %) ratio is identical for the
ratio of the remaining load points, also.
On board - Engine with VIT

The actual NOx compliance assumes that the 25 to 75% load points
contribute as without VIT, based on the 75% performance data. The 100%
load point contribution is estimated from the actual performance at the
measured load above the break point (from 85 to 100% loads), adjusting the
NOx(test bed 100 %) for the same Pmax difference as the measured load, but for a
Tscav and Pturb.back reflecting the 100% load:
1. Pmax(1DO%) = Pmax(meas load%)

2. Tscav(1DO%l = Tscav(measioad%l + (100 - meas load%) x (Tscav.ref(1DO%) -
Tscav.ref( 75 %) I 25
3. Pturb.back(1oo%) = Pt.back(meas load%) + (100 - meas load%) x

(Ptback.ref(100 %l - Ptback.ref( 75 %) I 25
(If the V/T break point can not be reached, TF case B.2.2.1.3 is handled identi-
cal to TF case B.2.2.1.2.)
Scavenging-air temperature corrections on board

The correction for cooling-water temperature depends on the actual cooling
system. In all cases, TF Table 1.3 specifies the actual reference scavenging-
air temperature.
Sea-water cooling system (SW)

4. Relative scavenging-air temperature change
= (Tmeas.scav.air - Tref.scav. air) - (Tmeas.sea-water inlet -
Tref.sea-water inlet)
Central cooling system - Optimal cooling (CC-0)

5. Relative scavenging-air temperature change
= (Tmeas.scav.air - Tref.scav. air) -
(Tmeas.sea-water inlet - Tref.sea-water inlet)
Central cooling system - Fixed cooler out temperature (CC-F)

6. Relative scavenging-air temperature change =
Tmeas.scav.air - Tref.scav. air
9 (17)
HYUNDAI
MANB&W
6345-0200-0002
Test-bed cooling system

The scavenging-air temperature is on test bed always adjusted similar to a
CC-F cooling system with the appropriate Tscav.ref., since the actual cool-
ing system is not available and different cooling-water adjustment possibili-
ties usually exists on a test bed. (The actual air-cooler performance can be
evaluated based on a heat balance for the system.)
All assumptions have been built into the MAN Diesel survey code.
4.4 Correction to ISO ambient conditions

Performance parameters correction to ISO ambient conditions
Some of the measured performance parameters need to be corrected to ISO
ambient conditions in order to perform a reliable evaluation and compare
with reference conditions. These parameters are Pmax, Pcomp and Pscav.
Correction equations:
7. CorrP max= P max,m · (100 - 0.2198 · DTinl + 0.081 · DTsc + 0.022 · DPamb - 0.005278 · DPback) /100
8. CorrPcomp =Pcomp,m · (100 - 0.2954 · DTinl + 0.153 · DTsc + 0.0301 · DPamb - 0.007021 · DPback) 1100
9. CorrPsc =Psc,m · (100 - 0.2856 · DTinl + 0.222 · DTsc + 0.0293 · DPamb - 0.006788 · DPback) /100
where: D refers to (reference - measured)

subscript m measured
Tinl T/C inlet temperature (deg.C)
Tse scavenging-air temperature (deg.C)
Pamb ambient pressure (mmHg)
Pmax maximum pressure (bar)
Pcomp compression pressure (bar)
Psc scavenging-air pressure (bar)
Pback back pressure (mmWC)
NOx emission correction to ISO ambient conditions

Based on simultaneous measurements of NOx emission and performance
parameters from several different MAN Diesel two-stroke engines, a special
'NOx function' has been formulated to calculate NOx as a function of specific
engine parameters. Together with the MAN Diesel cycle simulation to predict
dependent engine parameters (or simplified in the form of performance cor-
rection factors,) the 'NOx function' can be used to calculate the tolerances
on the most common. performance parameters.
The measured data have also been used to formulate an equation to cor-
rect emissions at the given ambient conditions to the specified ISO ambient
conditions in order to compare emission values at the same conditions (see
Equation (10).)
10 (17)
HYUNDAI
MANB&W 6345-0200-0002
10. CorrNOJHa• T,.mb' PamJ =- - - - - - - - - - - - - - - -

1 + C1 ·(Ha -10.71) + C2 · (Tamb - 298.15) + C3 · (pamb -1000)
where: Ha water content in scavenging air (gHp!kg dry air)

Tamb ambient-air temperature {K)
Pamb ambient pressure (mbar)
C1 to C3 coefficients depend on engine load (given in Table 4.4.1)
Table 4.4.1: ISO ambient correction coefficients
Ha can be calculated the following way:
6.220 •Ra •Pa

11. H·a=
Pc - Pa . Ra . 10-2
6.220 · Psc · 100

12. Hsc =
Pc -Pac
where: H*a water content at ambient-air condition (gHp!kg dry air)

Ra relative humidity of intake air (rel. %)
Pa saturation vapour pressure at ambient-air condition (kPa)
Pb total barometric pressure (kPa)
Hsc water content at scavenging-air condition (gH20/kg dry air)
Pc scavenging-air pressure (kPa)
Psc saturation vapour pressure at scavenging-air condition {kPa)
The saturation vapour pressure is only a function of temperature and can be

calculated the followin~ ·
19.008 - 5325.35
T
14. p = 1.013 · e
where T is the temperature in Kelvin (K).
11 (17)
HYUNDAI
6345-0200-0002 MANB&W
The ISO corrected NOx value is calculated using the equation for the average
weighed NOx emission (IMONOx) given in the 'IMO-NOx Technical Code:'
15
_ /MONO = ~~Specific_ emission(i) · Power(i) · WF(i)
x i:::;i Power(i) · WF(i)
where n=4 represents the 4 load points of the E3/E2 cycle (please refer to
the 'IMO-NOx Technical Code' for definition of E3/E2.) Using the weight fac-
tor (WF), the power (in kW) and the specific NOx emission (in g/kWh) for the
4 load points, the equation can also be written as Equation (16). However, for
Equation (16) to be valid, the load points of the E3/E2 cycle must correspond
exactly to 100, 75, 50 and 25% of MCR.
16. IMONOX = 0.2909. NO. (100%) + 0.5455. NO. (75%) + 0.1091 . NO, (50%) + 0.0545. NO, (25%)
4.5 Correction to reference performance conditions

The NOx function has also been used to derive a simplified method to cal-
culate the variation in the ISO corrected NOx value as function of maximum
cylinder pressure, scavenging-air temperature and turbine back pressure.
The relative changes are shown in Table 4.5.1 at the four specific cycle-load
conditions. However, the simplified method will predict a slightly higher NQx
emission than the NOx function.
Table 4.5.1: Relative changes in NOx for Pmax, Tscav and Pturb.back
Power(%)
1. Relative increase in NOx value (correct~d to ISO ambient conditions) resulting

from a one bar increase in the cylinder maximum pressure.
2. Relative increase in NOx value (corrected to ISO ambient conditions) resulting

from a one degree increase in the scavenging-air temperature.
3. Relative increase in NOx value (corrected to ISO ambient conditions) resulting

from a one mmWC increase in the turbine back pressure.
12 (17)
HYUNDAI
MANB&W
6345-0200-0002
5. MAN Diesel Survey Procedures

MAN Diesel has defined a combination of performance parameter checks and,
component and setting verification as the on-board survey method. TF Fig. 1
shows a flow chart of the on-board survey procedures only, whereas TF Fig. 8.1
also shows the applications for test-bed and sea-trial surveys.
On board, the 'on-board survey' method checks with a minimum of component

and adjustment verifications in order not to stop and dismantle the engine. The
more extended component and setting adjustment verification can be used,
when the engine is apart. Since a performance check can not be performed in
dock, the 'missing' setting values are based on recorded data obtained within
(a recommended) one-month period from a called (or anticipated) survey. How-
ever, it is strongly recommended to perform a performance check to verify the set-
ting values soonest possible after the docking to ensure continuing compliance.
The parameter check method defined through the survey code accounts the influ-
ence of certain parameters, only. Through the cylinder pressure: adjustments of in-
jection timing, VIT, compression shims and exhaust-valve timing, through the scav-
enging-air temperature: a deteriorated scavenging-air cooler performance, and
through the back pressure: eventually blocking up of the exhaust heat exchanger.
5.1 On-board survey code

The on-board survey (parameter check) can be performed using the manufac-
turer supplied survey code as an easy tool to calculate and present the expect-
ed NOx emission. If a computer is not available, a manual evaluation can be
performed following TF Section 8.3.2. The procedure is based on a 'standard
MAN Diesel performance check' (see necessary parameters in Table 4.2.1 and
the comments in TF Chapter 1.4.)
Two versions of the code exist. The 'on-board' version is used as the standard
survey method on board. And, the 'test-bed' version, a more detailed version, is
used to show compliance on test bed for member engines. As described in TF
Chapter 8.2, the on-board version differs slightly for a sea-water and a central
cooling-water system and, for an engine without VIT or with VIT.
To perform the survey, the following steps are to be taken (see TF flow Chart
Fig. 1 or Fig. 8.1,) independent of the survey-code version:
a. Inspect 'Technical File' (TF) and 'record book' (or pre-TF on test bed.)
b. Perform a 'performance check' (the extend follows the survey-code re-
quirement) (for a load estimate see TF Section 8.2.1 ..3.)
c. Estimate NOx for verifying compliance using the dedicated 'survey code.'
d. Check fuel nozzle (a spare fuel nozzle may suffice.)
e. Check other NOx components on test bed or in dock (or if considered
necessary.)
f. Check setting adjustments on test bed or in dock (or if considered neces-
sary.)
g. Add output from the survey code to the 'record book.'
The Tables in Enclosure 1 show input and output from the survey code based
on the parent engine test-bed data, as an example. The actual estimated NOx
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will be compared in the plot with the measured (and corrected) parent engine
data.
5.2 Manual procedure
All the steps in TF Section 8.3.1 are followed except for execution of the survey
code (8.3.1.c.)
To evaluate manually the NOx compliance, the following two steps have to be
performed:
a. Evaluate the performance influence on the ISO corrected NOx values for
each load condition (as specified in TF Chapter 8.2 or in the following ex-
ample in TF Section 8.3.4 based on the parent engine data.) Performance
data are corrected manually using Equations (7) to (9) in TF 8.2.3.1 (or from
Charts in the instruction book specified in foot notes **) to TF Chapter 1.4
Comments.)
b. Calculate the final average IMO NOx (Equations (15) or (16).)
5.3 Comments on component checks

The actual NOx components are specified in TF Chapter 1.1 (or in Enclosure 1, the
last output page from the survey code,) and Appendix A specifies the necessary
verification procedures. The extend of the component verification is discussed
above.
Turbocharger, air cooler and auxiliary blower are verified through their nameplates
(also included in Appendix A). To verify the turbochargers internal parts (marked
by the turbocharger manufacturer) dismantling is necessary (procedures are not
included).
To verify the setting values, a performance check has to be performed using

the on-board survey code (as described in the previous Section 8.3.1 of TF.)
When the specified performance data (see TF Table 1.3) corrected to ISO ambi-
ent conditions are within the given tolerances, the setting adjustments are within
compliance.
For spare part changes (only components as listed in TF Table 1.1 are allowed)
a review of the record book would normally be sufficient. Although a standard
performance check will reveal changes to many NOx components, a new com-
bustion chamber or a new fuel nozzle may not be discovered. (The fuel nozzle is the
most important component to affect the NOx emission from an engine). Therefore,
a review of the record book is necessary as a starting point for the survey, and a
fuel nozzle should be inspected.
5.4 Survey example
Details of the NOx estimate to verify compliance for a testbed survey using a
testbed cooling-water system are described in this Chapter as an example. The
earlier Chapters describe modifications necessary for the slightly different survey
cases.
The NOx emission can be estimated at each load conditions using the following
calculation method:
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1. Measure the maximum pressure, scavenging-air temperature, turbine

back pressure and ambient conditions (see example in Table 5.4.1) at the
required load points.
2. Correct maximum pressure to ISO conditions using Equation (7).
3. Derive the equivalent relative change in NOx emission (g/kWh) using Table
4.5.1 based on the actual performance in step 1 and reference conditions
in TF Table 1.3.
Table 5.4.1: Calculation of expected NOx 'at site' performance and ISO ambi-
ent condition - test bed cooling-water system (example only - identical to the
results in Enclosure 1)
Measured Relative Meas. Meas. Relative Meas. Relative · ·· Expected '

max. pres- change 'seawater' scav. change turbback change site ISO- '
Power(%)
sure (bar- in NOx temp. air temp. inNOx pressure in NOx NOx (g/
C11:>~) (g/~\fYh) (deg.C) (deg.(~) (g/kWh) (mm WC) (g/kWh) kWh)
100 148.8 -0.400 29 41 0.090 230 -0:028 13.83
75 130.7 -0.232 27 33 0.021 121 -0.035 14.70
50 99.3 --o~soo 26 29 0;021 -0;014 12;32
Example of calculation for 100% engine load and test bed cooling (the ap-
preach is similar for the other load conditions:)
Measured scavenging-air temperature (Table 5.4.1) 41 deg.C
Reference scavenging-air temperature (TF Table 1.3) 37 deg.C
Measured 'sea-water' inlet temperature (Table 5.4.1) 29 deg.C
'Sea-water' reference temperature (TF Table 1.3) 25 deg.C
Relative scavenging-air temperature = 41 -37 = 4 deg.C

change= Tmeas.scav.air - Tref.scav. air *)
Delta NOx, Tscav (Table 4.5.1) 0.0224 g/kWh

pr. deg.C
Relative change in NOx due to Tscav .4 x 0.0224 = 0.090 g/kWh

difference
Measured maximum pressure (Table 5.4.1) 148.8 barabs
Reference maximum pressure (TF Table 1.3) 151 barabs
Difference (measured - reference) -2.2 barabs
Delta NOx, Pmax (Table 4.5.1) 0.1816 g/kWh

pr. barabs
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Relative change in NOx due to -2.2 x 0.1816 = -0.400 g/kWh

Pmax difference
Measured turbine back pressure (Table 5.4.1) 230 mmWC
Reference turbine back pressure (TF Table 1.3) 300 mmWC
Difference (measured - reference) 230-300 = -70 mm WC
Delta NOx, Pturb.back (Table 4.5.1) 0.0004 g/kWh pr.

mmWC
Relative change in NOx due to Pturb.back -70 x 0.0004 = -0.0280 g/kWh

difference
Measured NOx, corr. ISO ambient and ref. (TF Table 14.17 g/kWh
performance 4.2.2)
NOx value, at ISO ambient and reference 14.17 + 0.090-

site conditions 0.400 - 0.028 = 13.83 g/kWh
*) Remember to change to the actual cooling-water system for on-board surveys
4. Estimate the expected NOx emission at measured site performance but ISO
ambient conditions for each load condition as a summation of the ISO cor-
rected NOx value and the relative changes (see last column in Table 5.4.1)
using Equation (16) to verify compliance.
IMO NOx = (0.2909 x 13.83) + (0.5455 x 14.70) +

(0.1091 x 12.32) + (0.0545 x 12.56) = 14.07 g/kWh
This method is used to check NOx compliance for varying measured values
of maximum pressure, scavenging-air temperature and turbine back pressure.
Since the maximum IMO-NOx value for this engine group is 15.1 g/kWh, the
engine fulfils the requirements. This is of course equivalent to the performance
parameters being within the specified tolerances.
It should be emphasized that the survey code, unlike this example, uses Equa-
tion (15) (i.e. the measured load-point powers) to calculate the simulated NOx
emission. And, the survey code will issue a warning, if the performance param-
eters are outside the allowed ranges, or the load point is more than ±5% off the
ideal E3/E2 cycle value.
Performance check:
1) 4 load points (E2/E3 cycle)
2) For engines with VIT: 75% load and one load point above the break point.
Without only the 75% load point.
16 (17)
2012-01-06 - en
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On-board surveys
Inspection of TF and ..,
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Performance check
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a. measure performance
b. estimate NOx (VIT or
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a. measure performance a. measure performance non-VIT) c.
b. measure NOx b. estimate NOx (TB) en
'NOx component' check:
c. check fuel nozzle
'NOx component' check: 'NOx component' check: 'NOx component' check:
d. other NOx components
c. check fuel nozzle c. check fuel nozzle c. check fuel nozzle
(as considered necessary)
d. other NOx compnents d. other NOx components d. other NOx components
e. verify settings
e. verify settings e. verify settings (as considered necessary)
e. verify settings
Print out survey Tables Print out survey Tables Print out survey Tables
(with EIAPP a pplication)
Print out survey Tables
Adjust
Adjust Adjust
Sign documents
Sign documents Add to record book
Yes
Performance check: Survey end

1) 4 load points (E2/ E3 cycle)
2) For engines with VIT: 75% load and one load point above the break point. Without only the 75% load point. O>
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Description IMO NOx Components and Technical File 0
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6345-0200-0002 0
I"\)
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1. Symbols and Units

The following designations are used:
Effective engine power Pe kW

Engine speed speed rim in
Indicated engine power pi ikW
Fuel pump index Index %
Specific fuel oil consumption SFOC glkWh
Fuel oil lower calorific value LCV kJlkg
Turbocharger speed TIC speed rim in
Barometric pressure Pbarci mbar

Pressure drop across TIC air filters llpf mbar
Pressure drop across air cooler llpc mbar
Scavenge air pressure Pscav bar
Mean indicated pressure pi bar
Mean effective pressure Pe bar
Compression pressure Pcomp bar
Maximum combustion pressure Pmax bar
Exhaust receiver pressure Pexhrec bar
Pressure after turbine Pate mbar
Air temperature before TIC filters t In!. oc

Air temperature before cooler tbcoo
oc
Cooling water inlet temp., air cooler tcoolinl
oc
Cooling water outlet temp., air cooler tcoolout
oc
Scavenge air temperature t scav oc
Temperature after exhaust valve texhv
oc
Temperature before turbine tbtc
oc
Temperature after turbine tatc
oc
Conversion factors:
1 hp= 0.736 kW [J/s]
1 bar= 105 Pa = 1000 hPa or 0.1 MPa [N/m2]
1 mbar = 0.001 bar or 1.0 hPa

1 kg/cm2 = 0.981 bar or 980.7 hPa
1 kp/cm2 = 0.981 bar or 980.7 hPa
1 psi = 0.070 bar or 68.9 hPa
1 mmHg = 0.001 bar or 1.3 hPa
1 mWC = 0.098 bar or 98.1 hPa
1t = 3.14159
Pressure stated in bar (or Pa) is the measured value, i.e. read from an ordinary
NOTE pressure gauge. Note: the official designation of bar (Pa) is Absolute Pressure.
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2. Operating Range
2.1 Load Diagram
The specific ranges for continuous operation are given in the 'Load Diagrams':
• For propulsion alone, drawing 6355-0100.
• For propulsion and main engine driven generator, drawing 6355-0105.
Specific engine calculations (load diagrams) can be ordered by contacting

MAN Diesel A/S.
2.2 Definitions
The load diagram, in logarithmic scales (dravving 6355-0100 and drawing 6355-·
0105) defines the power and speed limits for continuous as well as overload
operation of an installed engine having a specified MCR (Maximum Continous
Rating) point 'M' according to the ship's specification.
The service points of the installed engine incorporate the engine power re-
quired for ship propulsion, see drawing 6355-0100, and for main engine driven
shaft generator, if installed, see drawing 6355-0105.
2.3 Limits for Continuous Operation

The continuous service range is limited by four lines:
Line 3: Represents the maximum speed which can be accepted for continu-
ous operation.
Running at low load above 100% of the nominal speed of the engine
is, however, to be avoided for extended periods.
Line 4: Represents the limit at which an ample air supply is available for com-
bustion and gives a limitation on the maximum combination of torque
and speed.
Line 5: Represents the maximum mean effective pressure (mep) level, which
can be accepted for continuous operation.
Line 7: Represents the maximum power line for continuous operation.
2.4 Limits for Overload Operation
Many parameters influence the performance of the engine. Among these is:
overloading. The overload service range is limited as follows:
Line 8: Represents the overload operation limitations.
The area between lines 4, 5, 7 and the heavy dotted line 8 is available as over-
load for limited periods only (1 hour per 12 hours).
2.5 Recommendations
Continuous operation without limitations is allowed only within the area limited
by lines 4, 5, 7 and 3 of the load diagram.
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The area between lines 4 and 1 is available for running conditions in shallow
water, heavy weather and during acceleration, i.e. for non-steady operation
without actual time limitation.
After some time in operation, the ship's hull and propeller will be fouled, result-
ing in heavier running of the propeller, i.e. loading the engine more. The propel-
ler curve will move to the left from line 6 to line 2 and extra power is required for
propulsion. The extent of heavy running of the propeller will indicate the need
for cleaning the hull and possibly polishing the propeller.
I NOTE
Point A is a 100% speed and power reference point of the load diagram.
Point M is normally equal to point A but may in special cases, for exam-
ple sometimes when a shaft generator is installed, be placed to the right
of point A on fine 7.
2.6 Propeller Performance

Experience indicates that ships are - to a greater or lesser degree - sensitive to
bad weather (especially with heavy waves, and with head winds and seas), sail-
ing in shallow water with high speeds and during acceleration. It is advisable to
notice the power/speed combination in the load diagram and to take precau-
tions when approaching the limiting lines.
3. Performance Observations
3.1 General
During engine operation, several basic parameters need to be checked and
evaluated at regular intervals. See drawings 6355-0110 (two pages) and 6355-
0115)
The purpose is to follow alterations in:

• the combustion conditions,
• the general cylinder condition,
• the general engine condition
in order to discover any operational disturbances.
This enables the necessary precautions to be taken at an early stage, to pre-

vent the further development of trouble.
This procedure will ensure optimum mechanical condition of the engine com-
ponents, and optimum overall plant economy.
3.2 Key Parameters
The key parameters in performance observations are:
Barometric pressure
Engine speed
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Ships draught
Mean indicated pressure
Compression pressure
Maximum combustion pressure
Fuel pump index
Exhaust gas pressures
Exhaust gas temperatures
Scavenge air pressure
Scavenge air temperature
- Turbocharger speed
Exhaust gas back pressure in exhaust pipe after turbocharger
- Air temperature before TIC filters
~pair filter (if pressure gauge installed)
~p air cooler
- Air and cooling water temperatures before and after scavenge air cooler.
3.3 Measuring Instruments
The measuring instruments for performance observations comprise:
Thermometers,
Pressure gauges,
- Tachometers,
. PMI - On/Off-line Cylinder pressure measurring equipment
Eventually the engine diagnosis system CoCos-EDS
It is important to check the measuring instruments for correct functioning.
Regarding check of thermometers and pressure gauges,

se.e chapter 6345-0330.
3.4 Intervals between Checks
Constantly: Temperature and pressure data should be constantly monitored,

in order to protect the engine against overheating and failure. In general, auto-
matic alarms and slow-down or shut-down equipment are installed for safety.
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Guiding values of permissible deviations from the normal service data are given
in chapter 7045-0100.
Daily: Fill-in the Performance Observation record, drawing 6355-0110.
3.5 Evaluation of Observations

Compare the observations to earlier observations and to the testbed/sea trial
results.
From the trends, determine when cleaning, adjustment and overhaul should be
carried out.
See chapter 7045--0100, regarding normal service values and alarm limits.
Not all parameters can be evaluated individually.
This is because a change of one parameter can influence another parameter.
For this reason, these parameters must be compared to the influencing param-
eters to ensure correct evaluations.
A simple method for evaluation of these parameters is presented

in chapter 6345-0310.
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1. General
Record the performance observations as described in the previous
Chapter 6345-0300.
Use the synopsis diagramsto obtain the best and most simple method of plot-
ting and evaluating the parameters:
Engine: Drawings 6355-01201012510130

Turbocharger: Drawings 6355-013510140
Air cooler: Drawing 6355-0145
Drawings 6355-01201012510130 are sufficient to give a general impression of the

overall engine condition.
The plates comprise:
Model curve: shows the parameter as a function of the parameter on which it is

most dependent (based on the testbed/sea trial results).
Time based deviation curve: shows the deviation between the actual service
observations and the model curve, as a function of time. The limits for max.
recommended deviation is also shown. The limits are based on the MAN
CAPA-system. (Computer Aided Performance Analysis).
From the deviation curves, it is possible to determine what engine components

should be overhauled.
From the slope of the curves, it can be determined approximately when the
overhaul should be carried out.
Blank sheets: Blank 'Time based deviation' sheets which can be copied. Use
these sheets for plotting the deviation values for the specific engine.
The following Items describe the evaluation of each parameter in detail.
2. Engine Synopsis
A 6L60MC has been used in these examples.
2.1 Parameters related to the Mean Indicated Pressure (pi)
Drawing 6355-0120 and Drawing 6355-0125 (engine synopsis diagrams) show

model curves for engine parameters which are dependent upon the mean indi-
cated pressure (pi).
Drawing 6355-0120 a/so includes two charts for plotting the draught of
wNOTE the ship, and the average mean indicated pressure as a function of the
engine running hours.
For calculation of the mean indicated pressure, see Chapter 6345-0340.
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2.1.A Mean The mean draught is depicted here because, for any particular engine speed, it
Draught will have an influence on the engine load.
2.1.B Mean indi- The average calculated value of the mean indicated pressure is depicted in or-
cated Pressure (pi) der that an impression of the engine's load can be obtained.
Load balance: the mean indicated pressure for each cylinder should not devi-
ate more than 0.5 bar from the average value for all cylinders.
I NOTE
The load balance must not be adjusted on the basis of the exhaust gas
temperatures after each exhaust valve.
The fuel index must be steady. Unbalances in the load distribution may cause
the governor to be unstable.
2.1.C Engine The model curve shows the relationship between the engine speed and the av-
Speed (pi) erage mean indicated pressure (p).
The engine speed should be determined by counting the revolutions over a suf-
ficiently long period of time.
Deviations from the model curve show whether the propeller is light or heavy,
i.e. whether the torque on the propeller is small or large for a specified speed.
If this is compared with the draught (under the same weather conditions), see
remarks in Chapter 6345-0300, then it is possible to judge whether the altera-
tions are owing to:
• changes in the draught,
• or an increase in the propulsion resistance, for instance due to fouling of the

hull, shallow water, etc.
Valuable information is hereby obtained for determining a suitable docking

schedule.
If the deviation from the model curve is large, (e.g. deviations from shop trial to
sea trial), it is recommended to plot the results on the load diagram, see Chap-
ter 6345-0300, and from that judge the necessity of making alterations on the
engine, or to the propeller.
2.1.D Maximum The model curve shows the relationship between the average pmax {corrected
Combustion Pres- to ISO reference ambient conditions) and the average pi.
sure (Pmax - pi)
I NOTE For correction to reference conditions, see Chapter 6345-0350.
Deviations from the model curve are to be compared with deviations in the
compression pressure and the fuel index {see further on).
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Constant Prnax in the upper load range is achieved by a combination of fuel in-
jection timing and variation of the compression ratio (the latter by varying the
timing of closing the exhaust valve).
If an individual Pmax value deviates more than 3 bar from the average value, the
reason should be found and the fault corrected.
The pressure rise Pcomp - Pmax must not exceed the specified limit, i.e. 35 bar.
2.1.E Fuel Index The model curve shows the relationship between the average index and the
(pi) average pi.
Deviations from the model curve give information on the condition of the fuel
injection equipment.
Worn fuel pumps, and leaking suction valves, will show up as an increased fuel
index in relation to the mean pressure. Note, however, that the fuel index is also
dependent on:
a. The viscosity of the fuel oil, (i.e. the viscosity at the preheating
temperature). Low viscosity will cause larger leakages in the
fuel pump, and thereby necessitate higher indexes for injecting
the same volume.
b. The calorific value and the specific gravity of the fuel oil. These
will determine the energy content per unit volume, and can
therefore also influence the index.
c. All parameters that affect the fuel oil consumption (ambient

conditions, pmax , etc.)
Since there are many parameters that influence the index, and thereby also the
Pmax' it can be necessary to adjust the Pmax from time to time.
It is recommended to overhaul the fuel pumps when the index has increased by
about 10%.
In case the engine is operating with excessively worn fuel pumps, the starting
performance of the engine will be seriously affected.
2.2 Parameters related to the Effective Engine Power (Pe)
Drawing 6355-0130 shows model curves for engine parameters which are de-
pendent on the effective power (PE.).
Regarding the calculation of effective engine power, see Chapter 6345-0340.
Because the ME-B engine is without indicator drive, the estimated effective en-
gine power is found by using the fuel index and T/C revolutions as parameters,
see Chapter 6345-0370.
It is recommended to apply PMl-system for easy access to P-V-diagrams (work

diagrams) and thereby the effective engine power.
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2.2.A Exhaust The model curve shows the average exhaust temperatures (after the valves),
Temperature corrected to reference conditions, and drawn up as a function of the effective
(texhv- pJ engine power (P j.
I NOTE
For correction to ISO reference ambient conditions,
Regarding maximum exhaust temperatures, see also Chapter 6345-0350.

The exhaust temperature is an important parameter, because the majority of
faults in the air supply, combustion and gas systems manifest themselves as
increases in the exhaust temperature level.
The most important parameters which influence the exhaust temperature are
listed in the table on the next page, together with a method for direct diagnos-
ing, where possible.
Increased Exhaust Temperature Level - Fault Diagnosing
Possible Causes Diagnosing

a. Fuel injection equipment: As these faults occur in individual cyli-
- Leaking or incorrectly working fuel ders, compare:
valves (defective spindle and seat) • fuel indexes
- Worn fuel pumps. If a high wear • PMI readings
rate occurs, the cause for this
must be found and remedied. Check the fuel valves:
Note: Inadequate cleaning of the • visually
fuel oil can cause defective fuel
• by pressure testing .
valves and worn fuel pumps.
These faults occur in individual cylin-
b. Cylinder condition: ders.
- Blow-by, piston rings • Compare the compression pres-
See a/so Chapter 6645-0740, Run-
sures with PMI. See also Chapter
6345-03,40.
ning Difficulties', point 6.
- Leaking exhaust valves • During engine standstill: Carry out
See aiso Chapter 6645-0140, Run- scavenge port inspection.
ning Difficulties', point 5. and check the exhaust valves. See
Chapter 2245-0100
c. Air coolers: Check the cooling capability.
- Fouled air side See Chapter 6345-0310.
- Fouled water side
d. Climatic conditions: Check cooling water and engine room
- Extreme conditions temperatures.
Correct Texriv to reference conditions.
See Chapter 6345-0350.
e. Turbocharger: Use the turbocharger synopsis methods
- Fouling of turbine side for diagnosing.
- Fouling of compressor side See Chapter 6345-0310.
f. Fuel oil: Using heavy fuel oil will normally increase
- Type Tex•w by approx. 15°C, compared to the
- Quality use of gas oil. Further increase of T:Jxiw will
occur when using fuel oils with particu-
larly poor combustion properties. In this
case, a reduction of P..,..~, can also occur.
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2.2.B Compres- The model curve shows the relationship between the compression pressure
sion Pressure Pcomp (corrected to ISO reference ambient conditions) and the effective engine
{Pcomp- pJ power Pe.
~ NOTE
For correction to reference conditions, see Chapter 6345-0350.
Deviation from the model curve can be due to:
a. a scavenge air pressure reduction,
b. - mechanical defects in the engine components (blow-by past piston

rings.defective exhaust valves, etc. - see the table on the next page).
- excessive grinding of valve spindle and bottom piece.
It is therefore expedient and useful to distinguish between 'a' and 'b', and investi-
gate how large a part of a possible compression reduction is due to 'a' or 'b'.
This distinguishing is based on the ratio between absolute compression pres-

sure (Pcomp + PbarJ and absolute scav. pressure (Pscav + PbarJ which, for a specific
engine, is constant over the largest part of the load range (load diagram area).
Constant Pmax in the upper load range is achieved by a combination of fuel injec-
tion timing and variation of the compression ratio (the latter by varying the timing
of closing the exhaust valve).
The ratio is first calculated for the "new" engine, either from the testbed results,
or from the model curve.
See the example below regarding:
•Calculating the ratio
• Determining the influence of mechanical defects.
It should be noted that, the measured compression pressure, for the individual
cylinders, can deviate from the average, owing to the natural consequence of
air/gas vibrations in the receivers. The deviations will, to some degree, be de-
pendent on the load.
However, such deviations will be "typical" for the particular engine, and should
not change during the normal operation.
When evaluating service data for individual cylinders, comparison must be made
with the original compression pressure of the cylinder concerned, at the corre-
sponding load.
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Example:
The following four values can be assumed read from the model curves:
The barometric pressure was: 1.00 bar
The scavenge pressure was: 2.25 bar
This gave an absolute scavenge pressure of: 3.25 bar
The average (or individual) compression pressure was: 15 bar
which gave an absolute compression pressure of 115 + 1.00 = 116 bar
p . 116
--~~-~~~~ - -------- = 35. 7
Pscavabs 3.25
This value is used as follows for evaluating the data read during service.
Service Values
Pcomp 101 bar (average or individual)
Pscav 2.0 bar
Pbaro 1.02 bar
Calculated on the basis of Pscav and Pbaro' the absolute compression pressure
would be expected to be:
Pcompabs = 35.7 X (2.0 + 1.02) = 107.8 bar

i.e. Pcomp = 107.8 - 1.02 = 106.8 bar
The difference between the expected 106.8 bar and the measured 101 bar
could be owing to mechanical defects 01~ grinding of exhaust valve spindle and
botton1 piece.
Concerning the pressure rise Pcomp- Pmax'

see Item 2.1.0, 'Maximum Combustion Pressure (Pma.,-P)'.
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Mechanical Defects which can influence the Compression Pressureg
Possible Causes Diagnosis l Bemeg

a. Piston rings: Diagnosis: See Table Increased Exhaust Tempera-
- Leaking ture Level - Fault Diagnosing
Remedy: See Chapter 6645-0140.
b. Piston crown: Check the piston crown by means of the tern-

- Burnt plate. See work card 2265-0401.
c. Cylinder liner: Check the liner by means of the measuring tool.

- Worn See work card 2265-0601.
d. Exhaust valve: Remedy: Chapter 6645-0140.

- Leaking Check:
- The exhaust temperature - Hydraulic oil leakages, e.g. misalignment
rises. of high pressure pipe between exhaust
- A hissing sound can valve actuator and hydraulic cylinder.
possibly be heard at
- Damper arrangement for exhaust valve
reduced load.
closing.
- Timing.
e. Piston rod stuffing box: Small leakages may occur due to erosion of the
- Leaking bronze segments of the stuffing box, but this is
normally considered a cosmetic phenomenon.
- Air is emitted from the
Remedy:
check funnel from the
Stuffing box overhaul, see work card 2265-0501.
stuffing box.
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3. Turbocharger Synopsis
See Drawings 6355-0135 and 6355-0140 (Turbocharger synopsis diagrams)
I NOTE
Drawing 6355-0135 and 6355-0140 should be filled out in a number of
copies which corresponds to the number of turbochargers.
Regarding cleaning of the turbochargers, see Chapter 6345-0320.
3.0.A Scavenge The model curve shows the scavenge air pressure (corrected to reference con-
Air Pressure ditions) as a function of the effective engine power (Pe).
{Pscav - Pe)
See Chapter 6345-0340 and 6345-0370 regarding the effective engine power
I NDJE
For correction to ISO reference ambient conditions, see
Chapter 6345-0350.
Deviations in the scavenge air pressure are, like the exhaust temperature, an
important parameter for an overall estimation of the engine condition. A drop
in the scavenge air pressure, for a given load, will cause an increase in the
thermal loading of the combustion chamber components.
A simple diagnosis, made only from changes in scavenge air pressure, is dif-
ficult.
Fouled air filter, air coolers and turbochargers can greatly influence the scav-
enge air pressure.
Changes in the scavenge air pressure should thus be seen as a "consequential

effect" which is closely connected with changes in:
• the air cooler condition.
• the turbocharger condition.
• the timing.
Reference is therefore made to the various sections covering these topics.
3.0.B Turbocharger The model curve shows the speed of the turbocharger as a function of the scav-
Speed (T/C speed enge air pressure (PscaJ
- Pscav)
Corroded nozzle ring or turbine blades will reduce the turbine speed. The same
thing will happen in case of a too large clearance between the turbine blades and
the shroud ring (MAN Diesel) I cover ring (ABB).
Deviation from the model curve, in the form of too high speed, can normally be
attributed to a fouled air filter, scavenge air cooler, turbine side or compressor
side.
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A more thorough diagnosing of the turbocharger condition can be made as out-

lined in the 'turbocharger efficiency' Section below.
3.0.C Pressure The model curve shows the pressure drop across the air filter as a function of
Drop across the scavenge air pressure (PscaJ
Turbocharger Air
Filter (dP1 - Pscavl Deviations from this curve give direct information about the cleanliness of the
air filter.
Like the air cooler, the filter condition is decisive for the scavenge air pressure
and exhaust temperature levels.
The filter elements must be cleaned when the pressure drop is 50% higher than
the testbed value.
If a manometer is not standard, the cleaning interval is determined by visual

inspection.
3.0.D Turbocharger The model curves show the compressor and turbine efficiencies as a function
Efficiency (11T/C) of the scavenge air pressure (PscaJ
In order to determine the condition of the turbocharger, the calculated efficien-

cy values are compared with the model curves, and the deviations plotted.
Calculation of the efficiency is explained in Chapter 6345-0360.
As the efficiencies have a great influence on the exhaust temperature, the con-
dition of the turbocharger should be checked if the exhaust temperature tends
to increase up to the prescribed limit.
Efficiency reductions can normally be related to "flow deterioration'', which can

be counteracted by regular cleaning of the turbine side (and possibly compres-
sor side).
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4. Air Cooler Synopsis
The Drawing 6355-0145, Air Cooler Synopsis Diagrams gives model curves
for air cooler parameters, which are dependent on the scavenge air pressure
(PscaJRegarding cleaning of air coolers, see Chapter 6345-0320.
4.0.A Tempera- The model curve shows the temperature difference between the air outlet and
ture Difference the cooling water inlet, as a function of the scavenge air pressure (PscaJ
between Air Outlet
and Water Inlet This difference in temperature is a direct measure of the cooling ability, and as
such an important parameter for the thermal load on the engine. The evaluation
{Li t(air-water} - Pscavl
of this parameter is further discussed in Item 4.1, 'Evaluation'.
4.0.B Cooling The model curve shows the cooling water temperature increase across the air
Water Temperature cooler, as a function of the scavenge air pressure (PscaJ
Difference
This parameter is evaluated as indicated in Item 4.1.
{Li twater - Pscav
4.0.C Pressure The model curve shows the scavenge air pressure drop across the air cooler,
Drop across Air as a function of the scavenge air pressure (PscaJ
Cooler {Li Pair- Pscav>
This parameter is evaluated as indicated in Item 4.1, 'Evaluation'.
4.1 Evaluation
Generally, for the above three parameters, changes ofapprox. 50% of the test-
bed value can be considered as a maximum. However, the effect of the altered
temperatures should be kept under observation in accordance with the re-
marks under Exhaust Temperature. (item 2.2 earlier in this Section).
In the case of pressure drop across air cooler, for purposes of simplification, the
mentioned "50% margin" includes deviations caused by alterations of the suc-
tion temperature, scavenge air temperature, and efficiency of the turbochargers.
Of the three parameters, the temperature difference between air outlet and water
inlet, is to be regarded as the most essential one.
Deviations from the model curves, which are expressions of deteriorated cool-
ing capability, can be due to:
a. Fouling of the air side

b. Fouling of the water side
a. Fouling of the air side: manifests itself as an increased pressure drop

across the air side.
Note however, that the heat transmission can also be influenced by an

"oily film" on tubes and fins, and this will only give a minor increase in the
pressure drop.
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Before cleaning the air side, it is recommended that the U-tube manom-
eter is checked for tightness, and that the cooler is visually inspected for
deposits.
Make sure that the drainage system from the water mist catcher functions
properly, as a high level of condensed water (condensate) - up to the lower
measuring pipe - might greatly influence the j.p measuring. See also Chap-
ter 6345-0320.
b. Fouling of the water side: Normally involves a reduction of the cooling water
temperature difference, because the heat transmission (cooling ability) is
reduced.
Note however that, if the deposits reduce the cross sectional area of the
tubes, so that the water quantity is reduced, the cooling water temperature
difference may not be affected, whereby diagnosis is difficult (i.e. lower
heat transmission, but also lower flow volume).
Furthermore, a similar situation will arise if such tube deposits are present
simultaneously with a fault in the salt water system, (corroded water pump,
erroneous operation of valves, etc.). Here again the reduced water quan-
tity will result in the temperature difference remaining approximately unal-
tered.
In cases where it is suspected that the air cooler water side is obstructed,
the resistance across the cooler can be checked by means of a differential
pressure gauge.
A mercury manometer pressure gauge should not be used, because of environ-

mental considerations.
Before dismantling the air cooler, for piercing of the tubes, it is recom-
mended that the remaining salt-water system is examined, and the cooling ,
ability of the other heat exchangers checked.
Be careful when piercing, because the pipes are thin-walled.
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5. Specific Fuel Oil Consumption

Calculation of the specific fuel oil consumption (g/kWh) requires that engine
power, and the consumed fuel oil amount (kg), are known for a certain period of
time. See Drawing 6355-0150
The method of determining the engine power is illustrated in Chapter

6345-0340-xxxx. For engines without indicator drive, see Chapter 6345-0370.
The oil amount is measured as described below.
To achieve a reasonable measuring accuracy, it is recommended to measure

over a suitably long period - dependent upon the method employed i.e.:
• If a day tank is used, the time for the consumption of the whole tank con-
tents will be suitable.
• If a flow-meter is used, a minimum of 1 hour is recommended.
The measurements should always be made under calm weather conditions.
Since both of the above-mentioned quantity measurements will be in volume

units, it will be necessary to know the oil density, in order to convert to weight
units. The density is to correspond to the temperature at the measuring point
(i.e. in the day tank or flow-meter).
The specific gravity, (and thus density) can be determined by means of a hy-
drometer immersed in a sample taken at the measuring point, but the density
can also be calculated on the basis of bunker specifications.
Normally, in bunker specifications, the specific gravity is indicated at 15°C/60°F.
The actual density (g/cm 3) at the measuring point is determined by using the
curve on Drawing 6355-0150, where the change in density is shown as a func-
tion of temperature.
The consumed oil quantity in kg is obtained by multiplying the measured vol-

ume (in litres) by the density (in kg/litre).
In order to be able to compare consumption measurements carried out for vari-

ous types of fuel oil, allowance must be made for the differences in the lower
calorific value (LCV) of the fuel concerned.
Normally, on the testbed, gas oil will have been used, having a lower calorific
value of approx. 42,707 kJ/kg (corresponding to 10,200 kcal/kg). If no other in-
structions have been given by the shipowner, it is recommended to convert to
this value.
Usually, the lower calorific value of a bunker oil is not specified by the oil com-
panies. However, by means of the graph, Drawing 6355-0150, the LCV can be
determined with sufficient accuracy, on the basis of the sulphur content, and
the specific gravity at 15°C.
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The corrected consumption can then be determined by multiplying the "measured

consumption", by:
LCV
LCV =the specific lower calorific value,
42,707 in kJ/kg, of the bunker oil concerned
Example: (6L60MC)
Effective Engine
Power, P0 11,500 kW
Consumption, Co (over 3 hours) 7.125 m 3
Measuring point temperature 119°C
Fuel data, Specific gravity (at 15°C, 3% S) 0.9364 g/cm 3
Density at 119°C (see Dratt..1ing 6355-0150), p 119: 0.9364 - 0.068 =0.8684 g/cm~
Specific consumption:
6
Cox p 119 x 10 (g/kWh)
hxPe
where:
Co = Fuel oil consumption over the period, m 3
p 119 = Corrected gravity, g/cm 3
h = Measuring period, hours
p = Power output, kW
e
7.125 x 0.8684 x 10 6
= 179.3 (g/kWh)
3 x 11,500
Correction to ISO reference conditions

regarding the specific lower calorific value:
LCV = 40,700 kJ/kg, derived from Drawing 6355-0150.

Consumption. corrected for calorific value:
179.3 x 40,700 = 170 _9 (g/kWh)

42,707
I NOTE
The ambient conditions (blower inlet temperature and pressure and scav-
enge air coolant temperature) will also influence the fuel consumption.· Cor-
rection for ambient conditions is not considered important when comparing
service measurements.
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1. Turbocharger
1.1 General
We recommend to clean the turbochargers regularly during operation.
This prevents the build-up of heavy deposits on the rotating parts and keeps the
turbochargers in the best running condition between manual overhauls.
The intervals between cleaning during operation should be determined from the
degree of fouling of the turbocharger in the specific plant.
This is because the tendency to form deposits depends, among other things, on
the combustion properties of the actual fuel oil.
Guiding intervals between cleaning are given for each cleaning method in the
following items.
If the cleaning is not carried out at regular intervals, the deposits may not be
• NOTE removed uniformly. This will cause the rotor to be unbalanced, and excite vi-
brations.
Vibrations occur after cleaning Clean again
Vibrations occur after repeated See chapter 6445-0320

cleaning
Clean the turbochargers manu-
ally at the first opportunity.
Manual overhauls are still necessary to remove deposits which the cleaning
during operation does not remove, in particular on the non-rotating parts.
Regarding intervals between the manual overhauls, see the maker's instructions.
1.2.A Dry Cleaning

1.2 Cleaning the Turbine Side
Intervals between cleaning: 24-50 hours of operation.
See Drawing 5455- The cleaning is effected by injecting a specified volume of crushed nut shells or
0110 similar. The "grain size" is to be about 1.5 mm.
Since the cleaning is mechanical, the highest efficiency is obtained at full load, and
cleaning should not be carried out below half load.
Carry out the cleaning according to the instruction given on the "instruction plate"
located at the turbocharger, see drawing 5455-0110 and work card 5465.
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1.2.B Water
Intervals between cleaning: Approx. every 50 to 500 operating hours.
Cleaning
(Not TCA, The cleaning is effected by injecting atomised water through the gas inlet, at
TCR and MET- reduced engine load. ·
Turbochargers)
Carry out the cleaning according to the instruction given on the "instruction plate"
located at the turbocharger, see drawing 5455-0115.
Be aware that water cleaning can cause corrosion on the shroud ring surrounding
the T/C turbine blading.
Note that, during normal running, some of the scavenge air is led through a
three-way cock, from pipe No. 2 to pipe No. 1, at the turbine outlet drainage hole,
whereby this pipe is kept clean.
1.3 Cleaning the Compressor Side
Guiding intervals between cleaning: 25-75 hours of operation.
NOTE Always refer to the maker's special instruction.
The cleaning is effected by injecting water through a special pipe arrange-

ment during running at high load and normal temperatures.
Regarding the cleaning procedure, see the maker's special instructions.
If the deposits are heavy and hard, the compressor must be dismantled and
NOTE cleaned manually,
If the in-service cleaning is carried out when the compressor side is too contami-
nated, the loosened deposits can be trapped in the narrow passages of the air
cooler element.
This reduces the air cooler effectiveness.
Regarding air cooler cleaning. see Item 2., 'Air Cooler Cleaning System', below.
We recommend to wrap a thin foam filter gauze around the turbocharger intake
filter, and fasten it by straps.
This greatly reduces fouling of the compressor side, and even makes in-
service cleaning unnecessary.
Replace and discard the filter gauze, when it becomes dirty.
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2. Air Cooler Cleaning System
See Drawing 5455-0120, see also Chapter 7045-0100 regarding the basis for
intervals between cleaning.
Carry out the cleaning only when the engine is at standstill. This is because
NOTE the water mist catcher is not able to retain the cleaning fluid Thus there
would be a risk of fluid being blown into the cylinders, causing excessive liner
wear.
Cleaning of the air side of the scavenge air cooler is effected by injecting a chemi-
cal fluid through 'AK' to a spray pipe arrangement fitted to the air chamber above
the air cooler element.
The polluted chemical cleaning agent returns from 'AM', through a filter to the
chemical cleaning tank.
The procedure is described in work card 5465.
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3. Drain System for Water Mist Catcher

3.1 Condensation of Water
A combination of high air humidity and cold cooling water will cause an amount
of condensed water to be separated from the scavenge air in the water mist
catcher.
Estimation of condensate from the water mist catcher drain
The amount of condensate from the water mist catcher(s) can be estimated
based on the below listed measurements and figure 1 and 2.
• Engine load (kW)
• Ambient air temperature (0 C)
• Relative humidity of ambient air (%)
• Scavenge air pressure (Bar abs)
• Scavenge air temperature (°C)
Water vapour in intake air Maximum water vapour

Ma."nbiem Mscaveng• in scavenge air
060~---- nt ar o.60 r·-------------------------------------------------------
0 50
- - Rel. Hurrid~y
- - - - Rel. Humdoy : 00%

= 10(1%
- - - - - - - Rel. Hurritiity: 80%

- • - • - Rel. Hull'idity =70%; j/_,
/ o.so
;
!
:
i
i - - Pscav : 2.0 bar abs
; - - - - Pscav : 2.5 Bar abs
H- ------ Pscav : 3.0 Bar abs
! - · - · - Pscav : 3.5 Bar abs
. ··· · · ··· Pscav = 4.0 Bar abs
--//,,
- - • - - Rel. Humidity = 60%
0.40.
- - Rel. Hurridity : 50%
RGI. Hurridity : 40%
0.40 + - - - - - - - - - - - - - - + -
I
I I.'
"
//,'
. /
./
/
L. -- . --
// J
o.30
,
······-···-f··-----
I
J ,'
/ .: /
I • I
/I . /, /
0.20 - - - - - - - - - - - - - - - - - - - -
0.00 +------,--~-----__,__-----~~
0.00 +--~--.,.-----,---~-~~--~-
0 10 15 20 25 30 35 40 45
10 15 20 25 30 35 40 45 50 55
Ambient air temperature (°c) Scavenge air temperature (°C)
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Figure 1 Figure 2
Calculation procedure:
1. The amount of water vapour in the intake air (Mambient) is found in figure
1 based on measurements of ambient air temperature and relative humidity.
2. The maximum amount of water vapour in the scavenge air (MscavengJ is

found in figure 2 based on measurements· of scavenge air pressure and
temperature.
3. The expected amount of condensate is calculated by:
MCondens =k x Engine load x (Mambient - Mscavneg/' [kg/h]

where,
k = 1.05 for K80-K98 type engines

k = 1.00 for S50-S90 and L50-L70 type engines
k = 0.90 for S26-S46 and L35-L42 type engines
*} The tolerance of the result is ± 10%

No water condensation occurs, if the result is negative.
The sea water temperature may alternatively be used in figure 1 instead of

the ambient air temperature and relative humidity. The 100% relative humidity
curve applies, if the sea water temperature is used.
Example of estimation of condensate amount:
Readings:
Engine type: 7K80MC-C

Engine load: 22,700 kW
Ambient air temperature: 30 °C
Relative humidity: 85 %
Scavenge air pressure: 3.25 Bar abs
Scavenge air temperature: 45 °C
Calculation procedure:
1) Mambient = 0.21 kg/kWh found from figure 1 (as outlined)
2) Mscavenge = 0.17 kg/kWh found from figure 2 (as outlined)
3a) k = 1.05 for K80 type engine
3b) Mcondens = 1.05 X 22700 X (0.21 - 0.17) = 953 kg/h
The condensate amount is estimated to be 950 kg/h (± 10%) or 22.8 t/day for
the 7K80MC-C engine.
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\
~ I
The estimation of condensate amount is based on nominal air amount for the
engine and even distribution of the air outlet temperature from the scavenge air
cooler. The expected condensate amount should, therefore, be taken as rough
guidance in case of small amounts of condensate (between -0.01 and O.Oi kg/
kWh).
3.2 Drain System
Condensed water will be drained off from the water mist catcher through the
sight glass, the orifice and flange AL to bilge.
The size of the orifice in the drain system is designed to be able to drain off the
amount of condensed water under average running conditions.
In case of running under special conditions with high humidity, it can be neces-
sary to open the bypass valve on the discharge line a little.
Close the bypass valve when possible to reduce the loss of scavenge air.
A level-alarm (chapter 7045-0100) will set off alarm in case of too high water
level at the drain.
Check the alarm device regularly to ensure correct functioning.
3.3 Checking the Drain System by the Sight Glass
a. A mixed flow of air and water indicates a correctly working system where
condensation takes place.
b. A flow of water only, indicates malfunctioning of the system.
Check the orifice for blocking.
Check for any restrictions in the discharge pipe from AL.
Check and overhaul the level alarm.
c. A flow of air is only normal when running under dry ambient conditions
A sight glass which is completely filled with clean water, and with no air flow,
NOTE visually looks like an empty air-filled sight glass.
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1. Thermometers and Pressure Gauges

The thermometers and pressure gauges fitted on the engine are often dupli-
cated with instruments· for remote indication.
Owing to differences in the installation method, type and make of sensing ele-
ments, and design of pockets, the two sets of instruments cannot be expected
to give exactly the same readings.
During shoptest and sea trials, readings are taken from the local instruments.
Use these values as the basis for all evaluations.
In case the local and the remote sensors are installed i seperate pockets, a
NOTE temperature difference of up to 50 °C can be expected. Consider this when
evaluating performance measurements.
Check the thermometers and pressure gauges at intervals against calibrated

control apparatus.
Thermometers should be shielded against air currents from the engine-room

ventilation.
If the temperature permits, keep thermometer pockets filled with oil to ensure
accurate indication.
Keep all U-tube manometers perfectly tight at the joints.
Check the tightness from time to time by using soap-water.
To avoid polluting the environment, do not use mercury instruments.
Check that there is no water accumulation in tube bends, as this could falsify
the readings.
If cocks or throttle valves are incorporated in the measuring equipment, check

these for free flow, prior to taking readings.
If an instrument suddenly gives values that differ from normal, consider the
possibility of a defective instrument.
The easiest method of determining whether an instrument is faulty or not, is to

exchange it for another. ,
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2. PMI System
The PM I System is designed to provide engineers and service personnel on-
board ship and at power plants with a computerised tool for pressure measure-
ments and analysis on two-stroke diesel engines. The main advantages of the
system are:
• On-line measurement of cylinder pressure. Fully automated measurement

routine for measurements conducted from engine control room.
• Graphic display and print out of PT, PV and Balance Diagrams, together
with Mean Indicated Pressure and Max. Pressure deviation limits.
• Calculated values of Effective Power, Mean Indicated Pressure pi, Com-

pression Pressure Pcomp' Max. Pressure Pmax' and Scavenge Pressure Pscav'
including proposed values for index adjustments, etc.
• Software interface for use with MAN Diesel's engine performance and en-
gine diagnostics software, e.g. Cocos-EDS.
3. Indicator Valve
During the running of the engine, soot and oil will accumulate in the indicator
bore.
Clean the bore by opening the indicator valve for a moment.
To protect the valve against burning:
Open the valve only partially,
Close the valve after one or two ignitions.
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1. Calculation of the Indicated and Effective Engine Power
• NOTE Regarding the diagrams and PMI system, see chapter 6345-0330.
(For engines without PMl-system, see chapter 6345-0370)
Calculation of the indicated and effective engine power consists of the follow-
ing steps:
Calculate:
- The mean indicated pressure, pi
- The mean effective pressure, Pe
- The cylinder constant, k2
- The indicated engine power, Pi
- The effective engine power, Pe
The mean indicated pressure, pi
pi= L~ C (bar)
s
where:
= area of the indicator diagram, as found by planimetering.
L(mm) = length of the indicator diagram (= atmospheric line).
C5 (mm/bar) =spring constant(= vertical movement of the indicator

stylus (mm) for a 1 bar pressure rise in the cylinder).
pi corresponds to the height of a rectangle with the same area and length as
the indicator diagram.
I.e., if pi was acting on the piston during the complete downwards

stroke, the cylinder would produce the_ same total work as actually
produced in one complete revolution.
The mean effective pressure, p 0
where
k1 = the mean friction loss
The mean friction loss has proved to be practically independent of the engine
load. By experience, k1 has been found to be approx. 1 bar.
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The cylinder constant, k 2
k2 is determined by the dimensions of the engine, and the units in which the
power is wanted.
For power in kW : k2 = 1,30900 x 0 2 x s

where:
D (m) = cylinder diameter
S (m) = piston stroke
For Jl(.)wer in kW
Enginetjpe
k2
S50ME 0.6250
SSOME-C 0.6545
L60ME 0.9161
S60ME 1.0801
S60ME-C 1.1310
L70ME 1.4547
S70ME 1.7151
S70ME-C 1.7959
L80ME 2.1715
S80ME 2.5602
K80ME-C 1.9268
L90ME 3.0918
K90ME 2.7037
K90ME-C 2.4387
K98ME-C 3.0172
K98ME-C 3.0172
The indicated engine power, Pi
where
n (rpm)= engine speed.
The effective engine power, Pe
where
n (rpm) = engine speed.
Due to the friction in the thrust bearing, the shaft power is up to 1% less than
the effective engine power, depending on speed and load conditions and plant
type (FPP/CPP).
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1. General
Some measured performance parameters need to be corrected to ISO ambient
conditions to facilitate reliable evaluation.
These parameters are: pmax , texhv, pcomp and pscav. See a/so chapter 6345-0300.
Making such corrections enables comparison to earlier (corrected) read-

ings or model curves, regardless of deviations of the actual tinl and tcoolinl
from reference conditions.
Le. the correction provides the values which would have been measured
if tin! and tcoolinl had been 25°C.
In extreme cases, the divergencies can be large.
Record the corrected value as described in chapter 6345-0310.
Use the following reference conditions:
tin! = Air inlet temperature= 25°C

The air inlet temperature can vary greatly, depending on the position
in which it is measured on the intake filter. Experience has shown that
two thermometers situated at ten o'clock and four o'clock positions (i.e.
180° apart) and at the middle of the filter, give a good indication of the
average temperature.
tcoolini = Cooling water inlet temp. to air cooler = 25°C.

See a/so drawing 6355-0145, regarding ~t (tscav -tcoolinl).
See a/so chapter 6345-0300.
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2. Correction
The correction for deviations of tinl and tcoolinl from reference conditions can be
carried out in two ways: -
By reading
See drawing 6355-0200, which shows how to use drawing 6355-0180 to draw-
ing 6355-0195 to determine the correction.
By calculation
The corrections can be determined by the general equation:
where
Acorr = the correction to be applied to the parameter, i.e. to Pmax' texh'
Pcomp or Pscav·
tmeas = measured tinl or tcoolinl"
tret = reference tinl or tcoolinl (in case of Standard Conditions, 25°C).
F1, F2 = constants, see the table below.
K = constant, see the table below.
Ameas = the measured parameter to be corrected, i.e. Pmax' texh' Pcomp or Pscav·
See drawing 6355-0180 to 6355-0195, which show how to use the formulas.
Fnarameter :to 1':'1 : :far air inlet F2: :for coaling

K
oe correc:tea temp~ water inlet -temp.
texhv - 2 .446 x 10-3 - 0.59 x 10-3 273
Pscav + 2.856 x 10-3 - 2 .220 x 10-3 Pbaro 1 bar or 750 mm Hg
Pcomp + 2.954 x 10- 3 - 1.530 x 10- 3

Pbaro 1 bar or 750 mm Hg
Pmax + 2 .198 x 10-- 3 - 0.810 x rn-- 3

Pbaro 1 bar or 750 mm Hg
2 (5) Doc-ID: 6345-0350-0002

HYUNDAI
MANB&W 6345-0350-0002
3. Examples of calculations:
See drawing 6355-0200, which states a set of service readings.
1. Correction of texhv (drawing 6355-0185).
Measured:
Exhaust temperature after valve = 425°C
Air inlet temp. = 42°C
Cooling water inlet temp (air cooler). = 40°C
Correction for air inlet temperature:
(42 - 25) x (-2.466 x 1Q-3) x (273 + 425) = -29.3°C
Correction for cooling water inlet temperature:
(40 - 25) x (-0.59 x 10-3) x (273 + 425) = -6.2°C
Corrected texhv value = 425 - 29.3 - 6.2 = 389.5°C
2. Correction of Pscav (drawing 6355-0195):
Measured: Scavenge air pressure = 2.0 bar

Air inlet temp. = 42°C
Cooling water inlet temp (air cooler). = 40°C
Correction for air inlet temp.:
(42 - 25) x (2.856 x 1Q-3)x(1 + 2.0) = 0.146 bar
Correction for cooling water inlet temp.:
(40 - 25) x (-2.220 x 10-3) x (1 + 2.0) -0.10 bar
Corrected Pscav value= 2.0 + 0.146 - 0.10 = 2.046 bar
Alternatively, if Pscav is measured in mmHg:
Scavenge air pressure 1500 mmHg
Correct.ion for tini:
(42 - 25) x (2.856 x 10-3) x (750 + 1soo) = 109.2 mmHg
Correction for tcooiinl:

(40 - 25) x (-2.220 x 10-3) x (750 + 1500) = -74.9 mmHg
Corrected Pscav value = 1500 + 109.2 - 74.9 = 1534.3 mmHg
Corrections of Pcomp (drawing 6355-0190) and Pmax (drawing 6355-0180)

can be made in a similar manner.
Doc-ID: 6345-0350-0002 3 (5)

HYUNDAI
)350-0002 MANB&W
4. Maximum Exhaust Temperature

The engine is designed to allow a limited increase of the thermal loading, i.e.
increase of texhv" -
This enables the engine to operate under climatic alterations and

under normally deteriorated service condition.
Whether the engine exceeds this built-in safety margin for thermal loading can
be evaluated as follows:
The factors contributing to increased exhaust temperature levels (and thereby ther-
mal loads) and the largest permissible deviation values are:
Factor Max. temp. itJCf'ease

• due to fouling of turbocharger (incl. air intake filters),
and exhaust uptake, see also Chapter 7045-0100, item
PT8708 + 30°C
• due to fouling of air coolers + 10°c
• due to deteriorated mechanical condition {estimate) + 10°C
• due to climatic (ambient) conditions +45°C
• due to operation on heavy fuel, etc. + 15°C
Total 110°c
Regarding increasing exhaust temperatures, see a/so chapter 6345-0310.
For new engines it is not unusual to observe a temperature increase of 50-60°C

from the shop test to the sea trial.
This is due to the operation on heavy fuel oil and altered climatic con-
ditions.
If the temperature increases further during service:
• Find the cause of the temperature increase.
• Clean, repair or overhaul the components in question at the first opportu-

nity, to improve the engine performance.
f NOTE
The exhaust temperature must not exceed the alarm limit, see chapter
7045-0100 'Guidance Value Automation'.
To evaluate the exhaust temperature correctly, it is important to distinguish be-

tween:
• Exhaust temperature increase due to fouling and mechanical condition, and
• Exhaust temperature increase due to climatic alterations.
Doc-ID: 6345-0350-0002
HYUNDAI
MANB&W 6345-0350-0002
The method to distinguish between the factors is shown in the example:
Example:
According to a model curve, the exhaust temperature (approx. 95% engine

load) should be 375°C. The observed exhaust temperature is 425°C.
Correct texnv according to drawing 6355-0185:

Air inlet temp. (tin = 42°C corresponding to (42 - 25)
1
} = 17°C above the reference
value.
Cooling water inlet temp. to the air cooler (tcoolini) = 40°C, corresponding to
(40 - 25) = 15°C above the reference value.
Using the curves, the following temperature corrections are obtained:
Correction due to increased engine room temperature: -27.0°C

Correction due to increased cooling water inlet temp. -6.0°C
Total -33.0°C
Distinguish between the factors:

The total exhaust temp. increase of 425°C - 375°C = 50°C, is caused by:
• an increase of 33.0°C on account of climatic alterations,

• an increase of 50°C - 33°C = 17°C, due to mechanical conditions and op-
eration on heavy fuel oil.
Doc-ID: 6345-0350-0002 5 (5)

HYUNDAI
MANB&W 6345-0360-0002
1. General
To record the turbocharger efficiencies, see chapter 6345-0310.
Drawing 6355-0140 shows model curves for compressor and turbine

efficiencies, based on the scavenge air pressure.
For general evaluation of the engine performance, it is unnecessary to calculate

turbocharger efficiencies.
However, if such calculations are desired, they can be carried out as described
below.
2. Calculating the Efficiencies

The total turbocharger efficiency is the product of the compressor, turbine,
and mechanical efficiencies.
However, the last one has almost no effect on the efficiency calculations, and is
therefore omitted.
When calculating the turbocharger efficiency, it is necessary to distinguish be-

tween:
• Plants without turbo compound system (TCS) and exhaust by-pass.
• Plants with TCS and/or exhaust by-pass.
2.1 Plants without TCS and Exhaust By-Pass
Measure the parameters listed in Table 1.
It is essential that, as far as possible, the measurements are taken

simultaneously.
Convert all pressures to the same unit.
About conversion factors, see Chapter 6345-0300
Unit EXampteS Of Measurements

Barometric pressure Pbaro bar 1.022 bar
Pressure drop, air cooler L\pc bar 0.017 bar
Temperature before compr. t.
lri!
oc 21°C
Turbocharger speed n rpm 13350 rpm
Scavenge air pressure Pscav bar 2.533 bar"}
Exhaust receiver pressure Pexh bar 2.393 bar"}
Pressure after turbine Pate bar 0.026 bar*)
Temperature before turbine tbtc
oc 400°C
Table 1: Measurements for calculation of efficiencies *) "Gauge" Pressure
Doc-ID: 6345-0360-0002 1 (4)

HYUNDAI
6345-0360-0002 I MANB&W
Note that the official designation of bar is "absolute pressure".
Total Efficiency:
The total efficiency T)10t is given by the equation
Example
MF : Fuel mass flow injected for combustion: 0.88 kg/g
Mx : Exhaust gas mass flow through turbine: 48.05 kg/g
MA: Air mass flow through compressor
if MA or Mx unknown:
T1 =
1
tini + 273,15
R = .......?baro + P~cav + ~ c
---
1
T1 = 21 + 273,15
I. R - 1,022 + 2,533 + 0,017
II 1 - 1,022
= 294,15 K
!
I
I
I
I
T2 = tbtc + 273,15 T2 = 400 + 273,15 = 673,15 I
!
Pbaro + Pate 1,022 + 0,026 !
3 7
R2= 1,022+ 2,393 = 0. o 1
Pbaro + Pexh
(R
1
o.2a6 _ 1)* (R10.286_1) = 0 ,430 I
(1 _ R, '·'") = 0,2691
lltot = 0.9265 MA x T1 x (R10.2s6 -1) Mx = 48,05 kg/g Il
Mx x T" x (1 - R o265) i
I
IMA= 48,05 - 0,88 = 47,17 kg/g I
. 47,17 x 294,15 x 0,430 i
=
11 0 •9265 x 4a,o5 x 673,15 x 0,269 =~-~~-~~I
2 (4) Doc-ID: 6345-0360-0002

HYUNDAI
MANB&W 6345-0360-0002
Compressor efficiency:
The compressor efficiency llcompr is given by the equation

0 286
11 = 3628800 x T.!______
_________ (R ~-----
· - 1)
compr µ X LJ2
µ = slip factor, see drawing 6355-0220

U2 = (7t x D x n)2
D =Diameter of compressor wheel, see drawing 6355-0220
U = 7t x D x n is the peripheral speed of the compressor wheel.
The turbocharger used in this example is a MAN T/C, type NA57/T07.
From drawing 6355-0220 is taken:

D =0.656 m
µ =0.77
Example of Calculation, 1lcomp

See measurements in Tabie 1
21 + 273,15 = 294,15
T 1 = tinl + 273,15 °K
1,022 + 2,533 + 0,017
·-·-··-----------·--·····-···--·- .......... _. _____________ _
= 3,495
1,022
= 0,430
(R 0.286 _ 1)*
1
(7t x 0.656 x 13350)2 =757000000
U2 = (7t x Dx n) 2
3628800 x T (R 0 ·286 - 1)
Tl = 1 1
compr µ X LJ2 3628800 x 294 x 0.430
= 0.787
0.77 x 757000000
* Determine the values of the expressions (R/· 286- 1) and (1 - R,.0·265).

Use a mathematical calculator or use the curves in rawing 6355-0205 and
Drawing 6355-0210.
Turbine efficiency:
The turbine efficiency llturb appears from

1ltotal = 11compr X llturb
ie
11turb
_ ~t()t<l1 = 0.635 =0 _807
• • - l'lcompr 0.787 =
Doc-ID: 6345-0360-0002 3 (4)

HYUNDAI
MANB&W
6345-0360-0002
2.2 Plants with TCS and/or Exhaust By-Pass

M x T x (R 0 ·286 - 1)
The equation 11 10t = 0.9265 M: x T: x (1 ~ R 0 .265) stated in item 2.1 is based on
2
a situation where the mass flow through the turbine is equal to the mass flow
through the compressor plus the fuel oil amount.
If a TCS or an exhaust by-pass is fitted, the mass flow through the turbine is
reduced by the mass flow through the TCS or the exhaust by-pass.
The mass flows through the turbine and the TCS or through the turbine and the
exhaust by-pass are proportional to the effective areas in the turbines or the
orifice in the exhaust by-pass.
Calculate the turbocharger efficiency as described in Item 2.1 'Plants without

TCS and exhaust by-pass'.
Then correct the results in accordance with the following: Total efficiency:
l'\ = l) x --~~_f_f_~~g_[L_
tot TCS/by-pass tot Aeff
where
Aerr = Effective area in turbocharger turbine
aeff = Effective area in TCS or exhaust by-pass.
See also 'Remarks', below
Turbine Efficiency:
11 . = l) x __Al/tf+a
__ f?.ff_
turo TCS/by-pass . turb Aeff
See also 'Remarks', below
Compressor Efficiency:
l1compr is unchanged, as it is not affected by whether the plant operates with

TCS/ by-pass or not.
Remarks
Aeff+aeff
The relation Aeff can vary from plant to plant, but is most often about 1.07.
This value can be used when evaluating the trend of the efficiency in service.
-Aeff+aeff
When using a computer program in which the relation Aeff is not intro-
duced, the value for 11101 and llturb will have to be multiplied by the above-men-
tioned factor of about 1.07.
4 (4) Doc-ID: 6345-0360-0002

HYUNDAI
MANB&W
6345-0370-0002
1. General
The estimation is based on nomograms involving engine parameter measure-
ments taken on testbed.
The nomograms are shown in drawing 6355-0215. The following relationships

are illustrated:
Chart I - fuel index and mean effective pressure.
Chart 11 - mean effective pressure and effective engine power (kW), with the en-
gine speed as a parameter.
Chart Ill - turbocharger speed and effective engine power (kW), with the scav-
enge air temperature and ambient pressure as parameters.
A condition for using these charts is that the engine timing and turbocharger
matching are unchanged from the testbed.
2. Methods
In the following refer to Drawing 6355-0215
2.1 Fuel Index (an approximate method)
Chart I: draw a horizontal line from the observed fuel index to the nomo-
gram curve, and then a vertical line down to the observed engine speed
on Chart II. From this jntersection a horizontal line is drawn to the effective
engine power scale, i.e. 12,000 kW.
This method should only be used as a quick (rough) estimation, because the fuel
oil, as well as the condition of the fuel pump, may have great effect on the index.
In particular, worn fuel pumps or suction valves tend to increase the index, and
will thus result in a too high power estimation.
2.2 Turbocharger Speed {A more accurate method)
Chart Ill: draw a horizontal line from the observed tscav value and an inclined
line from the observed turbocharger speed.
From the intersection point, draw a vertical line down to the nomogram
curve and then a horizontal line to the vertical line from the observed ambi
ent pressure (point x in the ambient pressure scale).
Finally, a line is drawn parallel with tlie inclined 'ambient pressure correc
tion' lines. The effective engine power can then be read on the scale at the
right hand side, i.e. 11,500 kW.
This method is more reliable, and an accuracy to within ± 3% can be expected.

However, the accuracy obtained will depend on the condition of the engine and
turbocharger. A fouled or eroded turbocharger will in most cases tend to de-
crease the turbocharger speed, and thus result in a too low power estimation.
This situation is characterized by increased exhaust gas temperatures and a
decreased scavenge air pressure.
It is recommended to apply PM I-system, for easy access to P-V-diagrams

(work diagrams) for power calculation. See also chapter 6345-0340.
Doc-ID: 6345-0370-0002 1 (1)

HYUNDAI
MANB&W 6355-0100-0001.0
Engine shaft power,

p~--~-~~~!. PO.~er A__
m~· ·- - ~- - ~-~- ~-i._tr:_ _~__·~- -~ -~in·~- ·- ~ - -~ -·-----·----~·····----·--·==-~l=1~=;:~=

95
__
/
/ [I ./ I
90 l i
05~---+-~-+-~~+-----+-~--+----~~,A----j/~--~
00~---!------+---~--+-------<r--#--~-+-~~/~----+--+--
15 - : - - - 1---t----_j____ !,...,~", I
70-+------+---+--~--------+--+-+-~-+----+---__._-
65~---+--~--~~-1-+----+--+--~--+--~-.--+--
-------------~----·---·-·-1··-····-···---,L-~-/~-·····-·-·----+------~-f--·------+·--'--·-·-··-·-'···--·-·i---··--·-+-t--·-·
\ \
55 _J_____J ______________
',
v / / I
-i--
50 --;-----_! ---:-,:-~)~51 (iJ (3';:

I / I C~)
I/ t2) / T
/1
45~--/.,-'--;'--F---+---+--F----;+-----+----+---~-----+-+-~
/
/
/
/
40 ~-~-!------+--~~~/-+----+---~--4----+----+~-
j I I I
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
per cent of speed A
Line 1: Propeller curve through point A - layout curve for engine
Line 2: Propeller curve - heavy running, recommended limit for fouled hull
at calm weather conditions
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve - light running (range: 3.0-7.0%)

for clean hull and calm weather conditions - for propeller layout
Line 7: Power limit for continuous running
Line 8: Overload limit
Line 9: Speed limit at sea trial.
Plant specific calculations can be prepared by contacting MAN Diesel A/S.
Doc-ID: 6355-0100-0001.0 1 (1)

HYUNDAI
MANB&W 6355-0105-0001.0
Engine shaft power,

per cent of power A
65 70 75 80 85 90 95 100 105 110

Engine speed,
per cent of speed A
Line 1: Propeller curve through point A - layout curve for engine
Line 2: Propeller curve for propulsion alone - heavy running, recommended

limit for fouled hull at calm weather conditions
Line 2A: Engine service curve for heavy running propulsion (line 2) and shaft
generator (SG)
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve for propulsion alone - light running (range: 3.0 - 7.0%),
for clean hull and calm weather conditions - for propeller layout
Line 7: Power limit for continuous running
Line 8: Overload limit
Doc-ID: 6355-0105-0001.0 1 (2)

HYUNDAI
6355-0105-0001.0 MANB&W
Line 9: Speed limit at sea trial.
1) Note: The propeller curve for propulsion alone is found by subtracting the actual shaft gen-
erator power (incl. generator efficiency) from the effective engine power at maintained
speed.
2 (2) Doc-ID: 6355-0105-0001.0

HYUNDAI
MANB&W 6355-0110-0001.0
Layout kW:
Engine Tvoe:
Enoine Builder:
Layout RPM:
Name of vessel:
Enoine No.:
Engine Mode:
Yard:
Sign.:
w
(
Test No.:
Turbocharger(s) No. of TC: Serial No. No. ofCvl.: Bore, m: Stroke, m:
Make: Tvoe: 1 Cvlinder Constant IHP barl: Mean Friction. Press. bar:
Max. RPM: Max. Temo., 0
c: 2 Lubrication Oil Sli'.stem (Tick box}
Comor. Slio Factor: Comor. Diam. m: 3 External from External from
D Internal D M. E. System
D Gravity Tank
TC specification: 4
Observation No
Fuel Oil Viscositv: at: oc Brand Tvoe
Bunker Station: Cylinder Oil
Oil Brand: Heat value kcal/1<0: Circulatino Oil
Density at 15 °C: Sulohur, %: Turbo Oil
Ambient Fuel Index Speed VIT
Test Date Test Hour Load Engine Total Running
Pressure ECU Setting Control
RPM Hours
lvvw-mm-ddl lhh:mml % mbar % RPM
bar
0
Effective Effective Indicated Eff. Fuel Eff. Fuel Draft Fore m Loo Knots Wind, mis Direction,
Power Power Power Consumption Consumption
BHP kW kW a/BHPh a/kWh Draft Aft, m Obs. Knots Wave Heioht, m Direction,•
CYiinder No. 1 2 3 4 5 6 7 8 9 10 11 12 "':")

14 15 16 17 18 Ave.
Pi bar
Pmax bar
Ref. Pmax bar .•. ,. ·::".·
" ''
Pcomo. bar
Fuel Index Offset HIGH Load
Fuel Index Offset LOW Load
Pmax Adiustment bar
Pcomo Ratio (Pcomo/Pscavl
Exh. Valve Open Timing, °CA
(Correction value)
Exhaust Gas Temo. °C
Coolina Water Outlet Temo. 0
c
Piston Outlet Lub. Temp., °C
Cooling Water Temoerature, °C Exhaust Gas Temo., °C Exhaust Pressure Turbo Aux. Scavenae Air Pressure
Charger Blower
Air Cooler Main Enaine Turbine Receiver Turb. Outl. •oFilter •oCooler Receiver
Inlet Outlet Inlet Turb. Outlet Inlet Outlet bar mm WC RPM On/Off mmWc mmWc bar
1 1 1 1 1 1 1 ! 1
Seaw. mm Ha Axial mm Ha
Temp. 2 2 2 2 Vibration 2 2
2 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4 4 4 4 4 4 4
Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave.
Scavenae Air Temperature, 0

c Lubricaiina Oil Fuel Oil Pressure Hydraulic Pressure
Scav. Inlet Blower Before Cooler After Cooler Pressure, bar Temoerature, °C bar bar
Air 1 1 1 SvstemOil TC Inlet/ TC Outlet/ Before Filter Before Filter
Temp.
Blower end Turb. end
oc 2 2 2 Coolina Oil 1 After Filter After Filter
3 3 3 Turbine Oil 2 2 Temperature, °C Main Pressure

Before Pumps
4 4 4 Temperature, 0
c 3 3 Swash Plate Position, %
Inlet Engine 1 2
Ave. Ave. Ave. 4 4
Thrust Seamen! 3 4
Ave. Ave.
Remarks:
Doc-ID: 6355-0110-0001.0 1 (2)

HYUNDAI
6355-0110-0001.0 MANB&W
t:::~
TESTBED Engine Type: Water Brake: No.: Constant, K: BHP/Kg.RPM
DATA Engine Builder: Engine No.: Yard: • . . .A
Layout BHP: Layout RPM: Entry Date: Sign: Test No.:

Turbochargers(s): Nos.: Serial No.: No. ofcvl.: Bore(m): Stroke (m):
Make: 1 Cvlinder Constant (HP.bar)
Tvne: 2 Governor: Tvoe:
Max. RPM: 3 TC soecification:
Max. Temo. •c: 4 MFP: Comor. Slio Factor: Comor. Diameter:
Lub. Oil System:
Observation No:
Fuel Oil Viscositv: at: ·c Brand Tvne
Bunker Station: Cylinder Oil
Oil Brand: Heat value, kcal/ka: Circulatina Oil
Density at 15 •c: Sulphur,%: Turbo Oil
VII
Ambient Water Brake Governor Speed
Test Date Test Hour Load Engine Control
Pressure Load Index Setting
RPM Press.
(yyyy-mm-dd) (hh:mml % mbar Kg bar bar
Effective Effective Indicated Eff. Fuel Eff. Fuel Indicated Fuel Indicated Fuel
Power Power Power Consumption Consumption Consumption Consumption
BHP kW kW g/BHPh g/kWh g/IHPh g/kWh
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Ave.

Pi, bar
Pmax, bar
.:·<: :··· ....
..... ·... :··:·: .... .......
Ref. Pmax, bar ···:·: .::.: ... .. ::
.:
·.:··:··:·.
.. :··.···
··.·• ...
·•·.:
>·.·• .. ·::
.::<::•:.::.:
.... :::.:• :·>.::·: /.. ... ........ '<>
Pcomp, bar
Fuel Pumo Index
VIT Index
Exhaust Gas Temp. •c
Cooling Water Outlet Temo. •c
Piston Outlet Lub. Temp. •c
Cooling Water Temperature •c Exhaust Gas Temp. •c Exhaust Pressure Turbo Aux. Scavenge Air Pressure
Charger Blower
Air Cooler Main Engine Turbine Receiver Turb. Outl. .6.P Filter .6.pCooler Receiver
Inlet Outlet Inlet Turb. Outlet Inlet Outlet bar mmWC RPM On/Off mmWc mmWc bar
1 1 1 1 1 1 1 1 1
Seaw. mm Hg Axial mmHg
Temp. 2 Vibration
2 2 2 2 2 2 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4_. 4 4 4 4 4 4
Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave.
Scavenge Air Temperature •c Lubricating Oil Fuel Oil Pressure

Scav. Air Inlet Blower Before Cooler After Cooler Pressure, bar Temperature, •c Temperature, •c bar
1 1 1 System Oil Inlet Engine TC Inlet/ TC Outlet/ Before Filter
Blower end Turb. end

2 2 2 Cooling Oil Inlet Camshaft 1 1 After Filter
3 3 3 Camshaft Oil Outlet Camshaft 2 2 Temperature, •c

Before Pumps
4 4 4 Turbine Oil Thrust Segment 3 3
Ave. Ave. Ave. 4 4
Remarks:
Ave. Ave.
2 (2) Doc-ID: 6355-0110-0001.0

2007-12-07
EXHAUST TEMPERATURE increasing on

all cylinders indicates:
a) Air system fouled.
(air filter I blower I cooler I
scavenge ports)
b) Exhaust system fouled.
l EXHAUST TEMPERATURE,
measured at turbocharger
inlet
EXHAUST TEMPERATURE increasing
on a single cylinder indicates:
a) Fuel valves need overhaul
b) Compression pressure too low
owing to exhaust valve leakage
(nozzle ring I turbine wheel I or blow-by past piston rings
exhaust gas boiler)
INLET AIR TEMPERATURE

Rising ambient temperature will give
increasing exhaust temperatures.
u MEAN INDICATED PRESSURE
Measured by indicator cards,
which also give compression
( and max. combustion pressure
PRESSURES in combustion chamber.

J
u
0 I Will be reduced by piston ring blow-by
0 I__ burnt piston top; wear; leaking exhaust
(')
...!... valve; defective fuel valves; etc.
~
O> I
v.>
01 I
01
I I
--u
0 PRESSURE DROP across air filter. SCAVENGE AIR TEMPERATURE
-.L Increasing p indicates fouling. Rising scavenge air temperature will
-.L
Cleaning required when p is 50% give increasing exhaust temperature.
01 greater than on testbed.
I
0
0
0
-.L
PRESSURE DROP across air cooler.

I
Increasing p indicates fouling of air I
·- - -· - - - - - ----1 ---ij -
side. Cleaning required when p is
50% greater than on testbed.
I
I
-----{ ~-
SCAVENGE AIR PRESSURE
Decreasing air pressure implies
TEMPERATURE RISE of cooling wat decreasing air quantity and indicates
increasing temperature difference fouling of air or gas system.
indicates reduced water flow.
0)
CA)
TEMPERATURE DIFFERENCE
air after cooler and at water inlet. 01
Increasing temperature difference 01
indicates fouled air cooler.
----4-: 0
I
....a.
....a.
01
I
0
Drawing Readings relating to Thermodynamic Conditions 0
0
--
- .L
6355-0115-0001.0 ....a.
0
2008-08-21
M/V Engine Type Checked by:
Builder No. Time based Deviation Charts
Date:
Yard Built year
All the model curves are based on test results

from shop trial or sea trial.
CJ
0
(")
Directions for use: 0 500 1000 1500 2000 2500 Running
I
hours
~ Service results are plotted faintly in the Model
Curve diagrams. The vertical deviations are
transferred to the pertaining Time based
0)
w Deviation-chart (on the right hand side).
CJ'l
CJ'l
I
0
-L
I\)
0
0
I
0 500 1000
0
0
I\) FIA . ... ,... . .. ....
r····c ,
····~··
Draught (full loaded)

'
• ;
;
(/)
c ..
0
;;:;
120 5 '
'······ .... ....
•
::J
~ 110
~
~;
j..., l
~ J ... '
\
. ; '
::
lJ~ !
~ 100'-+-+-+-+--'-'-~---'-+--Ll----i-+-++-'--~'-+.l'~'l---'-+-+-'--'-+-'~-'-+- .
'i ! '
·c;, 0
c
•
•
UJ 90 !--+-t-+++o--4-+-+-+~
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5 , ..
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2008-08-21

Date:
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oc j-+-+++-+"~- t-+-+-+-+-+-+-•--++-+t -+ - - ~
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2008-08-21
HYUNDAI
MANB&W 6355-0150-0002
-0.10
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Doc-ID: 6355-0150-0002 1 (1)

HYUNDAI
MANB&W 6355-0155-0001.0
K/L-MC Engines:
i Indicator diagram
(p-v diagram, Draw diagram
/ working diagram) F
\ Ignition Ii
i
r
I
Ignition /
••
c.
E
i~
8 E
c. c.
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·-·- i -· ..t.
Length of indicator diagram =

Length of atmospheric line
5-MC Engines:
For this type of engine it has been necessary to delay the point of ignition to 2-
30 after TDC, in order to keep the pressure rise, Pcomp - Pmax' within the specified
35 bar, while still maintaining optimum combustion and thereby low SFOC.
Due to this delay in ignition, the draw diagram will often show two pressure
peaks, as shown in the figure below.
(\
I \ /
\\ \ \ \
\
.//
i
\ \\, / a.
E
~./
0
\\ ~
·~
.""'
Doc-ID: 6355-0155-0001.0 1 (1)

HYUNDAI
MANB&W 6355-0180-0003
Maximum Combustion Pressure
Correction of measured Prnax

because of deviations between tinl I tcoolinl and standard conditions
Correction bar Measured pmax.

H
1 0 . , ..,......... .,....... ! !
1--+----+~-1~-+-4--~--4-~t-++-t-1-+-"~+-+-++-+-+·-+-+--+--
I ! ;
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!
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17
v
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+++-+-i-H-H-++++-H-+-H-+-++++-+--1~'-H-.,,f+~-+-~~~--1--1-i-~ BO bar
···· i • . i •
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I+
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·•···4··1-11+•·+·•+·1··4·+4···1···•··1···+·+··1··+·• Ii .. "v"-··'···'·-"'·· 1..1. .. •r.·1:~'J,._ ..•....L... 1.. J I ; ' •
'/ rJ 17 •
,.... ,...
1 ...
'" !/
I ~ ; "
IJ V !/
" LI I~:
I .......
;
....... ........ v v Jr'
2-N,.......
-~~.......
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... ...~+--+-+--Hl-t-1-+-+-+++-l--+-H-l-+-++-I
""-..;;;:::::'~t"--""··"',.,.
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. i
+·l·lt++t·+·1c·i···+··i·+ll'I· ./:;IV·· :A·
i
Q H---+--lf---1+0~;Hi-+++-2HQ1"'111+.. ~·:~~;-++3+-9::::::-+4+0+_,_+- +:_:-5H,Q-+-i-_,_+-::::+16

#""": +-+H-+-1-- ?- ° C t inl
I-'--++--+- ' ' t coolinl.
;,,,.._:
"'-ii._:
Measured p max
80 bar
.........
......... ,100 bar
.........
_ I-+----~_,,....?--'-+--/._.7"__...,,,.__7_,.."_,:7,___,_._._+-++-<-~-+-,_._+-+++-+-+-1--4-+-t-1 t coolinl. -+-1-+-+-++--"-'-"~-+-"""-~
7 1
.... 120 bar I'
..
4 i,,1-'.: ,... / ~ 1_.,.,."+'--+·+-1-+-H-+-+++-+--+--i-H-+-+++++-+ 140 bar
!"i;
..
I/ I II J "
/ J v ., !
160 bar
'
. ;
J J J
•
-6+-+~/r-
7
~~,'<.-+,+--
7
++---;-+--+-+++-++-l-+-t-t---+-+++-1--+-H-+-+++-----+-r-1--+-H-+-+++1~,-+----i-f-+-+-+++-l
I
iJ II ! I
1J· J
I T i
, ,J i i I
+ I
!
Calculating the corrections:
tinl Acorr = (trneas - 25) X 2.198 X 10-3 X (1+ Ameas) Bar
tcoolini : Acorr = (tmeas - 25) x -0.810 x 10-3 x (1 + ArneaJ Bar
See also page 5.
Doc-ID: 6355-0180-0003 1 (5)

HYUNDAI
6355-0180-0003 MANB&W
Exhaust Temperature (after exhaust valves)
Correction of measured exhaust temperature (textJ

because of deviations between tini I tcoolinl and standard conditions
Correction
oc
Jl
40--t--;-T\.---c--,----,-,-,,-,--,-,-,-,---r----,-----,---,----,---,------,---[,-r--r--~.,.-,,-,-,---,-,---,---,--,---,-----,-,---,-,-~
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'\ ,, -4-+--Ht- ---+ -
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10~......_o.c-+-+-t--l-+---t-;-I+--+-+--~,~,++~,-+--+-t--+-t--H-t--r.;..--:+++--+-+++-+-+--t-+-t--l-+--+-+-+
rr:----~·""'"'=-~'~~~~.,._-H--r+-+-t--+-~~~1;---t-i--t-+--+-t·-t--'-tl
'
~ ~ tinl
I
r" ........ 1
-,__,~""".....;:s,.+1 +,.,'.,._,.....,........,
! ........ '
' ....... ! I+ i· · · · , tcool'1nl.
0+.;---i---if--~I~I-+t+-++--++-++-r:illi\tii:i~-+-!--+-++-+--+++.......+-++-;--f--l-+--+-!--!--+--~
....
1
'~30~ ... !!··· I· 4'0······ ·Ii I 50+· . ·!+·· .. ·ll·+I 60jll""" O c
---t-+-<-~>-+--+-----+----+---+-.-\. ... ~ Measured t exh
,.,.,. ~ ....... :
10 , ... ,, ..... ,., .•.,.,., ... , ...,.......... \ \ '" . t ~1

No...
:"'lii...._1 ""'i.....
~-i-+-+--+-t--+-+--+-+-i---+-·-+-'-t--+--++-+-+~\~~~--t-+---1-i•--~-+---+-~: ·',...... ...

"" · I .... . . 325 °c
r..;....-+-+-+--++--+-+-+---+---+-~+--+--++-++--+-11,rf~._..,.. -+-+..--t_;.,..,i ~oolinl : ~'--
.... :::i 425 °C
i. '
I I' t .....,... , .......,., .. , ....
i ' '\.
20-+-+--+t~-+- ____ +-+-i····--;-•··+---+-+--+--+--+-t---+-t--H-+--___~"~,~'~~++-++--+-+~.---'.,-+-t+----+-

__ ,--+-;-'_-+- ...... f---H-J-.
i ' !\
- r-"-- --r- -
,______ ·t --·-
~+---T-;i--j-··~-t-----+-+--+~-+--
-1---+;:-·-----~·--·- -·-- -- ...-- - -~~-,
' Measured texh.
--~-+-~- --~
' t-- + r ' ---- ---- - ---
' ' ~+
30+---++,+-+-+--+-~,t--f-+---j~--1-i--1-i-++~+-+---+++--t--i-f--;-~'+,'-+-l"ti,~f~~-+-++_--+_++-_
I I! !\ [\i
----- ) ... ---~ - -+--t:-~--t---1-~-~+-~+--t-+-- '1 '

•·~··-1-~·-+-+-~+-t ---•-r--4~---<-'--~---+..1·---+--+-----:-~t--__++-+-
1 .. --~·++-~~•._,_+---.~·,.'•~,.-~~,---+·t-t---~~~\~-
--e-i.- __ " ' \'
·---- ·1·- --· •+-- · +·- ~ --·--+-~:---+'---+--+-+-~-+---1--r~·--+ ·•--+-+-·-+-~:->-'--.,.....\~41\..._,___,_

I I '
..
' f\ 'Ii:
_,._-+-'-f-
4 0 -·-· .J.. ·-- - 1-"_l_J_____ ·--~-·~"-·"·---~~~~~~"- ~.. ~- -~- '

Air inlet temp. (t inl) 425 °C 325 °C
Cooling water inlet temp., air cooling (t
tinl Acorr = (tmeas - 25} X 2.466 X 10-3 X (273+ Ameas) "C
tcoa1in: : Acorr = (tmeas - 25) x -0.590 x 1o-3 x (273 + Ameas) OC
See also page 5.
2 (5) Doc-ID: 6355-0180-0003

HYUNDAI
MANB&W
6355-0180-0003
Maximum Combustion Pressure
Correction of measured Pmax

because of deviations between tinl I tcoolinl and standard conditions
Correction bar Measured p

comp
J~ 140 bar 120 bar
12 TT I ' - T! : ' I T T : T'I 1 .·· : ·1 I/ ' i ,-
rr·-- l,
,,
I ! u · ' :I Ii '
Fl +I' , HT
r
:
: :A
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! fr'
V1 .:
1-+-t-+-\--Hc-+--i-+-+-+-+-++++++_,..+_,..-+-_
.. _,__.._,__+--t-----t-+<-+-·---,_·,_;-_;-_;-_;-_;-'-+, -·,---11--+1+, ", +-+-+- +'1-+ Y+ i
·-•- -4 ~-- -H-- -+-1-+-- ·- -++ t +--+-·H-+-++·+-·+- :_ :100 bar
inl. / i'
l-+-t-+-1-+-i~:~ --++- . 'I I
-+-+-+~-~-+-+-+-+ -+-++-+-+-,._.__,__,__,,_,...._+->,.,."v-·_,_,_____,___•__,_..,.-+--+-; 80 bar

8 1-+-t-+-\--H--+-,-t----+-+-++++++-+-+-+-+-+-+-+-+-t-+-f-'-t-+-t-+-t-+-+-++-,--....-+--+--i'+-.,,..t--+--;-;-,?~'-+-+-+-+-v>---c'
•-+-t-+-+-"--<--......;-+--+---+-+--+--+-·++ ·--r-+-f-+-t- 1-+;+~~+-+-~--t-t·+--+--<#+-~#--+-+-0,#+-+-+-,--/- --i- -t· ~-·

6 l-+-t-+-\--H--+-,-t----+-+-++++++-+-+-+-+-+-+-H--t-+-f-'-t-+--t-+-+-+++-11'-'---'-;f,-+--j--'~"-t-'+-+--,-~,,l"+-i-+--+-+,-+-+1-+-i-"
. r :1
~---~"-+-~-;-t-+-+~~__,~+~-t-+-+-+-+-+-+-+-+~·~+-+-+-+---t-h:~11~·~~'---.-.-..-+-+-+~-.-t---+·-+-~~~t--+~
__.__._...._,_~-t-;.--·~~-+--+--'-+-----+--+~~--+--+-~~t-+-l--+#-...-...---+-+---"+-++--+-+-+-+-t-+-+-+--1- ~
4 l-+-~\--H-.;.-;-+-+-+-+-++++++-+-+-+-+-+-+-H--1--Hf-'-l-+--t~vfi.-++~-Yi-+....~,f-++--t-t-t-H-rl-l-+--+-+-+-t-+~
# ,,
+~.........,,,.:,.I . . :.""·· J ~/ 11, ,. .

2 Hi:ttrf"t~~~~x~th:i=ttr:tt:tt:H1t.1f~D~n~• • -rttn::tttt:ttttr11
:ili1"i:hi.:t. . .
' ....... --: ' ..,~ "1'· t L
o~~~·~+~-1~-~--~,;~,~~~~~~~~;~~~~~~~~~I~I-~-~~il~~~~~~~~~·-~~
.... .....
~ -+ 1O = :+t:+20 - ~ .. '30 :=~· ::= 40t-+ :==+ 5ot+=.:::t 60 ~ • C tin!

1coolinl.
_2 ~§83.~,3§.~-~11.~. . . .I+i-t.-i- ~ ·-~-~EEE.+~·8.~--H~~,.~.§~,..~.g,...~F_1..¥

=f_ . . . €1fi§§§_ _1§3 . . ~.3,1JJ3. .
_____ 3
..,~~~~"""":-....~:,..+-'.·.--..,_...,.-+-+-H-+--+-+-+-~+~
, d-t"'"'
>---+--H---+-+-+-+-+-+-·....+.........-~.,_,_.+-+-+-+-+-+--1~1~-+-+-+-+-++·+-++--+----'+-,.... ,--~-'-""'"''--+1-i---~
-4 1-+-H---+-+-+-+-++---+-11'-'--lo''++-++-+-'--+-+-+-+--H---+H---+-+-+-+-+-+-+-+-+-+-+--.-.--N--+-f"i-+-r-""orl-i-+-+-f"io..+++-.
,, Measured Pcom P.
---++ ,_.# --r:-7r--,' 7..;:-_:;--f--H·-"'--i-+----+-+-•-+--+-++++++-+--.--+-+-1-~-+--11--+-'!.~-+i"'"·-+-+--•--"'d--+-+++--+""'""'~
11· ' ......... '
80 bar
, ,. -r- ,~- -;'-, '
, iJ ;' II t .' I ~ : ·~ ;-- : i
-·I'+--+ r'--/- -r -+-•;-+--·-++-+-<---+--i-.-+-+-~--+ coolinl. +-..---t-++-rH-i~ --F~ -;- -~100 bar

-6 ' "~ : .: #
,,,
1-+-H,1'1#!-+--+--1°· + f"~ ~ -+-· ++~!-+--2'120 bar
,. '
I I j If, fl j j ·'\,.•
11
-8 -Jt1~··c._-__ ·-t~_-+++-t-H-+--c-+-.,·.-t-·H--+-+-+-t----l-";-++-H--+-'--I· ++-," +-H-++-+-+-+-i-~-,-+i+,--+-++-+-+-• 140 bar
IJ '
._,_....,/,,-•-~-·-~-t-~-1-+~-H- ~H- -~-+-+-+-+-+---+-t--+- -+--+-+-+-+-·-~--+--+-+--+-- -1-1-•--•--1--+--+--;-<--+-
1-++-+-+-+-..-+-·-+--..H--+- -1- -+- . .:. . Air inlet temp. (tin!) .

:=ttt:::t:::=!::::'.==!::=!=!:::t:t:t:!:'.:::t=::
-12 t-+-+---!-!-'--<--i--"-t---.--+-+~+--+-+--+--+-+-+
Cooling water inlet temp., air cooling (t coolinJ)
• < L L L • < • • · ' ' L l - - - ' - - - L L L . L o L l . L • • . > L L L o . i o . L . L i... o.i---'--'·--'·'··•-L.L.LL.LLL.l ........ L ..L . L . o , , L _ i ,
3
tinl Acorr = (tmeas - 25) X 2.954 X 1Q· X

3
(1+ AmeaJ Bar
tcooiint : Acorr = (tmeas - 25) x -1.530 x 10-3 x (1 + A 1110a) Bar
See a/so page 5.
Doc-ID: 6355-0180-0003 3 (5)

HYUNDAI
6355-0180-0003 MANB&W
Scavenge Pressure
Correction of measured scavenge pressure

because of deviations between tin! I tcoolinl and standard conditions
Correction bar
Measured p
scav.
3
lr,I
v.~
n'
. ; ·~ )~\ / 3.0 bar
.
: ;
I/ / /.....
• i I { .........
: 1
I
/
/
/ /
/ ..
2.5bar
. J• I /
I / /
.
. / / / /2.0bar
I• I .r ....
I' J' /
. inL I v /
.I\ . ....... _,,f_..,_v..,.._,f"""'/..........,./....v.............,......,./..1.5 bar
' .
/ v /
.
.
I" ;
r-.,... . """"'I'",
... "' ... , , /'j1//."'}~j
, ••
, ~../... ....--;,.,./
,,............................. .,.. ...........
'-.. " ,,;;;:·":'!"~--'« .....""~"++--··--·'-·«······--··--·•·····---<--+·+··----··
1 1
' ' ,.,............. ;•---->---:--------l----i--···--·•--+--··--··;-·:····----•·--·•·········/··,/··t./"""j·/·1/.. ,./.,-/'-·+_,--: "'/'--+--·>/
0. 1 ,..,.._..... . . . :-- ',' ~ ~ / ,;r .,.

.... ...... " .• " 'J ~;)~ v-··".1•..•...•,,,.-".~--····--·:--•-··--···-·t--·1·-----·:--·•·-·-·--·:-··----;----1-<---·
........ ,......... ,,,_...,...~, ..r.r}' /
-... "" ... )' •.J~ ·~ ; (-$. ., .•r-i."'--+····--····-'········. ····:··--·---:----•--··----··--·1--+--·--+·+----·------··----··+·+··i--·······
tin!
~oolinl.
0 .
,... ,............. ,....,... ,....... + i 0 ~. . ~
. . . . . ~,.. .__,_. . . . 20 +..,...il!l""•f'-,-'11-...il!'ll'..;-~~ ~ -·----···-1·-+·······•··«·· 40 --···-<--··•·····--····++ 8U ............,........:--+-+
-0. 1
" .I / I '\ '\. '"

.,, / ,.. / ',/ v 1 / / 'k'\ "'-, ·"'"'·--<-···"'---""',··-•···+-+--'----·-·.· 1.0 bar
Ii'" , .I I/ '\ ' ' '- '
.... t----·
'1.5 bar
2.0bar
:~:;;:
;
!.......;.,.. .... A!rinlettemp. (tin!.)

s. 3.5 bar
;::.~ ·:~·:; :·.:.~· ;:. :;:.·.~··~-.--~- ;:. H; .. : . H _H , Cooiin~J water inle\ !emp., air cooling (t coohnl) ,
-0, 4 .........,'..............- .........................,...............,.......c....,..c.......L..,c........:... ,' ....... c ....' .........'... ,i ............ ,1 . . . . ,1 . . . . . . . . .
: ... ,i....... c• .............'....i, ________,___ ,___l_l,__ ...... :... _,', .............i.........~
... .L ... l ........ .
tin! Acorr = (tmeas - 25} X 2.856 X 10-3 X (1 + Ameas) Bar
3
tcoolini : Acorr = (tmeas - 25) x -2.220 x 10- x (1 + ArneaJ Bar
See also page 5.
4 (5) Doc-ID: 6355-0180-0003

HYUNDAI
MANB&W 6355-0180-0003
Example of readings: Pmax 140 bar Pscav 2.0 bar

texhv : 425 °C tinl 42 °C
Pcomp : 110 bar tcoolinl 40°C
c1.'~Ci:111x1
MeaF.ured P~m.<
Afrinli?!tmr:p (1.11 :i
Co.'1iing wate: :n:et ;amp .. &::· coolir:g (t ,rr.·Mi: }
Correction for tinl +5.3 bar Correction for tinl -27 °C

Correction for tcoolinl - 1.7 bar Correction for lcoolini -6°C
Correction 5.3-1. 7 +3.6 bar · Correction -29 -6 -33 °C
Correction for tini +5.6 bar Correction for tinl +0.145 bar
Correction for !coolinl - 2.5 bar Correction for lcoolini -0.1 bar
Correction 5.6-2.5 +3.1 bar Correction 0.145-0.1 +0.045 bar
Doc-ID: 6355-0180-0003 5 (5)

2007-12-07
~~ 1 I I I
I I
(Ft28~1·) I
....
~v
~v
..... _J,,
0.431 1
.... v
~
v
[/'
0.4 ~/ ()
c"""I
l/ <
CD
.,,,,v
O'
v """I
..+
...,.....v =i-
CD
CJ ~
/ iit
(')
0 I/
(') / 0
9
I
v """I
CJ)
/v 0
i\l
VJ '/ CX>
c.n 0.3 I
O>
c.n /
0
I
I\)
0 /I/
/v J~ -
-L
c.n
0
0
I
v
0
-L
.v
0 ... v
/v
I/
I/
/
0.2 /
/'
.. v
.. v
/
...
...
v
O')
/ w
v 1..._
01
01
0.12 j .....
I
1.5 2.0 2.5 3.0 0
35
· 3.502
"'
0
01
I
0
wmg 0
6355-0205-0001.0 Calculation of Compressor Efficiency 0
--"
0
2007-12-07
-
n I I I I
0.265
- -- (1-R
2
)
0.4
()
c
'""
<
~
-
CD
0
'""
.....
:::J"'
~ CD
0 I"- ~
("')
0 .....
("') ""r-.... 0
9
I
0.3
.. ~
-'""
-L
I
O>
w
01
01
I
"""" 'r-...._
!'..._
::0
I\)
0
;._,
Ol
0 ....... ..... I°'.. .....2J

I'\) 0.2688 ...
-L .........
0
0
I
"' f"-..r-..
"""-.
0
0
-L
0 ..... "" 'r--.....

...................
0.2
"""""" r-........
.........
.L ..........
....... r---..... .....
""'r---..._
- """""- .........
.............. ,.._
['...
.........
"""i"'----..... CJ')
r--..
r--..... w
0.1 ~ CJ1
...... CJ1
0.307 ..... I
0
0.2 0.3 0.4 0.5 0.6 I'\.)
.......
0
I
0
Drawing Calculation of Total Turbocharger Efficiency 0
0
--
-L
6355-0210-0001.0 ........ .
0
2008-09-01
Fuel Pump
Index
I
70
Estimation of Effective Engine 65

I/
. .>7
60
Power for 7L60MC /
/
/
55 i/
I/
50
/v
TIC speed I 100 rpm /
/v
115 125 45
. 135
. 145
. 155
. 165 175
. 185
. JV
0
0
(')
\ I
= 50
:
Scavenge
40
!/ -
I
\ \ -
40
/v
R \ \ \ \ \ \ \ \ \ \ \ Air r
Q') 35
w \ \ \ \ \ \ \ \ \ \ :
30
(J1
(J1 \ \ \ \ \ \ \ \ Temp.
I
9 10 11 12 13 14 15 1 17
---
I
0 \ \ \ \ \ \ \ I \ - 20 MEP (bar)
~ Deg.C kW
(J1
I
I
-----
0
0
0 / L-- v1 25 m
:::J
I\.) I/ L---'- 14000 v
ll
~ .J. / 1 15 ~
/ / CD
/
/ /
105 JJ
I/ ~
L---
- =-- 12000 ~/
v
........... v
vi...-- -a
-------
1..........
,....
17
L--- / v 1.,../...- v 95 ~
/ L--
/ / .......... ...............
L----- 10000 v v
/
i.....---v
v v ...- v
})/ I..-'"
L---
-_........
L--
v .. i/ 1.........-
/
/
/
-- -~
-·····
8000 /
/ I/
v
/
v
v _.........
_..-r
v ..........
v ....... v v
:/ / J'
//
I.
1..........
-v
/ . . v v _........ v
/ (....-'"
) .
6000 v
_..,...-v
J'
II II I 11•1 1111 I 1111011 " Ii I

I 0)
770 750 730 mmHg w
c.n
Ill Ambient Pressure
II c.n
0
I
raw mg
"'
__....
c.n
I
0
6355-0215-0002 Power Estimation 0
0
"'
HYUNDAI
MANB&W 6355-0220-0002
a:umoena:tger Make: 110 Diesel

I
Type Designation J
Diameter, D(m) Slip Factor
I
TCR18 ! 0.264
TCR20 I 0.318 0.727
TCR22 I
I
0.415
!
TCA44 I 0.449
TCA55 I 0.533
TCA66 I 0.633 0.745
TCA77 i 0.752
!
TCA88 I 0.893
ffiut'tlocnarger Maf<e: MitSubiSbi 1.1. IMEO

Type Designation Diameter, Slip Factorµ
O(m) I
i
Impeller Profile All ! V,Z,W S,O,R
Impeller Size 2 3 I 2 I 3 2 I 3
MET33SD,SE 0.352 0.373 I
MET42SD,SE 0.436 0.462 I
MET53SD,SE 0.553 0.586 !
i
MET60MA 0.652 I
i
0.72 0.69
MET66SD,SE 0.689 0.730 I
MET71SE 0,790 I
i
MET83SD,SE 0.873 0.924 I
MET90SE 1.020 I
Type Diameter. Slip Factor µ Type Diameter, Slip Factor µ

Designation D(m) Designation . D(m)
TPL65-A10 0.3390 VTR254 0.2943
: TPL69-BA 10 1
0.3999 VTR304 0.3497
. ...... . ..... - ---~
TPL73-B11 0.4879 VTR354 0.4157 :!
················---·-··--·-·-······.;........ ·········---------1
TPL73-B12 0.5065 VTR454D-VA12 0.5233
TPL77-B11 0.5799 VTR454D-VA13 0.5756
TPL77-B12 0.6020 0.69 VTR564D-VA 12 0.6588 0.77
-----------------------------------
TPL80-B11 0.6729 VTR564D-VA13 0.7247
TPL80-B12 0.6985 VTR714D-VA12 0.8294
···---------·-···········--·-······----------- ······----··-·-------·-·······- ::J
TPL85-B11 0.8239 VTR714D-VA13 0.9123
TPL85-B12 0.8553
TPL91-B12 0.9430
Doc-ID: 6355-0220-0002 1 (1)

HYUNDAI
MANB&W
Preface Chapter Operation ............................................................. . 6640-01 00-0002
Description Checks during Standstill Periods .. .. .. .. .. .. . .. .......... . 6645-01 00-0002

Preparation for Starting .... ........... ..... ................... . 6645-0110-0002
Starting-up .......................................................... .. 6645-0120-0002
Loading ................................................................. . 6645-0130-0002
Running ................................................................ . 6645-0140-0003
Preparations PRIOR to Arival in Port .. .. .. .. .. .. ...... .. 6645-0150-0002
Stopping .............................................................. . 6645-0160-0002
Operation AFTER Arrival in Port ............................ . 6645-0170-0002
Engine Control System, 50 - 108 ME/ME-C 6645-0180-0003
Engines ......................·......................................... .
Trouble Shooting ................................................. . 6645-0182-0001
MOP Description......................... .. ...................... . 6645-0190-0006
Alarm Handling on MOP .. .. .. .. .. .. .. .. .. .. .. ................ . 6645-02 40-0007
Engine Operation ................................................ .. 6645-0250-0005
Auxilliaries . . .. .. .. ... . . .. ... .. .. ... .. .. . ............................. . 6645-0260-0007
Maintenance ... .. .. .. .. . .. .. .. . .. .. ... .. .......................... .. 6645-0270-0005
Admin ................................................................ .. 6645-0280-0005
Fire in Scavenge Air Box .. .. .. ... .. .. .. .. .. .. ................ . 6645-0290-0001
Ignition in Crankcase .. .. ... .. .. .. .. .. ... .. .. ................... . 6645-0300-0002
Turbocharger Surging - Stalling .......................... .. 6645-0310-0001
Running with Cylinders or Turbochargers out of 6645-0320-0002
Operation ............................................................ ..
Lubrication Back Up Signal - Special running .... ;... 6645-0321 -0002
Running with Cracked Cylinder Cover Studs/Stay- 6645-0330-0001
bolts .................................................................... .
Drawing Sequence Diagram - FPP Plant.............. .. ........... . 6655-0115-0002

Sequence Diagram - CPP Plant ........................... . 6655-0120-0002
MOP Overview ..................................................... . 6655-0125-0004
MOP Alarm List .. .... .. .. ..... .... .. .. .. . .. ....................... . 6655-0130-0006
MOP Event Log ................................................... . 6655-0135-0005
MOP Manual Cut-Out List .................................. .. 6655-0140-0005
MOP Channel List ............................................... . 6655-0145-0006
MOP Operation ... ... ..... ... ..... .. .. ... ......................... . 6655-0150-0004
MOP Status ........................................................ .. 6655-0155-0002
MOP Process Information .. .. .. .. .. .... .. .. .. .............. .. 6655-0160-0004
MOP Process Adjustment .. .. . .. ... ... .. ... .. ............... . 6655-0161-0002
MOP Chief Limiters .. ... . .. .. .. .. .. ... .. .. ..................... .. 6655-0162-0002
MOP Hydraulic System ... .. .. .. .. .. .. .. ... .. ................ .. 6655-0175-0004
MOP Scavenge Air ............................................... . 6655-0180-0005
MOP Cylinder Lubricators .. .. .. .. ... .. .. ... .. ............... . 6655-0185-0004
MOP System View -1/0 Test ............................... . 6655-0190-0005
MOP Invalidated Inputs .. ... ... .. .. ... ... .. .. ................. . 6655-0195-0005
MOP Network Status .......................................... .. 6655-0200-0005
MOP Function Test .. .. ... .. . .. . .. . .. ... .. ...................... . 6655-0203-0002
1 (2)
HYUNDAI
MANB&W
MOP Troubleshooting ... .. ........ .. .. .. .. .. .................. . 6655-0204-0002

MOP Set Time ..................................................... . 6655-0205-0005
MOP Version .. ........ ....... .... ....... ........................... . 6655-021 0-0005
Cutting Cylinder out of Action .. .. ........... . . ............. . 6655-0215-0002
Cutting Turbocharger out of Action .... .. .. ... . ......... . 6655-0220-0002
Turbocharger Surging ......................................... . 6655-0225-0002
Work Card Special Running, Data ......................................... . 6665-01 00-0001

Special Running ................................................... . 6665-01 01-0003
Tool Plate Tools for Special Running ..... .. .. ......... ................. . 6670-0100-0001
2 (2)
HYUNDAI
MANB&W 6640-0100-0002
Operation This chapter of the instruction book is intended to provide the user with infor-
mation regarding operation of the engine. Information includes starting, running
and stopping of the engine as well as descriptions of special running conditions.
1 (1)
HYUNDAI
MANB&W 6645-0100-0002
1. General
The present chapter describes how to check up on the condition of the engine
while it is at a standstill.
To keep the engine-room staff well informed regarding the operational condition,
we recommend recording the results of the inspections in writing.
The checks mentioned below follow a sequence which is suited to a forthcoming

period of major repairs.
Checks 2.1-2.9
should be made regularly at engine standstill during normal service.
Checks 2.1 to 2.9 should be coordinated and evaluated together with the mea-
surements described in Chapter 63, 'Engine Performance'.
Checks 3.1-3.5
should be made at engine standstill during the repairs.
Checks 4.1-4.7
should be made at engine standstill after the repairs.
If repair or alignment of bearings, crankshaft or pistons has been carried out,

repeat checks 2.1, 2.2 and 2.6.
Checks to be made just before starting the engine are mentioned in Chapter
6645-0110.
2. Regular Checks at Engine Standstill during Normal Service

The work should be adapted to the sailing schedule of the ship, such that it can be
carried out at suitable intervals - for instance as suggested in Vol. II Introduction
'Checking and Maintenance Programme'.
The maintenance intervals stated in Vol. II, are normal for sound machinery. If
however, a period of operational disturbances occurs, or if the condition is un-
known due to repairs or alterations, the relevant inspections should be repeated
more frequently. ·
Based upon the results of Checks 2.1-2.9, combined with performance observa-
tions, it is determined if extra maintenance work (other than that scheduled) is
necessary.
Check 2.1: Oil Flow

While the circulating oil pump is still running and the oil is warm, open up the
crankcase and check that the oil is flowing freely from all crosshead, crankpin
and main bearings.
The oil jets from the axial oil grooves in the crosshead bearing lower shells should
be of uniform thickness and direction. Deviations may be a sign of "squeezed
white-metal" or clogged-up grooves, see also Chapter 25.
Doc-ID: 6645-0100-0002 1 (6)

HYUNDAI
6645-0100-0002 MANB&W
By means of the sight glasses at the piston cooling oil outlets, check that the oil
is passing through the pistons.
For ME/ME-C, Check also the thrust bearing and HPS Gearbox lubrication. -
I NOTE
After a major overhaul of pistons, bearings, etc., this check 2.1 should be repeated
before starting the engine.
Check 2.2: Oil Pan, and Bearing Clearances.

After stopping the circulating oil pump, check the bottom of the oil pan for frag-
ments of white metal from the bearings.
Check crosshead, crankpin, main bearing and thrust bearing clearances with a
feeler gauge, and note down the values, as described in Chapter 2545.
Check 2.3: Filters.

Open up all filters, (also automatic filters}, to check that the wire gauze and/or
other filtering material is intact, and that no foreign bodies are found, which could
indicate a failure elsewhere.
Check 2.4: Scavenge Port Inspection

Inspect the condition of the piston rings, cylinder liners, pistons, and piston rods,
as detailed in Chapter 2245.
Note down the conditions as described in Chapter 2245.
During this inspection, circulate the cooling water and cooling oil through the
engine so that leakages, if any, can be discovered.
Remove any coke and sludge from the scavenge air ports and boxes.
(In case of prolonged port calls or similar, follow the precautions mentioned in
point 4.2).
Check 2.5: Exhaust Receiver

Open up the exhaust receiver and inspect for deposits and/or any metal frag-
ments, (which could indicate a failure elsewhere). Examine also the gas grid to
make sure that it is clean and undamaged.
Check 2.6: Crankshaft

Take deflection measurements as described in Chapter 2545.
Check 2.7: Circulating Oil Samples

Take an oil sample and send it to a laboratory for analysis and comments.
(See Chapter 2545}.
2 (6) Doc-ID: 6645-0100-0002

HYUNDAI
MANB&W 6645-0100-0002
Check 2.8: Turbocharger

Unscrew the drain plugs or open the cocks at the bottom of the turbocharger
housings. Also drain from the drain box/pipe in the exhaust gas uptake (also used
when cleaning the exhaust gas evaporator).
This prevents the possible accumulation of rain water, which could cause cor-
. rosion in the gas ducts, and partial wash-off of soot deposits, which again may
result in unbalance of the turbocharger rotor.
Open inspection covers (if fitted) or remove the gas inlet pipe on the turbine side
of the charger, and check for deposits on the turbine wheel and nozzle ring. See
also Check 4.4 regarding precautions to avoid turbocharger bearing damage during
engine standstill.
Check 2.9: Regular tests of the ME/ME-C control system

Most failures will be indicated by alarms or malfunction during daily use (malfunc-
tion which will not prevent continuous safe operation)
However the following tests listed below have to be carried out regularly in serv-
ice, to secure proper operation and keeping the redundancy.
The tests are:
1. LOP lamp test.
2. Test of the pilot valves to the maion start valve.
3. Function of the cylinder start valves.
4. Start-up pumps.
5. HCU safety bypass.
6. Test of shut down signals to all MPG units.
7. Cylinder lubricator level sensor slow down function.
(For plant with level sensor, flow sensor is tested automatically)
8. Leakage test of the hydraulic system.
9. Leakage test of the double wall pipes and alarm function.
10. Visual inspection of the inside of the electronic boxes and check
of the tightening torque of the terminals.
See table on next page.
Doc-ID: 6645-0100-0002 3 (6)

HYUNDAI
6645-0100-0002 MANB&W
i ! ; ;
Test !
i
When I Preconditions and lnrtial state i
r I
Action I 1
Expected resutt
Weekly Engine stopped Press the lamp test button and confirm
that the light is on in all lamps (after some
time)
~......... .
2 After Stopped Engine Activate the pilot valves isee Drawing

arrival in 7055-0155 pos. 93 and 94·) one by one
Port Permission from the via the MOP Screen: Engine Status and
bridge before FWE confirm that the main start valve opens.
This test is to be made together with the
cylinder starting valves test 3
3 After Stopped Engine Make a manual Slow-turn and Air run,

arrival in both more than one revolution. Confirm
Port Permission from the by visual inspection that the rotation has
bridge before FWE • the same regularity during the full revolu-
. tion.
4 Monthly Change master pump via MOP Screen:

Auxiliaries HPS.
5 Every 6 Engine stopped. Open manual connection valve 316

months (P1-P2)
MOP Access level =
Chief From MOP Screen: Auxiliaries HPS, Pressure drops
open Pump Bypass from ACU1. towards zero
HPS Mode = manual
Close Pump Bypass from ACU1. Pressure increases to
Start-up pumps running. 230 bar
Open Pump Bypass from ACU3. Pressure drops

towards zero
Close Pump Bypass from ACU3. Pressure increases to

230 bar
NOTE: Valve 316 must be closed after

the test is completed.
6 Every 6 Engine stopped : Activate emergency stop, check that

months ' both ECUA, ECUB and all CCU's gives
alarm for shut down.
7 Every 6 Engine stopped Close the manual valve for lube oil supply Cylinder lube oil
months on all cylinders and activate from MOP alarm for all cylinders.
Screen: Auxiliaries Cylinder Lubricators,
the Lubricator Test Seq·uence for all cyl- Slow Down request
inders. activated
NOTE: Lubricator Test Sequence must

be All Off when checked
8 Every 6 See Work card 4565-0301 and Datasheet . .
months 4565-0300 for detailed test. ! :

o••••,•o•o•~•••,,, . . ._ . __ V••,Oo N" .. ""~"~"A~-,.,,,.,,_,,_:
0
,•A"•'-··-----A~-~~""'""""AWO"WM"-""~"
9 Every 6 See Work card 4565-0301 and Datasheet

months 4565-0300 for detailed test.
10 Engine stopped · As described above. See Chapter 0545-

0100 Safety Precautions regarding
general cleanliness, order and tidiness.
..............: ..............................................................................................;'
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3. Checks at Engine Standstill during Repairs

Check 3.1: Bolts, Studs and Nuts
Check all bolts, studs and nuts in the crankcase and chain casing to make sure
that they have not worked loose.
The same appli.es to the holding-down bolts in the bedplate. Check that side and
end chocks are properly positioned, see also Chapter 10 'Maintenance'.
Check all locking devices.
Check 3.2: Leakages and Drains

Remedy any water or oil leakages. Clean drain and vent pipes of possible block-
ages by blowing-through.
Check 3.3: Pneumatic Valves in the Control Air System

Clean the filters.
Check 3.4: Bottom Tank

If not done within the previous year, pump the oil out of the bottom tank and re-
move the sludge. After brushing the tank ceiling (to remove rust and scale), clean
the tank and coat the ceiling with clean oil.
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4. Checks at Engine Standstill after Repairs

If repair or alignment of bearings, crankshaft or pistons has been carried out,
repeat Checks 2.1, 2.2 and 2.6.
Check 4.1: Flushing

If during repairs (involving opening-up of the engine or circulating oil system)
sand or other impurities could have entered the engine, flush the oil system while
bypassing the bearings, as described in Chapter 25.
Continue the flushing until all dirt is removed.
Check 4.2: Piston Rods

If the engine is to be out of service for a prolonged period, or under adverse tem-
perature and moisture conditions, coat the piston rods with clean oil, and turn the
engine while the circulating oil pump is running.
Repeat this procedure regularly in order to prevent corrosion attack on piston

rods and crankcase surfaces.
Check 4.3: Turning

After restoring normal oil circulation, check the movability of the engine by turning
it one or more revolutions using the turning gear.
Before leading oil to the exhaust valve actuators, via the main lube oil pump,
1111 check that air supply is connected to the pneumatic pistons of the exhaust valves,
and that the exhaust valves are closed. See also Chapter 66.
Check 4.4: Turbocharger

Mount the drain plugs, (or close the cocks) and re-fit the inspection covers.
Make sure that the turbocharger shafts do not rotate during engine standstill, as
the bearings may suffer damage if the shafts rotate while the lube oil supply is
stopped.
Check 4.5: Cylinder Lubricators

Check that all pipe connections and valves are tight.
Press the 'Lubricator Test Sequence' button on the MOP as explained in Chapter
6645-0260.
Check 4.6: Air Cooler

With the cooling water pump running, check if water can be seen through the
drain system sight glass or at the small drain pipe from the water mist catcher.
If water is found, the cooler element is probably leaking. In that case the element
should be changed or repaired.
5. Laid-up Vessels
During the lay-up period, and also when preparing the engine for a long time out
at service, we recommend that our special instructions for preservation of the
main engine are followed.
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Generel:
The following descriptions cover the standard manoeuvring system

for the engine.
Since the manoeuvring and hydraulic system supplied for a

specific engine may differ from the standard system, 'Plant
Installation Drawings' should always be consulted when dealing with
questions regarding a specific plant.
See Chapter 4245-0120 regarding correct fuel oil temperature before starting.
Regarding checks to be made before starting, when cylinders are out of operation,
1. Air Systems
• Drain water, if any, from the starting air system. See a/so Drawing 3455-0100.
• Drain water, if any, from the control air system at the receivers.
• Pressurise the air systems. Check the pressures. See also Chapter 0545-
0100, 'Safety Precautions'.
• Pressurise the air system to the pneumatic exhaust valves.
Air pressure must be applied before the lube oil pump is started. This is to pre-
CAUTION vent the exhaust valves from opening too much. See a/so Chapter 6645-0100.
Engage the lifting/rotation check rod mounted on each exhaust valve and
check that the exhaust valves are closed.
2. Lube Oil Systems

1. Start the lube oil pumps for:
- Engine
- Turbochargers
If the turbochargers are equipped with a separate, built-in, lubrication system,

check the oil levels through the sight-glasses.
Check the oil pressures. See also Chapter 0545-0100.
2. Check the oil flow, through the sight-glasses, for:

- Piston cooling oil
- Turbochargers
3. Check that the cylinder lubricator tank is filled with the correct type of oil.
See also drawing 3055-0110.
If the regulating handle is put on STAND-BY, the ECS automatically initiates a cyl-
inder prelubrication sequence. When PREPARE START is activated on the MOP,
auxiliary blowers and cylinder prelubrication is started.
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3. Cooling Water Systems
'~CAUTION I The engine must not be started if the jacket cooling water temperature is below
20°c.
Preheat to minimum 20°C or, preferably, to 50°C. See a/so chapter 6645-0130
and 6645-0170.
• Start the cooling water pumps.
• Check the pressures. See a/so chapter 0545-0100.
4. Slow-Turning the Engine

This must be carried out to prevent damage caused by fluid in one of the cylin-
ders.
Before beginning the slow-turning, obtain permission from the bridge.
l&cAUTION I Always carry out the slow-turning at the latest possible moment before starting and,
under all circumstances. within the last 30 minutes. If it is more than 30 minutes since
last rotation and the engine is in STAND-BY mode, at control room or bridge control,
the slow turn is performed autornatically.
The slow turning device is standard on ME and ME-8-engines, and the slow turn-
ing follows item 4.1. However it is still possible to turn the engine manually with the
turning gear. See item 4.2.
4.1 Slow-tum with Slow-Turning Device
1. Disengage the turning gear.

Check that it is locked in the out position.
Check that the indicator lamp for TURNING GEAR DISENGAGED turns off.
2. Regulating handle is put from FINISHED WITH ENGINE to STAND-BY.
3. Lift the locking plate of the main starting valve to the SERVICE position.
Check the indicator lamp.
- The locking plate must remain in the upper position during running.
- The locking plate must remain in the lower position during repairs.
4. Open the indicator valves.
5. Turn the slow-turning switch to SLOW-TURNING position.
6. Move the regulating handle to RUN position. Check to see if fluid flows out
of any of the indicator valves.
7. When the engine has moved one revolution, move the handle back to
STANDBY position.
8. Turn the slow-turning switch back to NORMAL position.
9. Close the indicator valves.
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4.2 Slow-turn with Turning Gear
1. Regulatlng handle must be in FINISHED WITH ENGINE state.
2. Open the indicator valves.
3. Turn the engine one revolution with the turning gear in the direction indicated
by the regulating handle. Check to see if fluid flows out of any of the indica-
tor valves.
4. Close the indicator valves.
5. Disengage the turning gear.
6. Check that it is locked in the out position. Check that the indicator lamp for
TURNING GEAR ENGAGED turns off. This is seen on the MOP-panel in the
control room.
5. Fuel Oil System

Regarding fuel oil temp. before starting. see chapter 4245-0120.
• Start the fuel oil supply pump and circulating pump. If the engine was run-
ning on heavy fuel oil until stop, the circulating pump is already running.
Check the pressures and temperatures.

See also chapter 0545-0100.
6. Hydraulic System. HPS - Hydraulic Power Supply

• Start the electrically driven hydraulic pumps. The ECS states if the oil pres-
sure is correct.
7. Miscellaneous
Check that all drain valves from scavenge air receiver and boxes to drain tank
are open and that test cocks are closed. See drawing 5455-0700.
Set switch for the auxiliary blowers in AUTO mode. The blowers will start at in-
tervals of 6 sec.
See the warning of scavenge air box fire due to incorrectly working auxiliary
IOIE blowers i chapter 6645-0290
The engine is now ready to start.
If the engine has been out of service for some time, starting-up is usually per-
IOIE formed as a quay trial. Prior to this, it must be ascertained that:
1: The harbour authorities permit quay trials.
2: The moorings are sufficient.
3: A watch is kept on the bridge.
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1. Starting
Start the engine. See also Chapter 6645-0250.
If the engine has been out-of-service for some time, starting-up is usually per-
formed as a quay-trial. Prior to this, it must be ascertained that:
1. The harbour authorities permit quay-trial.
2. The moorings are sufficient.
3. A watch is kept on the bridge.
2. Starting Difficulties
Starting Difficulties - See also 'Supplementary Comments' in this Section
Difficul'I Point Possible Dause

Engine fails to turn * 1 Pressure in starting air re- Start the compressors.
on starting air af- ceiver too low. Check that they are work-
ter START order ing properly.
has been given
Points marked with * 2 Shut-off valve for solenoid Open the valve
an asterix (*) are all valves closed
monitored by the ECS
and an error report will
eventually occour.
* 3 Valve on starting air re- Open the valve.

ceiver closed.
* 4 No pressure in the control Check the pressure (nor-

air system. mally 7 bar). If too low,
change over to the other
reducing valve and clean
the filter.
* 5 Main starting valve (ball Lift locking plate to work-

valve) locked in closed ing position.
position.
6 Main starting valve (ball Check the valve

valve) sticking/failling.
7 Spool in solenoid air valves Overhaul the solenoid.

sticking.
8 Starting air valves in cylin- Pressure test the valves.

der covers defective Replace or overhaul defec-
tive valves. See also Chap-
ter 6645-0170.
Engine doe.s not 9 Propeller blades are not in Set pitch to zero position.
reverse when or- zero-pitch (CPP-plants).
der is given.
Engine turns too 10 Trigger/Marking signal Check signal.

slowly (or un- missing.
evenly) on start-
ing air
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Starting Difficulties (Continued) - See a/so 'Supplernentary Comments' in this

Section
11 'Slow-turning' (option) of Set the 'slow-turning' ad-

engine adjusted too low. justment screw so that the
engine turns as slowly as
possible without faltering.
12 'Slow-turning' (option) is See the 'Bridge Control' in-
not cancelled (automatic structions.
control).
13 Main starting valve is not Check the valve.

working properly.
14 Sticking slow-turning valve Check the valve.
15 Shut-down of engine. (No Check pressure and tern-

Engine turns on
starting air but
* rotation present) perature. Reset 'shut-
stops after receiv- down'.
ing order to run
on fuel
16 Fuel Oil Pressure Booster, Check Fuel Oil Pressure
* Sticking Booster.
17 NC valves not functioning Check NC valves

*
* 18 Fuel pressure missing. Check fuel pressure
(An error is reported in the
ECS).
Engine turns on
fuel, but runs un-
* 19 Auxiliary blowers not tune- - Stop the engine.
tioning. - Start the auxiliary blow-
evenly (unstable) ers for 10 min.
and will not pick-
up rpm. - Slow-turn the engine by
air.
- Start the engine.
* 20 Scavenge air limit set at Check level of scavenge air

too high or too low level. limiter.
Check the scavenge air

pressure and the exhaust
gas pressure at the actual
load. Compare the pres-
sures with shop or seatrial
observations.
21 Fuel filter blocked. Clean the filter.
* 22 Too low fuel pressure. Increase the pressure.
* 23 One or more cylinders not Check suction valve.

firing. See MOP panel description.
If fault is not found, check/

change fuel valves.
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3. Supplementary Comments
Item 2, 'Starting Difficulties' gives some possible causes of starting failures, on

which the following supplementary information and comments can be given.
Point 1
The engine can usually start when the starting air pressure is above 10 bar. The
compressors should, however, be started as soon as the pressure in the starting
air receiver is below 25 bar.
Points 8
The testing procedure describing how to determine that all starting valves in the
cylinder covers are closed and are not leaking is found in 6645-0170. If a starting
valve leaks during running the engine, the starting air pipe concerned will become
very hot. When this occurs, the starting valve must be replaced and overhauled,
possibly replacing the spring. If the engine fails to start owing to the causes stated
under point 8, this will usually occur in a certain position of the crankshaft.
If this occurs during manoeuvring, reversing must be made as quickly as possible

in order to move the crankshaft to another position, after which the engine can
be started again in the direction ordered by the telegraph.
Point 20
If the shut-down was caused by over-speed, cancel the shut-down impulse by

moving the regulating handle to the STOP position, whereby the cancellation
switch closes.
If the shut-down was caused by too low pressures or too high temperatures, bring
these back to their normal level. The shut-down impulse can then be cancelled
by actuating the appropriate "reset" switch on the alarm panel.
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4. Checks during Starting
Make the following checks immediately after starting:
i NlllE
The start/stop logic in the ECS has already, before start, checked that the direc-
tion of rotation is corresponding to the telegraph order.
A live signal from the FIVA valves to the ECS, states whether the exhaust valves
are operating correctly. If an error occurs an alarm will be raised
Check 1: Direction of Rotation

Ensure that the direction of propeller rotation corresponds to the telegraph order.
The current direction of the propeller can be seen on the MOB screen.
Check 2: Exhaust Valves See that all exhaust valves are operating correctly.
Disengage the lifting/rotation indicators after checking the functioning. Check
that the slide valve spindles of the sealing air control units protrude through the
covers to ensure sealing air supply.
Check 3: Turbochargers
Ensure that all turbochargers are running.
Check 4: Circulating Oil

Oil Check that the pressure and discharge are in order (main engine and turbo-
chargers).
Check 6: Starting Valves on Cylinder Covers

Feel over the pipes. A hot pipe indicates leaking starting valve. See also Work
Card 5465-0601.
Check 7: Pressures and Temperatures

See that everything is normal for the engine speed. In particular: the circulating oil
(bearing lubrication and piston cooling), camshaft lubricating oil (engines without
Unilub), fuel oil, cooling water, scavenge air, and control and safety air.
Check 8: Cylinder Lubricators

Make sure that the lubricators are working, by checking the feedback LEDs on
the lubricators. Check the oil level in the feeder tank.
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1. Loading Sequence
Regarding load restrictions after repairs and during running-in, see Check 10.
If there are no restrictions, load the engine according to this programme:
Is lie cooling water lemgeramre above 50"6?

• Increase gradually to:
- FPP-plants: 90% of MGR speed
- GPP-plants: 80% pitch
• Increase to 100% speed/pitch over a period of
30 minutes or more.
See also drawings 6655-0115 and 6655-0-120.

• See table below.
• If you start with a cooling water temperature

below 50°G, _increase gradually to:
- FPP-plants: 90% of MGR speed
- GPP-plants: 80% pitch.
• When the cooling water temperature reaches
minimum 50°G, increase to 100% of MGR speed/
pitch over a period of 30 minutes or more.
• The time it takes to reach 50"G will depend on the
amount of water in the system and on the engine
load.
See also drawings 6655-0115 and 6655-0120.

• Do not start the engine.
• Preheat to minimum 20°G, or preferably to 50°G.
When 20°G, or preferably 50°C, has been reached,
start and load the engine as described above.
See also chapter 6645-0110.
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2. Checks during Loading
Check 9: Feel-over Sequence

If the condition of the machinery is uncertain (e.g. after repairs or alterations),
the "feel-over sequence" should always be followed, i.e.:
a. After 15-30 minutes' running on SLOW
(depending on the engine size);
b. again after 1 hour's running;
c. at sea, after 1 hour's running at service speed;
stop the engine, open the crankcase, and feel-over the moving parts listed below
(by hand or with a "Thermo-feel") on sliding surfaces where friction may have
caused undue heating.
During feeling-over, the turning gear must be engaged, and the main starting
valve.
Feel:
• Main, crankpin and crosshead bearings,
• Piston rods and stuffing boxes,
• Crosshead shoes,
• Telescopic pipes,
• Gear wheels on HPS gearbox, (and chains, on some ME engines)
• Thrust bearing I guide bearing,
• Axial vibration damper,
• Torsional vibration damper (if mounted).
After the last feel-over, repeat Check 2.1: 'Oil Flow', in chapter 6645-0100. See
also chapter 6645-0300.
Check 10: Running-in

For a new engine, or after:
• repair or renewal of the large bearings, .
• renewal or reconditioning of cylinder liners and piston rings, allowance must be
made for a running-in period.
Regarding bearings: increase the load slowly, and apply the feel-over sequence,
see Check 9. Regarding liners/rings: See chapter 2245-0100.
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1. Running Difficulties
Running Difficulties - See also 'Supplementary Comments' in this Section
Difficul~ Point Possible Cause Remedy

Exhaust tempera- Increased scavenge air See chapter 6345-0310:
ture rises temperature owing to inad- The chapter entitled 'Evalu-
a} all cyl. equate air cooler function. ation of Records', item 4,
*) 'Air Cooler Synopsis'.
2 Fouled air and gas pas- Clean the turbine by

sages. means of dry cleaning/
water washing. Clean the
blowers and air cool-ers,
see chapter 6345-0320.
Check the back pressure
in the exhaust gas system
just after the TIC turbine
side.*}
3 Inadequate fuel oil clean- See Chapter 4245-0100 *)
ing, or altered combustion
characteristics of fuel.
b} single cyl. 4 Defective fuel valves, or *)
fuel nozzles.
5 Leaking exhaust valve Replace or overhaul the
valve.
*)
6 Blow-by in combustion *)•
chamber.
Exhaust tempera- 7 Falling scavenge air tern- Check that the seawater
ture decreases. perature. system thermostat valve is
a} all cyl. functioning correctly.
8 Air/gas/steam in fuel sys- Check the fuel oil supply
tern. and circulating pump pres-
sures. Check the function
of the de-aerating valve.
Check the suction side of
the supply pumps for air
leak-ages. Check the fuel
oil preheater for steam
leakages.
b) single cyl. 9 Defective fuel oil pressure Repair the suction valve.
booster suction valve.
10 Fuel oil pressure booster Replace the fuel oil pres-
plunger or puncture valve sure booster plunger/bar-
sticking or leaking. rel.
Engine r/min de- 11 Exhaust valve sticking in Replace the exhaust valve.
crease open position.
12 Oil pressure before fuel oil Raise the supply and cir-
pressure boosters too low. culating pump pressures to
the normal level.
13 Air/gas/steam in the fuel See point 8.
oil.
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Running Difficulties (Continued) - See also 'Supplementary Comments' in this

Section
Difficulj Point Possible Cause Remedy

14 Defective fuel valve(s) or Replace and overhaul
fuel oil pressure booster(s). the defective valve(s) and
booster(s).
15 Fuel index limited by See chapter 6345-0300.
torque/scavenge air limit-
ers in the ECS due to ab-
normal engine load.
16 Water in fuel oil. Drain off the water and/or
clean the fuel more effec-
tively.
17 Fire in scavenge air box. See Chapter 6645-0290.
18 Slow-down or shut-down. Check pressure and tern-

perature levels. If these are
in order, check for faults in
the slow-down equipment.
19 Combustion characteris- When changing from one
tics of fuel oil. fuel oil type to another, al-
terations can appear in the
r/min, at the same booster
index*).
20 Fouling of hull. Sailing in See chapter 6345-0300.
shallow water.
Smoky exhaust 21 Turbocharger revolutions Some smoke development
do not correspond with during acceleration is nor-
engine r/min. mal; no meas-ures called
for. Heavy smoke during
accelera-tion: Fault in ECS
limiters setting.
22 Air supply not sufficient. See reference quoted under
point 1.
Check engine room venti-
lation.
23 Defective fuel valves (incl. See point 4, and chapter
nozzles). 6345-0340.
24 Fire in scavenge air box. See Chapter 6645-0290.
*) Fuel index (MEP%) must be rectified with the fuel quality, so that the correct
MEP can be obtained.
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2. Supplementary Comments
The previous paragraph, 'Running Difficulties' gives some possible causes of
operational disturbances, on which the following supplementary information
and comments can be given.
Point 5
A leaking exhaust valve manifests itself by an exhaust temperature rise, and a

drop in the compression and maximum pressures.
In order to limit the damage, if possible, immediately replace the valve con-
cerned, or, as a preliminary measure, cut out the fuel oil pressure booster, see
chapter 6645-0320.
Point 6
In serious cases, piston ring blow-by manifests itself in the same way as a leak-
ing exhaust valve, but sometimes reveals itself at an earlier stage by a hissing
sound.
This is clearly heard when the drain cock from the scavenge air box is opened.
At the same time, smoke and sparks may appear.
When checking, or when cleaning the drain pipe, keep clear of the line of ejec-
tion, as burning oil can be blown out.
With stopped engine, blow-by can be located by inspecting the condition of the
piston rings, through the scavenge air ports. Piston and cylinder liner become
black in the area of blow-by. Sludge, which has been blown into the scavenge
air chamber, can also indicate the defective cy.linder. See also chapter 2245-
0100.
Since blow-by can be due to sticking of unbroken piston rings, there is a

chance of gradually diminishing it, during running, by reducing the pump index
for a few minutes and, at the same time, increasing the cylinder oil amount. If
this is not effective, the fuel pump index and the Pmax must be reduced until the
blow-by ceases.
The pressure rise Pcomp - Pmax must not exceed the value measured on testbed
at the reduced mean effective pressure or fuel pump index. Regarding adjust-
ing of Pmax' see chapter 4265-1501.
If the blow-by does not stop, cut out the fuel oil pressure booster, or change
the piston rings.
Running with piston ring blow-by, even for a very limited period of time, can
cause severe damage to the cylinder liner. This is due to thermal overheating of
the liner. Furthermore, there is a risk of fire in the scavenge air boxes and scav-
enge air receiver, see also chapter 6645-0290.
In case of severe blow-by, there is a general risk of starting troubles owing to

too low compression pressure during the starting sequence.
Concerning the causes of blow-by, see chapter 2245-0100, where the regular
maintenance is also described.
Points 8 and 13
Air/gas in the fuel oil system can be caused by a sticking fuel valve spindle, or
because the spring has broken.
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If a defective fuel valve is found, this must be replaced, and it should be

checked that no fuel oil has accumulated on the piston crown.
Points 10 and 14
If, to obtain full load, it proves necessary to increase an individual fuel pump
index by more than 10% (from sea trial value), then this in most cases indi-
cates that the pump is worn out. This can usually be confirmed by inspecting
the plunger. If the cut-off edge shows a dark-coloured eroded area, the pump
should be sent for repair.
This is usually be done by reconditioning the bore, and fitting a new plunger.
C'·J
d-.
9C(;
0
c(',j
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3. Check during Running

Check 11: Thrust Bearing
Check measuring equipment.
Check 12: Chain Tighteners (if applicable)
Check the chain tighteners for the moment compensators (if applicable). The
combined chain tighteners and hydraulic damping arrangements should be read-
justed, when the red-coloured part of the wear indicators is reached. See chapter
1465-0501.
Check 13: Shut Down and Slow Down
Check measuring equipment.
Check 14: Pressure Alarms (Pressure Switches)
General:
The functioning and setting of the alarms should be checked.
It is essential to carefully check the functioning and setting of pressure sensors

and temperature sensors.
They must be checked under circumstances for which the sensors are designed
to set off alarm.
This means that sensors for low pressure/temperature should be tested with fall-
ing pressure/temperature, and sensors for high-pressure/temperature should be
tested with rising pressure/temperature.
Checking:
If no special testing equipment is available, the checking can be effected as fol-

lows:
a. The alarm pressure switches in the lubricating and cooling systems may be
provided with a test cock, by means of which the pressure at the sensor may
be decreased, and the alarm thereby tested.
b. If there is no such test cock, the alarm point must be displaced until the
alarm is given. When the alarm has thus occurred it is checked that the
pressure switch scale is in agreement with the· actual pressure. (Some types
of pressure switches have an adjustable scale).
Then reset the pressure switch to the preselected alarm limit, which should
cause the alarm signal to stop.
Check 15: Temperature-Alarms (Thermostats)
See also Check 14, 'General'.
Most of the thermostatic valves in the cooling systems can be tested by displac-
ing the alarm point, so that the sensor responds to the actual temperature.
However, in some cases, the setting cannot be reduced sufficiently, and such
valves must either be tested when the service temperature has been reached,
or by heating the sensing element in a water bath, together with a reference
thermometer.
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Check 16: Oil Mist Detector
Check the oil mist detector.
Adjustment and testing of the alarm function is effected in accordance with

the instructions given on the equipment, or in the separate Oil Mist Detector
instruction book.
Check 17: Observations
Make a full set of observations, by means of the PMI system, see drawing 6355-
0110 'Performance Observations' and chapter 6345-0330. Check that pressures
and temperatures are in order.
Check the load distribution between the cylinders, see chapter 6345-0310.
6 (6) Doc-10:6645-0140-0003
HYUNDAI
MANB&W 6645-0150-0002
1. General
1~~A~TIO N I See chapter 2245-0100 regarding scavenge port inspection prior to arrival in port.
1. Decide whether the harbour manoeuvres should be carried out on diesel oil
or on heavy fuel oil. See chapter 4245-0120.
Change-over should be carried out one hour before the first manoeuvres are
expected. See chapter 4245-0120.
2. Start an additional auxiliary engine to ensure a power reserve for the ma-
noeuvres.
3. Make a reversing test (FPP-plants). This ensures that the starting valves and
reversing mechanism are working.
4. Blow-off any condensed water from the starting air and control air systems
just before the manoeuvres.
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MANB&W 6645-0160-0002
1. General
Always perform a stop manoeuvre before entering harbour/taking pilot on
board to state that the ECS is functioning as intended.
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HYUNDAI
MANB&W 6645-0170-0002
1. General
When the 'FINISHED WITH ENGINE' order is received in the control room:
1. Test the starting valves for leakage:

- Obtain permission from the bridge.
- Check that the turning gear is disengaged.
This is because a leaky valve can cause the crankshaft to rotate.
- Close the main air valve to the starting air distribution system.
- Open the indicator valves.
- Change over to manual control from engine side (LOP).
- Activate the START button.
This admits starting air, but not control ait: to the starting valves.
- Check to see if air blows out from any of the indicator valves.
In this event, the starting valve concerned is leaky.
If the cylinder is in BDC, detection can be difficult due to air escaping

through the scavenge air ducts in the cylinder liner.
- Replace or overhaul any defective starting valves.
2. Lock the main starting valve in its lowest position by means of the locking
plate.
Engage the turning gear.
Check the indicator lamp.
Check that the valve to the starting air distribution system is closed.
3. Close and vent the control air and safety air systems.
Do not stop the air supply to the exhaust valve air cylinders, as air draught
through an open exhaust valve may cause the turbocharger shaft to rotate,
thus causing bearing damage, if the lube oil supply to the turbocharger is
stopped.
4. Wait minimum 15 minutes after stopping the. engine, then:

- stop the lube oil pumps
- stop the cooling water pumps.
This prevents overheating of cooled surfaces in the combustion chambers,

and counteracts the formation of carbon deposits in piston crowns.
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6645-0170-0002 MAN B&W
5. Fuel oil pumps:
Did engine run on heavy fuel oil until STOP?
• Stop the fuel oil supply pumps.

• Do not stop the circulating pumps.
• Keep the fuel oil preheated.
The circulating oil temperature may be reduced during engine standstJll, as de-
scribed in chapter 4245-0120 'Fuel Preheating when in Port'.
Cold heavy fuel oil is difficult or even impossible to pump
• Stop the fuel oil supply and circulating pumps.
6. Freshwater preheating during standstill:
Will harbour stay exceed 4·5 days?
• Keep the engine preheated or unheated.

Howeve1; see chapter 6645-0110, item 3 and chapter 6645-0130, item 1.
• Keep the engine preheated to minimum 50°C.

This counteracts corrosive attack on the cylinder liners during starting-up.
• Use a built-in preheater or the auxiliary engine cooling water for preheating
of the engine.
See also chapter 5045-0 ·100 'Jacket Cooling Water System'
7. Switch off other equipment which need not operate during engine stand-
still.
8. Regarding checks to be carried out during engine standstill,

see Chapter 6645-0100
2 (2} Doc-10:6645-0170-0002
HYUNDAI
MANB&W 6645-0180-0003
1 General
The Engine Control System (ECS) consists of a set of controllers, see Drawing
7055-0150.
Briefly described, the functions of the controllers are:
EICU The Engine Interface Control Units handle the interface to external systems.
ECU The Engine Control Units perform the engine control functions: engine speed,
running modes and start sequence.
ACU The Auxiliary Control Units control the pumps of the hydraulic system unit and
the auxiliary blowers.
CCU The Cylinder Control Units control the ELFl/ELVA and FIVA valves, starting air
valves, and the ME cylinder lubricators.
SCU The Scavenge Control Unit controls both the Exhaust Gas Bypass (both on/off as
well as variable bypass) and VT- Variable Turbocharging. (Optional)
MOP The engineers' interiace to the ECS.
Normal Working Sequence
The following is an example of how the control units of the ECS work together dur-
ing normal operation.
EICU
The EICUs receive navigational inputs from the control stations and select the
active station based on signals given by the 'Remote Control' system.
The main navigational command is the speed set point (requested speed and
direction of engine rotation).
In the EICUs the raw speed set point is processed_ by a series of protective algo-
rithms. These ensure that the speed set point from which the engine is controlled
is never harmful to the engine. An example of such an algorithm is the 'Barred
speed range'.
Now the processed speed set point and the selected engine running mode
request are available via the control network to be used by the ECUs as a refer-
ence for the speed control and engine running mode control.
The two redundant EICU units operate in parallel.
1 (4)
HYUNDAI
6645-0180-0003 MANB&W
ECU
The engine speed control requires that the amount of fuel is calculated for each
cylinder firing. The calculation made by the speed controller (ECU) is initiated in
relation to the crankshaft position, so that the execution is started just in time to
make the fuel injection. This is controlled by the tacho function.
The output from the speed controller is a 'request for fuel amount' to be injected
for the next combustion. This request is run through different protective algorithms
- the fuel limiters - and the 'resulting amount of fuel command' is produced.
Based on the algorithm of the selected engine running mode, the injection profile
is selected, the timing parameters for the fuel injection and exhaust valve are cal-
culated and the pressure set point for the hydraulic power supply derived.
Based on the user input of fuel sulphur content, minimum feed rate etc., the result-
ing cylinder lubrication feed rate for each individual cylinder unit is calculated.
The resulting amount of fuel command, the requested fuel injection profile, the tim-
ing parameters and the resulting cylinder lubrication feed rate amount are all sent
to the CCU of the cylinder in question via the control network. Likewise, the
hydrulic pressure set point is sent to all ACUs.
For redundancy purposes, the control system comprises two ECUs operating in
parallel and performing the same task, one being a hot stand-by for the other. If
one of the ECUs fail, the other unit will take over the control without any interrup-
tion.
CCU
In appropriate time for the next firing, the CCU ensures that it has received new
valid data. Where after the injection profile start angle is set up using the tacho
function.
On the correct start angle the injection is initiated and is controlled according to
the fuel amount command and the injection profile command.
When the injection is completed, the exhaust open and close angles are set up
using the tacho function and the exhaust valve control signal is then activated on
the appropriate crank angles.
The cylinder lubricator is activated according to the feed rate amount received
from the ECU.
All of the CCUs are identical, and in the event of a failure of the CCU for one cylin-
der, only this cylinder will automatically be put out of operation. (Running with cyl-
inders out of operation is explained in Chapter 6645-0320) .
. 2 (4)
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MANB&W1 6645-0180-0003
ACU
The ACUs control the pressure of the Hydraulic Power Supply system and the
electrical start-up pumps using the 'Pressure Set point' given by the ECUs as a
reference. Furthermore the start and stop of the auxiliary blowers are controlled
according to the scavenge air pressure.
The control of the auxiliary equipment on the engine is normally divided among the
ACUs so that, in the event of a failure of one unit, there is sufficient redundancy to
permit continuous operation of the engine.
MOP
The Main Operating Panel (MOP) is the main information interface for the engineer
operating the engine. The MOP communicates with the controllers of the ECS over
the Control Network. However, the running of the engine is not dependant on the
MOP, as all the commands from the local control stations are communicated
directly to the EICU's/ECS.
The MOP is located in the engine control room. It is a PC with a touch screen as
well as a trackball from where the engineer can carry out engine commands,
adjust the engine parameters, select the running modes, and observe the status of
the control system. A back-up MOP is also placed in the engine control room (see
Chapter 6645-0190 for detailed MOP-description).
Control Stations
During normal operation the engine can be controlled from either the bridge, the
engine control room or the Local Operation Panel (LOP).
The LOP control is to be considered as a substitute for the previous Engine Side-
Control console mounted directly onto the MC-engine.
The LOP is as standard placed on the engine.
From the LOP, the basic functions are available, such as starting, engine speed
control, stopping, reversing, and the most important engine data are displayed.
3 (4)
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6645-0180-0003 MANB&W
2 Starting from LOP

To start and run the engine from the LOP, some conditions have to be fulfilled.
Next to the LOP, a nameplate (containing the text, highlighted below) is placed.
The name plate comprises the conditions that have to be fulfilled before start.
Main Engine Start from Local Operating Panel
In order to start/stop and operate the main engine from the Local Operation Panel (LOP),
Localcontrol must be selected as the active control station. This is normally done via the
request I acknowledge facility of the Remote Control System. However, it is possible to
override the normal change-over procedure by means of the 'Forced Take Command'
push button. Activating this button will force the control to the local control station.
Before start, the hydraulic oil pressure must be higher than 150 or 205 bar, depending of
the hydraulic system is at 200 or 300 bar. After shut down, the pressure has to be rebuild
which may take 60 - 120 seconds.
To stop the engine: Activate STOP

(and reset shut down)
To start the engine: Change from STOP to START
If the auxiliary blowers are running, the Engine Control System will start the main engine
automatically without delay.
If the auxiliary blowers are stopped, the Engine Control System delays the start until the
auxiliary blowers are started and running. Then, the Engine Control System will start the
main engine automatically.
4 (4)
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MANB&W 6645-0182-0001
1. General
If you encounter difficulties while operating the ME-engine, this guide can be
useful in solving the problems.
The information in this chapter will help you with:
• Cylinder Components, Tests and Evaluation

• Test for Earth Failure in the ECS System
1.1 Cylinder Components, Tests and Evaluation
This document describes the usage of troubleshooting diagrams and procedures.

The procedures only focus on cylinder components (excluding cylinder lubricating
components).
1.1.1 Cylinder Fault The Cylinder Fault Diagram, CFO (pages 2 and 3) describes the correlation be-
Diagram tween system failures and symptoms (alarms and other known symptoms).The
crosses in the diagram indicate the symptoms that can be generated from acer-
tain failure/cause.
1.1 .2 Cylinder Loop The Cylinder Loop Test, CLT (pages 4 and 5) is a description of a test procedure.
Test (~lowchart) The CLT can isolate failures on cylinders where it is known that there is an error.
The test categorises failures in: FIVA valve, FIVA sensor, cabling, MPC, exhaust
valve system, exhaust valve sensor, fuel plunger system, fuel plunger sensor and
hydraulics.
This makes reference to the below mentioned tests.
Please note that there are separate tests for different FIVA valve types.
1.1.3 Amplifier Test The Amplifier Test, AT (page 6) is a description of a test procedure. The AT should
(flowchart) be used to isolate failures in the amplifier loop if it is known that there is an error.
The test categorises failures in: amplifier, power cabling, cabling to amplifier, FIVA
and MPC.
The test is only applicable on systems with Curtiss Wright FIVA valves.
1.1 .4 Sensor Chain The Sensor Chain Test, SCT (page 7) is a description of a test procedure. The
Test (flowchart) SCT should be used to isolate failures in sensor chains where there is a supervi-
sion alarm or another error.
The test categorises failures in: sensor, cabling, MPC.
Doc-ID: 6645-0182-0001 1 (9)

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To further identify the failure in these single alarm cases:

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perform sensor chain test
To further seperate between these failures: To isolate failures in amplifier chain

Perform "Cylinder Loop Test". perform amplifier chain test
To isolate this failure, perform Amplifier chain test
x This failure can generate this alarm s: :::c

O This failure can only generate this alarm )>-(
if it also generates other alarms
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To further identify the failure in these single alarm cases:
perform sensor chain test
If failure occurs on many cylinders - root cause
can be extreme ambient conditions or water in oil
To further seperate between these failures:

Perform "Cylinder Loop Failure Test".
x This failure can generate this alarm

O This failure can only generate this alarm
O'>
Additional Information if it also generates other alarms O'>
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Descrigtion Jroul:>leshooting Guide 0
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6645-0~82-0001 0
......
HYUNDAI
6645-0182-0001 MANB&W
Cylinder Loop Test (CW- FIVA)
Preparation
......-----:1
- Put CCU in test-mode
- Hydraulic pressure and fuel
pressure must be present
- Have an engineer stand by
for feeling and listening to Failure in amplifier,
fuel and exhaust valve pipes amplifier cabling or
MPC (ch?a).
Go to amplifier test
- Set ch?a to: av

- Set ch6a to: ON
(Enables FIVA
amplifier)
Failure in cabling or
MPC (ch33)
- Set ch?a to: 3,4V

(This will cause fuel
injection)
Test 1
Read values:
MUST BE DONE IMMEDIATELY
FIVA Pos., ch3a: _ _ _(<6mA)
Fuel plunger ch31 :_ _(>8mA)
No Failure in FIVA, FIVA
sensor, sensor cable or
Amplifier, ch33: (3,4V)
MPC (ch3a). Go to
Exhaust valve ch34: _ _(<8mA)
No "Sensor Chain Test"
Observe events by engineer

standing by:
Fuel injection: evaluate sound Failure in fuel plunger
and shockwave in pipe OK ? __
- Set ch ?a to: av
Failure in fuel plunger

sensor , sensor cable or
MPC (ch31). Go to
Test2
"Sensor Chain Test"
Read values:
FIVA Pos., ch3a: _ _ _(> 17mA)
Fuel plunger ch31 :_ _(<8mA)
Amplifier, ch33: (aV)
Exhaust valve ch34: __(> 1amA)
Failure in exhaust valve.
Check additional
symptoms

standing by: No
Exhaust valve: evaluate sound

MPC (ch34). Go to
"Sensor Chain Test"
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MANB&W 6645-0182-0001
Cylinder Loop Test (MD - FIVA)
Preparation
_ _ _ _:-J
- Put CCU in test-mode
- Hydraulic pressure and fuel
pressure must be present
- Have an engineer stand by
for feeling and listening to
fuel and exhaust valve pipes
- Set ch70 to: 10 mA

(This will cause fuel
injection)
Test1
Read values: No Failure in FIVA, FIVA
MUST BE DONE IMMEDIATELY sensor, sensor cable or
FIVA Pos., ch30: _ _ _(<6mA) MPC (ch30). Go to
Fuel plunger ch31 :_ _(>BmA) No "Sensor Chain Test"
Exhaust valve ch34: _ _(<8mA)
Failure in fuel plunger

standing by:
Fuel injection: evaluate sound

No Failure in fuel plunger
MPC (ch31). Go to
"Sensor Chain Test"
Test2
Read values:
FIVA Pos., ch30: _ _ _(> 17mA)
Fuel plunger ch31 :_ _(<BmA) Failure in exhaust valve.
Exhaust valve ch34: __(> 1OmA) Check additional
symptoms
No
standing by: Failure in exhaust valve
Exhaust valve: evaluate sound sensor , sensor cable or
and shockwave in pipe OK ? __ MPC (ch34). Go to
"Sensor Chain Test"
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6645-0182-0001 MANB&W
Amplifier Test (CW - FIVA)
- CCU in test mode

- set ch 70 to ov
- Set ch 60 to ON
Set ch 70 to 0.6 v
Try different values Test cannot find

on ch 70 (max 3.4 V). fault in amplifier
Fuel injection risk chain
above 1.6 V
Failure in amplifier Distribute

components: Further diagnosis
- Original amplifier on
cylinder +1,
- Original MPC on
cylinder +2,
- Original FIVA on
cylinder +3,
- Run as normal until

problem re-occur.
Failure in cabling
or plugs
Failure in MPC
Failure in amplifer
Failure in MPC
Failure in FIVA
Failure in FIVA
Failure in cabling
or plugs
6 (9) Doc-ID: 6645-0182-0001

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MANB&W 6645-0182-0001
Sensor Chain Test
Check cables
thoroughly
Connect a spare
sensor temporarily
(do not mount
spare sensor)
On MPG, exchange
Reconnect original plugs with another
sensor channel with cable
supervision,
eg. ch30, 31, 34
Attach original sensor Yes

on another channel
with cable
supervision,
eg. ch30, 31,34
No No
MPG input
channel failure
.....
Further diagnosis
Move sensor to
cylinder +1 and MPG
to cylinder +2
Continue normal
operation untill same
alarm appears again
c;
0
co
8
('J
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6645-0182-0001 I MANB&W
1.2 Test for Earth Failure in the ECS System
1.2.1 Method 1 Fault isolation of an earth ground failure
A certain and fast method (compared to method 2 below).
Precondition: The engine must be stopped and in FWE.
1. Disconnect the isolation monitor unit (e.g. Bender xxx) from the power
supply.
2. Measure the current between ground (a non-isolated point of the

engine or ship steal structure) and 0 Volt, and ground and
24 Volt.respectively, by means of an ampere meter (a multimeter in
current mode) in serial with a 2 kOhm resistor. The measurement
can practically be done either in the power supply of the ECS or in
the power distribution box on the engine. If any of the currents
are higher than 0.2 mA, the isolation to ground is too low. In a properly
isolated system, the current will be lowerthan 0.2 mA.
3. Disconnect the power plugs (J1} (which disconnects both 0

Volt and 24 Volt) for one MPC at a time until the MPC
containing the isolation fault is found, i.e. when the current drops
below 0.2 mA.
4. The power plug to the MPC causing the isolation failure is

connected again, and the connectors for sensors and external
signals are disconnected one at a time, until either a sensor is found
that causes the isolation failure, or all connectors have been
disconnected. Ground current must be checked as described in Item
2 between O Volt and 24 Volt, respectively, while each connector is
disconnected.
5. If the isolation failure is located to a sensor, its cabling

must be checked and perhaps the sensor must be exchanged.
6. If the isolation failure is still present after all connectors to external

signals are disconnected, while the power connector is still
connected to the MPC, the failure is probably in the MPC, which must
then be exchanged.
When the problem has been rectified, all connectors and plugs are reinstalled,
and the isolation monitor is reconnected. Check that the isolation monitor no
longer initiates an alarm (note that failures might be present in more than one unit
(MPC) at a time).
1.2.2 Method 2 A certain but slow method.
1. Disconnect the power plug (J1) (which disconnects both O Volt and
24 Volt) in one of the MPCs. ·
2. Wait one minute. Check the isolation value on the isolation monitor
(e.g. Bender xxxx) in power supply A, If the isolation value is still
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HYUNDAI
MANB&W 6645-0182-0001
lower than 24 kOhm (the alarm level), then repeat point 1 in the next MPC.
In a properly isolated system the isolation is higher than 100 kOhm.
3. Repeat point 1 and 2 for each MPC until the MPC containing the
isolation fault is found, i.e. when the isolation comes above 100 kOhm.
4. The power plug to the MPC causing the isolation failure is connected
again.
5. One of the connectors (J2 - J85) for the sensors and external signals is
disconnected.
6. Wait one minute. Check the isolation value on the isolation monitor as
in point 2.
7. Repeat point 5 and 6 for each of the connectors for external signals
until either a sensor is found that causes the isolation failure (the
isolation comes above 100 kOhm), or all connectors have been
disconnected.
8. As method 1 point 5 or point 6.
When the problem has been rectified, all connectors and plugs are reinstalled.
Check that the isolation monitor no longer initiates and alarm (note that failures
might be present in more than one unit (MPC) at a time}.
1.2.3 Method 3 A faster, but uncertain method.
1. Disconnect the isolation monitor unit (e.g. Bender xxxx} from the
power supply.
2. Connect a voltmeter between the 0 Volt and ground

(a non-isolated point of the engine or ship steel structure) and, if
possible, another voltmeter between 24 Volt and ground. Alternatively
one voltmeter must be connected alternately between 0 Volt and
24 Volt.The measurement can practically be done either in the
power supply of the ECS or in the power distribution box on the engine.
When using this method both measured values should be within

10 - 16 V (+or-) if the system has normal isolation to ground, while an
isolation failure normally causes one of the measurement to be below
5 V and the other above 20 V.
3. The further procedure is similar to method 1 above, except that pin

pointing of the isolation fault is based on the voltage measurements
being in the isolation fault or normal range as specified in previous
point 2.
When the problem has been rectified, all connectors and plugs are reinstalled,
and the isolation monitor is reconnected. Check that the isolation monitor no
longer initiates an alarm (note that failures might be present in more than one
unit (MPC} at a time).
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\
MANB&W 6645-0190-0006
I
1 Main Operation Panel (MOP)
The MOP is the Human Machine Interface (HMI), through which the Engine Control
System (ECS) and thus the ME engine is operated. The HMI is described in sec-
tions 6645-0240 through 6645-0280.
The MOP is basically a marine approved and certified PC with 24V - DC supply
and touch screen.
An actual installation comprises of two MOPs where both are placed in the engine
control room (ECR). Typically MOP A is placed in a console opposite the manoeu-
vring handle (the normal operation position) and MOP B on a desk. The two MOPs
are operationally fully redundant to each other. Though some of the more
advanced troubleshooting facilities are only available on MOP B. Normally only
MOP B has a keyboard connected.
1.1 Creating Screen Dumps
Creating screen dumps can be carried out on a MOP with an attached keyboard.
To create a screen dump go to the screen in question and, press the [Prt Ser] but-
ton on the keyboard to capture the screen. Press Crtl + Esc to gain access to the
windows menu and open a program like Wordpad or Paint and press Paste to
copy the screen dump into the program.
1.1.1 Description
MOP A has no keyboard or mouse. Both may optionally be equipped; a trackball

typically replaces the mouse.
A keyboard is essentially not required during normal engine operation and a virtual
keyboard is displayed in case textual input (e.g. password) is needed.
Instead of traditional use of a mouse, the operator touches the graphic elements
on the screen in order to interact with the ECS.
1.2 Service kit
The MOP comes with a service kit. The kit comprises of a CD-ROM drive (if not
build-in), a keyboard and a CD with the operating system, and is setup specifically
for this PC type.
1 (5)
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6645-0190-0006 MANB&W
1.3 Issues to both MOP type
1.3.1 Ethernet connections
Only MOP B may be connected with an Ethernet connection to other systems

such as CoCoS-EDS. Special care must be taken when connecting to networks of
any kind to avoid virus and worms on the MOP. Connection to other systems is
illustrated on Drawing 6655-0125 fig 1.
1.3.2 Unauthorised software
DISCLAIMER: MAN Diesel disclaim responsibility for any event or condition that
originates from installation of unauthorised software. This includes, but is not limi-
ted to, virus.
To emphasize the disclamer, yellow stickers are placed at suitable places on the
MOPs.
If it is necessary to extract data from a MOP, it is

recommended to use the in-build CD-Rom burner, instead of a
use-stick.
1.3.3 Control Network
Each MOP is connected to the ECS by means of the Control Network that inter-
connects the nodes in the ECS. Control Network is implemented as two inde-
pendent networks for redundancy as shown on Drawing 6655-0190.
1.3.4 Maintenance
Normal PC maintenance tools and cleaning detergents apply.
1.4 Software Scope of Supply
There are three different types of software supplied with the ECS:
1.4.1 Operating System
1 .4.2 Engine Control System
1 .4.3 Service Parameters
2 (5)
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MANB&W 6645-0190-0006
This software is either stored on a set of CD-ROMs or on a pair of USB sticks. In

either case it is important that the software is stored in a proper place where it is
accessible and can be found on request. The recommended storage place is
together with the engine manual.
In case the software is stored on USB sticks these might be equipped with a
Read/Write selector. This switch should normally always be set to Read.
In addition to th_e above there will also be the following two types of software as a
part of the software supply:
1.4.5 cocos EDS
1.4.6 PMI software
These last two types of software are not to be installed on the MOPs, but instead
on a separate PC (see Drawing 6655-0125 fig. 1). However having these pro-
grams running correctly is essential to achieving optimal performance of the engine
and ECS. Both of these programs include user manuals and instructions together
with their installation.
1.4.1 Operating System
The Operating System is the software that is used for the MOPs. This is an
embedded version of Windows XP. This is normally preinstalled by the MOP sup-
plier and delivered together with the MOP hardware.
1.4.2 Engine Control System
The Engine Control System is a set of applications installed on the MOPs that ena-
ble them to perform their main function, i.e. it turns them into the MOPs.
A very important aspect of the Engine Control System is the version (e.g.
"1008-4.1" or "0905-8.2"). It is critical that the version of the software stored on
USB/ CD-ROMs is the same version that is currently installed. The currently instal-
led version can be seen on the Version Screen on the MOPs (this screen is descri-
bed in more detail in Chapter 6645-0280).
Always ensure the version of the installed ECS matches the

version of ECS stored onboard.
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6645-0190-0006 MANB&W
1.4.3 Service Parameters
The Service Parameters software functions of a backup in case of major system

failure. Normally it should not be used as the MOPs automatically store backup
versions of the parameters from the MPCs.
1.4.4 Use Cases for Software
The two normal use cases for the software stored onboard are:
A. The replacement of a MOP (by crew)
B. Service visit including update of parameters and/or ECS version
For case A (a new MOP) the Operating System will normally be preinstalled, so
when the MOP powers up it will seem identical to a standard Windows PC. The
task is then to install the Engine Control System.
This is done by inserting the software medium (USB or CD-ROM) into the PC and
then locating the correct install script. There will normally be two options: "install_
mopA_XPE.bat" and "install_mopB_XPE.bat". These are both placed on the same
CD-ROM/USB. It is important to select the script matching the MOP being instal-
led.
After successful completion of the installation (follow the on-screen instructions)

the MOP main application can be started using the "Start MOP" option in the Win-
dows Start menu.
After starting this application the MOP will automatically acquire configuration infor-
mation and parameter backups from the MPCs.
For case B (service visit where parameters and/or ECS version is changed) it is
important that the visiting service engineer ensures that the ECS version and serv-
ice parameters stored onboard are still correct. This either means supplying a new
set of CD-ROMs or updating the data on the USB stick (momentarily changing the
Read/Write selector to Write).
1.4.5 CoCoS EDS
This software is used for the data logging program that is collecting data from the
ECS. It is to be installed on the same PC that is running the PMI software.
Always ensure that this software is running correctly since this will greatly enhance
the options regarding troubleshooting and faultfinding available.
Since the CoCoS EDS interfaces to the ECS for data logging it is important to
ensure that the versions are compatible. For instance in case of an update of the
ECS, make sure that Cocos EDS is also updated.
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HYUNDAI
'"') MANB&W 6645-0190-0006
I
The program DatGat is included with the CoCoS EDS software. This program is a
valuable tool for extracting data from the ECS for use during troubleshooting.
Instructions on how to use DatGat is included with the installation.
1.4.6 PMI Software
The PMI software comes in one of two versions: As minimum an offline version is
delivered with the ECS. Alternatively the engine may be equipped with PMI Auto-
tuning. In either case the PMI system is a valuable tool for performance measure-
ments and as a basic for engine adjustments.
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··~ MANB&W 6645-0240-0007
1 HMI (Human Machine Interface)
The HMI consists of four fixed areas always shown. See Drawing 6655-0125 Fig.
2.
1. An Alarm Status Bar showing the oldest non-Acknowledged alarm and Alarm
status at the top of the screen.
2. A Navigation Bar at the right side of the screen.
3. A Toolbar at the bottom of the screen.
4. A Screen area (rest of the Screen)
The HMI operates with two password levels, which are Operator level and Chief
level.
Operator level:
From the Operator level is it not possible to set any parameters. It is for normal
operation and monitoring only.
Chief level:
In addition to the Operator level, this user level has privileges to set parameters
(setpoints, engine states and engine modes). A password must be supplied in
order to access Chief level.
There is no limit in the number of unsuccessful attempts to enter the correct pass-
word. The password is hard coded in the system and can therefore not be
changed.
2 Alarm System
The alarms on the MOP panel are all related to the Engine Control System.
On Drawing 6655-0125 fig. 1 is shown the ECS arid the possibilities to communi-
cate with the ordinary alarm system, and the safety system. These three systems
are able to interact with each other i.e. in case of a slow down and a shut down.
The shut down and slow down can be divided into two kinds - cancellable and
non-cancellable.
If a cancellable shut or slow down occur the safety system will release an alarm
prewarning and after timeout of the prewarning periode activate the shut/slow
down.
If a non-cancellable shut or slow down occur the safety system must release the
shut or slow down immediately.
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6645-0240-0007 MANB&W
3 Alarm Handling
Alarm handling is carried out from one of the following four screens
3.1 Alarm list
3.2 Event Log
3.3 Manual Cut-Out List
3.4 Channel List
These four Alarm Handling screens can be accessed via the secondary navigator
by pressing the "Alarms" button in the main navigator. When pressing this button,
the latest selected alarm screen will be shown on the screen. If no screen has pre-
viously been selected, the "Alarm List" is shown. The screen can then be changed
via the secondary navigator.
3.1 Alarm List (See Drawing 6655-0130)
The Alarm List contains the central facility of the Alarm Handling, allowing for dis-
play, acknowledgement and cut-out of raised alarms. Detailed alarm explanation
can be accessed for each of the alarm occurrences.
The alarms are displayed in chronological order, with the latest alarm at the top.
The Alarms might be grouped by the ECS if they are related to the same cause in
order to simplify the overview of the alarm list. The group can be expanded by
selecting a group and pressing the -/+ button on the toolbar. Not all alarms are
grouped.
If there are too many alarms to be displayed at the same time on the screen, the
remaining alarms can be accessed by pressing the Page-up/Page-down buttons
on the Toolbar.
Alarms presented in the alarmlist can be found in three states:
1. Alarm non acknowledged
2. Alarm acknowledged
3. Normal non acknowledged
An alarm can only appear as "one line" in the alarm list. An acknowledged alarm
going into normal or an alarm in the normal state being acknowledged, is immedi-
ately removed from the list.
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MANB&W 6645-0240-0007
Acknowledgement of a single alarm or all alarms is allowed on both levels (opera-

tor or chie~ from the "Ack"/"All" buttons on the toolbar at the bottom of the
screen. (When pressing "Ack"/"All" only the alarms visible on the screen are
acknowledged).
To see a detailed alarm explanation, press the relevant alarm line. The alarm line is
then surrounded by a thick blue line showing that it has been selected. By press-
ing the button "Info" on the Toolbar, a window will appear just above the Toolbar.
This window contains:
Description
Cause
Effect
- Action
So the engineer is able to start troubleshooting on this particular alarm (The

detailed alarm explanation is removed by pressing the same "Info" button).
3.1.1 Alarm Line Fields, Colours and Symbols (See Drawing 6655-0130)
Each alarm line is divided into the following fields:
Ack. The acknowledgement status field of non-acknowledged alarms contains an

icon toggling between two states, alerting the operator of a non-acknowledged
alarm.
The status of the alarm can also be identified by the background colour as well as
the graphical identification in the Acknowledgement field on the Screen as shown
below.
Non-Acknowledged alarm in alarm state
Non-Acknowledged alarm in normal state
Transition from Non-acknowledge to acknowledge of an alarm in alarm state
Acknowledged alarm in alarm state
Unacknowledged alarm is cut out
Alarm was previously unacknowledged in normal state. Now the state is not
available
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6645-0240-0007 MANB&W
Alarm was previously unacknowledged in alarm state. Now the state is not
available
Transition from Non-acknowledge to acknowledge of an alarm in normal s1ate
Alarm is acknowledged in normal state, and in the process of being removed

from the alarmlist
At the upper right corner of the screen four small icons are shown which are (from
left to right):
Number of non-acknowledged alarms
Number of active alarms
Number of Manual Cut-out alarms
Number of invalidated channels
From the toolbar at the bottom of the Alarm List screen, alarms can be cut-out.
This feature is described in details in Section 3.3.
Description. This field contains the alarm text (e.g. »HCU oil leakage«)
Status. This field shows the status of the alarm as one of the following:
Normal
Alarm
Low
High
Not Available
Auto Cut-out
Manual cut-out
ID. This field contains a unique alarm identity. (e.g. ECUA_010112). This ID must
always be used for reference and reporting.
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MANB&W 6645-0240-0007
Time. This field shows the time of the first occurrence of the alarm, no matter the
status changes. The time is shown in hours, minutes, seconds and 1/100 sec.
(e.g.13:47:02.56)
3.2 Event Log (See Drawing 6655-0135)
The event log can be used for viewing the history of events and to support the
operator in troubleshooting. Events stay in the log even after they have been
acknowledged and are no longer active. Alarms are logged with three events in the
Event Log. The events are Alarm, Normal and Acknowledged. There can be up to
1 million events logged in the event log.
The events are stored in a database on the MOP's hard disc with both local and
UTC time stamps. If more than 1 million events are logged, the oldest events are
discarded.
Each event (with the most recent event on top) is shown as a single line and each
event line is divided into the following fields:
ID Unit Tag. This field contains a unique event identity.
Date. This field contains the date of the event.
Time. This field shows the time of the event. The time is shown in hours, minutes,
seconds and 1/100 sec.
Description. This field contains the alarm text (e.g. »HCU oil leakage«).
Status. This field shows either Normal or Alarm.
MCo. Shows whether the alarm is Manual Cut-Out or not.
ACo. Automatic Cut-Out.
Ack. The alarm is acknowledged.
3.2.1 Searching for an Event From a Specific Date and Time or by Tag Number.
This feature can be helpful when extracting information to external parties or when
investigating an event.
When scrolling up or down on the Event Log screen is not sufficient, it is possible
to search for a specific event by tag number by pressing the button "Unit/Tag Fil-
ter". When an alarm occurs, it is given a tag number that is stored together with
the alarm event. By writing this number in the dialog box and pressing "Apply" the
alarm event is shown on the screen.
Similarly, the button "Time Span Filter" sorting can be selected.
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6645-0240-0007 MANB&W
Enter the from/to date and time in the toolbar by using the popped up keyboard.
Press "Apply" to execute. Note that the entered time has to be in UTC time. As a
result the events, inside the selected timespan to the specified date and time, will
be selected and shown on the screen.
From the button "Go to Time/Date", events which took place at/on a specific time/
date can be displayed. Note that the entered time has to be in UTC time.
When a filter is no longer needed, remember to remove it (by pressing the button
again), otherwise it might seem like the event log is frozen and does not receive
new events.
3.2.2 Exporting the Eventlog
From the toolbar "Export Event Log", displayed when the "Export" button is
pressed, it is possible to print a copy of the Event Log or make a back-up Dump
used for information to external parties or the engine crew themselves.
Should external parties ask for an Event Log record (for trouble shooting purpo-
ses), the Event Log record can be saved on a USB memory stick (or Hard Disc
Drive if no USB memory stick is available) as a zip file. Be aware of the risk of using
USS-sticks generally.
The file name will be: Eventlog<DateTime>.zip when the file is saved on a USB-
memory stick.
(Is the Event Log dumped to a USB memory stick (or Hard disc Drive) the file name
will be: EventlogDump<DateTime>.zip).
In both cases the DateTime is the UTC time when the file was saved.
The USB memory stick (containing the zip file) can then be handcarried to the
ships mail PC and the zip file mailed to external parties for evaluation.
3.3 Manual Cut-Out List (See Drawing 6655-0140)
Manual Cut-Out of alarms may be used, for instance, if the engineer has observed
a failure of a sensor that is not detected automatically (see below) or if, for
instance, a Tacho pick-up is failing (the engine running on the redundant Tacho
system) and is continuously giving an alarm and cannot be replaced immediately.
Alarms are sometimes cutted-out automatically. Automatic cut-out may be used

by the system to suppress alarms which are unimportant in specific states, e.g.
when a sensor is invalidated by the operator.
The manually cut-out alarms are shown in a separate list, which can be accessed
from the navigation bar. The manual cut-out screen is in functionality equivalent to
the channel list screen. An alarm can be cut-out manually from the screens Alarm
List, Manual cut-out List or Channel list.
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MANB&W 6645-0240-_0007
All alarm channels that have the status "Manual cut-out" are shown in the manual
cut-out screen.
Removing ("Re-activating") an entry from the Manual cut-out list is done by high-
lighting the alarm(s) involved on the screen and thereafter pressing the button
"Reactivate" in the toolbar.
3.4 Channel List (See Drawing 6655-0145)
The channel list screen contains status information of all alarm channels within the
ECS, no matter the status of the individual alarm channel. As default, the alarm
channels are listed in tag-name alphabetic order. From the channel list screen, it is
possible to cut out (and re-activate) alarm channels.
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MANB&W 6645-0250-0005
1 Engine
Engine operation and adjustment is carried out from one of the following five
screens:
1 .1 Operation
1.2 Status
1.3 Process Information
1 .4 Process Adjustment
1.5 Chief Limiters
Screens 1.1, 1.2 and 1.3 are related to engine start-up preparations and daily run-
ning, 1.4 and 1 .5 are related to engine adjustments.
The operator can access these five operation and adjustment screens via the sec-
ondary navigator by pressing the Engine button in the main navigator.
On the screen, the displays which can be activated (i.e. pushed like a button) are
shown in 3-D graphic and the inactive displays are in 2-D graphic. Once activated,
the display is highlighted with a blue line at the outer circumference
1.1 Operation (See Drawing 6655-0150)
Operation is the main screen for control of the engine during voyage.
On this screen, "prepare start" can be performed and "slow turn" can be enabled
before start of the engine.
Drawing 6655-0150 shows the full screen. In the following, a detailed description
of the individual fields will be given.
1.1.1 Main State Field
The main state field contains 3 status fields indicating the current sub-telegraph
command states and the states of the engine.
The background colours on the graphics are specified as:
Blue = Normal state

- Yellow= Warning state
Red = Alarm state
- Grey/dimmed = Not in use
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The top field indicates the current sub-telegraph command state, which can be
one of the following:
FWE (Finished With Engine)

Standby
- At Sea
The middle field indicates the states of the engine:
(Blank)
- (engine is operative or blocked according to the sub-telegraph command
Engine not blocked (with yellow background): if top field is in FWE condition,
and not all conditions are fulfilled.
Engine not ready (with yellow background): if top field is Standby or At Sea,
and not all conditions are fulfilled.
The cause of the states "Engine not blocked" or "Engine not ready" can be seen in
the Status screen, drawing 6655-0155, in the field Start Conditions.
The bottom field indicates, via yellow or red warnings, why the engine is not ready:
(Blank) (engine is ready and increased limiter inactive)
Increased limiter (yellow) is shown when active, (and engine status is not FWE,
and neither Start Blocked or Shut down status is active). Increased limiter is a
warning condition.
Start Blocked (red) is shown when active, (and engine status is not FWE, and
Shut down status is not active). Start Blocked is an alarm condition.
Shut down (red) is shown when active. Shut down is an alarm condition.
1.1.2 Command [RPM]
The command _indicator button contains six or eight status fields. Two fields high-
lighted, indicating the current active control station (Bridge, ECR or LOP) and the
2 (17)
HYUNDAI
MANB&W 6645-0250-0005
actual speed command setting for each of the control stations. The actual selec-
ted control station is indicated by dark blue (normal selection) or yellow (take com-
mand) see below.
The Bridge Control and ECR stations are parts of the RCS (Remote Control Sys-
tem). Only one control station at a time is active.
The active control station is normally selected via the RCS request acknowledge-
system. However, the selection may be overridden from either the ECR or LOP by
the "take command" buttons, which are wired directly to the ECS (Engine Control
System) and situated on the control station panels.
If the active control station selection is inconsistent, the ECS keeps the last valid
active control station as the active station, until a new valid selection is available
(possibly a "take command").
In the event the "take command" signals from both the ECR and the LOP are
selected simultaneously, the LOP has first priority and is selected.
1.1.3 RPM Fine Adjust
By pressing the Command [RPM] button, a RPM Fine Adjust toolbar is displayed.
It allows the RPM setpoint to be adjusted in operator level. E.g. if the speed com-
mand setpoint is 83.8 RPM, it can be fine adjusted to 84 RPM. Moving the handle
will disable the fine adjustment mode.
RPM fine adjustment can only be performed in ECR Command

mode.
1.1.4 Running Mode and Governor Mode
The engine running mode and governor mode buttons each contains a status field
indicating the current active running and governor modes.
Changing the running mode is done by pressing the running mode button. This
brings up a toolbar. On the toolbar, the current running mode is selected.
The running modes are typically Economy and Emission. However, additional
modes (TC Cut Out and Custom) may be available. If only Economy mode is avail-
able, the mode selection is not usable (dimmed).
The governor mode can be either RPM Control, Torque Control or Index Control.
Changing governor mode is done similar to changing running mode.
3 (17)
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6645-0250-0005 MANB&W
1.1.5 Governor Mode
The speed controller can be requested to calculate the fuel index according to var-
ious methods.
Each method is referred to as a 'Governor Mode', and they represent various tol-
erances for maintaining the engine speed equal to the set point during load and/or
set point variations.
For normal operation the following two modes are available:

RPM control:
'Speed' mode - provides the most rigid speed control, leading to large fuel
index variations.
- Torque control:
'Torque' mode - the speed control is dampened when the speed is close to
the required speed, providing speed control without large index variations, but
allowing larger speed variations.
A third mode exists for test purposes:

Index control:
'Fixed Fuel Index' Mode -A test mode where the index is kept constant as
long as the speed is within a preset range. Only if the speed drifts outside this
range, will the speed controller become active and regulate the index.
1.1.6 Pressure Indicators
The pressure indicators consists of a bar graph and a status field.
Both the bar graph and the status field indicate the actual pressure of the actual-
medium.
1.1.7 Auxiliary System Status Indicators
The system status indicators display information of the operation mode of the aux-
iliary systems controlled by the ME ECS. These are all indicators and do not allow
changing mode or status. Possible control is made on the panels for the actual
systems. Indicators are:
HPS (Hydraulic Power Supply): Manual, Auto.
Lubricator: Running Stopped, Prelube, LCD (Load Change Dependent) On.
4 (17)
HYUNDAI
'\
MANB&W 6645-0250-0005
)
- PTO (Power Take Off): Off, Request, Permit, Request (yellow and warning if a
parameter for switching on the PTO is not fulfilled).
Optional, only if the engine has PTO.
- Auxiliary Blowers represented by two status fields, one indicates the operation
mode, which can be Auto or Manual. The other indicates the current status of
the blowers, which can be Stopped, Starting, Running or Failed.
- Var. XBP (Variable Exhaust Gas Bypass): percentage open.
Optional, only if XBP is installed.
- On/Off XBP (Exhaust Gas Bypass): Open or Closed.
Optional, only if XBP is installed.
- VT (See separate manual for Variable Turbocharging System).
Optional, only if VT is installed.
- WHR (Waste Heat Recovery): Off, Allowed, Request, Request (with yellow and
warning) and Permission. The WHR Is ready for use when »Allowed« is
shown(see drawing 6655-0150).
1.1.8 Start Status Indicator
The start status indicator consists of a single display, showing information on the
status of a start attempt.
The status shown can be one of the following:

- Stopped
- Running
Repeated Start (yellow)
- Slow Turn Failed (red)
Start Failed (red)
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6645-0250-0005 MANB&W
1.1.9 Speed [RPM]
The speed indicator consists of a bar graph.
The set point and the actual running speed of the engine are shown in the two dis-
plays above the graph.
The uppermost display is the speed command modifier. The speed modifier is a
function that may override the actual speed command and control the speed sys-
tem set point for the engine speed. When the function is active, the control mode
is shown in the Speed Indicator.
The available modes are:
Stabilizing The stabilizing modifier definesa speed set point that ensures the
$farting ()f ·th$ 0J1gine.
; •.; ................ ;... ~....... ..·,:·· ...................................; ........•.•...•. ,;.••.•..•. •.
; ;.: ..... :....... . ..........,.,.................... ; ...................... ;...,.;...........,,...
: Stop The stopped modifier sets the speed set point to zero.
, Minirnum Sp~d jTh~ ajinimurn speed commahd !Tl6dffier defines ? rninirrll.im speed
l set pqint during operation 9f the ~ngine.
i Maximum Speed • The maximum speed command modifier defines a maximum
i speed set point during operation of the engine.
rFixetfSpeecj Set lFix6cj .• $peed S$~ i~ ~c~1vateq. wnep running irJ.pitch.·qa.cJ<up rncide
;.,.VAVW""'""";,;N~~--..;.....~...., .. ·w::.www-.w~--- ........;
l·trorn .briqlg~ {opti9n
...
for Ot:Rsyst$ms).
.. . :. ,:.;. . . .;. . .....;,._;.....w··<:....·:,.L,.
.... .,...,.·.:.. .....·.......-.:.:..:.::~._,::.;:;;~:;.;,.:.,:~,)..:·... ~:.:..,,.:....... ,.::::~.'--;.......:;;~~-L:· ·~.·-~:,.,,.,. .,,.~2~.i@.:...;L;,,.,·:,·~·y.~-;.:.~ ...:::L:.,;..... ..,..·.~;~---.:;:;.;/..:...:..~.:..:-:~~.:.::_:";;:.,..,2;;~:::.;,}:.,:;.',::.:..:.:..2.'~:.1;..:...-..~<~-~
i Shut Down i The shut down modifier sets the speed set point to zero.
:s1owDown e sloW down modifier sets the• speed $ef poiht<t<J a pr~d$ter~
ined slow down level.
'PTO hesoeie,d is kept higher than ordered to keep the shaft generator
wc···w·,···w•-MW•"·o·-~···-··--:-•W•••'~~···W~•'.N".--C'~~~~~~~;._d d~~~:~~,~!:--~!~~Ne aux~~~iary~.•.~e~~g~in~es~·-.- . ~. • ~.. ~.""'''"'•

lncreas~ of speed is lirnited by tti$famp.
i Load Program The load control modifier defines a maximum speed set point that
ensures the maximum fuel oil index limit is not exceeded.
: BarredSp~ed range !Jn(iicates ttiat~hemodifietha~ st1~ngedthePre~~tJrorninsid~a

:* j b~rred ran9elo either IQ\A(~r 9fup~ l!mit ()f m~ ramp, ]j1e (i1ngine
!.rnay h~ve. 0~4 barred speed iange(s};
•• ;..-;· •• ,.w••••.,.; •• .,,.,..; •• ,.;.,.••,.;.,,..;.,._._. ••. :, .. ;....,.;~.,;
. .
•• ,., ..... ., ••.•• -;.. •• .-;_..,;~,_.;.,.;,:;,...,;,_., •• , •. , .. " .•••·•••• , .•••·•• .,,.~, .• ::.,;;...._.,;,~,_", ..,...._,:.,......._....;;,,;~.;..;,,;,.,•._:.,...,,~..;.Y,.O"'.,_,,.,;. ..;....•:_-:..........;.:.;.; •.,,~~:...~.~;_;,;;;,,w;.':..,-;:,.;;..,.;,,.,.;:.;.·:,.:..~...:.~<-W:..;.v,...;.,;;
l RPM Fine Adjust i The speed is being modified according to the setting entered in the .
: RPM Fine Adjustment toolbar on the Operation screen. ·
....... ........... ..,.,............ .,............. ..... ................... ......., ..,. .......,............................................... ....., ..........................................., .......,,....... .....,........,................................................,,..• .... ..,,..•. .,..... .
..........., .............. .,. ..... ..,..............,........... ., .,.,, .,, , , ,.... ,..,,..,.,,
I Run Up/DoWnProg. •· Wh~n the 9ryietincrease~ or decr~~se~tnespeedset ~lgnificantly,

j the engine speed follows preqefined purv~. (Optional)~
: Chief Max Speed : If the user is at Chief level, it is possible to define a Maximum
: Engine Speed on the Chief limiter screen. See section 1 .5
:re.Cut Out } If the TC. 9Uf

.Out option isiry~tall~?! th~ §~~q wlH p~ limited; w
l the enginE;l isrurn1ing in TCCl,JtOul M<:>tfe·
iWHR · The speed is kept higher than ordered to keep the shaft generator
: connected during start up of the auxiliary engines.
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MANB&W 6645-0250-0005
* Barred Speed Range
If the function is used, the barred speed range(s) is marked on the side of the bar
graph. Most engines have two barred ranges and the ranges are identical in the
ahead and astern directions (FPP systems). When operating from ECR and Bridge,
the speed set is automatically kept outside these range(s).
1.1.1 o Pitch Indicator
The pitch indicator is only shown on ships with CPP systems. (see drawing
6655-0150)
The pitch indicator consists of a label and a bar graph, indicating the current pitch
setting. The label uses+ (plus) or - (minus) to indicate positive (forward) or nega-
tive (backwards) pitch. The bar graph is centred at 0 and positive and negative is
up and down, respectively.
The pitch indicator bar graph uses a pointed graph to underline the direction (sign)
of the current pitch.
1.1.11 Fuel Index Indicator [%]
The fuel index indicator consists of a bar graph and a set of status fields. The top
status field indicates the current effective or nearest limiter. The electronic governor
will limit the fuel index command according to the actual engine operating condi-
tions. If no limiter is currently active the nearest limiter is displayed on a light blue
background. When a limiter is active it is displayed on a dark blue background.
Available limiters are:
•Chief : The chief limiter defines a maximum amount of fuel to be injected

: according to the settings done by the operator at the screen Chief
, limiters.
1Sc~y~nge P\if.Pres:.···· 1Th~ scijy~nge air. Rte8$ure lirniter.• qefif)es••a rn~ifuUM••ci~b~§f of

!sure !fue1t8.R~ it1j~qtect?a$ed ()O tfl~. a~tuatscavenge airpre$sure, in
1order: !')Qt to• overf!)~tihe eogipe.
I Torque : The torque limiter defines a maximum amount of fuel to be injected :
according to actual engine speed. This is to ensure that the engine
: torque does not exceed recommended levels.
[tiyqr~~lic.pqwer !Th~PYP~~Y!iq pg~~f:~yp~lyp~e~ur~ !im~~r9efin~$·~ rJl~rnvrn

;~uppJY '.•.Cll'l}2~~l.Bf nr~Jqittpf:>~ipj~t~d . ·•~cR9~8ipg. to• ~9fp?il ~ydra.~lif
j·pqyv~r $~pply r~yir~rn~~ts;i?.?f<:l~Jo en~uret~al~h~ . ~¥<:lraullc
: pressure.does.not·~rqp·belciwaminirnum ()per<1,tlonJirnit.i
i TC Cut Out · If the TC Cut Out option is installed, the fuel index will be limited,
when the engine is running in TC Cut Out Mode.
Below the limiter status field is a set of dynamic labels displaying the actual fuel
index and the current fuel index limit.
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1.1.12 Prepare Start Button
The prepare start function is normally to be activated before start if the engine has
been stopped for some time. Pressing the button will start the cylinder pre-lubrica-
tion and the auxiliary blowers (if stopped).
When pressed, the button will stay down until the procedure is completed. If the
engine has not been started within a certain time, the auxiliary blowers will auto-
matically stop.
The command is available only when the engine is stopped and the prepare start-
procedure is not running.
1.1.13 Slow Turn Button
Manual slow turn is used during preparations before start of the engine, and is nor-
mally to be used with the indicator cooks open. Slow turn is used for visual inspec-
tion of the blow out. When the button is selected, the engine is operated on start-
ing air through the slow turn valve as long as the control handle is activated. If a
manual prepared start has not been executed, the system will automatically per-
form one.
1.1.14 Auto Button

The auto button is pressed when start preparations are completed, and the engine
has to be started. When selected the engine will perform a normal automatic start.
If a manual prepared start has not been executed, the system will automatically
perform one.
1.1.15 Air Run Button
The air run button function is only available in Chief level.
The air run button can be used in the following situations:
When checking the Tacho system (test), starting air valve test and after mainte-
nance (and after check with the turning gear) to check the function and movement.
Air run function is similar to the slow turning, except that the main starting valve is
open and the engine is running faster (still without fuel injection).
Slow Turn and Air Run are activated when the handle is in "run" position. This will
rotate the engine until the handle is set to »stop« (or the engine is started by press-
ing the Auto button).
1.2 Status (See Drawing 6655-0155)
The engine status screen provides extended engine information specifically for use
when changing the status of the engine, i.e. in the process from FWE to standby
state or vice versa.
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1.2.1 Main State Field
The main state field shows exactly the same information as the main state field in
the operation screen view, drawing 6655-0150. For detailed explanation, see 1.1.1
Main State Field, page 1 in this chapter.
1.2.2 Start Conditions
The Start Conditions field is a status list, showing if the engine is in the intended
state (FWE or st.by/at sea). The conditions shown in bold must be fullfilled before
the intended state can be obtained.
If a condition is shown with a green check mark, the condition is in accordance

with the intended state.
If a condition is shown with a red background and a white exclamation mark the
engine is not ready for starting.
If the condition is not relevant the background is dimmed, but a check mark or
exclamation mark will still indicate the status of the condition.
The possible status indications of each field are listed below:

Main Starting Valve in service position (Standby or At Sea)
Yellow, when main starting valve is not in service position.
Green, when main starting valve is in service position.
Main Starting Valve Blocked (FWE)
Yellow, when main starting valve is not blocked.
Green, when main starting valve is blocked.
Starting Air Distribution System in service (Standby or At Sea)
Red, when Starting Air Distribution system is blocked.
Yellow, when Starting Air Distribution system is not in service.
Green, when Starting Air Distribution system is in service.
Starting Air Distribution System blocked (FWE)
Yellow, when Start Air Distribution system is not blocked.
Green, when Start Air Distribution system is blocked.
- Starting Air Pressure (Standby or At Sea)
Red, when starting air pressure is below level for bridge start.
Green, when OK.
Control Air Pressure (Standby or At Sea)
Red, when control air is vented.
Yellow, when control air pressure is low.
Green, when control air pressure is OK.
Control Air vented (FWE)
Yellow, when control air is not vented.
Green, when control air is vented.
Turning Gear disengaged (Standby or At Sea)
Red, when turning gear is not disengaged.
Green, when turning gear is disengaged.
Auxiliary Blowers (Standby or At Sea)
Red, when blowers are not operational.
Green, when blowers are operational.
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- Hydraulic Power Supply (Standby or At Sea) (Start-up pumps)

Yellow, when HPS is not OK. (e.g. in manual mode)
Green, when HPS is OK.
- Hydraulic Pressure (Standby or At Sea)
Red, if pressure is too low.
Green, if pressure is OK.
- Zero Pitch before starting (Standby or At Sea) (CPP systems only)
Red, if pitch is not zero before starting.
Green, if pitch is zero before starting.
1.2.3 Start Air
The starting air pressure indicator displays the system starting air pressure contin-
uously.
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1.2.4 Turning Gear
The field shows either Engaged or Disengaged.
1.2.5 Control Air Pressure
The control air pressure indicator displays the system control air pressure continu-
ously.
1.2.6 Blowers
Shows the status of the auxiliary blowers, which is either:

- Stopped
Running
- Starting
Failed
1.2.7 Hydraulic Oil
The hydraulic oil pressure indicator displays the system hydraulic oil pressure con-
tinuously.
1.2.8 Crankshaft
Shows the current position of the crankshaft when turning the engine (for mainte-
nance purposes) with the turning gear, and allows checking of the position in case
of malfunction of starting air valves.
1.2.9 Pitch Start Blocking Indicator (CPP Systems Only)
On the pitch start blocking indicator, it is possible to cancel the start blocking.
(This could be relevant if the engine is stopped with the pitch in ahead or astern
position, and return to zero is not possible due to failure).
Cancel of start blocking can only be performed from Chief Level. When blocking is
cancelled this is shown with the text "Blocking Cancelled" on a red background.
1.2.1 O Start Status Indicator
The start status indicator consists of a single field containing information on the
current start status.
Three successive start attempt failures or a slow turn failure will cause Start -
Blocked. The below conditions are indicated in the start status indicator:
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Stopped
Running
Repeated Start (warning)
Slow Turn Failed (alarm)
Start Failed (alarm)
1.2.11 Details
Pressing this button will display the individual readings of the Start Air, Control Air
and Crank Shaft sensors.
1.2.12 Pneumatic Diagram
In addition to the information described above the screen contains a stylish dia-
gram of the pneumatic starting and control air system. The diagram is intended to
indicate the functionality of the system. For a specific engine, further details can be
found in the plant installation drawings supplied by the engine builder.
The pilot valves A, Band Slow Turning, can and must be activated to test that the
main starting valve and the slow turning valve open and the tightness of the start-
ing air valves in the cylinders. (This test is performed regularly with stopped engine,
see Chapter 6645-0100).
Pressing the field, encircling the pilot valves, opens a tool bar from which activation
of the pilot valves is possible.
1.3 Process Information (See Drawing 6655-0160)
This screen gives the user a quick overview of the possible limiters/governors
used. The screen always shows the values currently in use.
It is important to realise that the values on a light blue background (e.g. Pcomp/
Pscav ratio or Estimated Engine Load) are set points or estimates, where as those
on a dark blue background (e.g. Speed Actual or Hyd. Oil Actual) are actual meas-
urements. Due to the inherent difficulties of estimating process values there will
often be some deviations between the set points and the values that can be meas-
ured using e.g. PMI equipment.
1.3.1 Running Mode

This field is the same as described in 1.1.4 - Running Mode and Governor Mode
Field.
An engine running mode is based on an algorithm which continuously determines

the fuel injection and exhaust parameters that influence the cylinder process. By
controlling the cylinder process (maximum cylinder pressure, compression ratio
and blow back), fuel efficiency and emissions can be controlled to a certain extent.
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'1
For the ME engine, several running modes may exist. These contain different algo-
rithms, and provide various fuel efficiency and emission characteristics. The run-
ning modes are commissioned during test bed running.
1.3.2 Speed Control
This field is the same list of speed modifiers described in Section 1 .1.9 Speed Indi-
cator.
The Index Limiter field is the same list of index limiters described in Section 1.1.11
Fuel Index Indicator.
1.4 Process Adjustment (See Drawing 6655-0161)

ECS offers two methods for adjustment of the combustion process:
- Auto Tuning for easy tuning of the cylinder pressures for best engine perform-
ance
- Manual adjustment of process offsets for cylinder pressures and FO quality
Auto-tuning is described in section 1.4.1. For detailed information and use of auto-
tuning is referred to the "PMI Auto-tuning, Operation, User's Reference Guide",
included in the PMI installation.
Auto-tuning fu.nctions are available only for engines for which

the PMI Auto-tuning option has been selected.
Manual adjustment of process offsets is described in section 1.4.2 and is intended

for engines equipped with PMI Offline or for adjusting cylinder pressures during
operating conditions that do not allow for auto-tuning.
1.4.1 Auto Tuning (Optional)
Auto-tuning reduces the workload required for operating the engine continuously
at the design conditions, according to the actual running mode and engine load
ordered by ME-ECS. Auto-tuning covers adjustment of maximum, compression
and mean indicated pressures and is made available as "continuous auto-tuning"
(fully automatic) and as "user-controlled auto-tuning" (each auto-adjustment ses-
sion commanded by the operator).
Auto-tuning Status
With following conditions fulfilled:
Index is stable: Engine is in steady state operation, indicated by a stable gov-
ernor index
Index is sufficient: Index is above minimum required level (app. 25% load, can
be plant dependent )
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Sensor values: Valid sensor values are available from the PMI auto-tuning sys-
tem and deviation between cylinders as well as towards the reference are not
too large
The functions for auto-tuning are available, informed in the status bar as "Tuning
allowed" (green).
If one or more conditions are not met, the status bar will display "Tuning not availa-
ble", and indicate the reason here fore (yellow or red).
Continuous Auto-tuning
With continuous auto-tuning selected by the operator, the mean pressure level will
automatically be adjusted in order to minimise the deviation between ordered and
measured mean value. The continuous function is only active if the above condi-
tions are fulfilled and will adjust only within narrower limits than available to manual
adjustment. The adjustment offsets applied by the continuous function are dis-
played in the lower right corner of the "Mean" field.
User-controlled Auto-tuning
The cylinder pressures are automatically adjusted once, each time the operator
presses the command button in the toolbar. This is available for adjusting either
the engine balance or the mean pressure level:
Balancing
By pressing the "Deviation" field ... The operator can command an auto-bal-
ancing, that will balance the engine in respect to one or all of the key parame-
ters Pmax, Pcomp or Pi.
Mean Deviation
The operator can command an auto-mean deviation adjustment. The result will
be a minimised deviation between the ordered and the actual mean pressure.
This function should be used when de viation is larger than allowed to be
adjusted automatically by the continuous auto-tuning function.
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The user-controlled mean deviation function is intended only

for adjustments in relation to fuel property changes, and only
when engine is running above Pmax Break Point. Executed at
lower loads, it is required for safe engine operation to check
the maximum pressures and re-adjust if necessary when
engine load is increased.
Applying an offset in Pmax at low load (<BP), may lead to too

AcAUTION high Pmax at high engine loads.
1.4.2 Manual Adjustment of Process Offsets
The cylinder pressures can be adjusted by manually setting the corresponding

process offsets for control of fuel injection timing and exhaust valve closing time.
Cylinder load
From the "Cylinder load" tab, the operator can adjust the load limit on any cylinder,
adjust the load balance as well as cut out one or more cylinder units, however only
at Chief level. Before taking a cylinder out of operation the restriction in chapter
6645-0320 in the Operation Manual must be taken into consideration.
Cylinder pressure
From the "Cylinder pressure" tab, the operator can manually adjust Pmax level and
balance, Pcomp-Pscav ratio and exhaust valve open timing.
The "PMax offset all" function is intended used when engine is

running above Pmax Break Point. Executed at lower loads, it is
required for safe engine operation to check the maximum
pressures and re-adjust if necessary when engine load is
increased.
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Applying an offset in Pmax at low load {<BP), may lead to too

A CAUTION high Pmax at high engine load
1.4.3 Fuel Quality
On this screen a function for in- or decreased fuel oil index for all cylinders (FQA =
Fuel Quality Adjustment) is available, e.g. in case of changed fuel quality. The spe-
cific calorific value and fuel oil density must be checked in the actual fuel oil specifi-
cation delivered with the fuel samples at bunkering.
When entering new bunker values the ME system will suggest a new value for Fuel
Quality Offset. The 'Suggested Fuel Quality Offset' does not influence the engine in
any way. In order to change the actual running conditions it is necessary to
change the 'Applied Fuel Quality Offset'. Adjusting the 'Applied Fuel Quality Offset'
is required in order to make sure that the internally calculated ME-ECS load (as
displayed on the process information screen, see drawing 6655-0160) corre-
sponds to actual engine load (as estimated by e.g. PMI equipment).
Ensuring this match in internal and external power estimation is an important

aspect of getting correct functioning of the ME system.
The 'Suggested Fuel Quality Offset' is a good starting point for finding the correct
'Applied Fuel Quality Offset' however the final value must be found in an iterative
process where internal load estimation and external load estimation are compared
and 'Applied Fuel Quality Offset' is adjusted.
Mismatch between internal and external load estimation can

give rise to a wide range of problems. Including, but not limited
to, too restrictive fuel index limiters, wrong cylinder pressures
and wrong CLO usage.
1.5 Chief Limiters (See Drawing 6655-0162)
This screen gives the engineer the opportunity to set the following parameters:
1. Maximum Engine Speed.
2. Manual limitation of index at all cylinders.
3. Cut Out of one or more cylinders.
4. See status of all HCU and is able to reset a HCU in case of failure.
In Chief Index Limit[%] press down the cylinder bar graph involved. A tool bar at
the bottom of the screen allows the operator to limit fuel injection on the chosen
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cylinder. When the cylinder is to be reenabled, the bar graph of the cylinder
involved is pressed down and the fuel injection is raised to the previous value using
the arrows on the tool bar followed by [apply].
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1 Auxiliaries
The Hydraulic System, Scavenge Air and Cylinder Lubrication are monitored in the
Auxiliaries main navigator.
From each menu, the operator can control and monitor these systems.
The screens are:
1.1 Hydraulic System
1.2 Scavenge Air, also including WHR, VT and Exhaust Gas by-pass if these are
installed.
1 .3 Exhaust Gas Bypass and VT System (engine dependent)
1.4 Cylinder Lubrication
1.1 Hydraulic System (See Drawing 6655-0175)
This screen shows a simple schematic drawing of the HPS (Hydraulic Power Sup-
ply). The screen shows from three to five engine-driven pumps (depending on
engine layout) and two electrically driven start-up pumps. A bypass valve from
pump pressure side to suction side is also shown.
EL-HPS: On some plants the main HPS pumps are not engine-driven but instead
electrically driven (EL-HPS). In this case there will be no start-up pumps or bypass
valve. Apart from that the following description is valid also for EL-HPS, just ignore
the word 'engine-driven'.
If, for some reason, control signal to an engine-driven pump is lost, the pump
swash plate is deflected to 100% in ahead direction. Thereby ensuring adequate
hydraulic power for running ahead.
On engines with 4 or 5 engine-driven pumps, pump 4 is

controlled from ECUA and pump 5 is controlled from ECUB {see
drawing 7055-0150)
The following buttons can also be activated directly from the screen in Chief level:
HPS Mode
- Pump Torque Limiter
Set Point
- Bypass
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1.1.1 HPS Mode
Pressing the HPS Mode button activates a toolbar at the bottom of the screen. At
Chief level, it is possible to switch between Auto and Manual mode.
In Auto mode it is possible to perform the following commands {both Operator and
Chief level)
1 . Select one of the electrically driven pumps as master.

2. Select one of the engine-driven pumps as pressure controlling pump.
In Manual mode {Chief level) the additional command features are:
1. Adjustment of the current hydraulic pressure set point (see Section 1 .1 .3 in

this Chapter).
2. Operate engine-driven pumps bypass valve using either ACU1 or ACU3
(Bypass valve to be tested for movement every 6 months, at stopped engine,
see 1.1.5 in this Chapter).
3. Start/stop of the electric start-up pumps.
1.1.2 Pump Torque Limiter
In this field, it is possible to cancel the Pump Torque Limiter. (Chief-Level)
The torque limiter has two functions:
1 . The total torque to the engine-driven pumps must not exceed a level that can
harm gear and chain. Hence, to protect gear and chain, the sum of the
swash plate positions must not exceed a predefined value. (Engine specific).
2. To protect the individual pumps from breakdown or damage.
By pressing the Pump Torque Limiter field, a toolbar will appear, where the limiter
can be either activated or cancelled. (Cancellation' of the limiter will raise an alarm
on the MOP).
When the limiter is cancelled, the electrically controlled swash plates in the pumps
are allowed to deflect to the mechanical limitation, if the need is there. (When the
limiter is active, they are only allowed to deflect to an electrically controlled maxi-
mum position).
1.1.3 Set Point and Hydraulic Oil
Adjustment of the oil pressure set point can be done from the Set Point display,
where the actual set point is-always shown. The engine must be running. The
actual oil pressure is shown at the display as Hydraulic oil
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Adjustment of the Set Point (Chief level and manual mode) is

only intended as an option in test or failure situations.
As default, the normal operating pressure is in the 200-300 bar range and is set at
commissioning. The engine shutdown level is approximately 140 - 180 bars, also
set at engine commissioning. Both the operating pressure and the shutdown pres-
sure is engine dependent.
The pressure set point is only relevant for the engine-driven swash plate pumps,
as the pressure of the start-up pumps is limited via mechanical adjusted pressure
limiting valves. The start-up pumps are automatically stopped or startet as nee-
ded.
1.1.4 Double Pipe (Engine dependent)
This display shows the pressure in the outer pipes of the high pressure double
pipes. Normally, this pressure should be in the 0-1 O bar range, depending on the
specific engine layout. See chapter 4545-0150 for more details of the hydraulic
system.
1.1.5 Bypass Valve
On the main pressure line from the engine-driven pumps, a bypass valve is instal-
led.
At normal running with HPS mode in "Auto", the bypass will open in the event of
shutdown of the engine (wind milling can occur). This ensures oil return to the suc-
tion side of the pumps and thereby avoids cavitation and unintended wear on the
pump parts. ·
Also, if the shutdown is due to a leakage at the high pressure side, and the engine
keeps turning due to wind milling, the amount of oil spilled can be reduced by
leading the oil back to the suction side.
By checking the valve manually, it is ensured that the valve is working properly.
(The valve is to be checked manually every 6 months.) See chapter 6645-0100.
The bypass valve is tested at engine still stand, in Chief level and the HPS mode in
manual. For redundancy reasons the bypass valve is controlled both via ACU 1 and
ACU3.
1.2 Scavenge Air (See Drawing 6655-0180)
The scavenge air screen contains information and controls for monitoring and
operating the auxiliary blowers, exhaust gas bypass and VT System. (engine
dependent).
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By pressing the "Details" button, indication of the current scavenge air pressure is
shown for each individual scavenge air sensor.
The blowers are normally operating in Auto mode. Operating conditions are:
The blowers are started when :
- "Prepare start" button is pressed (Operation Screen)

Manoeuvring handle is moved to start position, prompting the system to per-
form an automatic prepare start (engine start is delayed until blowers are run-
ning and pressure is correct)
- Engine is running but the scavenge air pressure is below a certain value (e.g.
during manoeuvring)
The blowers are stopped when
- Engine is shut down

- The current sub-telegraph command state is moved to FWE position
10 minutes after engine has been stopped (adjustable)
Engine is running and the scavenge air pressure is above a specified level
- After prepare start if no start has occured within the pre-determined time
If a switch to manual operation is required, this is done by pressing the "Blowers

Mode" push button (see drawing 6655-0180). By pressing the individual blower 30
display at chief level and manual mode, it is possible to start or stop the individual
blower.
The screen contains 2 to 5 blowers, depending on the engine layout. The state of
each blower is shown. Status is either stopped, starting, running or failed.
Manual operation of the blower is mainly intended for use

during fault-finding and test situations. Selecting Manual Mode
will therefore also raise an alarm on the MOP
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1.3 Exhaust Gas Bypass and VT System (engine dependent)
Monitoring of the Exhaust Gas Bypass Systems and VT System is performed from
the Scavenge Air screen.
The actual positions and settings of the on/off bypass, the variable controlled
bypass valves and VT System are always shown on the screen.
By pressing the "Bypass Mode" push button (chief level), the bypass valve modes
can be changed between automatic and manual.
In manual mode (chief level), the variable controlled bypass valve can be opened I
closed or set to the angle desired.
In manual mode (chief level), the on/off bypass can be opened or closed.
For a detailed description of the VT System and Exhaust Bypass System see sep-
arate manuals.
1.4 Cylinder Lubricators (see Drawing 6655-0185) ME Lube
The ME lube Control System provides the operational monitoring and control of
the. ME cylinder
.
lubrication plant which lubricates the cylinders in the ME type
engine.
The following displays can be monitored:
1.4.1 Flow (l/h)
1 .4.2 Basic Feed Rate (g/kwh)
1.4.3 Actual Feed Rate (g/kWh)
The following displays can be operated at Chief level.
1.4.4 Total
1.4.5 Prelube
1.4.6 LCD
1.4. 7 S% (Sulphur Content)
1.4.8 Feed Rate Factor
1.4.9 Min. Feed Rate (g/kWh)
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1 .4.10 Feed Rate Adjust Factor
1 .4.11 Running In (g/kWh)
1.4.12 Lubricator Test Sequence
The latest Service Letter from MAN Diesel &Turbo should be

consulted with regards to feedrate adjustments and settings.
1.4.1 Flow
The Flow display shows the ordered lube oil amount in litres/hour.
If one or more lubricators are malfunctioning (e.g. Feedback

Failure) the actual amount applied will differ.
1.4.2 Basic Feed Rate
The Basic Feed Rate is a calculated rate for the complete lubricator system in g/
kWh shown with two (2) decimals. The formula for calculating the Basic Feed Rate
is= 8% x (FEED RATE FACTOR).
1.4.3 Actual Feed Rate (each cylinder)
The bar graphs for each individual LCD shows the actual feed rate per cylinder.
When running at low load the full bar is barred and the upper display on the bar
graph shows "Low Load".
1.4.4 Total
The Total display shows the total ordered amount of lubricating oil used since last
power up of the ECU involved. Pressing this display opens a toolbar with the
option to reset the total amount of lubricating oil.
Both of the values Flow and Total are based on the ordered numbers of lubrication
strokes and the displaced amount per stroke.
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1.4.5 Prelube (for test purpose)
As stated above this button is mainly used for test purposes, since the prepare
start will cause the system to automatically perform a prelube.
When the "Prelube" button is pressed a toolbar is shown on the screen. Pressing
the button "ON" triggers a prelubrication on all cylinders and evaluates feedback
from the lubricators.
Prelubrication can only be activated if hydraulic pressure is

present. This demands that the engine (Sub-telegraph) is put in
the state "Standby" or that the Hydraulic start-up pumps are
set at manual operation and started.
1.4.6 LCD
The LCD display shows whether the LCD (Load Change Dependent) lubrication is
on or off. When the LCD button is pressed, a toolbar will be displayed which will
allow the operator to disable the LCD.
1.4.7 s%
Activating the display S % enables adjustment of the Sulphur content equal to the
sulphur content in the HFO used. The range is between 0.00 to 5.00 S % and is
not adjustable outside this range.
1.4.8 Feed Rate Factor
Activating the display Feed Rate Factor enables adjustment of the feed rate for all
cylinders. The display shows the feed rate with 2 decimals and is "g/kWh%S".
1.4.9 Min. Feed Rate
The display Min. Feed Rate enables adjustment of the minimum feed rate for all
cylinders. The value is displayed in g/kWh and is normally set to 60% of the basic
recommended feed rate.
1.4.1 O Feed Rate Adjust Factor
Activating the display Feed Rate Adjust Factor enables adjustment of the feed rate
for each cylinder separately.
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1.4.11 Running in [g/kWh]
When a cylinder is being run-in, the feed rate can be entered by this display. Run-
ning- in of a single cylinder is described in chapter 2245-0100. The latest service
letter from MAN Diesel & Turbo should be consulted as mentioned earlier.
1.4.12 Lubricator Test Sequence
Pressing the Lubricator Test Sequence starts a continuous activation of the lubri-
cator at predefined injection rate (different from "Prelube" 1 .4.5 where the injection
of oil is done at the fastest possible speed.)
This feature is used after repairs, etc. on the lubricator(s), enabling the engineer to
manually check the lubricator for leaks and injection.
If a single button (cylinder 1, 2, 3, etc.) is pressed, a toolbar is shown on the

screen. The toolbar enables the engineer to start test of the lubrication on the par-
ticular cylinder concerned or on all lubricators.
In case of CCU failure (and the CCU can not be replaced immediately) please see
description 6645-0321 for how to obtain the back-up signal for lubrication.
The lubricator test can only be activated if hydraulic pressure

is present. This requires that the engine (Telegraph) is put in
state "Standby" or that the Hydraulic start-up pumps are set at
manual operation and started.
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1 Maintenance
The maintenance screens give an overall view of the status of the ECS system
seen on the following three screens. Drawings 6655-0190 - 6655-0195 -
6655-0200.
1 .1 MPC description
1.2 System View 1/0 Test
1.3 Invalidated Inputs
1 .4 Network Status
1.5 Function Test
1.6 Troubleshooting
The above-mentioned five maintenance screens can be accessed via the secon-
dary navigator by pressing the "Maintenance" button in the main navigator. They
are mainly used at engine commissioning, during fault finding on 1/0 cabling I
channels and external connections to sensors and during engine operation. The
use of these screens is therefore relevant for engine crew as well.
1.1 MPC description
To understand the use of this screen, an explanation of the layout of the Multi Pur-
pose Controller (MPC) is appropriate.
The MPC is a computer unit which has no user interface such as a display or a
keyboard, but has a wide variety of inputs/outputs (1/0) for interfacing to sensors
and actuators of the engine, e.g.: (see drawing next page).
Inputs for e.g. tacho signals, standard (0)4-20mA transducers, ± 1OV signals,
switches and 24V binary signals.
- Outputs such as (0)4-20mA and ± 1OV signals, contacts and high-speed semi-
conductor switches.
Duplicated Control Network for security.
Serial communication controller for either a Remote 1/0 Network or point-to
point serial communication.
Service channel to be connected to a laptop PC for service purposes.
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The main processor of the Multi Purpose Controller is a Motorola 68332, which is
a 32-bit processor »borrowed« from the automotive industry. It includes an on-chip
timing co-processor for synchronisation with the crankshaft rotation and speed
measurement.
To ease the production of the Multi Purpose Controller, all programmable compo-
nents are in-circuit programmable, which also allows field update of the controller
by means of relatively simple tools. The MPC contains no harddisk or other sensi-
tive mechanical components, and the software is stored in a non-volatile Flash-
PROM memory, i.e. the application software may be sent to and programmed into
the Multi Purpose Controller through the network, and thereby restore the func-
tionality after the Multi Purpose Controller has been exchanged with a spare unit
from stock.
The MPC is, as shown on the picture below equipped with a battery. This battery
is used for Back-up power to the clock - watch of the MPC in the event that the
24 V power is turned-off. All clocks of all MPC's are synchronised via the network.
Synchronisation is done regularly and always after power is on after a possible
power off. Regarding battery in MPC: See workcard 4765-1901.
When a new MPC is mounted in the cabinet, the dongle in the cabinet is mounted
in the dongle plug-in, after reconnection of all wires. The dongle tells the "new"
MPC in which cabinet it is mounted and, in that way, which software and parame-
ters it should upload from the MOP harddisk (e.g. CCU1, ACU 3 or EICUA).
The MPC is also equipped with a light diode, capable of showing green, yellow or
red light. This light tells the engineer in what status the MPC is.
During normal running the diode is green. When the diode is yellow, the MPC is
rebooting or is in Test or Configuration Mode. When the diode is red, the MPC is
unavailable. If resetting does not solve the problem with the red diode then
replacement of the MPC might be neccesary. ·
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Socket for battery
Light Diode ..-
Reset button
Socket for ID Dongle
1.2 System View 1/0 (See Drawing 6655-0190)
The icons (see drawing 6655-0190 1(4)) shown on the controllers, show the status
of each single controller, e.g. whether it is in mode:
Active
Controlling
Test
Configuration
Blocked
Not accessible
By pressing a single controller on this screen (in this case CCU 1 is pressed and
shown on drawing 6655-0190 2(4)), the actual inputs/outputs on the selected
controller are shown.
The screen shows Info, ID and Descriptions and process values of each single
channel on the MPC.
It is possible to see each single channel in both Normal and Test Mode, but to set
an output channel manually, Test Mode has to be chosen.
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Changing to TEST Mode will STOP the MPC from controlling the
A CAUTION system.
By pressing the channel number to the left of the individual channel, for instance
screen 3(4) on drawing 6655-0190, a single channel is shown (in this case, chan-
nel 30 on CCU1). The status and values of this channel are listed on this screen.
From this screen, input channels can be invalidated and validated again see page
4(4) on drawing 6655-0190 (Chief Level).
Changing the status of a channel may cause the system to

A CAUTION malfunction.
The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the MPC.
If a channel is invalidated, the ECS will continue to operate in the best possible
way, without the invalidated input sensor value.
1.3 Invalidated Inputs {See Drawing 6655-0195)
If an input channel is invalidated (as described in Section 1.2 above), it is listed on

the screen "Invalidated Inputs". ID number, signal ID and a short description to
easily overview and recognise the channel(s) involved are shown on this screen.
The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the MPC. If a channel is invalidated, the ECS will con-
tinue to operate in the best possible way, without the invalidated input sensor
value.
Input Channels Invalidated can be validated from this screen (Chief Level).
Changing the status of a channel may cause the system to

A CAUTION malfunction.
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1.4 Network Status (See Drawing 6655-0200)
This screen gives the engineer an overall view and exact status of the Control Net-
work of the ECS
From this screen, it is possible to see the status of the Network using the icons
named below: (Icons are visible at drawing 6655-0200, bottom)
•OK
•This MOP
• No Reply Single Channel
• No Communication
• Not Accessible
• On-line But No Information
• Not Relevant
•Reference
• Cross Connection
When all fields are shown with a green J (check mark) everything is okay.
1.5 Function Test (See Drawing 6655-0203)
The Function Test tab consists of 3 items (submenus).
1.5.1 HCU for each cylinder
1.5.2 Tacho Equipment
1.5.3 HPS for each pump
The main purpose of these three screens, is to provide the engine personnel with a
tool to test the function of the HCU, HPS and tacho equipment and their related
components. Also the function test screens are used when replaced components
are to be calibrated, e.g. in case of replacement of a fuel plunger sensor.
The function test screens are made as a step-by-step procedure, guiding the
engine personnel through the tests. Each test begins with a few preparation steps
in order to ensure the right conditions before commencing the actual test. The
MOP must be in CHIEF access level and if not otherwise stated, the engine must
be stopped before commencing the test.
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When rebooting an MPC in test mode, multiple alarms

irrelevant to the test may occur.
1.5.1 HCU
The HCU tab is focusing on the FIVA valve. Depending on the configuration, the
list contains three or two function tests. Only the FIVA valves with external amplifier
have the option of an Amplifier Test. In the following all three function tests are
explained.
As the HCU function test list is longer than the height of the
screen a scrollbar is placed to the right.
Preparation of HCU Test
To begin the function test press the button START and follow the steps on the
screen.
" " " " :::: ~

In order to varify that the fuel booster or exhaust valve are
·NIDll
• • <
." functioning as expected, an assistant must be stationed on the
engine top at the unit in question during the test. For this test
fuel pressure must be present.
Test of FIVA valve and calibration of Fuel Plunger
If the CCU MPG is not in test mode when the START button is pressed, the engi-
neer is prompted to switch to test mode and reboot the MPG. Once the MPG has
been rebooted, the function test will continue.
For testing of the fuel injection components, the FIVA will make
AcAUTION one fuel injection.
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The fuel injection is verified by the assistant on the engine top by feeling the shock-
wave on the respective fuel injection pipe, and feeling on the high pressure pipes.
For testing the exhaust valve components, the FIVA will activate the respective
exhaust valve once. This is verified by the assistant, by listening for the "thump"
sound of the exhaust valve opening and closing.
The test values listed on blue background in the far right column when the function
test is finished and will under normal circumstances be within the default reference
range listed next to the test value column.
If for some reason the test value differs from the reference value, this will be shown
in one of the following ways: ·
1$$?• Signal and value ok.

Signal not present. (check if the MPG is connected to the network)
Signal value outside reference range. (Value electrically out of range or wire-break)
If the test is successfully completed then the user has the option to use the SAVE
button to upload the new calibration setpoints to the MPCs. Should this operation
fail then another attempt should be made after approximately 30 seconds.
Amplifier test (only applicable to Curtis Wright FIVA valves}
This amplifier test enables the engineer to test the FIVA amplifier. When the START
button is pressed 'a set of adjustment buttons will appear on the toolbar.
The adjustment voltage range for channel 70 lies between -3.6V to +3.6V. If signal
value field for ch. 70 turns red, this normally indicates that something is wrong with
the MPC.
The signal value field for ch. 33 has the same different types of error indications as
shown above. If any of these are triggered then this most likely indicates that
something is wrong with either the amplifier or the connections to the amplifier.
Cycle Test of Exhaust Valve and I or fuel injections
When START button is pressed, a set of buttons will appear on the toolbar, which
enables the engineer to start a repeated cyclic test of the exhaust valve, in other
words, the exhaust valve will continue opening and closing until the STOP button
is pressed. Also for the fuel booster a single injection test is possible (both during
the cyclic test and independent of this).
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Activation of "single injection" will lead to one full MCR fuel

A CAUTION Injection in the cylinder. Several activation will lead to filling of
the combustion chamber with fuel oil.
Reboot of CCU
Reboot the CCU MPC to test mode in order to continue with tests or reboot to set
the CCU MPC to normal operating mode (finished with function tests).
1.5.2 Tacho
The Tacho Test allows for the verification of the angles of the Tacho Pick-Ups and
angle encoder fine adjustment of certain parameters.
Test of Tacho Signals
Press Start and follow the instructions on the screen. Make sure that an assistant
is standing by to activate the Turning Gear, and verify the crankshaft position.
During the test the following is displayed on the screen:
A: xx B: xx (blue background):
If the crank has been turned to the prescribed angle when the background is blue,
then the value is correct. Continue to next step.
A: xx B: xx (yellow background):
If the crank has been turned to the prescribed angle and the background is still
yellow, then the test has failed. Continuation of the test is not possible. By press-
ing the details button, specific information regarding the failure is displayed. Check
and adjust the Tacho arrangement.
The x in the test can be either T or F
Setting of Fine Adjustment Parameters
As indicated on the screen a certain minimum engine speed is required in order for
the ME system to measure a correct 'delta Tacho-B' value.
The 'Trigg Offset AH' value that is to be entered must be taken from the PMI
equipment (see PMI manual). The 'Trigg Offset AH' value is not measured by the
ME system, that is why a PMl-0 diagram is required as part of the setting of the
final Tacho parameters.
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1.5.3 HPS
The HPS function Test allows for the test and calibration of the hydraulic pumps.
Up to 5 pumps can be present depending on system configuration, each tab cor-
responds to a pump.
Preparation
To start the test press" Start" and make sure that a start-up pump is in local con-
trol on the starter cabinet, and running so that the necessary hydraulic pressure
can be maintained.
Test
Press" Start" and follow the instructions on the screen. Make sure an assistant is
standing by at the pump to check the swash plate angle.
During the test the following is shown on the screen:
Icons with background colours can be seen in chapter 1.5.1.
x.x mA (blue background):- Value ok - go to next step.
x.x mA (red background):- Value is outside the measurement interval {4-20mA)

continuation of the test not possible - check the sensor and cables.
x.x mA (yellow background):- Value differentiates from the reference value. Contin-
uation of the test not possible. Check the sensor.
If all of the steps are satisfactory calibration of the specific pump is carried out by
pressing " Save ". The test is concluded by rebooting the MPC back to Normal .
Mode.
1.6 Troubleshooting (See Drawing 6655-0204)
This screen is used for performing troubleshooting on the Hydraulic Cylinder Unit
and the Hydraulic Pressure System. The HCU Events and HPS Events are used to
show the actual movements of FIVA valve, plunger positions, exhaust valve move-
ments and swash plate positions as trend graphs.
1.6.1 HCU (See Drawing 6655-0204 page 1-5)
On this screen FIVA activation can be performed to execute fuel plunger and
exhaust valve movement to check whether the system is working correctly.
Activation of the FIVA is performed by changing MPC Mode into Test Mode and
activating the buttons displayed in the toolbar.
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The cyclic test is only a cyclic activation of the exhaust valve.
Activation must only be performed with stopped engine. Each

A CAUTION activation of the fuel plunger results in a fuel injection into the
cylinder.
1.6.2 HPS (See Drawing 6655-0204 page 6)
On this screen the swash plate position for each pump can be regulated to check
whether the system is working correctly.
Activation of the swash plate position is performed by changing MPC Mode into
Test Mode and activating the buttons displayed in the toolbar.
The swash plate position can be seen on input ch 34 and compared with the
desired setpoint.
When finish testing put MPC back to normal mode.
1.6.3 HCU and HPS Events (See Drawing 6655-0204 page 7-8) (Only available on MOP B)
These screens are an aid for the engineer and are used to monitor the actual
movements of the HCU and HPS related signal. E.g. used to identify trouble in
case of a malfunction of the electrical and mechanical components.
The HCU and HPS Events include a lot of very useful information for e.g. trouble-
shooting.
It can however in certain cases be difficult to make quantitative conclusions based

on HCU and/or HPS Events logs taken during a situation where problems are
present (e.g. deviating cylinder pressures, hunting hydraulic pressure, etc.).
In those cases it is very helpful to have HCU and HPS Events logs from periods
where there were no problems or irregularities. By comparing these logs with logs
from situations where problems are present it is often possible to make qualitative
conclusions regarding the current problems.
Therefore it is recommended to take manual HCU and HPS Events logs from time
to time when no problems or malfunctions are present.
A suggested procedure is to make a note regarding the current speed, index and
internal estimated power together with the names of the HCU and HPS Event logs
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and then save these on either a USB stick or some other computer (so the logs
are still available even if MOP-Bis later replaced).
' ' Always ensure that any USB memory stick inserted into the
NORQB , z': MOP is scanned and cleaned of any malware.
' '
A list of available dumps can be found in the upper left part of the list - newest on
top. To display the contents mark an element in the list and press "Show
Sequence".
Both manual dumps (Log Manually) and automatic dumps can be performed for
special failures I alarms.
The event which caused the dump is described in the text above the graph area.
The time of alarm is shown as a vertical dashed line. The display of measured val-
ues can be turned on and off by pressing the buttons on the left side of the
screen.
By clicking and holding (the cursor turns into a hand) in the area left of the Y- axis
or in the area below the X - axis, the graph can be moved vertically or horizontally.
Zooming can be carried out by drawing a square in the graph area while "default
view" can be recalled by pressing" Zoom to fit"
Storing both PMI diagrams and HCU Events logs from days with no problems, will
greatly improve the options available for later troubleshooting. Therefore it is a
good idea to take the HCU Events logs together with Performanc~ Measurements
and then save it all together.
1.6.4 CoCoS EDS
As described on drawing 6655-0125 MOP B is connected to the Cocos EDS PC

{which also runs the PMI software).
CoCoS EDS is not a part of the ECS, however it is an essential tool with regards to
troubleshooting and diagnostics.
Therefore it is important that Cocos EDS is running correctly and that the connec-
tion is functioning. All the time.
The CoCoS EDS installation includes guidance on how to evaluate and trouble-
shoot the connection.
1.6.5 Data logging
In the case that assistance from external parties is needed, it is essential for trou-
ble shooting that following data is delivered to external parties:
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- A clear description of the case

- ECS Alarm/Event Log
- ECS parameter file (Spaf)
- ECS HCU data logger files
- ECS H PS data logger files
- EDS data logger files
Al this information can be gathered automatically with a program called "Dat-

Gat.exe" that is found on the CoCoS-EDS CD. A description on how to use the
"DatGat.exe" program can also be found on the CoCoS-EDS CD. The program
can also be downloaded from the following adress:
Https//dieselport.mandiesel.com
.:· . . ~illf!:i·'.:j;~ The above mentioned data and logfiles will contribute to speed
up the troubleshooting process, and are for that reason very
~.:,.: ~ ~"""' ~~'::~>o:""' ~ { ~<,, .,_ :-;_.., ~ ,,,_'S,.,=.;.,_.,.,::;:
important for external parties
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1 System
The screens are:
1.1 Set Time
1.2 Version (software and IMO Check Sum)
1.1 Set Time (See Drawing 6655-0205)
At the Set Time screen, the operator is able to set the time/date for UTC (Chief
Level required) or to set the time offset for Local Time in intervals down to 5
minutes.
Pressing on either button "UTC Date/Time" or button "Local Date/Time" will dis-
play toolbars {shown on drawing 6655-0205). From these toolbars, Date and Time
can be set.
Pressing the buttons "UTC Time displayed" or "Local Time Displayed" enables the
operator to choose between the time to be displayed at the MOP panel (upper
right corner) and in the lists (alarm list, event log etc.)
Alarms and logs are recorded with both Local Time/Date and UTC Time/Date
regardless of which time/date is selected for displayed .
Always ensure a correct setting of UTC. The ECS has no

. . . . . ',. ';' .l connections to the ship's master clock
~ ':'< ':'; v
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1.2 Version (See Drawing 6655-021 O)
1.2.1 Background
This screen displays the version type of the ECS controlling the ME engine. It is
used to obtain the configuration information of the Electronic Control System (ECS)
in an ME engine. It displays, in table format, all the controllers that comprise the
system, including specific information relating to each controller.
1.2.2 Screen Items
In the upper system information line, general information of the ECS system for this
particular engine is shown. The fields are: (See drawing 6655-0210)
Product Name & Version The name and version of the ECS software
Engine Group No. The Engine number of the engine builder
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IMO No. Engine IMO number (former Lloyds number)

Engine Builder Name of engine builder
Eng. No. Engine Serial number
1.2.3 Controller information
In the Controller information panel, data for each Controller in the system is dis-
layed. The pane contains the following:
1.2.4 Controller unit
ID Name of MPC (controller)

Addr. Network Address of MPC
Type Application group the MPC belongs to (ACU, CCU, ECU, EICU or SCU)
1.2.5 Parameters Check Sums
The Parameter Check Sums are indications of the current parameter values in the
ME system. They are used as a method for determining if parameters have been
changed. Especially the IMO Design parameters must not be changed compared
to shop trial values, since they control emission and performance relevant parame-
ters.
No changes made on the MOP will change the IMO Design Parameters Check
Sums.
It is not possible to recreate the parameters of the ME system

from the Check Sums, therefore sending a screen dump of this
screen is not sufficient for external parties who inquire about
specific parameter values.
1.2.6 Using the Screen

When the screen is first displayed, no information appears on the table. Press the
"Refresh" button to retrieve the system information and parameter checksums of
all controllers connected to the ECS. (See drawing 6655-0210.)
If at least one controller supplies information on the system that does not agree
with the other controllers, a warning message is displayed in yellow in the specific
controller unit and at the toolbar.
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Pressing the Export button generates a hardcopy of the information displayed in

the table that can be saved to a hard drive or USB memory stick. This exported file
is compressed in Zip format and must be unpacked to be readable. The file format
is:
SWVersNParamChecksums on <Date & Time> for <MOP> <SW-version> on IMO

<IMO number> Engine no <Engine number>.zip
Always ensure that any USB memory stick inserted into the
MOP is scanned and cleaned of any malware.
1.3 Power Off
The Power Off button acts the same way as the "Shut Down" button in Windows
Operating Systems on PCs.
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1. Cause
If flakes of burning or glowing carbon deposits drop into the oil sludge at the
bottom of the scavenge air box, this sludge can be ignited and serious damage -
can be done to the piston rod and the scavenge air box walls, possibly reduc-
ing the tension of the staybolts.
Ignition of carbon deposits in the scavenge air box can be caused by:
• prolonged blow-by,
• "slow combustion" in the cylinder, owing to incorrect atomization, incor-

rect type of fuel valve nozzle, or "misaligned" fuel jets.
• "blow-back" through the scavenge air ports, due to an incorrectly adjusted

exhaust cam disc or large resistance in the exhaust system (back pres-
sure).
To keep the exhaust resistance low, heavy deposits must not be allowed to col-
lect on protective gratings, nozzle rings and turbine blades, in addition the back
pressure after the turbocharger must not exceed 350 mm WC.
2. Warnings of Fire
If the auxiliary blowers do not start during low-load running, on account of a fault,
or the switch for the blowers not being in "Auto"-position, unburned fuel oil rnay ac""
cumulate on top of the pistons.
This will involve the risk of a scavenge air box fire.
In order to avoid such fires:
• obtain permission to stop the engine
• stop the engine
• remove any unburned fuel oil from the top of the pistons
• re-instate the supply of scavenge air
• start the engine.
The switch for the auxiliary blowers should be in "AUTO"-position during all
modes of engine control, i.e.:
• remote control
• control from engine side control console.
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A fire in the scavenge box manifests itself by:
• an increase in the exhaust temperature of the affected cylinder,
• the turbocharger may surge,
• smoke from the turbocharger air inlet filters when the surging occurs,
• the scavenge air box being noticeably hotter.
IA~UrtoNj
If the engine stops on shut-down or if the operator performs a safety stop, the
auxiliary blowers are stopped independently of the operating mode (automatic or
manual).
If the fire is violent, smoky exhaust and decreasing engine revolutions will oc- ·
cur.
Violent blow-by will cause smoke, sparks and even flames to be blown out
when the corresponding scavenge box drain cock is opened - therefore keep
clear of the line of ejection.
Monitoring devices, see Chapter 7045-0100, in the scavenge air space give
alarm and slow-down at abnormal temperature increase.
For CPP-plants with shaft generator engaged, an auxiliary engine will be start-
ed automatically and coupled to the grid before the shaft generator is disen-
gaged and the engine speed reduced (see Drawing 6655-0120).
3. Measures to be taken
Owing to the possible risk of a crankcase explosion, do not stand near the relief
valves - violent flames can suddenly be emitted.
1. Reduce speed/pitch to sLow, if not already carried out automatically, see

above, and ask bridge for permission to stop.
2. When the engine STOP order is received, stop the engine and switch-off the
auxiliary blowers.
3. Stop the fuel oil supply.
4. Stop the lub. oil supply.
5. Put the scavenge air box fire extinguishing equipment into function.
See Drawing 5455-0105. To prevent the fire from spreading to adjacent
cylinder(s), the ball valve of the neighbouring cylinder(s) should be opened
in case of fire in one cylinder.
Do not open the scavenge air box or crankcase before the site of the fire has
cooled down to under 100 °C. When opening, keep clear of possible fresh
spurts of flame.
6. Remove dry deposits and sludge from all the scavenge air boxes.
See also Chapter 0545-0100.
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7. inder liners, and inspect their surface condition, alignment, and whether
distorted. If in order, coat with oil.
Continue checking and concentrate on piston crown and skirt, while the
engine is being turned (cooling oil and water on). Inspect the stuffing box
and bottom of scavenge box for possible cracks.
8. If a piston caused the fire, and this piston cannot be overhauled at once,
take the precautions referred to in Chapter 6645-0120
If the scavenge air box walls have been heated considerably, the staybolts
should be retightened at the first opportunity.
Before retightening, all engine parts must be returned to normal operating

temperature.
4. Scavenge Air Drain Pipes

To ensure proper draining of oil sludge from the scavenge air boxes, thereby
reducing the risk of fire in the scavenge air boxes, we recommend:
• Daily check with the engine running
• Cleaning of drain pipes at regular intervals
4.1 Daily checks with the engine running:

1. Open the valve between the drain tank and the sludge tank.
2. Close the valve when the drain tank is empty.
3. Check the pipes from flange AV to the drain tank venting pipe:
This indicates free passage from flange AV to the drain tank venting pipe.
• Clean the pipes as described below, at the first opportunity.
4. Check the pipes from the test-cocks to flange AV:
Open the test cocks, one by one, between the main drain pipe and the
scavenge air boxes and between the main drain pipe and the scavenge air
receiver/auxiliary blowers.
Begin at flange AV, and proceed towards flange BV.

Use the procedure on the next page to locate any blockages.
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Does air or oil blow-out from the individual test-cock?
•m The scavenge air space is being drained correctly.

This indicates free passage from the actual test cock to flange AV.
The scavenge air space is not being drained correctly.
This indicates that the main drain pipe is blocked between the test cock which
blows-out oil, and the neighbouring test cock near the flange A\/.
Clean the drain pipe as described below, at the first opportunity.
4.2 Cleaning of drain pipes at regular intervals:

The intervals should be determined for the actual plant, so as to prevent block-
ing-up of the drain system.
Clean the main drain pipe and the drain-tank discharge pipe by applying air,
hot water or steam during engine standstill.
,,~,'~~~ON] If leaking valves are suspected, dismantle and clean the main drain pipe manually.
If hot water or steam is used, the risk of corrosion on the piston rods must be
considered, if a valve is leaking.
1. Check that the valve between flange AV and the main drain pipe is open.
2. Close all valves between the main drain pipe and the scavenge air boxes,
and between the main drain pipe and the scavenge air receiver/auxiliary
blowers.
If hot water or steam is used, it is very important to close all valves, to

prevent corrosion on the piston rods.
3. Open the valve at flange BV on the main drain pipe.
This channels the cleaning medium to the main drain pipe.
4. When the main drain pipe is sufficiently clean, open the valve between the
drain-tank and the sludge tank. ·
This will clean the drain tank discharge pipe.
5. When the drain tank discharge pipe is sufficiently clean, close the valve
between the drain tank and the sludge tank. ·
6. Close the valve at flange BV.
7. Finally, open all valves between the main drain pipe and the scavenge air
boxes, and between the main drain pipe and the scavenge air receiver/
auxiliary blowers.
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1. Cause
When the engine is running, the air in the crankcase contains the same types
of gas (N 2 -0 2 -C0 2) in the same proportions as the ambient air, but there is also
a heavy shower of coarse oil droplets that are flung around everywhere in the
crankcase.
If abnormal friction occurs between the sliding surfaces, or heat is otherwise

transmitted to the crankcase (for instance from a scavenge air fire via the piston
rod/ stuffing box, or through the intermediate bottom), "Hot spots" can occur
on the heated surfaces which in turn will cause the oil droplets falling on them
to evaporate.
When the oil vapour condenses again, countless minute droplets are formed
which are suspended in the air, i.e. a milky-white oil mist develops, which
is able to feed and propagate a flame if ignition occurs. The ignition can be
caused by the same "hot spot" which caused the oil mist.
If a large amount of oil mist has developed before ignition, the burning can
cause a tremendous rise of pressure in the crankcase (explosion), which forces
a momentary opening of the relief valves. In isolated cases, when the entire
crankcase has presumably been filled with oil mist, the resulting explosion
blows off the crankcase doors and sets fire to the engine room.
In the event that a crankcase explosion has occurred, the complete flame arrester
of the relief valves must be replaced.
Similar explosions can also occur in the scavenge air box and gear box (only
NOTE ME/ME-C) or chain casing (only ME-8 and MC/MC-C).
Every precaution should therefore be taken to:

A) avoid "hot spots"
B) detect the oil mist in time.
A. "Hot Spots" in Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearing
journal surfaces become too rough (owing to the·lubricating oil becoming cor-
rosive or being polluted by abrasive particles).
For these reasons, it is very important to:
purify the lubricating oil correctly,
make frequent control analysis (see Chapter 2245 and 3045),
ensure that the filter gauze is maintained intact.
Due to the high frictional speed of the thrust bearing, special care has been
taken to ensure the oil supply to this bearing.
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Monitoring equipment is included to give an alarm in the event of low circulat-

ing oil pressure and/or high temperature of thrust bearing segments. Keep this
equipment in tip-top condition. (See Chapter 7045-0100).
Feel over moving parts (by hand or with a "thermo-feel") at suitable intervals
(15-30 minutes after starting, one hour later, and again at full load, (see Chapter
6645-0130).
The checks in Chapter 6645-0100 are still the best safeguard against "hot
spots" when starting up after repairs or alterations affecting the moving parts,
and should never be neglected. If in doubt, stop and feel over.
B. Oil Mist in Crankcase

In order to ensure a fast and reliable warning of oil mist formation in the crank-
case, constant monitoring is provided using an "Oil Mist Detector", which sam-
ples air from each crankcase compartment.
The detector gives alarm and slow-down, see Chapter 7045-0100, at a mist
concentration which is less than the lower explosion limit, LEL, to gain time for
stopping the engine before ignition of the oil mist can take place.
See also the special instructions from the supplier of the oil mist detector.
For CPP-plants with shaft generator engaged, an auxiliary engine will be start-
ed automatically and coupled to the grid, before the shaft generator is disen-
gaged and the engine speed reduced (see Drawing 6655-0120).
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2. Measures to be Taken when Oil Mist has Occurred
Do not stand near crankcase doors or relief valves, nor in corridors near doors to the
engine room casing, in the event of an alarm for:
a. oil mist
b. high lube oil temperature
c. no piston cooling oil flow, or
d. scavenge box fire
Alarms b, c and d should be considered as pre-warnings of a possible increasing

oil mist level.
See also our Service Letters SL97-348/ERO and SL00-377/CEE
1. Reduce speed/pitch to slow-down level, if not already carried out automati-

cally, (see Chapter 7045-0100), see above.
2. Contact the bridge for permission to stop.
3. When the engine stop order is received:

- stop the engine
- close the fuel oil supply.
4. Switch-off the auxiliary blowers and engine room ventilation.
5. Open the skylight(s) and/or "stores hatch".
6. Leave the engine room.
7. Lock the casing doors and keep away from them.
8. Prepare the fire-fighting equipment.
Do not open the crankcase until at least 20 minutes after stopping the en-
gine. When opening up, keep clear of possible spurts of flame. Do not use
naked lights and do not smoke.
9. Stop the circulating oil pump. Take off/open all the lowermost doors on one
side of the crankcase. Cut off the starting air, and engage the turning gear.
10. Locate the "hot spot". Use powerful lamps from the start.
Feel over, by hand or with a "thermo-feel'', all the sliding surfaces (bear-
ings, thrust bearing, piston rods, stuffing boxes, crossheads, tel-
escopic pipes, vibration dampers, moment compensators, etc.).
See also item 14.
Look for signs of squeezed-out bearing metal and discolouration caused by

heat (blistered paint, burnt oil, oxidized steel). Save possible bearing metal
found at bottom of oil tray for later analyzing.
11. Prevent further "hot spots" by preferably making a permanent repair. In case
of bearings running hot, see Chapter 2545-0100 and Chapter 0545-0100.
Ensure that the respective sliding surfaces are in good condition. Take.
special care to check that the circulating oil supply is in order.
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12. Start the circulating oil pump and turn the engine by means of the turning
gear.
Check the oil flow from all bearings, spray pipes and spray nozzles in the
crankcase, chaincase and thrust bearing (Chapter 6645-0100).
Check for possible leakages from pistons or piston rods.
13. - Start the engine.
After:
- 15-30 minutes,
- one hour later,
- when full load is reached:
- Stop and feel over.
- Look for oil mist.
Especially feel over (by hand or with a "thermo-feel") the sliding surfaces
which caused the overheating. See Chapter 6645-0130.
14. In cases where it has not been possible to locate the "hot spot", the pro-
cedure according to item 10 above should be repeated and intensified
until the cause of the oil mist has been found and remedied.
There is a possibility that the oil mist is due to "atomization" of the circulat-
ing oil, caused by a jet of air/gas, e.g. by a combination of the following:
- Stuffing box leakages (not air tight).
- Blow-by through a cracked piston crown or piston rod (with direct con-
nection to crankcase via the cooling oil outlet pipe).
- An oil mist could also develop as a result of heat from a scavenge fire
being transmitted down the piston rod or via the stuffing box. Hot air
jets or flames could also have passed through the stuffing box into the
crankcase.
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1. General
During normal operation, a few sporadic surges will often occur, e.g. at crash
stop or other abrupt manoeuvrings. Such surges are normally harmless, pro-
vided the turbocharger bearings are in a good service condition.
However, continuous surges must be avoided, as there is a risk of damaging

the rotor, especially the compressor blades.
All cases of turbocharger surging can be divided into three main categories:
1. Restriction and fouling in the air/gas system.
2. Malfunction in the fuel system.
3. Rapid variations in engine load.
However, for convenience, the points in the "check lists" below are grouped ac-
cording to specific engine systems. See also Drawing 6655-0225
2. Causes
2.1 Fuel Oil System
• Low circulating or supply pump pressure .
• Air in fuel oil
• Water in fuel oil
• Low preheating temperature
• Malfunctioning of deaerating valve on top of venting tank
• Defective suction valve
• Sticking fuel pump plunger
• Sticking fuel valve spindle
• Damaged fuel valve nozzle
• Defect in overflow valve in fuel return pipe
• Faulty load distribution (this will be monitored in the ECS .
2.2 Exhaust System

• Exhaust valve not opening correctly
• Damaged or blocked protective grating before turbocharger
• Increased back pressure after TIC .
• Pressure pulsations after TIC .
• Pressure pulsations in exhaust receiver
• Damaged compensator before TIC .
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2.3 Turbocharger
• Fouled or damaged turbine side
• Fouled or damaged compressor side
• Fouled air filter boxes
• Damaged silencer
• Bearing failure.
2.4 Scavenge Air System

• Fouled air cooler, water mist catcher, and/or ducts
• Stopped water circulation to cooler
• Coke in scavenge ports
• Too high receiver temperature.
2.5 Miscellaneous
• Rapid changes in engine load.
• Too rapid rpm change:

a. when running on high load
b. during manoeuvring
c. at shut downs/slow downs
d. when running ASTERN.
e. due to "propeller racing" in bad weather.
3. Countermeasure
Continuous surging can be temporarily counteracted by "blowing-off" from the
valve at the top of the air receiver. However, when doing this the exhaust tem-
peratures will increase and must not be allowed to exceed the limiting values,
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1. General
The engine is designed and balanced to run with all cylinders as well as all tur-
bochargers working. If a breakdown occurs which disables one or more cylin-
ders, or turbochargers, repair should preferably be carried out immediately.
If this is not possible, the engine can be operated with one or more cylinders or
turbochargers out of operation, but with reduced speed owing to the following:
1. As, in such cases, the air supply is no longer optimal, the thermal load will
be higher.
Therefore, depending upon the actual circumstances, the engine will have
to be operated according to the restrictions mentioned in Items 4 and 5
further on in this chapter.
Sometimes high exhaust temperatures can occur at about 30-40% load, cor-
NllE responding to 67-73% of MCA speed. Avoiding to operate the engine with in
this range may be necessary.
2. Pressure pulsations may occur in the scavenge and exhaust receivers,

which can give a reduced air supply to any one of the cylinders, and as a
result cause the respective exhaust temperatures to increase.
The fuel pump index for these cylinde.rs must therefore be reduced to keep
the exhaust temperatures (after valves) below the value stated in Chapter
7045-0100. However, see "Note" in item 1 above.
3. Since the turbochargers will be working outside their normal range, surg-
ing may occur.
This can generally be remedied by "blowing off from the scavenge air re-
ceiver. The increased temperature level caused by this must be compen-
sated for by reducing the engine revolutions, until the exhaust tempera-
tures are in accordance with the values stated in Chapter 7045-0100.
If more than one cylinder must be cut out of operation, and the engine has
two or more turbochargers, it may be advantageous to cut out one of the
turbochargers. However, see "Note" in item 1 above.
4. When cylinders are out of operation, hunting may occur. When this hap-
pens, the load limit must be limited on the MOP.
5. With one or more cylinders out of operation, torsional vibrations, as well as

other mechanical vibrations, may occur at certain engine speeds.
The standard torsional vibration calculations cover the following condi-

tions:
- normal running
- misfiring of one cylinder
The latter leads to load limitations, see Item 4, which in most cases are ir-
respective of the torsional vibration conditions; additional restrictions may
occur depending on the specific conditions.
The above-mentioned calculations do not deal with the situation where

reciprocating masses are removed from the engine or where the exhaust
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valve remains open. In such specific cases the engine maker has to be
contacted.
Should unusual noise or extreme vibrations occur at the chosen speed,

the speed must be further reduced.
Because the engine is no longer in balance, increased stresses occur in

crankshaft, chain and camshaft. However, if no abnormal vibrations occur,
the engine can usually be run for a short period (for instance some days)
without suffering damage.
If the engine is to be run for a prolonged period with cylinders out of operation, the
engine builder should always be contacted in order to obtain advice concerning
possible recommended barred speed ranges.
When only the fuel for the respective cylinders is cut off, and the starting air
connections remain intact, the engine is fully manoeuvrable.
In cases where the starting air supply has to be cut off to some cylinders, start-
ing in all crankshaft positions cannot always be expected.
If the engine does not turn on starting air in a certain crankshaft position, it
must be immediately started for a short period in the opposite direction, after
which reversal is to be made to the required direction of rotation.
Should this not give the desired result, it will be necessary to turn the engine
to a better starting position, by means of the turning gear. Remember to cut off
the starting air before turning and to open the indicator cocks.
•I
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2. How to Put Cylinders Out of Operation.

See Chapter 6645-0250.
The following points (A-E) describe five different "methods" of putting a single
cylinder out of operation.
The extent of the work to be carried out depends, of course, on the nature of
the trouble.
In cases where the crosshead and crankpin bearings are operative, the oil
NOIE inlet to the crosshead must not be blanked-off, as the bearings are lubricated
through the crosshead.
A summary of the various cases is given on Drawing 6655-0215.
A. Combustion cut out. Piston and exhaust valve gear still working
Compression on
Reasons:
Preliminary measure in the event of, for instance: blow-by at piston rings or ex-
haust valve; bearing failures which necessitate reduction of bearing load; faults
in the injection system.
Procedure:
Cut out the fuel pump (see Chapter 6645-0250).
The piston cooling oil and cylinder cooling water must not be cut off. See
NOii also Item 4.
B. Combustion and compression cut out. Piston still working in cylinder

Reasons:
This method is permitted in the event of, for instance, water leaking into the cyl-
inder from the cooling jacket/liner or cylinder cover.
Running with the above it must be superseded as soon as possible by the pre-
cautions mentioned under D or E. See also Item 3.
Procedure:
1. Cut out the fuel pump

(see Chapter 6645-0250).
2. Put the exhaust valve out of action and lock it in open position.
(see Chapter 6665-0101).
Shut-off the air supply to the exhaust valve and stop the lube oil pumps.
Dismantle and block the actuator oil pipe.
Restart the lube oil pumps.
3. Close the cooling water inlet and outlet valves for the cylinder. If neces-
sary, drain the cooling water spaces completely.
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4. Dismantle the starting air pipe, and blank off the main pipe and the control
air pipe for the pertaining cylinder.
5. When operating in this manner, the speed should not exceed 55% of MCR
speed. See a/so 'Note' below. ,
The joints in the crosshead and crankpin bearings have a strength that, for
a short time, will accept the loads at full speed without compression in the
cylinder.
However, to avoid unnecessary wear and pitting at the joint faces when
running a unit continuously with the compression cut-out, it is recommended
that the engine speed is reduced to 55% of MGR speed, which is normally
sufficient for manoeuvring the vessel.
During manoeuvres, if found necessary, the engine speed can be raised to

80% of MGR speed for a short period, for example 15 minutes.
In order to ensure that the engine speed is kept within a safe upper limit un-
der these circumstances, the over-speed level of the engine must be lowered
to 83% of MCR speed.
C. Combustion cut out. Exhaust valve closed. Piston still working in cylinder.
Reasons:
This measure may be used if, for instance, the exhaust valve or the actuator is
defective. See a/so Item 4.
Procedure:
1. Cut out the fuel pump (see Chapter 6645-0250).
2. Put the exhaust valve out of action (see Work Card 1465-0701} so that the
valve remains closed. (Stop the oil supply and remove the hydraulic pipe).
lll'E The cylinder cooling water and piston cooling oil must not be cut off.
D. Piston, piston rod and crosshead suspended in the engine.

Connecting rod out.
Reasons:
For instance, serious defects in piston, piston rod, connecting rod, cylinder cover,
cylinder liner and crosshead. See a/so Item 3.
Procedure:
1. Cut out the fuel pump (see Chapter 6645-0250)
2. Put the exhaust valve out of action (see Work Card 1465-0701) so that the
valve remains closed.
3. Dismantle the starting air pipe. Blank off the main pipe and the control air
pipe for the pertaining cylinder.
In this case the blanking-off of the starting air supply is particularly impor-
NO'l'E tant, as otherwise the supply of starting air will blow down the suspended
engine components.
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4. Suspend the piston, piston rod and crosshead, and take the connecting
rod out of the crankcase, in accordance with the directions in Chapter
2540.
5. Blank off the oil inlet to the crosshead.
6. Set the cylinder lubricator for the actual cylinder, to "zero" delivery.
E. Piston, piston rod, crosshead, connecting rod and telescopic pipe out
Reasons:
This method is only used if lack of spare parts makes it necessary to repair the
defective parts during the voyage. See also Item 3.
Procedure:
1. Cut out the fuel pump Chapter 6645-0250.
2. Put the exhaust valve out of action (See Work Card 1465-0701) so that the
valve remains closed.
3. Dismantle the starting air pipe, and then blank off the main pipe and the
control air pipe for the actual cylinder.
4. Dismantle piston with piston rod and stuffing box, crosshead, connect-
ing rod and crankpin bearing. Blank off the stuffing box opening with two
plates (towards scavenge air box and crankcase). Minimum plate thickness
5mm.
5. Blank off the oil inlet hole from the telescopic pipe.
6. Set the cylinder lubricator for the actual cylinder to "zero" delivery.
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3. Starting After Putting Cylinders Out of Operation

After carrying out any of the procedures described under points 8, C, D and E,
it is absolutely necessary before starting to check the oil flow through the bear-
ings, and the tightness of blanked-off openings.
After 10 minutes' running, and again after one hour, the crankcase must be
opened for checking:
• the bearings,
• the temporarily secured parts,
• the oil flow through bearings,
• the tightness of blanked-off openings.
Load Restrictions:
Cases A and C, see Item 4 below. Cases B, D and E, always contact the engine
builder for calculation of allowable output and possible barred speed range.
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4. Running with one (1) Cylinder Misfiring (Cases A and C)

Misfiring is defined as:
• no injection and
• compression present.
If only one cylinder is misfiring, it may be possible to run the engine with the
remaining and working cylinders, under two restrictions:
1. The thermal load of the cylinders.
2. The torsional vibration in the propeller shaft system.
Ad 1) Thermal load restriction: The following r/min and shaft powers may be
obtained with a fixed pitch propeller given by the thermal load of the cylinders:
ifoml lo. nf w ~ rlmin i ~ l..nad

'O~liml:ers I (of MOR} J [of 'MOR}
4 83 57
5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 92 78
14 93 80
Ad 2) Torsional vibration restrictions: These restrictions, given as barred

speed range, may be found from the class-approved report on the torsional vi-
bration of the actual propeller shaft system.
Only valid for misfiring, i.e. Item 2, cases A and C.

See also Drawing 6655-0215.
With a GP-propeller, the same restrictions apply when running according to the
design pitch. During the misfire operation keep the GP-propeller pitch fixed at
the design pitch.
If more than one cylinder is misfiring, the engine builder must be contacted.
Running limitations in Cases B. D and E

In cases B, D and E, the engine builder must always be contacted for calcula-
tion of allowable output and possible barred speed range.
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5. How to Put Turbochargers Out of Operation

(See also special instruction book for turbochargers).
If heavy vibrations, bearing failure or other troubles occur in a turbocharger,

preliminary measures can be taken in one of the following ways:
A. If the ship must be instantly manoeuvrable:

Reduce the load until the vibrations cease.
B. If the ship must be instantly manoeuvrable,

but the damaged turbocharger cannot run even at reduced load:
This mode of operation is only recommended if no time is available for carry-

NOTE ing out the procedures described in Item 'C', Running for an extended period
with a Turbocharger out of Operation'.
Refer to the T/C manual regarding the maximum time of operation in condition
'B', before the bearings will be damaged.
Engines with one turbocharger:

1. Stop the engine.
2. Lock the rotor of the defective turbocharger. (See TIC rnanualj.
3. Remove the compensator between the compressor outlet and the scav-
enge air duct. This reduces the suction resistance.
4. Load restrictions: See Drawing 6655-0220
Engines with two or more turbochargers:
1. Stop the engine.
2. Lock the rotor of the defective turbocharger. (See TIC manual).
3. Insert an orifice plate in the compressor outlet.
A small air flow is required through the compressor to cool the impeller.
4. Load restrictions: See Drawing 6655-0220.
The load limit can be increased considerably if an orifice plate is also in-
serted in the turbine inlet, as described in Item C, 'Engines with two or more
· Turbo-chargers'.
C. Running for an extended period with a turbocharger out of operation

Engines with one turbocharger:
• Engines with exhaust by-pass (Option}.
The blanking plates mentioned in item 3 below, are optional for ABB TPL and
NO'l"E MHI turbochargers.
1. Stop the engine.
2. Lock the turbocharger rotor. (See TIC manual}.
3. Remove the blanking plate from the exhaust by-pass pipe.
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• Engines without exhaust by-pass.
1. Stop the engine.
2. Remove the rotor and nozzle ring of the turbocharger. (See TIC manual)
3. Insert blanking plates. (See TIC manuaO
1. Stop the engine.
2. Lock the rotor of the defective turbocharger. (See TIC manual)
3. Insert orifice plates in the compressor outlet and the turbine inlet.
A small air flow is required to cool the impeller, and a small gas flow is desir-
able to prevent corrosion.
D. Repair to be carried out during voyage.

1. Stop the engine.
2. Insert blanking plates in compressor outlet, turbine inlet and turbine outlet.
Engines with one turbocharger. equipped with exhaust by-pass (Option):
1. Stop the engine.
2. Insert blanking plates in turbine inlet and turbine outlet.
3. Remove the blanking plate from the exhaust by-pass pipe.
enge air duct. -
5. Load restrictions: See Item C, 'Engines with exhaust by-pass (Option)'.
6. Putting an Auxiliary Blower Out of Operation

If one of the auxiliary blowers becomes inoperative, it is automatically cut out
by the built-in non-return valve, and there are no restrictions in the operation of
the engine. See Work Card 5465.
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1 Special instruction
In case of CCU failure (and the CCU can not be changed immediately), activation
of the ME lubricator can be achieved as follows.
' .. _:_·.;;·~~ In case of CCU failure, the engine is running at "Slow Down"
' .. mode.
" ~ >:.: ~ :.::::i: v~~ ,- < ""':>;"
A temporary cable from ECU A or B plug J52 is connected to solenoid valve on

the lubricator of the failing CCU.
See below. The activation signal from J52 on ECUA/B is random.
() ~ 0
a a o z §;
!
I
I
i
CD' C\J
es1 a~ :~
1 1 l 1
1
'4: 1
7.D. Cl, D, .U .. 0.
i ~L------illH--------
~! . . . . . . . !.....:. . . . . . . . . . . . . . . . . .
1x2x0,75 mm 2
-WLUB_BACK UP _C\I,,_!-,....-~-
. . -·· L...
SOLENOID
VALVE
LUBRICATOR 6645-0321-0002C01
1 (1)
HYUNDAI
MANB&W 6645-0330-0001.0
1. Cylinder Cover Studs

• 8 studs; one stud cracked, reduce cylinder pressure to 85 % of Pmax
• 8 studs; two studs cracked, reduce cylinder pressure to 75 % of Pmax
• 16 studs; one stud cracked, no reduction
• 16 studs; two studs cracked, reduce cylinder pressure to 85 % of Pmax
Always ensure that no gasleak occurs from the cylinder with cracked bolts.
Gas-leaks will cause burnings on the joint surfaces of the cylinder cover and
liner.
2. Staybolts, Mono and Twin Staybolts

• Engine end staybolts; one bolt cracked (located ahead of cylinder No. 1
or the aft cylinder), reduce the cylinder pressure in the nearest cylinder
t~ 75 % of Pmax·
• Staybolts in between cylinder No. 1 and the aftmost cylinder, including the
bolts located by the chain drive at the centre; reduce the cylinder pressure
in the both adjacent cylinders to 80 % of Pmax (by the centre chain drive,
only the nearest cylinder is affected).
Cylinder cover studs and staybolts must be replaced at first opportunity. For
end mono-staybolts we recommend that both staybolts (manoeuvring side and
exhaust side) are replaced.
In all other situations (than the above-mentioned) involving cracked cylinder

cover studs or staybolts, MAN Diesel or the engine builder must be contacted.
If a crack in a cylinder cover stud/ staybolt occurs, replacement should prefer-

ably be carried out immediately.
If this is not possible, the engine can still be operated at reduced speed ac-
cording to the guidelines specified above.
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2008-09-30
0''DER STOP {MORC THAN 30 MIN) ORDD'I Al·EAD OHDER >HEAP Ol?OER ASTERN ORDEl'I Al IE.AD
VALVES ON ENGJNE
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IN GCVE.RlllOR
!:/P··CONVUITF'l
SOLE'<OIQ VALVE
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CJ SPEEDSEFING UNF
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ROTATION AHEAD r.lmin 6-B SEC' 5-8 SEC (>SEC 6 SEC \
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R01ATION ASTERN r/rr.!""l
START WITH r/mic < START !..f.VEl R!".GRf.TTEO MANOEUVRE"
A\iO ST.l\RT WITH r-.lmin > ST~; LEVEi...
u) THESE llALJ.1E$ GIVEN IN 4 REFEll TO NOMINAL • J VARIAflL.C:: SIGNAL. ACCORDING ENGINE PU"NING ICTH 'UEL ON. JN CASI:: (IF" ·;wo sr AR 11 NG
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I
0
N
0
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0
0
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2010-02-01
2010-02-01
20WW02-,0l 11 :09:41
2010,"02~0. 11 :08:56
2010-02~01 10:58:51
2010-02-01 10:56:58
2012-09-07 - en
2012-09-07 - en
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0
CJ1
I
6656-ll205-00ll5 MOP Set Time 0

0
0
CJ1
2012-09-07 - en
ACU1 224 ACU 0 141 25470 3465 0 0

ACU2 225 ACU 0 141 25196 3431 0 0
ACU3 226 ACU 0 l41 25234 3837 0 0
CCU1 240 CCU 0 746 39879 92461 26859 16571
CCU2 241 CCU 0 936 39639 92461 26859 16761
CCU3 242 CCU 0 984 39657 92461 26859 16809
CCU4 243 CCU 0 761 39868 92461 26859 16586
CCU5 244 CCU 0 1724 30070 92461 26859 17549
CCU6 245 CCU 0 1480 39657 92461 26859 17305
CCU7 246 CCU 0 914 39856 92461 26859 16739
CCU8 247 CCU 0 783 39699 92461 26859 16608
CCU9 248 CCU 0 1045 39639 92461 26859 16870
ECUA 208 ECU. 0 11169 146281 79663 51961 64941
FCUB 209 E.CU 0 1"1169 147670 79663 5"1961 64941
EICUA 192 EICU 0 122 110627 4-97 0 0
EJCUB 193 EICU 0 123 105446 497 0 0
scu·1 239 scu 0 478 43949 51872 15843 0
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CJ1
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I
0
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........
0
Drawing MOR Version 0
I
0
0
661~021 ~0005 CJ1
Drawing MOP Version C')
C')
01
6655-0210-0005 01
I
0
"'......
0
I
0
0
0
01
ACU 25470 3465 0

l\CU2 225 ACU 0 141 25196 3431 0
ACU3 226 ACU 0 141 25234 3837 0 0
CCU1 240 <"£U 0 746 39879 92461 26859 16571
CCU2 241 CCU 0 936 39&19 92461 268!'>9 16761
CCU3 242 CCU 0 984 39657 92461 26859 16809
CCU4 243 CCU 0 '761 39868 92461 26859 16586
CCU5 244 CCU 0 1724 39670 92461 26859 17"~9
CCU6 245 CCU 0 l•U30 30057 92461 26859 11305

CCU7 246 CCU 0 914 39856 92461 26859 16739
ccua 247 CCU 0 783 39699 92461 26859 16608
CCU9 248 CCU 1045 39639 924tn 26859 16870
ECUA 200 ECU 11169 ']4,6281 79003 51961 64941
ECUB 209 11169 147610 79003 6494'1
122 11002"1 497
3: :::c
)>-(
zc:
mZ
goC
~~
2012-09-07 - en
HYUNDAI
MANB&W 6655-0215-0002
\
Nature of Comb us- Compres- Comb us- All recipro- All recipro-
the action tion to be sion and tion to be eating parts eating parts
stopped com bus- stopped suspended out
tion to be (due to or out
stopped faulty ex-
haust
Some rea- Blow-by Leaking cyl- Exhaust Quickest Only of
sons for the at piston inder cover valve, or ex- and safest interest if
action rings or ex- or liner haust valve measure in spare parts
haust valve. actuator, the event are not
Reduction malfunction of faults in available
of load on large mov-
bearings. ing parts,
Faulty injec- or cylinder
tion equip- cover or
ment. cylinder
liner
FIVA (fuel Cut out Cut out Cut out Cut out Cut out
pump)
Working Held op Closed Closed Closed
valve
Air for air Open Closed Open Open Open
spring
FIVA (Ex- Working Cut out Cut out Cut ou
haust valve}
Starting Working Blanked Working Bia
valve
Piston with Moving Moving Moving Out
rod
Cross Moving Moving Out
Connecting Moving Moving Moving Out Out
rod
Crankpin Moving Moving Moving Out Out
Oil inlet to Open Open Open Blanked Blanked

crosshea
Cooling oil Open Open Open
outlet from
cross head
Cylinder Working Working Working Stopped Stopped
lubricators
Doc-ID: 6655-0215-0002 1 (1)

HYUNDAI
MANB&W 6655-0220-0002
or more With by- Without or more or more

TIC pass by-pass TIC TIC)
Rotor:?; Locked Locked Locked Removed Locked
Nozzle Removed
2)
Compres- Orifice
sor outlet
Turbine
inlet
Turbine Blanking
outlet
Removed Removed Removed
Removed
TIC hous- Blanking

ing 2i
plates
Max% of
MGR load/
3)
1 TIC of 2
1 TIC of 3
1 TIC of 4
10/(46) 4)
1 Aux.bl.
of 2 71
1 Aux.bl. 151(53)4)
of 3 71
4
1 Aux.bl. 151(53) )
of 47i
1) The engine builder will, in each specific case, be able to give further information
about engine load possibilities and temperature levels.
2) See TIC manual.
3) The exhaust temperatures must not, exceed the value(s) stated in Chapter 70. See
also the Note in Chapter 6645-0320, '1. General'.
4) The exhaust temperature must not exceed 430°C.
5) This is due to the loss of exhaust gas through the damaged turbocharger.
6} The mentioned exhaust temperature limit is an average value for the whole load
range.
7) Simultaneous with 1 TIC out of operation. There are no load restrictions with 1
aux. blower out of operation and all TIC's in operation.
8) See the limits given under '1 TIC of 2', '1 TIC of 3', and '1 TIC of 4', above.
Doc-ID: 6655-0220-0002 1 (1}

2008-09-16
Observations: Temporary stop of surging: Check of engine performance: .Investigations of surging T/C: Corrective actions:
/ ...---.,'\ See Chapter 63 (See notes below) (See Chapter 63)
(sTART.)
\ J
. . . . . . -.. . . . . . . . . . ._. . . . . . . . . . . . . . . . . . . .! y ci~~~·~h~.t~;bi~~ . .6345=o32o~ .. . . . . rl
Record:
Check that the exh. receiver is free-from
- Engine load
loose parts, that the protecting grating to
- Open one exhaust by-pass valve - Engine speed I the turbine is free for passage and that
(if installed), or -TIC speed I the compensators are OK.
y • p,l\llX I
- reduce engine load, or
- open the relief valve on the scav. air
I tblc - t•., y ···--········-········-················-·-····.. -··--···-·····················-··············-..···-··--··-·-·-·-·······-·····-·- .
receiver, until surgigng just stops *) C)
- P. (if possible)
- texhv
•~IC
- ~.c I . ch;~k--i~;~ . . . . . . . . . . . . . . . . . . . . . . . . . . . _. _. _. . . ._. . . . . . . . . . . . . . . . . .-1
·Pate I - Fuel pump I valve failure
- Low fuel oil pressures, Chapter 70 1
CJ
0 .-· ·. - Low fuel oil temp., Chapter 70
nI
· 'help' the charger pass the critical point - t.-. II . . / /P.,,.. , Y - Back press. valve failure in return pipe
9 until surgigng just stops "')
-- tcoo1ou1
I
~i~/;-··--:-~~~~~~~nv;~~~~~!ure
O>
O> tS<.'llV
N l Repair if possible
CJ1
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I
0
I\)
I\)
.at w~~P~~3ngl '. Ci:~:~e :~~i~:~o~d
1
- - -- - -- - ---
I
l ._______,._______J
.. Pscav
~-~-~.'.~~
J
P•.i-:
~------
_
.. ·--·--·--..·-·-..·-----·---·-·----·-·-1
[Check that the gas passage from turbine !
~/ r;~~~·~~~~~~~~
CJ1
I
load? - Adjust the load
0
0
N - Switch over to index regulation . .. .J
0
I\)
y
..................................................................................................................]
Reduce the engine load more slowly

NOTES:
A) Deviating from normal

IClean or renew the filter
----------------------------------__J
I
B) Deviating from the other T/C's
C) Higher than normal
......... --·- .........
Has
D) Abnormal or deviating from Check that the scav. ports are free from
/
i END
\
,.~~~~~~
y
surging the other cyl. C) coke, that silencer conditions is OK and
\ I stopped? N t that the air passage in the air duct is
'-- /
free. if the plant has direct air intake
*) Note: The exhaust 'temperatures must

NL. . i\p1 y .............. ______.........._.._______________________________ ,
~
not be allowed to exceed the C) 1
limiting values, see Chapter 70 f surging has not stopped:
N·····. . O')
nspect the turbocharger turbine, cover
O')
ring, nozzle ring, compressor and
diffusor, as described in the TIC manual
--·----··---·---··----·-------·--·------.!-···--·
!
j Ol
CJ1
I
0
I'\.)
I'\.)
CJ1
Drawing Turbocharger Surging 0
I
0
6655-0225-0002 0
I'\.)
HYUNDAI
MANB&W 6665-0100-0001.0
Safety
precautions
for detailed sketch
see 0545-0100
Tools
Doc-ID: 6665-0100-0001.0 1 (1)

HYUNDAI
MANB&W 6665-0101-0003
Exhaust Valve
For all special running conditions, see Volume I, Chapter 704.
Under conditions where it is necessary to run the engine with an open exhaust
valve, an exhaust emergency opening tool must be fitted as follows.
Stop the engine Fit a pressure gauge at "minimess"

Close valve 420 and open valve 421 on

the hydraulic block for the cylinder con-
cerned.

pressure free.
6665-0101-0003001
Close valve 531 Shut off the oil damper oil supply by
closing valve 531 on the hydraulic cylin-
der unit.
6665-0101-0003002
1 (6)
HYUNDAI
6665-0101-0003 MANB&W
Disconnect the Shut off and disconnect the exhaust

exhaust valve valve air supply.
Use a mandrel to pL,Jncture the

non-return valve. Cover the valve with a
cloth to protect against oil spray.
MOP panel Check on the MOP panel that the

exhaust valve spindle has moved to 6665-0101-0003003
the open position.
Mount the emergency Remove the plug screw and mount the
opening tool tool for emergency opening of exhaust
valve.
6665-0101-0003005
Open oil damper oil Open the oil damper oil supply by open-
supply ing valve 531 on the hydraulic block.
6665-0101-0003006
2 (6)
HYUNDAI
MANB&W
6665-0101-0003
Reconnection Reconnect the exhaust valve air

supply.
6665-0101-0003007
CCU Failure: In case of CCU failure (and the CCU can not be changed immediately), activa-
tion of the ME lubricator can be achieved as follows.
I NOJJi
In case of CCU failure, the engine is running in "Slow Down" mode.
3 (6)
HYUNDAI
MANB&W
6665-0101-0003
Connect the plug on Remove the plug from the cylinder

the ECU temp. cable lubricator solenoid valve. Connect the
plug on the ECU temporary backup ca-
ble for lubricator with the solenoid valve.
Connect the other end of the ECU tem-

porary backup cable with the ECU A or
B MPG board.
[JIID=3'
Return to normal When the special running with open ex-

haust valve is finished, the engine must
be brought back to normal operation
condition.
6665-0101-0003009
Stop the engine Mount a pressure gauge at "minimess"

point No. 455. Check that the hydraulic
cylinder unit is pressureless.
Check that valve 531 is closed.
6665-0101-0003010
4 (6)
HYUNDAI
MANB&W 6665-0101-0003
Shut off and discon- Use a mandrel to puncture the non-

nect the exhaust return valve. Cover the valve with a cloth
valve air supply to protect against oil spray.
Check exhaust valve Check that the exhaust valve spindle

spindle has moved to the open position.
Remove the tool for Remove the tool for emergency opening
emergency opening of exhaust valve and remount the plug
screw.
6665-0101-0003003
Open valve 531 Open the oil damper oil supply by open-
ing valve 531 on the hydraulic block.
Exhaust valve air Reconnect the exhaust valve air supply.
Close valve 421 and Close valve 421 and open valve 420 on
open valve 420 the hydraulic block for the cylinder con-
cerned.
6665-0101-0003006
5 (6)
HYUNDAI
6665-0101-0003 MANB&W
Restore the cylinder When the CCU has been replaced, restore the cylinder lubricator to normal by
lubricator to normal removing the ECU temporary backup cable and reconnecting the normal plug
with the cylinder lubricator solenoid valve.
6665-1010-0003017
6 (6)
HYUNDAI
MANB&W 6670-0100-0001.0
013
Doc-ID: 6670-0100-0001.0 1 (2)

HYUNDAI
6670-0100-0001.0 MANB&W
Qty - - -
-
't vVllltJl<JL<J
2 (2) Doc-ID: 6670-0100-0001.0

HYUNDAI
MANB&W
Preface Chapter Control System . . . .. . ... . .. .. . .. .. .. .. . . . . ........................ . 7040-0100-0001
Description Guidance Value Automation .. . . .. . .. . . . .. .. . . ............... . 7045-0100-0003

Instrumentation . .. .. . .. .. .. .. .. . .. .. .. .. . . ........................ . 7045-0200-0003
Drawing Engine Control System Diagram .. .. .. . .. .. .. . .. ......... .. 7055-0150-0002

Diagram Manoevering System ............................ .. 7055-0155-0002E
Work Card Angle Encoder, Data ........................................... . D10626- 000 7
Angle Encoder ....................................................... . M90626-0211
Pick-Up Arrangement, Data ~ ............................... .. 7065-1200-0004
Pick-up Arrangement ........................................... .. 7065-1201-0003
Plate PMI System ........................................................ .. 7072-0800-0005

Arrangment of Angle Encoder ................................... . P90503-0040
Tacho Sensor . . ... . .. . . .. . .. . . .. . .. . . .. . . ......................... . 7072-1200-0016
1 (1)
HYUNDAI
MANB&W 7040-0100-0001
PM I-System
See separate instructions for operating the PMl-system (option).
Doc. ID: 7040-0100-0001 1 (1)

HYUNDAI
MANB&W 7045-0100-0003
General Basis for Guidance Values

The values stated in the list on the following pages refer to layout point L 1
(Nominal max. continuous rating), and are for engines running on UNI-lubricating
oil system, with out lubricating oil booster pump and with common turbocharger
lubricating.
Furthermore, the lubrication oil inlet pressure sensors Nos. 8108 and 8109,
refer to a level 1800 mm above crankshaft centre line. In case sensor(s) is(are)
placed at a different level the alarm slow down and shut down setpoints are to
be corrected correspondingly.
The values are for guidance only, in connection with the 'List of Capacities of
Auxiliary Machinery' for dimensioning of auxiliary systems, and must not be
used for determining the extent of the alarms or actions.
The item numbers refer to the drawings showing the extent and placement of
sensors for standard alarms and indicators on the engine, if the signal equip-
ment is fitted. See chapter 7045-0200, further on.
For sensors placed in the systems outside the engine, see the actual pipe ar-
rangements in the appropriate chapters.
If the engine is provided with special equipment, some values may differ from
this list. The correct values shall in such a case be obtained from the Plant In-
stallation Drawings.
The engine slow-down level corresponds to 40% of nominal MCR r/min.
Unless otherwise specified, the pressures are stated in bar gauge. Engines
specified and optimised at derated power may have other normal service val-
ues depending on layout power/revolutions and application.
For de-rated engines, the testbed/trial values should be used.
Attention must be paid to the temperature levels stated under Nos. 8123 to 8125
(incl.), as two different values have been indicated, one value for metal tempera-
ture and another for oil outlet temperature.
When setting the limits, maximum limits must be set at rising parameter and
minimum limits at falling parameter.
Doc-ID: 7045-0100-0003 1 (11)

HYUNDAI
7045-0100-0003 MANB&W
Guidance Alarm Limits and Measuring Values (at max. continuous rating with
engine running steadily)
The list applies to ME/ME-C Engines. For items marked with an *·further details
are given in a footnote.
Fuel Oil System
----
PT 8002 AL Fuel oil before filter * 6.5
POI 8003 Fuel oil filter. Pressure

drop*
VT 8004 I-AH Fuel oil viscosity , 20
at inlet engine after
filter.*
AL est 7
TE 8005 Fuel oil inlet (after oc t1 - t2

*
LS 8006 AH high
PT 8001 Fuel viscosity max. 700 cST at 50 °C measured at fuel pump level.
PT 8002 Yard supply. Fuel viscosity max. 700 cST at 50 °C.
PDT 8003 Yard supply.
VT 8004 Yard supply. Viscosity to be monitored and alarm given off by sensor built
into the Viscorator. See also Chapter 4245-0100.
TE 8005 See chapter 4245-0100.
2 (11) Doc-10:7045-0100-0003
HYUNDAI
MANB&W 7045-0100-0003
Lubricating Oil System
S~so
r I
Function I! Designation ! Unit
II Service
Normal I
!Alarm I SLD SflD
e I ! Value!
PT 8103 I - AL Lub. oil inlet to turbo- 1.5-2.2 1.2
; charger
0
TE 8106 I-AH Thrust bearing seg- 55-70 75
ment
y 80
TS 8107 z Thrust bearing seg- oc 90
ment
PT 8108 I-AL Lubrication oil inlet * Bar 2.1 - 2.4 1.7
y 1.5
PS 8109 z · Lubrication oil inlet * Bar 1.3
TE 8112 I-AH Lubrication oil inlet to oc 40-47 55

engine
AL 35
y 60
TE 8113 I-AH Piston cooling oil out- oc 50-65 70
let/cylinder
y 75
FS 8114 AL Piston cooling oil out- No
let/cylinder flow No
y flow
TE 8117 I-AH Lub. oil outlet from
turbochargerITC
MAN!TCACOM oc 70-90 95
MHl/METCOM 70-80 85
y ABB!TPLCOM 70- 90 110 120
TE 8118 I-AH Lub. oil outlet from oc 50-60 65
(inlet to oil
ler)
TE 8120 I-AH Main bearing metal c'C 50-70 75
temperature*
y 80
----- oc
TE 8121 I-AH Crankpin bearing 50-70 75
metal temperature *
y 80
TE 8122 I-AH Crosshead bearing oc 50-70 75
metal temperature *
y 80
TE 8123 I-AH Main bearing oil out- oc 50-60 65
let*
AUAH Deviation from aver- -5/+5
age
y 70
Deviation from aver-
y age +/- 7
Doc-ID: 7045-0100-0003 3 (11)

HYUNDAI
7045-0100-0003 MAN B&W
i ! f I Normal
s~::: i F:::- I Designation I Unit I Service Alarm SLD SHD
i 1
l I Value
TE 8124 I-AH Crankpin bearing oil oc 50-60 65
outlet*
AU Deviation from aver- -5/+5
AH age
70
y Deviation from aver-
age +/- 7
y
TE 8125 I-AH Crosshead bearing oil cc 50- 60 65
outlet*
AU Deviation from aver- -5/+5
AH age
70
y Deviation from aver-
age +/- 7
y
c 8126
LS 8130 AL Lub. oil level in tank * Low
-Y level
PDS 8140 AH Diff. Bar
filter
PT 8108, PS 8109. Measured by pressure gauge placed 1.8 m above crankshaft

centreline. For Lub. oil pumps of centrifugal type, the pressure
at stopped engine will be about 0.2 bar lower. (fhe difference
in pressure at stopped and running engine is mainly caused
by influence of oscillation forces, especially in piston cooling
space.).
TE 8117 Inlet reference, see sensor TE 8112 ABB-TPL: Diff. between in/
outlet should not exceed.
TE 8120-TE 8125 Please note that the "Normal service value" is to be stated at
sea trial, but, in between the range stated. With regard to the
"Alarm", "Slow down" and "Shut down" levels they should be
5°C, 10°c and 20°c above the sea trial finding respectively,
however, maximum the value stated.
TE 8124 and TE 8125 Cut off at stopped engine. Cut off to remain until 3 minutes after
start.
LS 8130 For separate lubricating system of the turbochargers.
4 (11) Doc-10:7045-0100-0003
HYUNDAI
MANB&W 7045-0100-0003
I
1 i
! I NonnaI I
Sensor Fune-
tion
Designation Unit ! Service ! Alarm! SlO SHO
Gode
Value i I
PT 8401 I-AL Jacket cooling water Bar 3.5-4.5 2.0
inlet*
y 1.5
PS 8402 z Jacket cooling water Bar 0.1

inlet*
PDS 8403 I-AL Jacket cooling water Bar 0.8 -1.4 0.2
pressure loss across
y engine* 0.4
TE 8407 I-AL Jacket cooling water oc 65-70 57

inlet temperature
TE 8408 I-AH Jacket cooling water oc 80-85 90

outlet temperature/cyl.
y 95
TE 8409 I-AH Jacket cooling water oc 80-85 90

outlet temp, at turbo-
charger
Tl8411 I Jacket cooling water cc 80-120

outlet temp, exhaust
valve
LS 8412 AL Jacket cooling water Low

de-aerating tank. level
Pl8413 Jacket cooling water Bar 2.7-3.1

outlet common pipe *
PT 8421 I-AL Cooling water inlet to Bar 1.0

air cooler(s) *
AH Sea water cooling 2.0-2.5 3.5

system
AH Central cooling water 2.0-4.5 5.5

system
TE 8422 I-AH Cooling water inlet to oc

air cooler(s)
Sea water cooling >10-32 40

system
Central cooling water >10-36 40

system
Doc-ID: 7045-0100-0003 5 (11)

HYUNDAI
7045-0100-0003 MAN B&W
Sensor
Code Ii, Fune-
tion Designation
II Unit
Normal
, Service
I
Alarm
i
SLD
1
I SHD
1 I Value :
Tl8423 I Cooling water outlet
from air cooler(s).
Sea water cooling oc >10-50

system
Central cooling water >10-63

system
PDT 8424 I 0.25-0.5
water across air
cooler/air cooler
TE 8431 I-AL Cooling water inlet to oc >10-32 10
lub. oil cool.
PT 8401, Pl 8413 If the expansion tank is located more than 5 m above the engine
outlet, the resulting increase in the static pressure must be add-
ed to the "normal service value" indicated here.
PS 8402 * = With stopped cooling water pump, the set point for the sen-
sor is the static pressure plus the stated value.
PDT 8403 * = To be stated on sea-trial. Set point 0.2 and 0.4 bar lower.
PT 8421 * =To be stated on sea-trial.
(11) Doc-10:7045-0100-0003
HYUNDAI
MANB&W 7045-0100-0003
Compressed Air System (Control, Starting Air)

1 Normal l '
8;~!eor
VV1A
Ftiunc-
on
!
1
Designation
i
l1 Unit 1
1 Service
Va..IU·e
I Alarm I1 SLD !' SHD
J : i i :
PT 8501 I - AL Starting air inlet pres- Bar 30

sure*
PT 8503 1-C-AH Control air inlet * 6.5 - 7.5 0.5
AH at FWE
AL 5.5
PT 8504 I Safety air inlet * 6.5 - 7.5 0.5
Air inlet to air cylinder
for exhaust valve.
AH at FWE
AL 5.5
•* handled by Main Operation Panel (MOP)
Doc-ID: 7045-0100-0003 7 (11)

HYUNDAI
7045-0100-0003 MANB&W
Scavenge Air System (Alarm handled by the MOP}
l Scavenge air receiver

I pressure (abs.) *
TE 8605 Scavenge air temp. cc 170- 210
before each cooler *
PDT 8606 I-AH Scavenge air pressure Bar * **
drop across each air
cooler*
PDT 8607 Scavenge air pres Bar * **
drop across filter
i TE 8608
~
~
~
Scavenge air tern- oc Coolant
perature after each air inlet
L__,____J
~
'' ~ cooler +12 °C

TE 8609 I-AH I Scavenge air tempera-
! ture in receiver *
'~ Sea water cooling >25 - 47 55
~ system oc
I
l
~
Central cooling water
system
>25 - 51 55
~
y i _____. . , , .
~--,....,.,-~~»-~~-<-.J,,,,_
~
"" oc
TE 8610
~--,._+-,~
AH-YI Scavenge air box-fire
l
alarmlcyl.
'
j
.,, __ 80 0
~ LS 8611 AH l Water mist catcher High

l
~ ~ - water level
t TE 8612 I I Compressor inlet tern- cc 0-+45
___
i
~
,_
:. ;
,_,~_
f peraturel turbocharger
PT 8613 Comp. scroll housing, Bar 0-3.0
press. at outlet for
each TIC {NA type)
PDT 8614 Diff. press. across Bar 0-0.3
comp. scroll houisng
for each TIC (NA type)
PT 8601 The set point of scavenge air pressure depends on the engine
load and shall be set during sea trial.
TE 8605 Value based on MCR, depending on engine load and ambient
conditions.
PDT 8606, PDT 8607 * =According to shop-trial results. * * = at 50 % increase.
TE 8608 * = coolant inlet + 12 °C.
TE 8609 * = To be cut off during stop. To remain cut out until 3 - 5 min-
utes after start.
~ (11} Doc-I 0:7045-0100-0003

HYUNDAI
MANB&W 7045-0100-0003
Exhaust Gas System
Sensor
Code
II func-
tion
I 1 Designation Unit '
! Normal
!
Service
Value
Alarm
l
stD t SHD
~
1
TC 8701 380-460
I - AH Exhaust gas tem-
perature before turbo-
°C
*
charger*
y *
TC 8702 I-AH Exhaust gas tem- 0
c 320 - 390 430
perature after valves*
Average.
AUAH Deviation from average +/-50
y 450
+/-60
TC 8704 Exhaust gas tempera- °C 100-500
ture in receiver
PT 8706 Exhaust gas pressure Bar 3.40
in receiver (abs.) *
TC 8707 I-AH Exhaust gas tempera- °C
ture after each turbo-
charger*
PT 8708 I-AH Exhaust gas pressure mmWC 300

after each TIC at MCR
PDI 8709 I Exhaust gas pressure mmWC 150

drop across Exh. boiler
at MCR
8721 Exhaust gas by-pass 0- 90

valve angle position
TC 8701 Normal exhaust gas temperatures depend on the actual engine

load and ambient condition.
NOTE: Regarding alarm for high turbine.inlet temperature:
This alarm is not a MAN Diesel requirement, as alarms for high
gas temperatures, are given by cylinder exhaust as well as for
turbine outlet temperature alarms.
Some Classification Societies require alarm for high turbine inlet
temperature. In such cases we recommend set point equivalent
to the maximum temperature for continuous operation shown
on the turbocharger name plate.
(Some Turbocharger manufacturers shows two (2) maximum
temperatures on the name plate.
It is the lowest shown temperature that must be used as set
point - if alarm is required. The high maximum temperature is
only allowed at short over-load tests at test-bed)
*: turbocharger dependent.
TC 8702 & PT 8706 Normal exhaust gas temperatures/pressures depend on the ac-
tual engine load and ambient condition.
When operating below 200 °C average temperature deviation
alarm is cut off. See also Chapter 6345-0330
TC 8707 The service values apply under the following conditions:
- Ambient temperature in engine room: 25 °C.
- Scavenge Air temperature in receiver: 35 °C.
Doc-ID: 7045-0100-0003 9 (11)

HYUNDAI
7045-0100-0003 MANB&W
Hydraulic Power Supply
PT 1233 AH
LS 1234 Leakage from double

pipes
Hydraulic Control Oil System (separate oil to HPS)
I Lubricating oil difference

I pressure across filter
P11303 i Lubricating oil pressure
I at engine inlet
j
Tl 1310 Lubricating oil temper-

ature at engine in-let
MECS to/from Alarm System
Slow-down pre-warning
XC 2206 AH Slow-down request alarm
MECS to/from Safety System
xc 2002 z
xc 2010 y Slow-down from safety/
alarm system
XC 2020 Z Non-cancelable shut-
down
Cancelable shut-down
10 (11) Doc-10:7045-0100-0003
HYUNDAI
MANB&W 7045-0100-0003
Tacho I Crankshaft Position System
s
;:;:r
F
==~-
I Designation I Unit
!Normal!
I Service I I
Alarm ! SLD
1
1
SHD
1 Value 1
' ' '
l ZT 4020
~
Z I Tacho for safety r/min MCRx
l
Miscellaneous
0.95-1.05
inlet for dry clean- 4.5-10

, turbocharger
Pl8804 Bar min. 0.5
wr 8805 AH Vibration of turbocharg- mm High

er, each unit
XC 8807 Pmax, control pressure Bar 0.0 - 5.0
xc 8808 Fuel injection
dex,each
xc 8809 VIT index, each cylin-
der *
XC 8810
xc 8811 Nm
wr as12 I-AH
*
Crankshaft longitudinal mm
-Y vibration Axial vibration
monitor Peak to Peak
6K80ME-C 0.0-1.73 2.30 2.88
7K80ME-C 0.0-2.03 2.70 3.38
8K80ME-C 0.0- 2.31 3.08 3.85
9K80ME-C 0.0- 2.61 3.48 4.35
10K80ME-C 0.0-2.90 3.86 4.83
11K80ME-C 0.0 - 3.18 4.24 5.30
12K80ME-C 0.0 - 3.47 4.62 5.78
XS 8813 AH-Y Oil mist in crankcase, High High
each cyl. density density
or 0.5 or 0.5
XS 881 A Oil mist detector failure
(no value)
XS 8916 Shaft Earthing Device mV high
<50
ZT 8801 * = according to the manufacturer.

Pl8804 * = higher than exhaust gas pressure.
xc 8808, 8809,
8810 and 8811 * = Engine and load dependent.
Doc-ID: 7045-0100-0003 11 (11)

HYUNDAI
MANB&W 7045-0200-0003
1. Measuring Instruments, Identification
Remote Indication
Codes for identification of instruments and signal-related functions
PT 8108 AH
First letters Identification number Secondary letters
Measured or indicating variable The first two digits indicate the point of I Function
! measurement, the next two are serial l
! numbers !
r----r--·-~·-------·-~--------!--------· ..,
switch I Density I 11. 1Manoeuvrring system I A: fAlarm
DT: l Density transmitter ! 12. t Hydraulic power supply l C: . Control
!
GT: Gauging transmitter I 14. : Combustin pressure supervision l H· !High
!(load/index transmitter) j 20. l ECS to/from safety system 1:. I : Indication
FT: l Flow transmitter ! 21. i ECS to/from remote control system l !(remote)
FS: Flow switch I I 22. !ECS to/from alarm system I L: iLow
LS: l Level switcch l 30. IECS Miscellaneous input/output I R: jRecording
LI: ILevel indication (local) ! !values l S: ;switching
LT: I
Level transmitter I 40. !Tacho/crankshaft pos. sytem Y: I I Slow-down !
PDI: !Pressure difference I 41. I Engine cylinder components ! X: i Unclassified i
!indication (local) I 50. JVOC: supply system i !function I
PDS: IPressure difference switch I 51. lvoe: sealing oil system Z: I l Shut-down l
I
i PDT: Pressure difference I 52. lvoe: control oil system
i jtransmitter i 53. lOther VOC related systems
! Pl· ~Pressure indication (local) I 54. 1voe engine related components
'·.,·.·i,:!:.•
:
~P~T~: I! Pressure
1.
Pressure switch .
transmitter
80. l Fuel oil system
I 81. I
Lubrication oil system !
: Speed transmitter l 82. lCylinder lub. oil system
i TC· 1Thermo couple (NiCr-Ni) I
83. Stuffing box drain system l
I TE:. !Temperature element (Pt-100) I 84. i Cooling water system
ITl: jTemperature indication (local) I
ie.g. central cooling water
! TS: !Temperature switch l ;e.g. sea cooling water
[.·• · WWT.~.: !Vibration switch
!Vibration transmitter It 85. ·e.g. jacket cooling water
·Compressed air supply system
; VS· !Viscosity switch .e.g. control air
I VT:. !Viscosity transmitter . ·e.g. starting air
I z.V. i Position valve (solenoid valve) I 86. : Scavenge air
i~:·.• ~:·: ~Position switch (limit switch) I 87. ·Exhaust gas system
: .c..1. j Position transmitter I 88. Miscellaneous functions
jl (e.g. proximity sensor} ; :e.g. axial vibration
I XC: !Unclassified control ! 90. 'Project specific
!: XS: ! Unclassified switch ! Note:
i.•. XT: i
Unclassified transmitter ECS: Engine Control System I
.~
I VOO: Volatile Organic Compound , . ,
><«-Y_..,.,.,.,.,.'°""""""_,.,...,...,,.,.~ _ _ _,,,.,,._..,,_~_..~-----~_,.»>~-·- ·--~·~--"'°'""'-<~,.-.-.'"-"""""""'°'_ _ _ _..--....J.-...,.,_--""""""'-':--->-~--J
Doc-ID: 7045-0200-0003 1 (7)

HYUNDAI
7045-0200-0003 MANB&W
The first link (first letter) indicates what is measured or the indicating variable.
The second link is the ldent. No., in which the first two digits indicate the point
of measurement or the indicating variable, followed by a serial number. The
third link (secondary letter(s)) indicates the function of the measured value.
Example
TE
~-- Slow down
·-----·--· Alarm high
'--·---------· Indicator
.___. ___. . -.-.. . . .-._. _.....................-.. .-.. . . . . . . . . . . . . . Measurement No. 26

~----·_ . ______. ___ . . . .--·--·-· Fuel oil system
.___ _ _ _ _ _ _ _ _ _ _ _ Temperature element
Repeated signals:
Signals which are repeated, such as per cylinder measurement or per tur-
bocharger measurement, etc. are provided with a suffix number. The suffix
number is identical with the place of measurement, such as 1 for cylinder 1, etc.
Where signals are redundant, suffix A or B may be used.
Examples
Cylinder or Turbocharger-related Signals
zv 1120-1 c 1
~------ e.g. Cyl. No.ITC No.

Aux. Blower No.
Redundant Signals
PT 8603-A IAHC j PT 8603-B . I AH C .

~·· ---
'------ System A C Systems
Cylinder-related Redundant Signals
r ZT l 8203-A-1
'--~·,·--'IT~--- j __ e.g. Cyl. No.ITC No.
System A
Graphical presentation in Pl-diagrams according to ISO 1219 I - II
2 (7) Doc-ID: 7045-0200-0003

HYUNDAI
MANB&W 7045-0200-0003
2. List of Instruments
Fuel Oil System
Pl 8001 Fuel oil, inlet engine

PT 8001 Fuel oil, inlet engine (After filter) (Alarm low)
Tl 8005 Fuel oil, inlet engine (After filter)
TE 8005 Fuel oil, inlet engine (After filter)
LS 8006 Leakage from high pressure pipes (Alarm high)
vz 8020 Fuel Oil Cut Out (Shut-down)
Lubrication Oil System
Pl 8103 Lubricating oil inlet to TIC

PT 8103 Lubricating oil inlet to TIC (Alarm low)
TE 8106 Thrust bearing segment (Alarm high + slow down)
TS 8107 Thrust bearing segment (Shut down)
Pl 8108 System lubricating oil inlet 1800 above cl. of crankshaft
PT 8108 Lubricating oil inlet to main bearing and thrust bearing
(Alarm low + Slow down)
PS 8109 Lubricating oil inlet to main bearing and thrust bearing (Shut down)
Tl 8112 System lubricating oil inlet
TE 8112 System lubricating oil inlet (Alarm high/low + Slow down)
Tl 8113 Piston cooling oil outlet, cylinder depend
TE 8113 Piston cooling oil outlet, cylinder depend (Alarm high + Slow down)
FS 8114 Piston cooling oil outlet, cylinder depend (Alarm low + Slow down}
Tl 8117 Lubricating oil outlet Turbocharger/Turbocharger
TE 8117 Lubricating oil outlet Turbocharger/Turbocharger
(Alarm high + Slow down))
TE 8123 Main Bearing Oil Outlet Temp. Cylinder depend. (Cyl no.+ 2)
XS 8150 Water In Oil sensor, system lub. oil inlet
Electronic Cylinder Lub.Oil System, Alpha cylinder lubricators
TE 8202 Cylinder lub. oil temperature

ZT 8203 Confirm cylinder lubricator piston movement (cyl/cyl)
zv 8204 Activate cylinder lubricator
LS 8208 Level switch (Alarm)
TS 8213 Cylinder lubrication, heating
Pl 8401 Jacket cooling water inlet (At local manoeuvring console, LOP)
PT 8401 Jacket cooling water inlet (Alarm Low + Slow Down)
PT 8402 Jacket cooling water inlet (At manifold)
PDS 8403 Jacket cooling water across engine (Alarm Low)
Tl 8407 Jacket cooling water inlet
TE 8407 Jacket cooling water inlet (Alarm Low)
Tl 8408 Jacket cooling water outlet, cylinder depend
TC 8408 Jacket cooling water outlet, cylinder depend (Alarm High + Slow Down)
Pl 8421 Cooling water inlet air cooler (At local manoeuvring console, LOP)
PT 8421 Cooling water inlet air cooler (Alarm Low)
Doc-ID: 7045-0200-0003 3 (7)

HYUNDAI
7045-0200-0003 MANB&W
Tl 8422 Cooling water inlet air cooler

TE 8422 Cooling water inlet air cooler (Alarm High)
Tl 8423 Cooling water outlet air cooler/air cooler
TE 8423 Cooling water outlet air cooler/air cooler
Compressed Air Supply System, Control, starting air
Pl 8501 Starting air to main starting valve ( At local manoeuvring console)

PT 8501 A+ B Starting air inlet (Alarm Low)
Pl 8503 Control air inlet (At local manoeuvring console)
PT 8503 A+ B Control air inlet (Alarm Low)
PT 8505 Air inlet to air cylinder for exhaust valve (Alarm Low)
Scavenge Air
Pl 8601 Scavenge air receiver (At local manoeuvring console)

Pl 8601 Scavenge air receiver (Combined with instrument panel Pl 8706)
PT 8601 A+ B Scavenge air receiver
Tl 8605 Scavenge air before air cooler/air cooler
TE 8605 Scavenge air before air cooler/air cooler
POI 8606 Pressure drop of air across air cooler
Tl 8608 Scavenge air after air cooler/air cooler
TE 8608 Scavenge air after air cooler/air cooler
Tl 8609 Scavenge air receiver
TE 8609 Scavenge air receiver (Alarm High+ Slow Down)
TE 8610 Scavenge air box-fire alarm, cylinder depend (Alarm High + Slow Down)
LS 8611 Water mist catcher - water level (Alarm High)
Exhaust Gas System
Tl/TC 8701 Exhaust gas before turbocharger (Alarm High+ Slow Down)
Tl/TC 8702 Exhaust gas after exhaust valve, cylinder dep. (Alarm High + Slow Down)
Pl 8706 Exhaust gas receiver (Combined with instrument panel Pl 8601)
Tl/TC 8707 Exhaust gas outlet turbocharger (Alarm High)
Manoeuvring System
PS 1101-1 Stop signal given

PS 1101-2 Stop signal given
PS 1106 Reset shut down function during emergency control - RS system
PS 1118-1 Manoeuvring system on emergency control - CCU 1
PS 1118-2 Manoeuvring system on emergency control - RS system
PS 1130-1 Manoeuvring system on remote control - CCU 2
PS 1130-2 Manoeuvring system on remote control - RS system
4 (7) Doc-ID: 7045-0200-0003

HYUNDAI
MANB&W 7045-0200-0003
Pneumatic System
ZS 1109 Turning gear -disengaged

ZS 1110 Turning gear -engaged
ZS 1111 Main starting valve - blocked
ZS 1112 Main starting valve - Open
zv 1114 Slow turning valve
ZS 1116 Pilot air to starting valve-open
ZS 1117 Pilot air to starting valve-closed
zv 1120 Activate pilot pressure air to starting valve/cyl.
zv 1121 Activate main starting valve open
Hydraulic
PT 1201 Pressure after non return

zv 1202 Pressure relief valve
PT 1204 Lub. oil pressure after filter
xc 1222 Swashplate for high pressure pump
xc 1231 Filter failure (Boll & Kirch)
LS 1235 Leakage from hydrauliv system
LS 1236 Leakage from hydrauliv system
XS 1238 Proportional valve for high pressure pump
TE 1270 HPS bearing temperature
xc 4101 Bosch-Rexroth Cylinder control unit

xc 4102 Bosch-Rexroth Cylinder control unit
ZT 4111 Exhaust valve position sensor
LS 4112 Leakage from HCU
ZT 4114 Fuel injection plunger position
Miscellaneous
E 1180 Aux. Blower

E 1181 Turning gear
E 1185 LOP, local Operator Panel
ST 8801 Turbocharger speed/turbocharger

Pl 8803 Air inlet for dry cleaning of turbocharger
Pl 8804 Cleaning water inlet to turbocharger
WT 8812 Axial vibration monitor (Alarm High+ Slow Down)
WI 8812 Axial vibration monitor
XS 8813 Oil mist in crankcase/cylinder (Alarm High + Slow Down)
Tacho/Crankshaft Pos. System
ZT 4020 Tacho for safety

TSA-A Tacho box A, Tacho system for ME engines with encoder
TSA-B Tacho box B, Tacho system for ME engines with encoder
Doc-ID: 7045-0200-0003 5 (7)

HYUNDAI
MANB&W
7045-0200-0003
3. Instrumentation on Engine
/,...~
I r•PT 8601
/ //
,, / /
....+-+-~~-..-~~iL-.~~-L'+/~~-+...
ii /;
Fore.
,/'/
r
I
I
Pl
,0401
n ssosl-,
.040 i '\.,
1
li TE' s202 !
~\ I
Fore.
\. \ I
:TE 9113 + FS/E 8114/CYL
~LS 1236J
................{TS BJ071
. 6 (7) Doc-ID: 7045-0200-0003

2008-09-03
3::C
l>-<
zc:
mZ
~~
n----1=:~~.--.,rflilll:,:=..--·-[PT·eaOT]
~..-=----IP I 8503 I
ZS 1117 At
81081
Cl
0
(')
I
~
'-., . . - - - - - - / c-c
!LOCAL OPERATION PANELj/
"""'
0
.i:..
01
.................._ __....____ .~,,./
./"
I
0
I\)
A
0
0
I
0
0
0
c.v
D
xc 4102
xc 4107
_________.,..
...........
~
0
E ~
CJ1
B I
0
I')
0
0
Descri11tion Instrumentation 0
I
0
7045-0200-0003 0
w
HYUNDAI
MANB&W 7055-0150-0002
On Bridge
BRIDGE PANEL
II II
------------ - ---------------
In Engine Control Room
I Backup Operation Panel
MOP B
I IEIN OPERATION PANEL
MOP A ECR PANEL
l --
-
I
IEICU A
I
l
EICU B
l 1
I
--------------------------! - -
In Engine Room/On Engine
di LOCAL OPERATION
PANEL-LOP
IECU A I ECU B
I I
I 11 -
I
l l l l
I 11 11
IACU 1 ACU 2 11ACU3
I 'CCU
Cylinder 1
lccu
Cylinder n
I
~ ~
---- "
u u
;,
l u 3; ~
Fuel
booster
Exhaust
valve
position position
Cylinder 1Cylinder1
AL SAV
[J"
FIVA
Valve
<~:
Fuel
booster
Exhaust
valve
position position
Cylinder n Cylinder n
AL SAV
FIVA
Valve
Cylinder 1 Cylinder 1 Cylinder 1 Cylinder n Cylindern Cylindern
~ ) ~ )
y y
r cAi- 1Ad )
[)]
r
-''----
C!J I
0
u I
B
f]
.
--·-·- ._
"1-
~ ~
..... c...-
., I
AUXILIARY AUXILIARY J __J_
a.. a..
:E
::::>
:E
::::>
.....
:E
::::>
N
a.. a.. a..
~
(")
~ ~,~,
::::i1::::i1
::::> ::::>
""'"lll)I BLOWER 1 BLOWER 2
r,-,
._
r,-,
llU
11
L--...,
11
...---'
11
a.. a.. a.. a.. a.. a..10..i II '1 11 · '•

llJ
"i' "i' I\ J1
~ 6~~.:~.:
-::t..J
AUXILIARY AUXILIARY
BLOWER 3 BLOWER 4
I\ 11
-::t..J
00 00 I
Marker Sensor
Angle Encoders
ECU - Engine Control Unit SAV - Starting Air Valve llH•
EICU - Engine Interface Control Unit CPS - Crankshaft Position Sensors

-
ACU -Auxiliary Control Unit MOP - Main Operation Panel
CCU - Cylinder Control Unit LOP- Local Operation Panel
HPS - HydrauNc Power Supply AL - Alpha Lubricator
Doc-ID: 7055-0150-0002 1 (1)

2008-08-25
~ --........... . .
_
.......
0
01
'01
I
0__.,
c.n
01
I
raw mg 0
. 7055-0155-0002~ Diagram of Manoeuvring System ·8
I\)
3 ,m
HYUNDAI Angle Encoder 106-26
MANB&W Data
SAFETY PRECAUTIONS For detailed sketch, see 900-2

X Stopped engine
X Shut off starting air supply - At starting air receiver
X Block the main starting valve
X Shut off starting air distributor/distributing system supply
X Shut off safety air supply - Not ME engines
X Shut off control air supply
Shut off air supply to exhaust valve - Only with stopped lubricating oil pumps
X Engage turning gear
Shut off cooling water
Shut off fuel oil
X Stop lubricating oil supply
Lock the turbocharger rotors
X Shut down hydraulic power supply
Data
Ref. Description Value Unit
006-218 Angle Encoder cover 44 kg

006-219 Angle Encoder bracket 35 kg
When referring to this page, please quote Data 010626 Edition 0007 Page 1 (2)
106-26 Angle Encoder HYUNDAI
Data MANB&W
The task-specific tools used in this procedure are shown on the plates at the end of this chapter or in
the chapters indicated by the ti rst three digits in the plate number, e.g. P90951 refers to chapter 909.
Plate Item No. Description
P90356 Lifting tools, etc.

P91366 078 Dial gauge and stand tool
Page 2 (2) When referring to this page, please quote Data 010626 Edition 0007
HYUNDAI Angle Encoder 906-26.1
MANB&W Checking
1. Check that power is supplied to the Tacho

Signal Amplifier box.
Turn the crankthrow for cylinder 1 towards
TDC. The LED indicator on TSA-A lights
up when TDC is reached.
2. Check the TDC of cylinder 1 against the

mark on the turning wheel.
3. Turn the engine a further 45 degrees in the

engines rotational direction. The LED on
TSA-B should now turn on.
2.
When referring to this page, please quote Procedure M90626 Edition 0211 Page 1 (6)
906-26.2 Angle Encoder HYUNDAI
Dismantling MANB&W
1. Loosen and remove the screws on both

1. sides of the cover.
'
"' Use a tackle to lift off the angle encoder
cover where applicable. -
A 2. Tag the electrical plugs "Inner encoder"

and "Outer encoder" before disconnecting
them.
Loosen the screws as shown and pull the

outer encoder off.
0 3. If neccesary slide a piece of pipe onto the

0
co
0
axle. Tap the end of the pipe with a mallet
C\I
0
J:, to loosen the bearing adapter sleeve.
C\I
co
0
a>
~
2.
C\I
0
0
:g
C\I
0
J:,
C\I
co
~
~
3.
(")
0
0
..-
C\I
0
J:,
C\I
co
0
a>
~
Page 2 (6) When referring to this page, please quote Procedure M90626 Edition 0211
MANB&W Dismantling
4. Unscrew the outer screws on the flange

and remove the compesator.
5. The inner encoder and compensator is dis-

mantled in the same way as the outer en-
coder and compensator.
6. If it is necessary the mounting bracket can

be dismantled.
Use a tackle and lifting strap to secure the

bracket.
Unscrew the screws in the base plate and

remove the bracket.
Note!
Due to the need for realignment the
mounting bracket should only be dis-
mounted when it is absolutely ne-
cessesary.
LO
0
0
CJJ
0
C\I
9CJJ
C\I
CJJ
0
O'>
:2
6.
,,,
&\
~
0
~
C\I
0
J,
C\I
CJJ
0
O'>
:2
Adjustment MANB&W
1. Use a tackle to lift off the angle encoder

cover where applicable.
2. Turn the crankthrow for cylinder 1 to TDC.
3. Check the TDC position with the pin gauge

on the cranckthrow.
Note!
Before using the pin gauge, check the
measurement from tip to tip with the
value stamped on the pin gauge, and/or
the check-marks stamped on the fore
end of the cylinder frame.
4. Loosen the clamping ring on the inner en-

3. coder. {TSA-A).
5. Use a mandrel or a drill to turn the encoder

hollow shaft in the ahead direction until the
indicator light turns on.
If the indicator light is already on, turn in

the ahead direction until it goes off and
then until it turns on again. Tighten the
clamping ring.
6. Turn the engine 45 degrees in the engines

N
rotational direction and repeat the proce-
0
0
co
dure in section 4 and 5 on the outer angle
0
N
9
encoder. {TSA-B).
co
N
~
:2 Note!
When adjusting the outer angle encoder
5. a CLOCKWISE turning engine must be
turned 45 degrees in the CLOCKWISE
direction and an ANTICLOCKWISE turn-
ing engine must be turned 45 degrees in
the ANTICLOCKWISE direction.
7. Mount the angle encoder cover where ap-

plicable.
This concludes the mechanical adjustment

of the angle encoders.
LO
0
0
0
N If the software settings need to be adjusted
0
tO
N please contact MAN Diesel.
co
g
:2
MANB&W Mounting
1. Mount the mounting bracket. Use a dial

gauge to ensure a maximum deviation from 1.
"X" of ± 0.3 mm around the center shaft.
"X" is the distance between the centre

shaft and the rim of the compensator
mounting recess.
2. Assemble the bearing sleeve. Check that

the shaft seal is intact. Slide the assembly
onto the axel and mount the screws.
3. Perform a basic adjustment of the angle

encoder by turning the hollow shaft to a 0
~
co
position where the dot; in case of a clock- 0
C\I
wise turning engine or the two dots in case 9

co
C\I
co
of a counter clockwise turning engine, are 0
a>
~
in line with the arrow.
2.
C\I
0
~
..-
N []c::D-
9co
C\I
co
0
a>
~
3.
Mounting MANB&W
4. Mount the inner encoder on the shaft.
Adjust the encoder according to M906-26.3
5. Mount the outer compensator with bearing

in the same way as shown in section 2.
6. Perform a basic adjustment on the outer

encoder as shown in section 3 and mount
the encoder on the shaft.
7. Adjust the encoder according to M906-26.3
8. Use a tackle to lift and mount the angle en-

coder cover where applicable.
6.
HYUNDAI
MANB&W 7065-1200-0004
Safety
precautions
for detailed sketch
see 0545-0100
Data
2570-0010 refers to chapter 25.
Tools
1 (1)
HYUNDAI
MANB&W 7065-1201-0003
Pick-up configura- The pick-up arrangement may vary from engine to engine to match the con-
tions figuration of the control system installed on the specific engines.
The pick-up arrangement usually consists of one or more of the following

pick-up systems:
TDC pick-up system The TDC pick-up arrangement normally

consists of one or two sensors
mounted on a bracket between the
engine frame and the turning wheel.
The sensors are normally triggered by
a bracket (profile iron) bolted onto the
turning wheel.
The purpose of the TDC pick-up sys-

tem is for the engine control system
to monitor when the crank throw for
cylinder No. 1 reaches TDC.
Control pick-up The control pick-up arrangement nor-

system mally consists of one or more brack-
ets bolted onto the engine frame, each
mounted with two sensors. The sen-
sors are triggered by the teeth of the
turning wheel or by a trigger ring.
The purpose of the control pick-up

system is for the engine control sys-
tem to continually monitor the position
of the crankshaft and the direction of
rotation.
Safety pick-up The safety pick-up arrangement

system normally consists of two pick-ups
mounted on a bracket. The sensors
are triggered by the teeth of the turn-
ing wheel or by a trigger ring.
The purpose of the safety pick-up

system is for the engine safety system
to continually monitor the rpm of the
engine.
7065-1201-0003C01
1 (5)
HYUNDAI
7065-1201-0003 MANB&W
NOTE The drawings in this procedure are for guidance only and may vary from the
actual engine configuration
The sensors in the pick-up arrange-

ment are continuously checked by the
system itself and will activate an alarm
on the main operating panel if a failure
occurs.
Manual checking is to be carried out as
~·~---0
described in the Adjustment chapter.
7065-1201-0003C02
2 (5)
HYUNDAI
MANB&W 7065-1201-0003
Adjustment of the Turn the crank throw for cylinder No. 1

TDC pick-up system to TDC. Check the TDC of cylinder No.
1 against the "zero" degree mark on
the turning wheel.
7065-1201-0003A01
Check the TDC position with the pin

gauge on the crank throw.
7065-1201-0003A02
Check the clearance between the sen-

sor tip and the bracket, and compare
with the figures in the datasheet. Make
sure the centreline of the sensor is
aligned with the edge of the bracket .
The figures in the datasheet are stan-

• NOTE dard values.
7065-1201-0003A03
If necessary, adjust the position of the
sensor.
If correct signal does not occur, adjust the clearence in steps of 0.2 mm, until
correct signal is obtained .
• NOTE Make sure that the sensor tip does not touch the bracket while turning.
For further details and data regarding adjustment of the TDC pick-up system,
see subsupplier's instructions.
3 (5)
HYUNDAI
MANB&W.
7065-1201-0003
Adjustment of the Turn the engine to center the highest

Control I Safety pick- point of the turning wheel/trigger ring
up system below the sensor.
Check the clearance between the sen-

sor tip and the turning wheel/trigger
ring and compare with the figures in
the datasheet.
The figures in the datasheet are stan-

NOTE dard values.
7065-1201-0003A04
If necessary adjust the position of the sensors.
If correct signal does not occur, adjust the clearence in steps of 0.2 mm, until
correct signal is obtained .
Make sure that the sensor tip does not touch the turning wheel/trigger ring
• NOTE while turning.
For further details and data regarding adjustment of the control/safety pick-
up system, see subsupplier's instructions.
Pick-up configurations with more than

one sensor installed may require ad-
justment of the distance (Z) between
the sensors.
Check and, if necessary, adjust the

distance between the sensors accord-
ing to subsupplier's instructions.
For further details and data regarding

adjustment of the control/safety pick-
up system, see subsupplier's instruc-
tions.
7065-1201-0003A05
4 (5)
HYUNDAI
MANB&W 7065-1201-0003
Replacement of Prepare the sensor cable with sleeves

sensors and markings (BN to be marked 1, BU
to be marked 2 and BK to be marked
3).*
Turn the engine to center the highest

point of the turning wheel/trigger ring
below the sensor.
Open the sensor box, check cable

colours and markings. Remove the old
sensor. Do not dismantle or move the
sensor box.
7065-1201-0001001
Fit the new sensor into the sensor box.
Make sure the distance is adjusted as
described in the datasheet. Secure the
sensor with Loctite ® metal glue.
After tightening, check position and

clearance.
Install the sensor cable in accordance

with the drawing. BN to terminal 1, BU
to terminal 2 and BK to terminal 3 .
For sensors not mounted in a box, the

• NOTE cable conection box is located on the
aft end of the engine frame box.
Turn the engine to see if the sensor

light diode flashes, if not, stop turning. 7065-1201-0003A07
Move a piece of steel near the sensor
head and check that the diode light changes.
Test the signal in the service terminal in the same way.
* BN = +24v. BU = Ov. and BK = OUT
5 (5)
HYUNDAI
MANB&W 7072-0800-0005
021 082
033
094
045 _/J J "~104~

057 070 l
I
069 116
1 (2)
HYUNDAI
7072-0800-0005 MANB&W
Item no Qty
- - -
-
021 - Data.,.,..,..,, unit
033 - 1pport for enclosures
045 - Handle
057 - Pressure transducer for calibration
- A-' -
r-==i-·-
070 - ;;1..icavic;1·~·'1y Air Receiver Pressure
.. ..
..,..............,..,,,
-
104 - Calibration ju box
116 - PMI software
-,
'
'
'
1
!
i
i
'
HYUNDAI Arrangement of Angle Encoder Plate P90503-0040
MANB&W
P91206
013 300
312
157
169
025 336
037 348
049 361
050
062
Plate P90503-0040 Arrangement of Angle Encoder
Item Item
No. No.
013 Amplifier
025 Cover
037 Washer
049 Screw
050 Plug screw
062 Plug screw
086 Shaft
098 Spacer
108 Spring lock
121 Screw
133 Bearing complete
145 Angle encoder
157 Screw
169 Distance ring
182 Spring lock
194 Screw
204 Bracket
216 Flange
228 Spring lock
241 Screw
253 Screw
265 Screw
277 Tapered pin
289 Screw
290 Tarered dowel
300 Flange
312 Spacer
324 Bearing complete
336 Cover
361 Screw
385 Sleeve
Notes:
* Cam lock washers are to be supplied

by MAN Diesel only.
HYUNDAI
MANB&W 7072-1200-0016
058
022
034
1 (2)
HYUNDAI
7072-1200-0016 MANB&W
Item no Qty··:::: :::1 -_ -

010 ... ;....:, ... ..,box
022 - Inductive sensor
--
034 - Dowel
058 - -
'I \.IVl11p1wLw
i
071 - Dowel
'
i
2 (2)
HYUNDAI
MANB&W
Preface Chapter Tools ................................................................... . 7640-0100-0002
Work Card Hydraulic Tools ...... ........... .... ..... ......................... . 7665-0101-0005
Standard Tightening Torque ................................. . 7665-0201-0002'
Torque Spanner ................................................... . 7665-0301-0001
Tightening Gauge ................................................. . 7665-0401-0001
Screws and Nuts ... ......... .. ........... ........................ . 7665-0501-0001
Working Platforms ....... ......... ...... ... ....................... . 7665-0601-0001
Lubricating Procedures .. .... ..... .. .... .. . .. ................. . 7665-0901-0001
Tool Plate Hydraulic Tools ....... .... .... ... . .. .... . ........................ .. 7670-0100-0002
Torque Spanners ................................................. . 7670-0200-0003
Open-Ended Spanners .... ........ ... .. ... .. ................. . 7670-0210-0006
Open-Ended Slugging Spanners ... .. ... ... .. .. .......... . 7670-0220-0003
Combination Spanners .. .. . .. .. ... ... .. ... ................... . 7670-0230-0001
Ring Slugging Spanners ....................................... . 7670-0240-0004
Miscellaneous Spanners ..................................... . 7670-0250-0002
Open-Ended Spanners ..... .. .. .. .. ... .. .. ................... . 7670-0260-0001
Lifting Tools ......................................................... . 7670-0300-0013
Pliers ................................................................... . 7670-0400-0002

Instruments ......................................................... . 7670-0410-0001
Instruments .......................................................... 7670-0410-0002
Working Platforms ............................................. '. .. . 7670-0600-0007
1 (1)
HYUNDAI
MANB&W 7640-0100-0002
Tools This chapter of the instruction book is intended to provide the user with infor-
mation regarding all the special tools and standard tools necessary for correct
maintenance of the engine.
Information includes operation and maintenance of hydraulic tools, tightening

and locking of screws and nuts as well as tool plates to be used when ordering
spare tools.
In addition tool plates relevant only to specific parts of the engine may be found
in the back of each chapter of the instruction book.
1 (1)
HYUNDAI
MANB&W 7665-0101-0005
The Hydraulic Tools consists of:
A. Lifting bracket
B. Cover
C. Snap-on coupling
D. Bleed screw
E. Piston Return Spring
F. Guide pin
G. Overstroke valve
H. Piston
I. Sealing rings
J. Cylinder
K. Support ring
L. Nut
M. Stud
N. Tommy bar
0. Milled recess for feeler gauge
P. Extension stud
Q. Support
S. Clearance
Studs or bolts provided with threads for attaching hydraulic tools and with cir-
cular nuts must only be loosened and tightened up by means of the hydraulic
tools supplied.
The jack(s) is/are connected, via a distributor block, to a high-pressure pump,

which is able to deliver hydraulic oil at the pressure indicated on the jack and on
the data sheet in the relevant section of this instruction book. The stud or bolt
concerned is thereby lengthened relative to the oil pressure applied and the
piston area, and the nut can be loosened or tightened, as required, with the aid
of a tommy bar.
The jacks must not be exposed to blows or impacts.
The jacks are marked with a "Max. lift", which can be measured on the protrud-
ing guide pin on top of the jack (see picture 4).
The hydraulic jacks are fitted with piston return springs to ensure the correct
retraction at the piston when pressure is released.
1 (13)
HYUNDAI
7665-0101-0005 MANB&W
The purpose of the The hydraulic tools consist of a set of

hydraulic tools jacks with an internal thread to suit the
tool attachment thread on the stud or
bolt, and a support rings.
7665-0101-0002C01
B
For main bearings For the main bearings, the hydraulic
tools consist of four hydraulic double E
G
jacks with extension studs, and two D D
double support tools. H
:~
7665-0101 -0005C02
2 (13)
HYUNDAI
MANB&W
7665-0101-0005
For cylinder cover For the cylinder cover, the hydraulic tool
consists of eight individual jacks sus-
pended from a common lifting tool. The
support rings are mounted below each
jack using spring pins.
It is not necessary to dismount the sup- 0 D

NOTE port rings when overhauling the cylinder
cover jacks.
Operation of the cylinder cover jacks is

identical to the operation of the single
hydraulic jacks.
7665-0101-0002C03
The design of the The hydraulic jacks are so designed Depressurized

hydraulic jacks that, in the event that the "Max. lift" limit
is exceeded, the pressure is relieved by
(Q
F
an overstroke valve mounted in the pis-
ton. The overstroke valve releases the G
oil pressure into the cavity beneath the
cover. The oil can then be seen seeping
out of the openings in the jack.
If the overstroke valve has been activat-

NOTE ed, it may be necessary to overhaul the
Overstroke valve activated
valve, see Maintenance 7665-0101.
G
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 lu-
bricating oil must not be used, as these
oils are normally alkaline and can thus 7665-0101-0002C04
damage the back-up rings.
The following instructions must be closely followed to prevent accidents or

damage, and after use the jacks should be cleaned and kept in the wooden
boxes supplied.
Eye protectors and gloves must be used when using hydraulic tools.
3 (13)
HYUNDAI
7665-0101-0005 MANB&W
Loosening of Nuts
Single Hydraulic Jack
Clean the tool/nut Carefully clean the tool attachment

thread, the nut and the surrounding
parts.
Grease the tool attachment thread with

molybdenum disulphide grease or with
graphite and oil or similar.
Place the support ring around the nut in

such a position that the tommy bar can
be applied through the slot when the nut
is to be loosened.
!~I
7665-0101-0002C05
Mounting
,,..----1~-
Screw the jack on to the tool attachment
thread of the bolt/stud, until the cylinder
of the jack bears firmly against the sup- I
port ring. _../
Connect the hydraulic jack, the distribu-
\
tor block and the high pressure pump
by means of high pressure hoses.
Unscrew the jack 3A of a turn to create a

clearance between the jack and support
ring. When loosening nuts on staybolts
it is necessary to unscrew the jack 2,5
turns.
s
The clearance between the jack and
support ring ensures dismounting of the
jack after loosening the nut.
Loosen the bleed screw in the jack and

fill up the system with oil until oil without
bubbles, flows out of the bleed hole.
7665-0101-0002C06
Then tighten the bleed screw again.
The clearance between the jack and support ring ensures dismantling of the
After adjustment, check that the parts are guided correctly together and that
there is no clearance between the piston and cylinder of the jack.
4 (13)
HYUNDAI
MANB&W 7665-0101-0005
During work Increase the oil pressure to the pre-

scribed value. Use the tommy bar during
the pressure increase to determine
when the nut is loose. If the nut does
not come loose, the pressure may be
increased by 10% of the working pres-
sure marked on the jack.
7665-0101-0002C07
Unscrew the nut Unscrew the nut with the tommy bar, making sure that the nut is not screwed up
against the jack.
Disconnect the high- Relieve the system of pressure, discon-

pressure pump nect the high-pressure pump, and re-
move the hydraulic tools.
7665-0101-0002COB
5 (13)
HYUNDAI
7665-0101-0005 MANB&W
Double hydraulic
jack
Carefully clean the main bearing studs,
the nuts and the surrounding parts.
Make sure that the extension studs are
screwed all the way down on the main
bearing studs. Use the lifting handle to
lift the double supports onto the main
bearing nuts and mount the jacks on
the studs.
7665-0101-0005005
Mounting Turn the jacks 3A of a turn back making a

clearance "S".
The clearance between the jack and the

supports ensures dismounting of the
Connect the hydraulic jacks, the distrib-

utor block and the high pressure pump
Loosen the bleed screws in both jacks,

and fill up the system with oil until oil,
without bubbles, flows out of the bleed
holes.
Re-tighten the bleed screws.
7665-0101-0005006
6 (13)
HYUNDAI
MANB&W I
7665-0101-0005

scribed value. Use the tommy bar during
........ .,
I
r r
the pressure increase to determine I
I
I
when the nut is loose. If the nut does I
not come loose, the pressure may be

increased by 10% of the working pres-
sure marked on the jack.
Unscrew the nut with the tommy bar,

making sure that the nut is not screwed
up against the jack.
7665-0101-0005007
Disconnect the high- Relieve the system of pressure, disconnect the high-pressure pump, and un-
pressure pump screw the hydraulic jack.
Disassemble the hydraulic tools and use the lifting handle to lift the tools out of
the crankcase.
7 (13)
HYUNDAI
MANB&W
7665-0101-0005
Tightening of Nuts
Single hydraulic jack
Clean the tool and nut Thoroughly clean the nut, the thread,
the contact faces, and the surrounding
parts. Clean and lubricate the tool at-
tachment thread and the thread in the
nut with molybdenum disulphide grease
or with graphite and oil or similar.
Fit the round nut on the thread and

tighten it with the tommy bar.
Check with a feeler gauge that the con-

tact face of the nut bears on the entire
circumference.
Place the support ring around the nut in

such a position that the tommy bar can
be applied through the slot for the pur-
pose of tightening the nut.
7665-0101-0002cos
Mounting Screw the hydraulic jack on to the stud.

Make sure that the jack bears firmly
against the support ring and that the
parts are guided correctly together.
Connect the hydraulic jack, the distribu-

tor block and the high-pressure pump
by means of high-pressure hoses.
Loosen the bleed screw in the jack and

fill up the system with oil, until oil with-
out bubbles flows out of the bleed hole.
Re-tighten the bleed screw.

s
7665-0101-0002C06
8 (13)
HYUNDAI
MANB&W 7665-0101-0005

scribed value, and tighten the nut by
means of the tommy bar applied
through the slot of the support ring. De-
pressurize and pump up to the pre-
scribed pressure again.
0 0
7665-01 01-0005M03
Check with a feeler While maintaining the pressure, check

gauge with a feeler gauge introduced through
the recess at the bottom of the support
ring that the nut bears against the con-
tact face.
Disconnect the high- Relieve the system of pressure, disconnect the pump, and remove the hydraulic
pressure pump jack.
9 (13)
HYUNDAI
7665-0101-0005 MANB&W
Tightening of Nuts
Double hydraulic jack
Clean the tool and nut Thoroughly clean the

nut, the thread, the con-
tact faces, and the sur-
rounding parts. Clean
and lubricate the tool
attachment thread and
the thread in the nut with
molybdenum disulphide
grease or with graphite
and oil or similar. Mount
the nuts and tighten till 7665-0101-0002C20
face contact.
.... -1
........ I
.,..-1 I
Bleed the screws Screw the extension studs all the way ........ I I
down on the main bearing studs. Lift the r !I
I
I'
I
double supports onto the main bearing I
nuts and mount the jacks on the studs.
Connect the hydraulic jacks, the distrib-

utorblock and the high pressure pump
Loosen the bleed screws in both jacks,

and fill up the system with oil until oil,
without bubbles, flows out of the bleed
holes.
Re-tighten the bleed screws.
7665-0101-0005M03
10 (13)
HYUNDAI
MANB&W 7665-0101-0005
Equal tightening Increase the oil pressure to the pre-

scribed value, and tighten the nuts
by means of the tommy bar applied
through the slots of the supports.
Depressurize and pump up to the pre-
scribed pressure again. Keep count of
how many holes the nuts are turned to
assure equal tightening
7665-0101-0005M07
Check with a feeler While maintaining the pressure, check

gauge with a feeler gauge introduced through
the recesses at the bottom of the sup-
port tool that the nuts bear against the
contact face.
7665-0101-0005M08
Disconnect the high- Relieve the system of pressure, disconnect the pump, and unscrew the exten-
ppressure pump sion studs from the main bearing studs.
Remove the jacks Use the lifting handle to remove the hydraulic jacks from the crankcase.
11 (13}
HYUNDAI
7665-0101-0005 MANB&W
Maintenance
Requirement The hydraulic jacks re-
quire no maintenance
except cleaning of
overstroke valve and
replacement of defective
sealing rings, each of
which consists of an 0-
ring and a back-up ring
fitted in ring grooves in
the piston and cylinder.
The piston and cylinder

are easily separated by
taking off the cover and
piston return spring, re-
moving the bleed screw
with ball and pressing
the parts apart with the
help of compressed air.
7665-01 01-0002C27
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.
Keep the sliding surfaces and 0-rings coated with molybdenum disulphide
grease.
Remember If the overstroke valve leaks oil without

being activated the hydraulic jack has
to be dismounted and disassembled.
Disassembly is done by removing the
two spring clips. Take care not to loose
the ball and spring. Clean the overstroke Spring clip
valve with compressed air. If this does
not remedy the fault the Overstroke
valve has to be replaced. Plunger
The pistons and cylinders of the double

jacks are separated in the same easy
way as described for the single jack.
Ball
Always use eye protection when work-
ing with compressed air.
Spring
Spring clip
7665-0101-0002C28
12 (13)
HYUNDAI
MANB&W 7665-0101-0005
The piston and The piston and cylinder

cylinder of the double jacks are sepa-
rated in the same way as de-
scribed for the single jack.
7665-0101-0002C29
Sealing rings When changing the sealing rings, first

mount the back-up ring and then the
0-ring.
See the sketch for the correct mounting

of both the upper and the lower sealing
rings. The same principle applies to all
the jacks.
7665-0101-0002C30
Fitting the sealing After fitting the sealing rings, coat the piston and cylinder with molybdenum
rings disulphide grease and press the piston and cylinder together. See that the rings
do not get stuck between the piston and cylinder.
13 (13)
HYUNDAI
MANB&W 7665-0201-0002
Tightening Torques
When tightening screws, studs or nuts for which no torque is specified in the
instruction procedure or the related data sheet, the standard torques specified
in this procedure are to be applied.
Standard Standard screws and nuts lubricated with a Molybdenum Disulphide (MoS2)
based lubricant.
Self-locking Self-locking nuts.
With glue/Loctite Screws and nuts locked with glue/Loctite.
1 (2)
HYUNDAI
7665-0201-0002 MANB&W
Camlock washers Screws and nuts locked with camlock washers.
For correct fitting of washers, see word card 7665-0501
Screwing-in Screwing-in of studs.
The intention of this procedure is to ensure that the studs are screwed right to
the bottom of the threaded holes.
Carefully clean off any burrs and loose particles from the thread and contact
faces, and coat the thread with a lubricant having a particle size of approx. 0.5
µm, for instance MoS2 (molybdenum disulphide) or a non-synthetic graphite
mixed with oil.
The studs are to be screwed-in applying the torque specified in the instruction
procedure in use. If nothing is mentioned in the instruction procedure, the figure
below indicates the torque. For thread sizes > M36 the curve indicates a screw-
ing-in torque of 680 Nm
Screwing-in torque curve

1000
800
I
E 600 /
6
Q)
:::::>
E"
400
I '
~
200
I
/
100
10 20 40 60 80 100
Major diameter of thread (mm)
7665-0201-0001 C04
2 (2)
HYUNDAI
MANB&W 7665-0301-0001
Preparing
Before screwing the nuts on, the
threads and the contact faces should I c
be greased with a mixture of graphite

and oil or molybdenum disulphide with
a friction coefficientµ = 0:1-0.12 (e.g. I
MOLYKOTE paste type G).
The nuts should fit easily on the thread,

and it should be checked that they bear
on the entire contact face. I
In the case of new nuts and studs, the
nuts are to be tightened and loosened
two or three times so that the thread
may assume its definite shape; thus ob-
viating the risk of loose nuts. !
:
)
i
100 !
Nuts secured with a split pin are to be I
tightened to the stated torque and then Ii
to the next split-pin hole.
200
I
The torque spanner must not be used
for torques higher than those stamped t I
on it, and it must not be damaged by
hammering on it or the like.
300 .J Ii
l
I
400 I
Rahsol Torque The handle of the torque spanner is pro-
Spanner vided with a scale indicating the torques
-(
I
at which the spanner can be set. 500 -(
-I
For setting the spanner at the required -(
-(
torque, there is a ball on a small arm at
the end of the handle. =~
-l
-I
When the ball is pulled, a small crank -\
handle appears. A spring-loaded slide
in the handle is provided with a mark
which, when the crank handle is turned,
7665-0301-0001 C01
can be set at the required torque on the
scale. The torque spanner works as fol-
lows:
The above-mentioned spring acts on a pawl system in the handle. When the
pre-set torque has been reached, the pawl system is released, at which mo-
ment a small jerk is felt in the spanner, and a small click is heard.
When the torque spanner is not in use, the spring inside should be released by
adjusting to minimum torque.
1 (1)
HYUNDAI
MANB&W 7665-0401-0001
Preparations Before screwing on the nuts,

grease the threads and the contact fac-
es with a mixture of graphite and oil or
molybdenum disulphide with a friction
coefficient.
µ = 0.1-0.12 (e.g. MOLYKOTE paste type

G)
The nuts should fit easily on the thread,
and it should be checked that they bear
on the entire contact face.
Pre-tightening Before tightening the nuts according

with a torque to a tightening gauge or tightening an-
spanner gle, they must be pre-tightened with a
torque spanner.
See Workcard 7665-0301.
Apply a pre-tightening torque of:

- thread M8 - M20 = 50 Nm
- thread M22 - M27 = 100 Nm
B
- thread M30 - M39 = 150 Nm
A/~
- thread M42 - M48 = 200 Nm
/~,?\:~~\
This is in order to ensure a uniform ba-
sis for the subsequent tightening with
gauge or tightening angle. 'I "- / ~
\l "'-,
I i~11 \ ~,
I /' i \i \ \\
Tightening with a After pre-tightening, place the tightening r / I 1 _J \ ;,
\ \,\ \ i !)
tightening gauge gauge round the nut, and mark off with
\ \~/''
J
chalk on the nut at slot A on the tight-

ening gauge, and make another chalk
\~>; !
mark on the contact face at slot B. Then \~1//
tighten the nut until the two chalk marks
coincide.
7665-0401-0001 C01
1 (2)
HYUNDAI
7665-0401-0001 MANB&W
Tightening without For tightening angles of e.g. 30°-45° and 60°, we usually do not deliver a tight-
a tightening gauge ening gauge. Therefore, after pre-tightening, mark the angle on a corner of the
nut and on the contact face, respectively. Then tighten the nut until the two
marks coincide.
When tightening new studs or bolts for the first time, loosen again and repeat
the procedure -including pre-tightening with a torque spanner, to allow the
parts to settle.
2 (2)
HYUNDAI
MANB&W 7665-0501-0001
Locking Devices
Some screwed and bolted connections on the engine, as well as some movable
joints, are secured against untimely loosening by means of different types of
locking devices.
When reassembling the engine after overhauls, it is vital that all such screws
and nuts are again locked correctly.
I NOTE
Make sure only to mount locking devices on nuts and screws which
have been mounted with locking devices by the engine manufacturer.
Lock Washers Lock washers, tab washers, locking

plates, etc., must always be replaced.
The tab-like projections, etc., on the
washers are to be bent back over one of
the flats of the screw or nut concerned.
7665-0501-0001 C01
Spring Washers Used spring washers must be replaced.
/;;::-\
I\~
~
-\\' \~
I) ) I
;
.
7665-0501-0001 C02
Self-Locking nuts Self-locking nuts may only be used five

times. Therefore, give the nut a centre
punch mark each time it is loosened. ~;~
(~
'\
trtm~
~\\JJ
?k-VJ)J.
I1
To tighten a self-locking nut to a specific i "---
torque, first measure the torque required ~ ~

to turn the nut itself, and then add this 7665-0501-0001 C03
torque to the torque value stated on the
data sheet of a procedure.
1 (4)
HYUNDAI
7665-0501-0001 MANB&W
Locking wire Locking wire should be fitted after the screws or nuts have been tightened to
the correct torque. Do not overtighten or loosen the units to get a correct align-
ment of the wire holes. Always fit new wire after tightening-up the units.
Any tendency of the screws or nuts to loosen will be counteracted by a tighten-

ing of the locking wire. Do not secure more than four units in a series, unless
otherwise specified.
Fig 1 Insert wire, grasp the upper end of the

wire and bend it around the head of Fig. 1
the screw, then under the other end of
the wire, be sure that the wire is tight
around the head.
Fig. 2 Twist the wire clockwise until it is just

short of the hole in the second screw.
Keeping the wire under tension, twist
it until tight. When the wire is tight, Fig. 3 Fig. 4
the wire shall have approximately 7-10
twists per 25 mm. One twist is a twist of
the wires through an arc of 180°, equal
to half of a complete turn.
Fig. 3 Insert the uppermost wire in the second

screw, and pull it tight.
Fig. 5 Fig. 6
Fig. 4 Bend the lower wire around the screw,
and under the end protruding from the
screw.
Fig. 5 Keeping the wire under tension, twist

7665-0501-0001 C04
it min. 3 twists, counterclockwise until
tight.
Fig 6 During the final twisting motion, bend

the wire along the screw head.
Cut off excess wire.
Figs. 7-9 Show the preferred ways of mounting

the locking wire on screws with wire
holes oriented in different angles.
7665-0501-0001 cos
~ (4)
HYUNDAI
MANB&W 7665-0501-0001
Fig. 10 Shows how to route the locking wire

on screws in different planes.
Fig. 11 Wire that passes over the top of a nut is

an acceptable alternative only if it routes
around the protruding screw thread.
Fig. 12 Wire that passes over the top of a nut is

also an acceptable alternative if the hole
is located as shown in the figure.
Fig. 13 Where drilling of locking wire holes has

caused a thin wall section, route the
wire as shown in the figure, to prevent
damage to the nut.
Fig. 13
Fig. 14 Locking wire can be mounted to any
other part of the assembly if nothing
else is possible.
7665-0501-0001 C06
Cam Lock Washers Cam lock washers with rising cams on one side and radial teeth on the other.
Fig. 15 The washers are installed in pairs, Fig. 15

cam face to cam face. When the bolt
and/or nut is tightened the teeth grip
and seat the mating surfaces. The cam
lock washer is locked in place, allowing
movement only across the face of the
cams. Any attempt from the bolt/nut to
rotate loose is blocked by the wedge
effect on the cams.
7665-0501-0001 C07
3 (4)
HYUNDAI
7665-0501-0001 MANB&W
Fig. 16 Different uses of the cam lock washers.
7665-0501-0001 cos
Fig. 17 Don not use the cam lock washers in Fig. 17

conjunction with other loose washers.
I NOTE
Cam lock washers must be in-
stalled in pairs and are not to be
substituted by other types of wash-
ers.
4 (4)
HYUNDAI
MANB&W
7665-0601-0001
Before Checking and Overhaul Procedures
Before carrying out the checking and overhaul procedures underlined below in
Items 1, 2 and 4, platform boards should be mounted inside the engine crank-
case.
During mounting of the platforms, always use the harness, lanyard and fall ar-
rester. It is always recommended to clean and wipe off oil from steps, crank-
throw, doorways and assembling surfaces.
The platform boards are placed inside the engine as shown in the following.
Checking the crank- Turn the engine into a position where it

shaft alignment, using is possible to place the ladder on the
an Autolog crankpin bearing stud nuts.
7665-0601-0001 M01
1 (4)
HYUNDAI
7665-0601-0001 MANB&W
Piston rod stuffing Put in the standard platform board as a

box and telescopic floor as shown on the sketch. Turn the
pipe engine to BOC. Mount the platform
board from the exhaust side of the en-
gine as shown.
7665-0601-0001 M02
2 (4)
HYUNDAI
MANB&W 7665-0601-0001
Mounting of the work- The working platform support is

ing platform support mounted as shown in sketch
7665-0601-0001 M03.
7665-0601-0001 M03
Main bearing disman- Turn the engine to 80° after TDC. Mount
tling the platform support in a longitudinal
direction on the steps in the bedplate.
7665-0601-0001 MO
3 (4)
HYUNDAI
7665-0601-0001 MANB&W
Mount the longest Mount the longest platform board, with

platform board the ladder attached, on the support
and, by means of a rope, lower the plat-
form support ladder into place on the
crankthrow.
The double platform board can now

be placed on the support and the long
platform board .
Always remember to remove the platform boards on completion of each work-

• NOTE ing procedure or before turning the engine.
4 (4)
HYUNDAI
MANB&W 7665-0901-0001
Molybdenum The following procedure is to be followed prior to the mounting of metal sur-
Disulphide (MoS2) faced parts which are to function as seals.
• Clean the surface with a cleaning fluid and ensure that the entire surface
is completely free of grease.
• Allow 5 minutes for the cleaning fluid to evaporate.
• With a clean leathercloth, and using circular movements, rub a mixture
of finegrained particles of Molybdenum Disulphide (MoS 2) and mineral oil
(e.g. Moly-cote G-n Plus, or the like) hard onto the metal surface.
• Remove any excessive paste and ensure that the metal surface is only
coated with a thin, uniform, layer of the above mixture.
• Protect the wet paste and cloth from dust or other foreign particles.
1 (1)
7670-0100-0002
202~
'1
251- -u
263---11
275~
Doc-ID: 7670 -0100-0002 1 (2)

HYUNDAI
7670-0100-0002 MANB&W
- - -
I
Item no Qty
- I
011 - imp, Pneumatic and hyd
023 - .:;=:-~~~:= p ip, hand '"'I-I"'' CIL"1U
047 - Hose with 2 union, 1500mm
059 - Hose with 2 union, 3000mm
060 - Hose with 2 ,, 5000mm
106 - Distributor block, 1 to 2
118 - Distributor :k, 1 to 4
167 - Elbow ipl 1gs
202 - Quick ipling, male
214 - Quick coupling, female I
238 - ....
,,.... r . screw I
I
251 - Steel ball '

263 - Blow-off valve
275 - Nipp I
!
i
I
i
I
2 (2) Doc-ID: 7670-0100-0002

HYUNDAI
MANB&W 7670-0200-0003
~000 026
056
039
0
11111I1111 'I I I I •'
040
l 11 i I 111 i I (I i I i ;1
... ~~~cr===~·~J~0-52-~~~~--------~
Qu_11:11111 ~TT!' ~
w
)
1 (2)
HYUNDAI
7670-0200-0003 MANB&W
r····1~~-~~-·T·· Qty i ::~;;111~~,~~············ .

·······~-~. ?.. . . . . . ,... . . ' .!~~gu~_wrench, 8-70Nm
i. ...... .Q?._~ . . . .•·. . . . . . . . . . . . . . . . •. Aci..~P.!~.r.. .1..?.~. ~.?.~~-~!. wrench, 12.5/10 ···········1
'·········~~-~···········i .....................•.. !?~q~_t;twrench, 20-200Nm ............. ····················!
040 ! Torque wrench, 140-760Nm I
052
~ ........
000
r·······
056 Adapter for socket wrench, 20.0/25 1
' ··1 - ____ ,,, ......................... ·- -- ..... .---- .... -............. ................................................................. -- . ..........
!.....................................;... ........................................................................................................................ . ...........................................1
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·····················!
i ' ·······································································································································································································································································1
l i I
1.................................... l ·························• ································•····························································································································································································································1I
····························································································································l
i
' .
;.....................;................................;............................... ·········································································································································································································································!
i··········································-······ ........................................................................................!
!......................... ·············•······· .... ··························································································!
................................................................................................................... ·······························································································································1
••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• ························································································································································································································································- ••••••••••••••••••••••••!

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.... ····························1
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..................................................... ··································-
i
...........................................................;
...................;. ·····························"l'······· ................. ··········:

!............................................................................. . ...... .............. . ................ i
2 (2)
HYUNDAI
MANB&W 7670-021 0-0006
\
010
033
045
057
070
094 .
000
000
I 1 11
I 1
11
I!
1
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1 II!
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· 1
1 (2)
HYUNDAI
7670-0210-0006 MANB&W
Item no Qty
010 Op~;, .;;-..:;.;.:: .....,QI 11 •v•, size 65mm
033
045
057 Op~;• .;, 1uv~ .;..,QI 11 •v•, size 85mm
070 ....,..,,, vi IUvU ~JJi:ll II lvl I size 95mm
i
094 ..9.P~r.:i.:.~.~~-~-~-~p~r.:i.r.:i~r. __~ize _105mm
000 Open-ended spanner, size 70mm
000 Op.;.. ..,, ,.:;..,.:: ::.µa11111:11 , size 11 Smm
'
2 (2)
HYUNDAI
MANB&W 7670-0220-0003
In 229
000
\I 11
~u
I
1 (2)
HYUNDAI
7670-0220-0003 MANB&W
i
Item no Qty ..... ~~~~gna~i.~!'. . . . .................... ..!
229 : Open-ended slugging spanner, size 105mm
000 · . . ·j··ape·n·=·0·naecfski·9·9'i'nii.spanner~. 512036'mm . ·. I
......................................)
09.9. .... •..............................L~pen-ended slugging spanner, size 32mm

000 i Open-ended slugging spanner, size 36mm
000 ' Open-ended slugging spanner, size 41 mm

000 ··O'pen~enci;<i.5i~~i9·i·n·9·5r;annar~··s·12:04smm · ·
ooo · . . . . · -· --·-·- ·o?an=0·na0a·511J991ri9 span·n0r·;··5r:z0 sO'm'm.... ·. .
000 . i Open-ended slugging spanner, size SSmm
·························~·········-·····-········--···-.,·
. l Open-ended slugging spanner, size 60mm

.. ····-~--·-··-·--·· ..·-········...······
l Open-ended slugging spanner, size 65mm
: Open-ended slugging spanner, size 70mm
"'''"(5pen=-0'ri'Cieci"slu'gging.spanner, size 75mm
..
ope.r1'~0·na01:rsTLJ'9.9Tn.9 spanner~ . 5izea'Omm. . . ··
l Open-ended slugging spanner; size 85mm
················•
l Open-ended slugging spanner, size 95mm

l Open-ended slugging spanner, size 11 Smm
. ·······················-·1
................1
I
..................................... I
2 (2)
HYUNDAI
MANB&W 7670-0230-0001.0
019
020
032
044
056
068
070
081
093
103
115
127
139
140
152
164
176
188
190
200
211
223
225
Doc-ID: 7670-0230-0001.0 1 (2)

HYUNDAI
7670-0230-0001.0 MANB&W
Item no .....................................
019 Combination spanner, size 1Omm

020
032
044 Combination
......................................................................
size 13mm
056 Combination size 14mm
068 Combination spanner, size 15mm
070 (;()'.!.l~i~~ti()~ ~p~~~E!r· . ~i~E:} 1.~111'.!.1
081
103
115 ............................... Combination spanner, size 21 mm
,................................................................................................ ·····················•···•··•·•••·•··•·••·••••·································•••···••·•··•·····• ··•··························•···········•·····•·•·•···•·•·····························
139
152
164
188
190
211
225 Combination size 60mm
.•...............................•....•......••.........•••..•....................................................•..•.......•.•.•..••.••••.•..•..••....••...................
,2 (2) Doc-ID: 7670-0230-0001.0

HYUNDAI
MANB&W 7670-0240-0004
025
037
049
050
062
074
086
098
110
121
133
145
157
170
182
194
216
228
164
1 (2)
HYUNDAI
7670-0240-0004 MANB&W
Item
.......
no Qty l Designation
~·-····· ············:············································--································································································.. ············-················
025 . . . . L. J.3i.~Q.i.~P.~.~!. .~Pc:l.~~.~r.... r.i~.Q. ~i~~.~~~~ .
037 . ~i~g . i.~P~?.!. ~panner'. rinQ .~ize .~.?.m~···
049····' ................... , ~i.~.Q ..i.r.!.'P~~.!.~pan~.~~. rin.~t_~iz~. ~.~m~
050 Ring impact spanner, ring size 36mm
062
074 ........... L..J.3i.~Q. i~P.~.~! ~P~.~.~.~r.· r.i.~Q ~.i~~~~.r.!.'.~.....
098 .........•..~i.~.Q . !r.!.'P~?.~~p~~.~~~....~i.~~~i~~ . ?..?.~r.!.'........
110
•••••••.•..•....•.•••••.••• 4 ••••••... .~i~Q. . i.~P~?.!. ~PCi.~.~~~. ~i.~.Q.~i~.~. .~.?.~.~····· ........!
133
145 ...............~i~.~. J~P~.~!. .~P~.~~~.r..•. Ti~.Q...~.i~~ ~~'!.'~.

1.~ !....... . , .. . ~.i~~ i.r.!.'PCi~~ . ~Pa~.~~~. ri~~....~ize ~.?ITI'!.'. . .
1 !0 . . . . . . . . . . . . . . . . ~i~~...i.~P.~?.!.~P~~~.~~. . ~i~·~···~i.~~ . ~.?.~.~ .
182 Ring impact spanner, ring size 1OOmm
............ .........................................................................................................................................................................
: -·
216 ....... J.3i~9.J~Pc:\C:!. .~.PC1~~-~.r..• ri~Q. .~iz~...~..~ 5IT1.~

164 .............. ............ ,.~ing impact spanner, ring size 90mm
·········1
: :
; . . .. ........... . ··········-~·-···· ......................; ......
......... ··············1
2 (2)
HYUNDAI
MANB&W 7670-0250-0002
@
209~
@
@
s
Lo1s
0 020
102~
114
126 I
~
@
© I '
~
041~
053
210
Qi
@ i
I
®
031
163
1 (2)
HYUNDAI
7670-0250-0002 MANB&W
- . -
Item no Qty
-
018 - Tool set, ""v" '"''"'."'• size 10-22mm
020 - Tool set, ""v'''"''"'."'• size 24-46mm
-
031 - Hex key tool set, vVI' '1-''"'L"'
041 - Adapter for socket wrench, 20/12.Smm
053 - :"--,--- for socket wrench, 25/20mm
102 - Socket ~"'e11111t=1, size 46mm
114 - Socket "'t-''"4' 111c1, size 50mm
126 - Socket :sJJctr 111c1, size 55mm
151 - Hex key, size 22mm
163 - Hex key, size 24mm
209 - Socket wrench, 33mm '
210 - : Extension , 200mm
I
~
2 (2)
HYUNDAI
MANB&W 7670-0260-0001.0
012
024
Doc-ID: 7670-0260-0001.0 1 (2)

HYUNDAI
I MANB&W
7670-0260-0001.0
Item no
012 Open-ended ring wrench, size 14/1 ?mm
024 wrench, size 19/22mm
2 (2) Doc-ID: 7670-0260-0001.0

HYUNDAI
MANB&W 7670-0300-0013
020 115 '

032 127 ~
044 139 ~
056 140 ~
068 152 ~
070 164 ~
081 176 ~
093 188 ~l
190 _J
296
223
259
260
272
Item Lenght
(m)
305 6.0
1 (2)
HYUNDAI
7670-0300-0013 MANB&W
Item no Qty : Designation

.......... !
020
.· · · . . . . ~?r.~~~=~-~-~! ~~r.:.~ ~-~-~-~~1~ . ~..9..'!.'.'!.' ............
032 .......; .............................; .~.?.r.f:;l.:.~=~~-~~---~-~.r.~~ ~-~~~~-1-~·-· ~.?..'!.'.'!.'. .
044 .......; ..............................; .~.?.r.f:;I.~~-=-~~~-~ ~-~r.~~-~~-~~~-1~. ~~'!.'~.... . .
056 Forged-bent screw shackle, 20mm
068
~?r.~.~~-=~~-~!. .~~r.~.~---~-~-~-~-~1.:.. ?~'!.''!.' . . . . . .
............ 1.....
070
............ ~?r.~.~~=~~~! . ~~~~-~-. ~-~~~~1:. . . ~.9..'!.''!.' . . . .
081 Forged-bent screw shackle, 33mm
093
X.?Ef:;l~-~-=~~~~--~-~r.~~ ~-~-~~~I~·-~?.'!.''!.' .......
115 Eye bolt, 1Omm
················-·························-···························
127 Eye bolt, 12mm
139
. .... I §y~ ~?I.~··· ~-~'!.''!.' .
140 ....... §Y~.~?l~ •..?.9..'!.''!.'. . . .
152 §X.~ ~?1!.•.?..~'!.'.'!.'. . .
164 . .§Y~.~?.1!. . ~9..'!.''!.' .
176 Eye bolt, 36mm
188 ....../...§Y~. ~.?.I~·-~?.'!.''!.' ......
190 bolt, 48mm
223
259 Chain tackle, 3 Tons
............ ············• ......... -·-· ........ ··---~······ ···-·······························1
296 Pull lift, 3 Tons
305 Wire rope
!
··············•·•· ••••••••.•.••••..... J
2 (2)
HYUNDAI
MANB&W 7670-0400-0002
0 1..2 f
024 "-
036 ~=--·-~~
~ ~----------
048
--- _)
~-- -----
061 ~~-->-----
120
132
~~-
f -------- /
144 ~-" -----......:_----- -\i

.--.:__~
156 ~------:-~~-
-----
Doc-ID: 7670-0400-0002 1 (2)

HYUNDAI
7670-0400-0002 MANB&W
- -
Item no Qty
-
012
024
-
-
~SJro'
S for
~·~ . . . .y
I vLQI 111 l!:f
ing, 0.9mm
ing, 1.3mm
036 - rs for 1 cLa111111y ing, 1.Bmm
048 - Pliers for I vLQI 111 l!:f ing, 2.3mm
061 - Pliers for 1 111111!:1 ing, 3.5mm i
120 - Pliers for I vLQll 111 l!:J 1ng, 1.1mm

132 - Pliers for I vLQll 111 l!:J 1ng, 1.Bmm
144 - Pliers for •c-La111111g 1ng, 2.3mm
156 - Pliers for •c-La111111g 1ng, 3.2mm I
................ 1
'
i
I
2 (2) Doc-ID: 7670-0400-0002

HYUNDAI
MANB&W 7670-0410-0001.0
066
Doc-ID: 7670-0410-0001.0 1 (2)

HYUNDAI
7670-0410-0001.0 MANB&W

042 Autolog, measuring tool for crankshaft
054 Feeler
066 Slide
078 Dial gauge and stand tool
000 .. Double head open ended spanner 6x7
000 Double head open ended spanner 8x1 O
000 Double head open ended spanner 12x14
Oout>10 i10ad open ended spanner 1sx:1 a · · · · · · · · · · · · · · · · · · ·· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·
000
000 Double head open ended spanner
2 (2) Doc-ID: 7670-0410-0001.0

HYUNDAI
MANB&W 7670-041 0-0002
0
0
012
Doc-ID: 7670-0410-0002 1 (2)

I
j
HYUNDAI
0-0002 MANB&W j
j
Item no Qty - -
- j
012 - Pressure gauge
j
j
I
i
j
j
!
j
i
I j
I
j
!
j
l
j
I
!; j
j
i
i j
i
j
!
i j
i
!
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i
j
!
' j
j
! (2) Doc-ID: 7670-0410-0002
j
j
j
HYUNDAI
MANB&W 7670-0600-0007
033
r 010
021
\
~045
057
069
070
1 (2)
HYUNDAI
7670-0600-0007 MANB&W
- - --
Item no
010
Qty
-
-
-.-.. u11\.i11y t-' ..... :u1lll support
021 - Platform board
082 - ... .. -·--- __
vvUrl\lllQ tJIClLIUllll :>UtJtJUrL
......_
094 - Ladder
'
'
;
i
'
i
:
2 (2)
HYUNDAI
MANB&W
Preface Chapter Spare Parts . ....... ............... ...... ............................ . 7940-0100-0002
1 (1)
HYUNDAI
MANB&W 7940-0100-0002
Spare Parts This chapter of the instruction book is intended to provide the user with infor-
mation regarding spare parts and the ordering of spare parts.
Please not that spare part plates are also found in the back of all relevant chap-
ters of the instruction book.
1 (1)
HYUNDAI
MANB&W
Preface Chapter Installation ...... ...... .. ... . .... ... ..... ............................. . 8240-0100-0002
1 (1)
HYUNDAI
MANB&W 8240-0100-0002
Installation This chapter of the instruction book is intended for information related to the in-
stallation of the engine in the vessel (or. power plant).
1 (1)
HYUNDAI
MANB&W
Preface Chapter Delivery ............................................................... . 8540-0100-0002
1 (1)
HYUNDAI
MANB&W 8540-0100-0002
Delivery This chapter of the instruction book is intended for information related to the
delivery of the engine to the ship yard (or power plant).
1 (1)
HYUNDAI
MANB&W
Preface Chapter Service Info ......................................................... . 8840-0100-0002
1 (1)
HYUNDAI
MANB&W 8840-0100-0002
This chapter is intended for service documentation supplied by MAN Diesel af-
ter the initial delivery of the engine.
1 (1)
HYUNDAI
MANB&W
Preface Chapter Supplier's Info ........ ........ ........... .......................... . 9140-0100-0002
1 (1)
HYUNDAI
MANB&W 9140-0100·
This chapter is intended for documentation regarding units on the complete

MAN Diesel product which is not documented by MAN Diesel (MAN Diesel's
Sub-suppliers), supplied by the Engine builder.
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GRINDING MACHINE FOR EXHAUST
VALVE
OPERATION MANUAL
{MODEL: NKK - TYPE)
€KAY
BEST QUALITY
KOKACO CO ., LTD.
I
•
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•
BRIEF HISTORY
Dec. 27, 1988 Founded Korea Kawamura Seiki Co., Ltd.
Feb. 1, 1989 Exported to Japan Kawamura Seike Seisakusho Co., Ltd.
Jul. 20, 1989 Supplied Grinding M/Cs to Ssangyong Heavy Industry Co., Ltd.
Dec. 24, 1990 Developed the EXH' Valve/Seat Grinder and designated by the
Ministry of Commerce & Industry.
Jun. 26, 1991 Supplied Grinding M/Cs to Hyundai Heavy Industry Co., Ltd.
Nov. 27, 1991 Supplied Grinding M/Cs to Korea Heavy Industry Co., Ltd.
Feb. 13, 1992 Patented Fuel Valve Lapping M/Cs.
Mar. 9, 1992 Started Fuel Valve Reconditioning & Repairs.
Jan. 10, 1993 Started F.O. Pump & Plunger, Barrel Repairs.
Jul. 4, 1997 Supplied Grinding M/Cs to Samsung Heavy Industry Co., Ltd.
Feb. 1, 2000 Transferred into Korea Kwawamura Co., Ltd.
Dec. 19, 2000 Optained Approval of Manufacture from MAN B&W.
Jul. 1, 2001 Transferred into KOKACO Co., Ltd.
Apr. 4, 2001 Patented EXHAUST VALVE SPINDLE/SEAT GRINDING MACHINE(NKK-TYPE)
Apr. 30, 2001 Achieved Company-ISO 9002: 1994 Certification
May. 17, 2003 Achieved Company-ISO 9001 :2000 Certification
ADDRESS:#189-4 DONGSAM-DONG YEONGDO-GU BUSAN KOREA

TEL: +82 - 51- 403 - 4114 - 6, +82 - 51 - 403 - 6247 ISO 9001
FAX : +82 - 51 - 403 - 6990
E-MAIL : kksco@unitel.co.kr ~ A!;f.Y, ,~,r;?~J
APPROVED
MANUFACTURE
""'" ''''" 5tx: Metal
E ntrust EXH'V SPINDLE & BOTTOM PIECE GRINDING

M/Cs from small engine to Extra large Engine to
KOKACO Co., Ltd. from today.
HANSHIN, B&W, MAKITA, NllGATA, UEC, YANMAR, AKASAKA

B&W 26MC B& W 60MC/ME
B& W 35MC B& W ?OMC/ME
B&W 42MC/ME B&W 80MC/ME
B& W 46MC/ME B&W 90MC/ME
B&W 50MC/ME B&W 98MC/ME
PC2-2, PC2-5, PC4, MITSUI M42, KAWASAKI MAN, MITSUBISHI MAN
SULZER RTA48 SULZER RTF 50
VALVE SEAT 0 38-160mm, VALVE STEM 0 10-25mm PC, MAN, GENERATOR FOR SHIP
VARIOUS TYPES OF FUEL INJECTOR
• We have already developed the Pneumatic Type most recently.

Technical Information
The KOKACO grinding machine is air driven or electrically driven.

Patented anti-vibration system and adjustable grinding angles system.
This KOKACO grinding machine is designed and manufactured to simply adjust to
operating work with effort to safely and trust for high quality grinding successfully.
The machine is used for grinding of valve spindle seat and bottom piece of large bore
diesel engines .
• 1. GRINDING ACCURACY
CD angle accuracy ············ ··· · · ··· ·· · ·· · · · ·· ·± 0.2 minutes
CZ) eccentricity · .. · max 0.02mm
@ ova lity · .. · .. · .. ·.. ... .. · .... · · .... · ... max 0.003mm
® surface fineness N6 =Ra 0.8 µm.
@ run out .. · .. · .... ·.. .. ... .............. · ·.. · · · .. .. .. · ...... .. 0.02mm
2. MACHINE DATA
CD machine capacity : up to 700mm diameter an valve spindle & bottom piece.
CZ) grinding stone size : rough grinding stone : 0100 x 032 x l 3mm
fine grinding stone : 0100 x 032 x l 5mm
@ normal grinding time : 50 - 60 minutes
®weight : 300 - 570 kgs
® power supply : 3ph 220 - 440V 50/ 60hz
@grinding stone speed : 2355m/MIN
(J) grinding object speed : 3.0 - 4.0 rpm.
·~ l
Warning - Read these instruction carefully
Transportation and installation
CD Ensure that the machine is transported safely, and do not carry loads above people.
®The machine has prepared holes for four lift eye bolts.
Always use these when the machine is lifted.
@ Make sure the lift eye bolts are undamaged and adequately fastened.
@ Only use undamaged and correctly sized lifting equipment.
Installation
At delivery the grinding machine is assembled all parts and metal parts are coated to
prevent corrosion.
1) LOCATION FOR THE EQUIPMENT

Carefully consider the following points when deciding where to install the KOKACO NKK-TYPE
grinding machine
CD Avoid any area with excessive engine vibrations 8mm/s or 286 mm /s in a RMS of ISO
regulation.
® Availability of lifting facilities and necessary lifting headroom.
@ KOKACO NKK-TYPE grinding machine has been installed angle bed on grinding machine
for struture welding work use.
• DETAIL A
I
GRINDING MOTOR
<(
f--- FEED HANDLE FOR GRINDING MOTOR
I
(')
KNOCK PIN HOLE
w
I
A _J
OJ ~~JF~ DIAL FOR CUT GRINDING WHEEL 0.005mm/div.
=i w
<l'. (')
I z FEED HANDLE UP/DOWN STROKE
D'.'.
w g;
>
0
NFB
•
CONTROL PANEL
ROTARY SWITCH
ELECTRIC POWER SUPPLY CABLE WAY
ELECTRIC POWER SHOCK-ABSORBENT MOUNT
SUPPLY POINT
CABLE GLAND WELDING ON DECK
DETAIL D
(~*~\
·~ Lui_ ~ /
~ -- ~
D c TO BE USE CABLESIZE:
20B.20C
Specification
ELECTRIC MAIN POWER SOURCE : AC 440V, 60Hz, 03
TURNING MOTOR: AC 440V, 60Hz, 03, 400W(*JP44, INS.CLASS "F")
"EQUIVALENT TO JP44 =IP44
• AMBIENT TEMP : 50°C
GRINDING MOTOR: AC 440V, 60Hz, 750W, 3350RPM
GRINDING RATE : 0.005 mm/div
WHEEL INCLINING ANGLE RANGE : FIXED TYPE
WHEEL SIZE: 0100 x Wl3 x 032
PAINT COLOR : MAKER STANDARD(7.SBG 7/2)
MAIN MOTOR : RATING CURRENT l .2A, STARTING CURRENT 5A
GRINDING MOTOR : RATING CURRENT l .45A, STARTING CURRENT 8A
ENGINE MODEL A B c D WEIGHT ENGINE MODEL A B c D WEIGHT
B&W 40ME/-C 1855mm 1530mm 680mm 390mm 300kg
B&W 42MC/-C 1997mm 1530mm 680mm 390mm 300kg B&W 42ME/-C
B&W 46MC/-C 1930mm 1530mm 680mm 390mm 300kg B&W 46ME/-C 1930mm 1530mm 680mm 390mm 300kg
B&W 65ME/-C 2720mm 1920mm 680mm 390mm 320kg
POWER CONNECTION
CONTROL PANEL INSIDE
CABLE GLAND
0
OD--+---- CABLE WAY

00
00
0
00 A
00
*Connect the power cable from on cable way to terminal A,

The power supply with 3ph 220V 50/ 60Hz, or 3ph 440V 50/ 60Hz
•
• f---350----i
DOD
®0®
000
®@GJ>
0
0
N
0
200
• l7
16
15
14
CABLE GLAND
CABLE GLAND
CABLE GLAND
TERMINAL
PG 21
PG 13.5
PG 13.5
20A l OP
13 ELEC. OVER CURRENT RELAY(EOCR2) HME-505 0.5-6.5A 220V
12 ELEC. OVER CURRENT RELAY(EOCRl) HME-505 0.5-6.5A 220V
ll TRANSFORMER 440/220V SOVA
10 FUSE 3A
9 FUSE 3A
8 MAGNETIC CONTACTOR (M2) DMCl 2 220V
7 MAGNETIC CONTACTOR (Ml R) DMHl 0 220V
6 MAGNETIC CONTACTOR (Ml F) DMHlO 220V
5 ROTARY SWITCH 025 2 DAN lalb
• 4
3
2
l
ROTARY SWITCH
SOURCE LAMP
NO FUSE BRAKE
NAME PLATE
025 3 DAN lalb
025 220V
33C 30/l OA
• DESCRIPTION ' .
DRAW CHECKD APPRVD DESCRIPTION

TITLE
CONTROL PANEL CONTROL PANEL
DWG NO.
KOKACO CO ., LTD. NKK-BG-2
RST
•
:r:r :r
}- - } - - ) NFB
M1F EOCR1
TURN TABLE MOTOR 400W
EOCR2
TR GRINDER MOTOR 750W

440/220
SOVA F2 3A
SW1
EOCR1
SW2 EOCR2
I w2 I v2 I u2 I E I w1 I v1 I u1 I T I s I R
DRAW CHECKD APPRVD DESCRIPTION

TITLE
CONTROL PANEL
DWG NO.
KOKACO CO., LTD. NKK - BG-1
. Important safety guide for grinding machine users
DO···
1. Do always handle and store grinding stone in a careful manner.
2. Do visually inspect all grinding stone before mounting to grinding machine.
3. Do check maximum operating speed worked on for grinding stone against machine speed.
4. Do check mounting flanges for equal and correct diameter.
5. Do be sure work rest for floor stand grinder is property adjusted
6. Do allow newly mounted grinding stone to run at operating speed with guard in place for at least one minute before
grinding.
7. Do always wear softy glasses or some type of eye protection when grinding.
DON'T ...
1. Don't use a grinding stone that has been shocked.
2. Don't force a grinding stone onto the machine or alter the size of the mounting hole if wheel won't fit the machine,
get one that will.
3. Don't ever exceed maximum operating speed established for the grinding stone.
•
(Machine's rated speed : 5400r.p.m)
4. Don't use mounting flanges which are warped, nicked, sprung or dirty.
5. Don't tighten the mounting nut excessively. On multiple screw mountings tighten opposite screws to 20 foot-pounds
and do this a minute of 3 times. Recheck at the end of 8 hours running.
6. Don't grind the object with the side face of grinding stone.
7. Don't start the machine until the grinding stone guard is in place.
8. Don't stand directly in front of a rotating direction for grinding stone whenever a grinder is started.
9. Don't grind material for which the grinding stone is not designed.
Precaution in operating the grinding machine.

Erroneous operation might be hazardous during grinding generally.
It is advisable to secure safe operation as followings;
l. If possible, the grinding machine has to be placed at safe area where personnels are not
endangered even in case of destruction for grinding stone.
2. When a new grinding stone is used, carry out the idle operation for l minute at least and
• check the machine for any abnormality and sound.
3. Before every operation of grinding machine, carry out the idle running for l minute at least to
check any abnormality.
4. Depth of cutting and feed rate should be kept as specified.
If not, abnormal abrasion of grinding stone and abnormal ground quality on workpiece may
be occurred, and, in severe case, grinding stone may be broken to bits.
5. If it is hard to move feed handle, adjust the liner stopper with set screw on upper slide unit.
6. Don't use when a circumferential vibration of Grinding M/C excesses 8mm/s or 286mm/s 2 in a
RMS of ISO regulation or in a stormy weather voyage.
7. Stop operating in case weather has not an effect on grinding operation.
8. Grinding should be operated by a skilled engineer only who is well awdre of this operation
manual.
9. Complete works after checking whether a roughness degree of surface is less than N6(Ra 0.8)
that is compared with a table RUGO TESTER of roughness after operations.
l 0. To only reduce dust induced and to make surface roughness good in grinding operation , we
recommend to apply cutting oil on a ground surface.
< Fig. 1 >
No NAME No NAME
15 BEARING CASE 30 PULLEY FOR REDUCER
1 GRINDING MOTOR 16 V-BELT 31 PULLEY FOR MAIN MOTOR
2 FEED HANDLE FOR GRINDING MOTOR 17 REDUCER 32 V-BELT
3 DIAMOND DRESSER 18 FIXING BOLT 33 MAIN MOTOR PULLEY
4 GRINDING STONE 19 SHOCK-ABSORBENT MOUNT 34 CENTERING BUSH
5 CENTERING BOLT 20 MAIN MOTER I
6 TURN TABLE 21 SCREW 1 SADDLE FOR SHAFT CASE OF GRINDER
7 KNOCK PIN HOLE 22 FIXING BOLT FOR ANGLE ADJUSTMENT 2 SIDE PLATE
8 UPPER SLIDE UNIT 23 V-BELT 3 SADDLE FOR UPPER SLIDE
9 DIAL PLATE FOR CUT GRINDING STONE 0.005mm/div 24 SHOCK-ABSORBENT MOUNT FOR MOTOR 4 FIX PLATE FOR ANGLE ADJUSTMENT UNIT
10 SLIDE HANDLE UP/ DOWN, STROKE-280mm 25 ANGLE STAND 5 BODY FOR ANGLE ADJUSTMENT UNIT
11 CLAMPING LEVER 26 MACHINE BODY 6 DIAL MEMORY
12 LOWER SLIDE UNIT 27 FRONT PANEL 7 FI X PLATE FOR ANGLE ADJUSTMENT UNIT
13 CONTROL PANEL 28 CENTERING CAP 8 HANDLE FOR ANGLE ADJUSTMENT
14 GLAND FOR MAIN POWER SOURCE 29 MAIN PULLEY 9 SHAFT CASE OF GRINDER
.
•
• 0
•
<Fig. 2 >
SPECIFICATION
ANGLE TABLE
ROTATION THE ANGLE OF ROTATION
SIZE OF MOTOR
ENGINE MODEL OF GRINDING OF
•
TURN GRINDER GRINDER
MODEL NAME
TABLE
VALVE
SPINDLE
30.3° +~
10
BOTTOM
PIECE
30° -~ 1·
SHAFT STONE GRINDER
TURN
TABLE I
B&W 42MC/-C NKK 42BG 4.0RPM 10
30.4° +~ 30° -~ 1·
B&W 46MC/-C NKK 46BG 4.0RPM 30.4° +~l · 30° -~1 ·
30.4° + ~ l · 30° -~ 1·
B&W 50MC/-C NKK 50BG 4.0RPM
30.5° + ~ l " 30° -~ 1·
B&W 60MC/-C NKK 60BG 4.0RPM 30.3° + ~ l ' 30° -~ 1'
B&W 70MC/-C NKK 70BG 4.0RPM 30.40 + ~ 1 · 30° -~ 1·
B&W BOMC/-C NKK BOBG 3.0RPM 30.5° + ~ l " 30° -~ 1·
B&W 90MC/-C NKK 90BG 3.0RPM 30.7° + ~. l · 30° -~ 1·
B&W 98MC/-C NKK 98BG 3.0RPM 30.7° + ~ l " 30° -~ 1' ROUGH
B&W 40ME/-C NKK 40BG-ME 4.0RPM 30.4° + ~ , l ' 30° -~ 1· 0100 X032 XW13
3,350 RPM 750W 400W
B&W 42ME/-C NKK 42BG-ME FINE
B&W 46ME/-C NKK 46BG-ME 4.0RPM 30.4° +~ l' 30° -~ 1· 0100 X032 XW15
30 .4° + ~. l " 30° -~. 1 ·
B&W 50ME/-C NKK 50BG-ME 4.0RPM 10
30.5° + ~ 30° -~ 1·
30.3° + ~ l ' 30° -~ 1·
B&W 60ME/-C NKK 60BG-ME 4.0RPM 30.40 + ~ 1· 30° -~1 ·
B&W 65ME/-C NKK 65BG-ME 4.0RPM 30.40 +~ 1· 30° -~ 1·
B&W 70ME/-C NKK 70BG-ME 4.0RPM 30.40 +~ 1· 30° -~ 1·
B&W BOME/-C NKK BOBG-ME 3.0RPM 30.5° +~ l ' 30° -~ 1·
B&W 90ME/-C NKK 90BG-ME 3.0RPM 30.7° + ~ l " 30° -~ 1'
B&W 98ME/-C NKK 98BG-ME 3.0RPM 30.7° +~ I ' 30° -~ I '
GRINDING PROCEDURE
1. VALVE SPINDLE
1-1) MOUNTING THE VALVE SPINDLE ON GRINDING MACHINE:(Refer to fig.3)
a) Remove the carbon stuck on the va lve spind le using Light oil in it ially.
b) Detach the front panel No. 27 from the machine.
c) Confirm the fixing bolt No.18 is loosened in order not to obstruct the insertion of valve
sp indle.
d) Insert the va lve spindle into Centering Bush No.34 as fi gure.
e) Tighten the vavle spindle by fix ing bolt No.18.
f) Refer to Fig. 6 on page 13, How the set Run-Out exactl y.
g) Place the dial gauge on the top of machine body and ad just th e centering by centering
bolt No.5 to obtain run out within 0.02mm.
GRIN DING MOTOR ---------~
GRINDING STONE -------~
VALVE SPINDLE
TURN TABLE --~
FIXING BOLT
CENTERI NG BUSH
FRONT P/l,NEL
<Fig. 3>
•
• 1-2) GRINDING THE VALVE SPINDLE
a) Loosen the two bolts for grinding stone cover and place the cover correctly.
b) Set the grinding angle to V(Valve spindle) with knock-pin.
c) Set grinding stone for rough grinding. (an installed stone in delivery)
d) push the "power on" switch on the front of the control panel.
e) Before grinding the valve spindle, please check the grinding stone condition.
f) Move grinding stone to the under side of the valve spindle by turning clockwise the feed
handle for grinder.
g) Select the "valve" switch for valve driver. (turn table)
h) Select the "motor on" switch for grinding driver. (grinding stone)
i) Raise the upper slide unit No.8 by turning slide handle No. 10 clockwise grinding stone
come into just contact with valve spindle.
NOTE: After adjustment the height of grinding stone, Lock slide unit (8, 12) with the
clamping lever No.11 to prevent any movement during grinding
j) Set the scale of dial plate No.9 to zero at the position where grinding stone contact with the
valve seat and fix the dial plate by set screw.
k) The depth of cut scale plate is graduated in 0.005mm/div. Set the depth of cut to
0.02mm(four graduation) or less and perform several coarse grinding by operation of the
feed handle for grinder sliding back and forth. During coarse, the feed handle (2)
has to turned by 1 revolution per every 1 turning of valve spindle or bottom piece.
NOTE: All cutting operations must be done within the valve seat surface .
• I) When grinding is finished, switch off all motor after whole surface of grinding stone is
detached from the valve seat area.
m) Check the entire seat surface has been coarsely ground.
n) Replace the Rough Grinding stone with Fine Grinding stone.
o) Select the power "on" switches for all motor and place the grinding stone to be matched
fully with valve spindle. (Refer to following sketch)
p) Set the depth of cut to 0.01 mm(two graduation) or less and perform the fine grinding by slow
moving the grinder.
NOTE: For starting the grinding, all width of grinding stone has to be matched with
grinding ob1ect and finishing has to be done at fully detached state as shown on
fig 4.
STARTING ANO ADJUSTING
POSITION FOR FINE GR INDING
ONL Y
•
FINISH POSITION <Fig. 4 >
Attention
To get a good grinding surfaces, we recommend to keep optimum standard feed time of 1 pass
with about 5 minutes or more.
For example, 0.2mm cutting of the seat surface:
1. Coarse grinder : 9 passes for 45 minutes

And for fine grinding, the feed handle has to be turned by half ( 1/2) revolution per every l
turning of valve spindle or bottom piece.
2. Fine grinding : 3 passes about 15 minutes
3. Total grinding times : about 60 minutes
To grind the valve SP INDLE To grind the BOTTOM PIECE
•
1-3) CONFIRMING THE CENTER DEFLECTION
This machine is designed so that the deflection of core (run out of the stem for valve spindle) is
within 0.01 mm and delivered after adjustment, but check once more to make sure before
grinding as follows:
a) Set the dial gauge at the lower part of valve stem.

( Fig. 6 position CD by dial gauge)
b) Select the "va lve" switch for valve drive(turn table) and check the run out on valve stem.
c) If the run out is larger than 0.03mm for position CD please adjust the spare fixing bolts into
centering bush as shown on the below figure.
d) Please don't use spare fixing bolts when center deflection(run out) is normal condition.
e) After setting of position CD below 0.03mm, If the valve exceeds 0.03mm, adjust the run-out
by centering bolts of turn table.
• f) After setting of position CD below 0.03mm, check the position ~ which measures run- out
0.05mm on valve seat area If it exceeds 0.3mm, the lopsidedness of valve spindle has problem,
then contact with specialized engine manufacturer.
HOW TO CHECK THE RUN OUT OF VALVE SPINDLE
______,,~~
--- SPARE FIXING BOL T(3EA)
• CENTERING BOLT
DIAL GAUG E
CENTERING BUSH
FIXING BOLT
FIXIN G BOLT
SECTION "A" - "A"

<Fig. 5 > <Fig. 6>
•
1-4) THE ANGLE OF GRINDING SLIDE TABLE
V : VAL VE SPINDLE
S : BOTTOM PIECE FIXING BOLT ANGLE ADJUSTMENT
•
ANGLE ADJUSTMENT UN IT
SIDE PLATE <Fig. 7 >

NAME PLATE FOR ANGLE
NOTE : The angle of grinding slide table is different between valve spindle
and bottom piece.
If grinding object is changed, readjust the grinding angle according to following
procedure.
1. Loosen two screws for angle adjustment and lift up the grinder fitting table.
2. Insert the knock pin into hole for V(Valve spindle) or S(Bottom piece).
3. Tighten four screws for angle adjustment.
1-5) METHOD OF ADJUSTMENT FOR

GRINDING ANGLE OF VALVE SPINDLE & BOTTOM PIECE
This grinding machine is designed and manufactured to adjust the angle simply to valve spindle
and bottom piece mentioned on page 3(SPECIFICATION/Angle Table) with knock pin "V" and "S".
If the valve spindle and bottom piece should be adjust with mentioned angle on page 2, below
mentioned procedure should be taken.
l) Unscrew both fixing bolts on upper slide. (Fig. 8)

2) Adjust the saddle to coincide the knock pin hole with the hole on side plate. (Refer to Fig. 8)
3) Put the knock pin to the hole with "V" for valve spindle or "S" for bottom piece.
4) Tighten both fixing bolts on upper slide.
5) Release both fixing bolts fixed on the upper slide. (Fig. 8)
6) Check if knock-pin is exactly located at bottom piece or valve spindle.
7) Set Dial memory at "O " with set screw when knock-pin is placed at the grinding angle of
bottom piece or valve spindle, them pull out knock-pin.
8) Turn the dial memory to requested angle.
9) A small scale is 1' and a big scale is 0.1 °, when turn dial memory to counter-clockwise with
a scale at "O" setting point.
l 0) When an adjustment of angle is set, fix and fasten bolts of upper slide
l l) Limits for the adjustment of angle : 29 .Q°-31.0°
0 0.1 ·
11 I I I I ,. I I I I
11
--f+-
Indication of scale
I
•
•
V : VALVE SPINDLE
S : BOTTOM PIECE
FIXING BOLT
KNOCK PIN
• < Fig. 8 >
2. BOTTOM PIECE
2-1) MOUNTING THE BOTTOM PIECE
a) Clean the Bottom piece thoroughly with light oil.
b) Mount the Bottom piece on the turn table as shown on below figure . (Fig. 9)
c) Place the dial gauge on the slide unit and seat area for Bottom Piece and adjust the
centering by centering bolts to obtain a run out within 0.02mm.
d) This machine is designed so that deflection of the core(Run out) for Bottom Piece is within
0.02mm. If diflection(Run out) exceeds 0.02mm, clean the contact area between the Bottom
Piece and turn table.
CENTERING BOLT
BOTTOM PIECE
TURN TABLE
< Fig. 9 >

2-2) GRINDING FOR BOlTOM PIECE
a) .Loosen two bolts for cover of grinding stone and place the cover correrctly.
•
b) Set the grinding angle to S(Bottom Piece) with knock pin.
c) Set grinding stone for rough grinding . (An installed stone in delivery)
d) Push the "power on " switch on the control panel.
e) Select the "SEAT" switch for turn table .
f ) Select the "motor on" switch for grinder drive. (grinding stone)
g) Before grinding the Bottom Piece , please check the grinding stone condition.
h) Move grinding stone to the upper side of seat area for Bottom Piece by turning the
feed handle.
i ) Lower the slide by turning slide handle where grinding stone is just contact with seat area
and set the dial a zero on the scale.
j ) Set the depth of cut to 0.02mm(four graduations) or less and perform several coarse
grinding by operation of the feed handle for grinder sliding back and forth.
NOTE: All cutting operation should be done by moving the grinding stone up the down.
K) Check the entire seat surace has been coarsely ground.

I) When grinding is finished , switch off all motor after whole surface of grinding stone is
detached from the seat area.
m) Replace the Rough Grinding stone with the Fine Grinding stone.
n) Select the switches on all motors and place the grinding stone to be fully contacted with
seat area. (Refer to procedure for valve spindle)
o) Set the depth of cut to 0.01 mm(two graduation) or less and perform the fine grinding by
moving slowly the grinding stone.
2-3) THE ANGLE OF GRINDING SLIDE TABLE;

PLEASE REFER TO 1- 4).
2- 4) METHOD OF ADJUSTMENT FOR GRINDING ANGLE ;

PLEASE REFER TO 1- 5).
3. DRESSING FOR GRINDING STONE
3-1) DRESSING IS REQUIRED IN THE FOLLOWING CASES:
a) When the grinding stone is changed.

b) when the grinding stone is retightened.
c) When the grinding stone becomes blocked.
NOTE : "BLOCKED" means that the grinding surface of stone turned brown for rough stone
and clogged for fine stone during grinding.
3-2) DRESSING PROCEDURE :
a) Move the feed handle for grinder forward.

(Move the grinding stone up to the dresser diamond point)
b) Adjust the contact of the diamond point and the surface of the grinding stone with the
dresser adjusting knob.
c) Select the grinding motor switch on.
d) Fix the dresser with the fixing screw, after adjusting the contact.
e) Turn the feed handle slowly up and down few times.
f) After dressing, the motor should be "off" and the diamond point should be retarded and
loc ked at original position .
NOTE : Impacts against the diamond point or excess corrective machining allowance will
damage the diamond point and cause abnormal wear of the grinding stone.
GRI NDI NG STONE
DIAMON D POINT FIXING SCREW ADJUSTING KNOB <Fig. 10 >

4. How to measure an angle with an Angle Tool Piece
Setting an "Angle Tool Piece", measure an exact angle by following methods.
(In case of B & W 70MC)
SPECIFICATION
ANGLE TABLE
ROTATION THE ANGLE OF ROTATION
SIZE OF MOTOR
ENGINE MODEL OF GRINDING OF
TURN GRINDER GRINDER
MODEL NAME VALVE BOTTOM STONE GRINDER
TURN
TABLE 0PINOL E PIECE SHAFT TABLE [
30.3° +~ l ' 30° -~. 1 ·
B&W 42MC/-C NKK 42BG 4.0RPM
30.4° +~ l · 30° -~ 1·
B&W 46MC/-C NKK 46BG 4.0RPM 30.40 ·~ 1· 30° ·-~1 ·
30.4° ·~ 1 • 30° -~1 ·
B&W 50MC/-C NKK 50BG 4.0RPM 30.5° + ~ l · 30° -~. 1 ·
30.3° · ~· •
1
B&W 60MC/-C NKK 60BG 4.0RPM 30° -~ 1·
B&W 70MC/-C NKK ?OBG 4.0RPM 30.4° +~l · 30° -~ 1·
B&W BOMC/-C NKK 80BG 3.0RPM 30.5° ·~ l " 30° -~ 1·
30.7° ·~· •
1
B&W 90MC/-C NKK 90BG 3.0RPM 30° -~ 1·
30.7° ·~· •
1
B&W 98MC/-C NKK 98BG 3.0RPM 30° - ~1 · ROUGH
B&W 40ME/-C NKK 40BG-ME 4.0RPM 30.40 +~ . 1 · 30° - ~ 1· 01oox 032 xw13
3,350RPM 750W 400W
B&W 42ME/-C NKK 42BG-ME FINE
B&W 46ME/-C NKK 46BG-ME 4.0RPM 30.40 +~ . 1 · 30° -~1 · 0100 X032 XW15
30.40 · ~ 1· 30° -~. 1 ·
B&W 50ME/-C NKK 50BG-ME 4.0RPM
30.5° ·~· •
1
30° -~ 1 ·
30.3° ·~ 1 • 30° -~ 1·
B&W 60ME/-C NKK 60BG-ME 4.0RPM
30.4° ·~ l " 30° -~ 1·
B&W 65ME/-C NKK 65BG-ME 4.0RPM 30.40 ·~ 1· 30° -~ 1·
B&W 70ME/-C NKK 70BG-ME 4.0RPM 30.40 +~. 1 · 30° -~ 1·
30.5° ·~· "
1
B&W BOME/-C NKK 80BG-ME 3.0RPM 30° -~. 1 ·
30.7° ·~· •
1
B&W 90ME/-C NKK 90BG-ME 3.0RPM 30° -~. 1 ·
B&W 98ME/-C NKK 98BG-ME 3.0RPM 30.7° + ~ l · 30° -~ 1·
4-1) SPINDLE ANGLE SETTING

The exact angle of "Angle tool piece is marked on UP
SHAFT CASE OF GRINDER
individual product. At first, angle tool piece for
valve spindle & Bottom piece should be
placed on the position of the view(Fig. l).
Move upper slide by 50mm and then DOWN
check the difference of
indication with dial gauge.
ANGLE TOOL PIECE
<Fig. I >
If the difference is "O" then the up
(=grinding angle) inclination is quite same with
"angle tool piece".
If the indication with dial gauge at upper position is bigger then lower position, the calculated
angle should be added to the angle of "angle tool piece " and vice versa.
For example the tool piece angle is 30.40° and the measuring result is as following, then the
angle can be calculated as ;
Sin- 1 (0.029/50) =0.03323° ~ 0.033°
BOTTOM PIECE ANGLE

VALVE SPINDLE ANGLE
50mm , -.,.--I
\ ------- 2 0.029mm
I
<Fig. Il >
Setting angle becomes 30.4° + 0.033° =30.433°
4-2) BOTTOM PIECE ANGLE SETTING

: Measuring and calculation method are quite with valve spindle case.
UP
SHAFT CASE OF GRINDER
DOWN
29.93"
ANGLE TOOL PIECE
• ANGLE TOOL PIECE FOR VALVE SPINDLE

<Fig. ill>
5. MEASUREMENT OF FLATNESS
Checking after grinding, using the Dial Gauge. (Refer to Fig .)
UPP ER SLIDE
< Fig. N >
After completing all works, install the Dial Gauge Set as Fig. then, check a scale while turning
the Upper Slide up and down.
As this point, Do not exceed 0.01 mm of scale.
6. CONFIRMATION OF ROUGHNESS
IT should be confirmed by comparing the ground surface and "Rugo tester" supplied .
Surface requirement : Ra 0.8(=N6)
7. MEASUREMENT OF RUN-OUT
Measure while putting V/V Spindle or Bottom Piece on the Grinder and the Dial Gauge on the
seat of Spindle or Bottom Piece.
Do adjust between Min . 0.01 mm and Max 0.03mm. Refer to Fig. V
Max. 0.03mm
< Fig. V >

TESTING TOOL FOR FUEL VALVE
HANMI POWER HDFD-1100
ISO 9001 MANUAL NO : HDFD-1100-0.13 (2009.12)
INSTRUCTION MANUAL
FUEL VAL VE TEST DEVICE
MODEL : HDFD-1100
HANMI HYDRAULIC MACHINERY CO., LTD.

#700-17, Mora-dong, Sasang-ku, Busan, Korea
Tel. +82 51 305 2511-6 I Fax. +82 51 301 1721
E-mail: hm131@kornet.net I
PAGE : 1

ISO 9001
CONTENTS
A. SPECIFICATIONS ··································································································································· PAGE 2
B. OPERATION INSTRUCTIONS ········································································································ PAGE 3
C. TROUBLE-SHOOTING FOR THE HDFD-1100 TEST RIG .................................... PAGE 7
D. OUTLINE OF THE HDFD-1100 ································································································· PAGE 8
E. OIL CHART ················································································································································· PAGE 9
APPENDIX
- GENERAL ASSEMBLY
1)DWG No. M12-7100-0.6(STANDARD) ....................................................................PAGE10-1
2)DWG No. M12-7100-2.1(0PTION) ..........................................................................PAGE10-2
- CIRCUIT DIAGRAM (DWG NO. M12-7100-1) ............................................................PAGE11
- ASSEMBLY DRAWING (DWG NO. M12-1100-0) ......................................................PAGE12
- TOOLS (DWG NO. M12-7112-0) ..................................................................................PAGE13
- SPARE PARTS (DWG NO. M12-7113-0) ................................................................PAGE14,15

PAGE: 2

ISO 9001
FUEL VALVE TEST DEVICE
A. SPECIFICATIONS
1. MODEL NO : HDFD-1100
2. OUTPUT PRESSURE : 0-1300BAR AT 1OBAR AIR INPUT
0-900BAR AT 7BAR AIR INPUT
3. AIR CONSUMPTION : 60.5LITERS/CYCLE AT 1OBAR INPUT
44LITERS/CYCLE AT 7BAR INPUT
4. MAX. FLOW AT NO PRESSURE : APPROX. 1.2LITERS/MIN AT 7BAR AIR INPUT
5. DISPLACEMENT PER CYCLE : 11.2cnt
6. PUMP SPEED : APPROX. 60 CYCLES/MIN. AT 7BAR AIR INPUT
7. OIL TANK CAPACITY : 6 LITERS
8. WEIGHT : ABT. 115kg AT EMPTY
9. DIMENSION : 885mm X 638mm X 1700mm
10. POWER SUPPLY : SINGLE PHASE 115-230VAC
11. CLASSIFICATION : GAUGE-CLASS 1.0, DISPLAY 0.2
PERFORMANCE CURVES
-z 1.4
~
......... 1.2
_J
--.::::-
~
w 1.0
---- ---- ---...
---
(.!)
.......
a::: --.............._ 10
< ~~ ~
:I:: 0.8
~ ~> ~Ir
""
()
"" ~iJl
" ~
(/)
cs 0.6
~
"-...
~ "
..... ~
0.4
0.2 ""' '\."' ""'

\ '\ '\
"'
""' "'-...,,
...
0 200 400 600

'\. "' '\.
800
'\.
'\.
1000
"'-...
1200 1300
PRESSURE (BAR)
PAGE : 3

ISO 9001
B. OPERATION INSTRUCTIONS
The HDFD-1100 ensures the correct testing of MAN B&W Diesel slide fuel valve.
IThe atomizing test cannot be executed.

The below procedure for fuel-valve testing is to be in compliance with the MAN B&W Diesel A/S guidelines
for testing of fuel injection valves. Please refer to the MAN B&W manual for general fuel valve
maintenance.
All numbers in the text refer to the numbers found on the HDFD-1100 front panel
(see the figure 1, Unit Layout illustrated overleaf.)
Pre-testing preparations :
Before performing any of the tests, the slide-valve must be completely filled with test-oil :
&CAUTION
"A coupling is separately packed when a product is supplied"
When a product is supplied, the coupling is separately packed under an unassembled state.
Assemble the coupling packed in tool box to the product.
(see the figure of page 8, No 10 " fuel outlet" coupling)
• Turn Switch ® to position OPENING PRESSURE

• Close Pressure Release Valve @ by turning clockwise
• Turn Pressure Control Valve ® clockwise, until the WORKING PRESSURE Display ® shows a
pressure above zero*
• The valve is now filled with oil. When clear oil without air-bubbles tickles from the venting hole
through the breathing-pipe, the valve is full
Lt. Please connect vent hose to valve venting hole in advance. ( See next page picture:
vent hose)
But in case of Q-ring seal test, remove the vent hose, then block vent hole to use plug.
• Turn Pressure Control Valve ® counter-clockwise to switch off air supply
• Open Pressure Release Valve @ by turning counter-clockwise
* NOTE: The HDFD-1100 FUNCTION may be activated during this process, which stop operation.
Turn Switch ® to RESET and back to OPENING PRESSURE to resume pre-testing preparations.
PAGE : 4

ISO 9001
,& In case of following function test

please make sure to connect vent hose
to fuel valve.
- Venting function.
- Opening pressure.
- Leak test.
,& If fuel valve vent hole is blocked

by plug Oil is not spray.
( Figure. VENT HOSE)
Test A : Venting function

Before performing any of the tests, the slide-valve must be completely filled with test-oil, as
described in the section "Pre-testing preparations".
• Turn Switch @ to RESET position

• Close Pressure Release Valve @
• Turn Switch @ to VENTING PRESSURE position
• Slowly adjust Pressure Control Valve @ until the system automatic turns off the Air pump
150 bar
• The pressure will slowly decrease on the WORKING PRESSURE Display ®. When the internal
leak slide valve opens, the venting pressure is shown on OPENING + VENTING PRESSURE
Display <V.
• Close pressure control valve @ - turn it counter-clockwise
• Open Pressure Release Valve @ - turn it counter-clockwise
PAGE: 5

ISO 9001
( Figure 1, Unit Layout )
CD Full Stroke Push Button

(2) Pressure Release Valve
@ Pressure Control Valve
(5) Switch (VENTING I RESET I OPENING)
@ Air Pressure Gauge (0-10bar)
<J) Pressure Display (VENTING + OPENING PRESSURE)
@ Pressure Display (WORKING PRESSURE)
PAGE: 6

ISO 9001
Test B : Opening pressure I The atomizing test cannot be executed.

• Turn Switch ® to RESET position.
• Close Pressure Release Valve ®
• Turn Switch ® to OPENING PRESSURE position
• Slowly adjust Pressure Control Valve @ until WORKING PRESSURE <ID is around 150bar
• Press FULL STROKE Push Button CD
• Increase pressure using Pressure Control Valve @ until opening pressure is reached
• The opening pressure is shown on the OPENING + VENTING PRESSURE Display <i>
the pump stops automatically
• Close Pressure Control Valve @ - turn it counter-clockwise
• Open Pressure Release Valve ® - turn it counter-clockwise
Test C : Leak Test

• Turn Switch ® to RESET position
• Turn Switch ® to OPENING PRESSURE position
• Press FULL STROKE Push Button CD
• Slowly Adjust pressure using Pressure Control Valve ® until displayed WORKING PRESSURE
<ID is 10-20bar below the opening pressure measured in Test B
Test D : 0-ring Seal Test

• Turn Switch ® to RESET position
• Dismantle breathing pipe from the venting hole in the fuel-injection valve head/fixture
• Plug venting hole with plug supplied with the valve holder
• Turn Switch ® to VENTING PRESSURE position
• Decrease air pressure using Pressure Control Valve @ until manometer @ reads Obar
• Read pressure from WORKING PRESSURE Display <ID. The displayed pressure should remain
stable for a few minutes
PAGE : 7

ISO 9001
C. TROUBLE-SHOOTING FOR THE HDFD-1100 TEST RIG
Problem Possible solution Explanation Remark
No tests can be preformed Turn Switch ® to RESET and

When the electronic blocking
Inlet pressure reads Obar back to OPENING PRESSURE system in the HDFD-1100 is
at all times (air pressure
activated, air supply to the
gauge @ although air
unit is blocked. The magnet
supply is working valve is"released" by resetting
the unit.
Make sure that the valve is Air inside the fuel valve
Air supply is turned off
filled with oil (clear oil is tickling results in malfunction of the
almost immediately after
from venting hole when electronic pressure
test is started
Pressure Control Valve ® is transmitter.
turned a few times(clockwise)
before attempting to run a test.
Follow instruction above test A
before attempting to run the
desired test again
Reset the unit, and start the

Air supply is turned off test again. press the "FULL
when Full Stroke Button STROKE" Button (j) while the
is pressured
Turn Switch ® to Reset and
back to OPENING PRESSURE
The HDFD-1100 is plugged Consult with Maker HANMI for

in and turned on, but air maintenance advice.
supply is never blocked
The display on the HDFD-1100 Check power supply

box is not working
PAGE: 8

ISO 9001
D. OUTLINE OF HDFD-1100
~--
8 :.-----
0--
,....---------·
0-----lil ----0
Pos. 1 Full Stroke Valve (Push Button) (HM-FD01-01)

Pos. 2 Pressure Release Valve (HM-FD04-02)
Pos. 3 Pressure Control Valve I pneumatic reducing valve (HM-FD04-03)
Pos. 4 Pressure transducer (inside HDFD unit) (HM-FD04-04)
Pos. 5 Switch (VENTING PRESSURE/RESET/OPENING PRESSURE) (HM-FD04-05)
Pos. 6 Air Pressure Gauge for "Inlet air pressure"(0-10bar) (HM-FD04-06)
Pos. 7+8 Pressure Display with two displays (HM-FD04-07)
Pos. 9 Adapter "air inlet"M42x2
Pos. 10 High Pressure Outlet "fuel outlet" (HM-FD04-10)
Pos. 11 Filler cap with strainer (inside HDFD unit) (H M-FD04-11)
Pos. 12 Oil filter (inside oil tank) (HM-FD04-12)
Pos. 13 2-Way pneumatic valve(inside HDFD unit) (HM-FD04-13)
Pos. 14 Pump AHP-11 OO(inside HDFD unit) (12-1100-0.0)
PAGE : 9

ISO 9001
E. OIL CHART
1. Recommendable Oi1 for Testing

Rust-preventing hydraulic oi1 with viscosity of 7-10 cST at 50"C.
2. Initial Fi11ing Quantity

Fi11 the oi1 unti1 the level gauge indicates between High and Low.
No further replenishment of the oi1 is required thanks to the close circuit.
(see figure 2, Oil level gauge)
3. Draining oil
(see figure 3, Oi1 tank)
strainer
(Filling oil)
---t...1rain plug
(Draining oil)
( figure 2, Oi1 level gauge ) ( figure 3, Oil tank )

PAGE
885 10-1
542
570
245 HOSE & COUPLING
(1.3 M)
I
I
4-•14 HOLES
I 430
POWER SOURCE ~! I
570
VIEW A -A'
A
620
115"' 230VAC --+--1--H++-1-+-ffl------i
(Watertight Plug &:
$!
I
Cable 1.5SQx2+G-5M) • 1-$-
1
A I
I
~AIR INLET AIR : MIN. 5 BAR
COUPLING MAX. 10 BAR
,..,
0
,..,
0
0
O> + + DETAIL OF AIR INLET COUPLING
+ + CABLE 1.5SQx2+G-5M
A'
_l CABLE GLAND
400 430
4-•14 HOLES WATERTIGHT PLUG &: CABLE GLAND
500 for M12 BOLT 570 PG-W380 &: CG-15
638 620
-E3-.
APPfOIED SCALE FUEL VM.VE TEST DE'JICE (HDFD-1100) PROJECTION
A 080618 DEL . .&.~ 8.C.KIM M.W.CHOI l 10
PROJECT
A 070702 CABLE 2SQ --> 1.5SQ, DEL. 700mm 8.C.KIM M.W.CHOI M.W.CHOI
1
mtE
--------------
MTE
& 061123 CABLE 1 .25SQ --> 2SQ 8.C.KIM M.W.CHOI <Ha<ED 040920 GENERAL ASSEMBLY
~ 061109 ADDED SUPPORT 8.C.KIM M.W.CHOI D.H.KOO
DRAWING NO.
~ HANMI HYDRAULIC MACHINERY CO., LTD.
~ 050217 Revision of controller 8.C.KIM M.W.CHOI
.&. 040920 Addition of mounting plate. D.H.K D.H.K M.W.CHOI
DESIGNED --------------
S.Y.CHOI M12-7100-0.6
REV DATE REASON FOR MODIFICATION REV'D CHK'D APP'D
QP-052-05(Rev 0) A3(297x420)
PAGE
885 10-2
542
570
245 HOSE & COUPLING
(1.3 M)
I
I 430
I
POWER SOURCE
161! I
I
~
v 570
VIEW A -A'
115"' 230VAC --+---+--t-++-+-+-+-+++-----< 620

(Watertight Plug &
$:
I
Cable 1.5SQx2+G-5M) • l-$-
1
I ~AIR INLET AIR : MIN. 5 BAR
I
COUPLING MAX. 10 BAR
0
0
O> + + DETAIL OF AIR INLET COUPLING
+ + CABLE 1.5SQx2+G-5M
A'
_l CABLE GLAND
400 430
4-(/l14 HOLES WATERTIGHT PLUG & CABLE GLAND
500 for M12 BOLT 570 PG-W3PD(POLYCARBONATE) & CG-15
638 620
APPROVED
M. W.CHOl
5f'i 1O PRO.Ecr FUEL VALVf. TEST DEVICE (HDFD-1100 J:~_9_J_~~I~~~-
1-------1 TTTLE
1 - - - - - - i DATE
ct£CKED 070702 GENERAL ASSEMBLY
~ 090304 MOUNTING PLATE 6tXil. J.W.JUNG 8.C.KIM M.W.CHOI D.H.KOO
DRAWING NO.
& 070702 APP. HMO D.H.KO B.C.KIM M.W.CHOI
REV. DATE REASON FOR MODIFICATION REV'D CHK'D APP'D
DESIGNED
S.Y.CHOI
@ HANMI HYDRAULIC MACHINERY CO., LTD. M12-7100-2.1
QP-052-05(Rev O) (~) ~01.g111J1J11 A3(297x420)

PAGE
11
+' +'
::I ::I
+' 0 0
0 ::I
0 0 0
c: "'O "'O
O'I "'O >. >.
·u; 0
"'O
c: 0
"'O
> > a. a.
::I
< > 0
L.
> v
N
v
N
a..
::I
a..
::I
SOCKET E + C) 0
+ + (/) (/)
R45 2 3 4 5 6 7 8
I
I
__ _J __
-- - ---t-'
I FUEL OUTlfT
L.
J 115/ 230 Vac
Q)
0 >. 15VA
::I
"'O
(JJ
c:
t
<
a.
a..
::I
1. FULL STROKE VALVE HM-FD04-01
(/)
0
L. E 2. PRESSURE RELEASE VALVE HM-F004-02
t-
0 3. PRESSURE CONTROL VALVE HM-FD04-03
Q) N
L.
::I I 4. PRESSURE TRANSDUCER (INSIDE HDFD UNIT) HM-F004-04
(JJ v 0 L.
(JJ Oo 5. lURN SWITCH (VENTING PRESSURE/RESET/OPENING PRESSUREliM-FD04-05
Q)
L.
a.a
a_ 6. AIR PRESSURE GAUGE (0""1 Obar) HM-FD04-06
7+8. PROGRAMMABLE DISPLAY HM-FD04-07
R45 9. AIR INLET WITH ADAPTER (M42x2P)
Socket a_ 10. HIGH PRESSURE OUTLET HM-FD04-10
11. FILLER CAP WITH STRAINER (INSIDE HDFD UNIT) HM-FD04-11
12. OIL FILTER (INSIDE OIL TANK) HM-FD04-12
Rotary
13. 2-WAY PNEUMATIC VALVE HM-F004-13
Switch
PCB 14. PUMP AHP-1100 (INSIDE HDFD UNIT) 12-1100-0.0
15. AUTO DRAIN FILTER (INSIDE HDFD UNIT) HM-FD04-15
16. OIL LEVEL GAUGE HM-FD04-16
Function selector
lffRCMD ~/ s PROJECT FUEL VAlVf. lEST DEVICE (HDFD-1100) PROJECTION
M.W.CHOl 1-----1 mu:
1 - - - - - 1 Di\lE
Ct£CICED 04.9.20
CIRCUIT DRAGRAM
~ 050218 Revision of controller. D.H.KO 8.C.KIM M.W.CHOI D.H.KOO DRAWING NO.
&. 050201 Revision of power source. D.H.KO 8.C.KIM M.W.CHOI DESIGNED
S.Y.CHOI
~ HANMI HYDRAULIC MACHINERY C0. 1 LTD. M12-7100-1.3
REV. DATE REASON FOR MODIFICATION REV'D CHK'D APP'D
QP-052-0S(Rev 0) A3(297x420)
73 WRENCH BOLT AP1100-73 12-1173--0 3
72 SPRING WASHER AP1100-72 12-1172-0 4
71 0-RING AP1100-71 12-1171-0 1
70 CONNECTOR AP1100-70 12-1170-0 1
69 0-RING AP1100-69 12-1169-0
68 CONNECTOR AP1100-68 12-1168-0
67 ADAPTER AP1100-67 12-1167-0 1
66 ADAPTER AP1100-66 12-1166-0 1
MAIN AIR INLET 65 GLAND NUT AP1100-65 12-1165-0 2
60
64 SPRING AP1100-64 12-1164--0 2
63 AIR TUBE AP1100-63 12-1163--0 1
62 CONNECTOR AP1100-62 12-1162-0 3
61 AIR TUBE AP1100-61 12-1161-0 1
60 CONNECTOR AP1100-60 12-1160-0 3
59 SILENCER AP1100-59 12-1159-0 1
58 BRIDGE AP1100-58 12-1158-0 1
57 PLUG AP1100-57 12-1157-0 7
56 WRENCH BOLT AP1100-56 12-1156-0 2
55 WRENCH BOLT AP1100-55 12-1155-0 3
54 WRENCH BOLT AP1100-54 12-1154-0 2
53 SET SCREW AP1100-53 12-1153--0 1
52 NUT AP1100-52 12-1152-0 1
51 WASHER AP1100-51 12-1151-0 1
50 TIE ROD AP1100-50 12-1150-0 4
49 0-RING AP1100-49 12-1149-0 2
48 0-RING AP1100-48 12-1148-0 1
47 TUBE AP1100-47 12-1147-0 1
46 0-RING AP1100-46 12-1146-0 1
45 0-RING AP1100-45 12-1145-0 8
44 0-RING AP1100-44 12-1144-0
43 COVER AP1100-43 12-1143--0
42 COVER AP1100-42 12-1142-0
41 SLEE.VE AP1100-41 12-1141-0
40 SPOOL AP1100-40 12-114D-O 1
39 0-RING AP1100-39 12-1139-0
38 PLUG AP1100-38 12-1138-0
37 UPPER VALVE BODY AP1100-37 12-1137-0 1
36 LOWER VALVE AP1100-36 12-1136-0
35 UPPER VALVE AP1100-35 12-1135-0
View C 34 SNAP RING AP1100-34 12-1134-0
33 WASHER AP1100-33 12-1133--0
32 0-RING AP1100-32 12-1132-0
Section 8-B' 31 0-RING AP1100-31 12-1131-0
30 LOWER VALVE BODY AP1100-30 12-113Q-O 1
29 0-RING AP1100-29 12-1129-0 5
28 SPRING AP1100-28 12-1128-0 2
27 0-RING AP1100-27 12-1127-0 1
26 VALVE BODY GLAND AP1100-26 12-1126-0
25 FITTING OUTLET AP1100-25 12-1125-0
24 SNAP RING AP1100-24 12-1124-0
23 SPRING CAP AP1100-23 12-1123--0
22 TREDO JOINT AP1100-22 12-1122-0
21 BALL AP1100-21 12-1121-0
20 SPRING AP1100-20 12-1120-0
19 0-RING AP1100-19 12-1119-0
18 BACK-UP RING AP1100-18 12-1118-0 2
17 FITTING INLET AP1100-17 12-1117-0 1
16 0-RING AP1100-16 12-1116-0
15 BUSHING AP1100-15 12-1115-0
14 SUPPORT RING AP1100-14 12-1114-0 1
13 PACKING SEAL AP1100-13 12-1113-0
12 BACK-UP RING AP1100-12 12-1112-0
11 SPACER AP1100-11 12-1111-0 1
10 0-RING AP1100-10 12-1110-0 1
0-RING AP1100-09 12-1109-0
SLEE.VE AP1100-08 12-1108-0
7 NUT AP1100-07 12-1107-0 1
6 GLAND NUT AP1100-D6 12-1106-0 1
5 H.P PISTON AP1100-05 12-1105-0
4 AIR PISTON AP1100-04 12-1104-0
H.P CYLINDER AP1100-03 12-1103--0 1
BOTTOM CAP AP1100-02 12-1102-0 1
1 TOP CAP APl 100-01 12-1101-0 1
Section A-A' HIGH PRESSURE
NO. DESCRIPTION OLD DWG NO. NEW DWG NO a'r< REMARK
OUTLET
PROJECTION
-E3-{f}
DRAWING NO.
REV. DATE REASON FOR MODIFlCATION REV'D CHK'D APP'D S.Y.CHOI 1112-1100-0.0
QP-052-05(Rev 0) A3(297x420)
TOOLS
I
) PAGE
FUEL VALVE TEST DEVICE 13
TYPE : HDFD-1100
DWG. NO. : M12- 7112-0.6
SUPPLY
PER SHIP
NO. NAME SKETCH MATERIAL oa:::
0 z _J REMARK
o- ~
Z<C 1:::0
t5
(/)
I cl
<( ~
1 BOX
~ PLASTIC 1 - 1
1-1
COMBINATION
SPANNER
/ TOOL
STEEL
CD P.U.R
1 -
-
1
~
1 1
HEXAGON HEAD
i" M16xP1.5 M18xP1.5 G 1/4• G 3/8•
(2) STEEL S46/50MC-C S40ME-8 S35MC OTHER
1-2 PLUG WITH FLANGE T @ SSOME-C S35ME-8 S42MC
AND GASKET
!FU! @COPPER
@STEEL
*PRODUCT NO. @) USE TO
S35/40ME-B, S46/50MC-C,
SSOME-C ENG.
~
SINGLE OPEN TOOL
1-3 1 - 1
ENDED SPANNER STEEL
1-4 +DRIVER -====<m - 1 - 1
1-5 MALE COUPLER

~ STEEL 1 - 1
1-6 DISC i . ;. .\,

_I
COPPER 6 - 6
-U-3
DIM.
CD (D) ENG.
CD M24x1.5 35MC,42MC,35ME-B
EJa-·*4$?--i~I
M36x2 40ME-8,46MC-C, 50MC, 50MC-C
1-20 INJECTION NOZZLE STEEL 1 - 1 50ME-C
@ 60MC, 60MC-C, 60ME-C,70MC,
0 M42x2 70MC-C, K80MC-C,
~
K90MC-C,K98MC/-C, K98ME
M48x3 SBOMC SBOMC-~
S90MC~C. S90M
NO SUPPLY '46x651.. '46x7Cl.

1-21 SPRING HOUSING
§1
40ME-B SSOMC, SSOMC,
35/42MC-MK7 S60MC, K80/K90MC-C,
STEEL 2 - 2 35/42MC S60MC-C, S80/S90MC-C
S35ME-B S60ME-C, S90ME
SSOME-C S70MC/-C K9BMC/-C,
S46MC-C K98ME
SSOMC-C
MANUFACTURER'S NAME
QP-052-05(Rev 0) (~) E!-al*~Pl~I A4(21 Ox297)
SPARE
PAGE
TYPE : HDFD-1100
DWG. NO. : M12-7100-0.0 _(1/2)
SUPPLY
PER SHIP
NO. NAME SKETCH MATERIAL 0 ~ z ~ OLD DWG NO. NEW DWG NO. REMARK
Z<(
~I 0
SQI i--;
O
Cl) <( I-
~ I r£ AP1100
1-7 0-RING I
N.B.R 1 - 1
-09
12-1109-0
--12.8-
--17.6-
AP1100
1-8 SPACER BC3 1 - 1 12-1111-0
-11
BACK-UP TEFLON 1 - 1 AP1100 12-1112-0

1-9 -12
RING
_ PACKING AP1100
1 10 URETANE 1 - 1 12-1113-0
SEAL -13
SUPPORT AP1100
1-11 BC3 1 - 1 12-1114-0
RING -14
I
~ I ~ AP1100
1-12 0-RING I N.B.R 2 - 2 12-1119-0
-19
--15.8-
--20.6-
AP1100
1-13 BALL STEEL 2 - 2
-21
12-1121-0
MANUFACTURER'S NAME ~ HANMI HYDRAULIC MACHINERY CO., LTD.

QP-052-05(Rev 0) A4(21 Ox297)
SPARE
')
PAGE
1YPE : HDFD-1100
DWG. NO. : M12-7100-0.0 (2/2)
SUPPLY
PER SHIP
NO. NAME SKETCH MATERIAL 0 z
co:::: t-0
_J
OLD DWG NO. NEW DWG NO. REMARK
Z<(
~I CiT ~
U') Si ~
9)2.62
I
~ I ~ AP1100
1-14 0-RING I N.B.R 2 - 2 12-1131-0
-31
i--9)6.02-
i-9)11.26-
9)1.78
I
~ I ?:£
AP1100
1-15 0-RING I N.B.R 2 - 2 12-1132-0
-32
- 9)3.68 -
-9)7.24-
~ I ~
~
AP1100
~-3.5~--r
1-16 WASHER Bc3 2 - 2 12-1133-0
-33
9)10
9)1.78
I
~ I ~ AP1100
1-17 0-RING I N.B.R 8 - 8 12-1145-0
-45
i--9)18.8-
-9)22.36-
9)5.7
I
~ I ?:£
AP1100
1-18 0-RING I N.B.R 1 - 1 12-1148-0
-48
-9)139.6-
-9)151-
1-19 SPRING
m,t SUP10 - 2
AP1100 12-1164-0
!-1
2
-64
MANUFACTURER'S NAME ~ HANMI HYDRAULIC MACHINERY CO., LTD.

QP-052-05(Rev 0) (~) ~Dl~gtJIJll A4(21 Ox297)
PNEUMATIC-HYDRAULIC HIGH PRESSURE
PUMP
"'HANMI POWER AHP-3500
ISO !)001
MANUAL NO : AHP-3500-0.3 (2005.01)
I INSTRUCTION MANUAL I
AIR DRIVEN HIGH PRESSURE PUMP

MODEL : AHP-3500
HANMI HYDRAULIC MACHINERY C0. 1 L TO.

#700-17, Mora-dong, Sasang-ku, Pusan, Korea
Tel. +82 51 305 2512-4 f Fax. +82 51 301 1721
E-mail: hm131@kornet.net I Hm132@kornet.net
PAGE : 1
, , , HANMI POWER AHP-3500

ISO !)()()J HIGH PRESSURE PUMP UNIT
CONTENTS
A. SPECIFICATIONS ...................................................................................................................................... PAGE 2
B. OUTLINE OF THE AHP-3500 ········································································································ PAGE 3
C. OPERATING MANUAL ....................................................................................................................... PAGE 4

1. BEFORE CONNECTING THE PUMP UNIT ................................................................ PAGE 4
2. CONNECTION OF PUMP ......................................................................................................... PAGE 4
3. START OF PUMP ............................................................................................................................ PAGE 4
4. ENDING OF JOB ............................................................................................................................. PAGE 5
5. DATA FOR HIGH PRESSURE .............................................................................................. PAGE 5
6. CLEANING OF OIL FILTEA ···································································································· PAGE 5
7. LUBRICATION INSTRUCTION ............................................................................................... PAGE 5
APPENDIX
- ASSEMBLY OF BOOSTER (DWG NO. M10-6100-0.3)
- SPARE PART (DWG NO. M10-6107-0.0)

PAGE: 2
- HANMI POWER AHP-3500

1so noo1 HIGH PRESSURE PUMP UNIT
A. SPECIFICATION
1. MODEL NO. : AHP-3500
2. AREA RATIO : 531 : 1
3. ACTUAL AREA RATIO : 500 : 1
4. AIR CONSUMPTION : 3200 LITERS/MIN. AT 7 BAR AIR INPUT
5. PUMPING SPEED : APPROX. 220 CYCLES/MIN. AT 7 BAR AIR INPUT
6. DISPLACEMENT PER CYCLE : 3.3 art
7. MAX. FLOW AT NO PRESSURE : APPROX. 0.7 LITERS/MIN. AT 7 BAR AIR INPUT
8. TANK CAPACITY : 8.0 LITER
9. AIR INNER PORT : 1/2" BSP FEMALE WITH INCREASE TO M42 ADAPTER
10. LIQUID OUTLET PORT : 1/4" MALE (CEJN 10.125.6203)
11. APPROX. DIMENSION : 500 x 420 x 475
12. WEIGHT : 42 Kg
PERFORMANCE CURVES
1.0
z 0.8
~
'.:::::!.3: 0.6
0
_J
u_
_J
0 0.4
0.2
0,0
400 800 1200 1600 1800 2200 2600 3000 3400 3800
OUTPUT PRESSURE (BAR)

PAGE: 3
HANMI POWER AHP-3500

ISO 9001 HIGH PRESSURE PUMP UNIT
B. OUTLINE OF THE AHP-3500
1. OIL RETURN VALVE 8. OIL OUTLET MALE COUPLING
2. AIR STOP VALVE (CYCLING VALVE) (HIGH PRESSURE OUTLET)
3. AIR PRESSURE CONTROL VALVE 9. SAFETY VALVE (RELEASE VALVE)
4. AIR PRESSURE GAUGE FOR PRESSURE CONTROL 10. OIL TANK
5. OIL PRESSURE GAUGE FOR WORKING PRESSURE 11. PUMP
6. AIR BREATHER (FILLER CAP) 12. OIL LEVEL GAUGE
7. AIR INLET (FEMALE COUPLING FOR AIR HOSE)

PAGE: 4
, , , HANMI POWER AHP-3500

ISO HOOi HIGH PRESSURE PUMP UNIT
C. OPERATING MANUAL
This instruction has been made to facilitate the understanding of the working principles
of the pump unit.
The various control instruments and maneuvering handle are fitted with a number.
These numbers are mentioned in this instruction and are also referring to the numbers
found on the drawings showing the complete pump unit.
Furthermore, these numbers are found on the instrument panel of the pump unit.
Please, read this direction of use carefully before using the pump unit and follow the
instructions given vary carefully.
1. BEFORE CONNECTING THE PUMP UNIT

The tank is filled with oil through the filler cap (6) in the right side of the top panel.
Hydraulic oil : ISO VG22 OF ISO VG32 (MINERAL OIL)
a) Open oil return valve © by turning anti-clockwise.
b) The handle of the regulator valve @ should be turned 4-5 turns anti-clockwise.
This is done to avoid the pump starting at a too high pressure level.
c) Stop valve @ should be turned clockwise, to close the valve.
This is done to ensure that the pump will not work at will when the primary pneumatic
system is connected.
2. CONNECTION OF PUMP
Compressed air is led through a flexible hose and is connected to the stud marked "air
inlet" (i) on the right side of the cabinet. This stud has a 1/2 11 BSP female thread with
a 1/4" BSP reduction, accepting either 1/2" or 1/4" hose. To avoid contamination of the
pump, it is essential that an effective air filter and water separator is inserted in the air
line. A lubro unit should however be avoided - see lubrication instruction on page 4.
The hydraulic system is connected to the stud marked "high pressure outlet" (8) found
on the left side of the cabinet. This stud has a 1/411 BSP female thread.
The pump is now ready for use.
3. START OF PUMP
a) Stop valve (2) is turned slowly anti-clockwise, whereby compressed air enters into the
pump unit, which commences to work. The stop valve (2) is also acting as a regulator
valve for the pumping speed.
b) The regulator valve (3) which is used for adjusting the pressure is now turned
clockwise and the hydraulic pressure may now be read on the manometer for
pressure control C-0
This manometer shows the hydraulic high pressure in bar.
PAGE: 5
HANMI POWER AHP-3500

ISO HOOi HIGH PRESSURE PUMP UNIT
c) The oil return valve (l) is closed by turning the knob clockwise and the oil will then run
from the oil tank into the hydraulic system. When the hydraulic system has been filled.
and the pump has stopped operating, the high pressure reached can be read at the
manometer for working pressure ® found on the left side of the instrument panel.
The pump stops automatically, when the required high pressure has been eatablished
and holds it infinitely.
The pump starts automatically again if a pressure drop occurs in the hydraulic system.
d) High pressure may be relieved from the system by opening the oil return valve CD (to
be turned anti-clockwise). The excessive oil the secondary high pressure system will
thereby return to the oil tank in the pump unit.
4. ENDING OF JOB
To avoid oil spillage, precautions should be taken to see that the oil is taken back into
the oil tank before the connections on the high pressure side are disconnected.
This is done by turning the oil return valve Q) anti-clockwise.
Simultaneously the pump should be stopped by turning the stop valve (2) clockwise,
and when this valve has been closed, the air hose may be removed and the pump
transferred to another job.
5. DATA FOR HIGH PRESSURE

The pump unit can deliver a maximum pressure of 3500 bar. At an air pressure of 5
bar a safety release valve is in the B+W standard version adjusted to release at a
maximum pressure of 2500 bar.
This pressure of 2500 bar (which is preset by the factory) secures the rest of the
system from overload or faulty operation. The pump may be re-adjusted to blow off at
any desired pressure, but maximum 3500 bar.
The release valve should be set at approx. 10% above the desired working pressure.
6. CLEANING OF OIL FILTER

The filter in the filler cap (6) is removed and cleaned when by re-filling the oil starts
running through slowly.
7. LUBRICATION INSTRUCTION
WARNING : AVOID AIR LINE LUBRICATION.
The pump has been pre-lubricated and a lubro unit will decrease the efficiency of the pump.
Air valves should be lubricated periodically.
Remove exhaust fittings and valve spool and apply a thin coat of hydraulic grease.
If primary airdrive section is dismantled, always apply a thin coat of hydraulic grease to
entire inner surface of cylinder tube plunger 0-rings.
PAGE
6
"'"'
60 BACK-UP RING 10-6160-0.0 4

59 0-RING 10-6159-0.0 4
58 0-RING 10-6158-0.0 2
57 0-RING 10-6157-0.0 2
"' 56 GASKET 10-6156-0.0 1
~ 55
54
WRENCH BOLT
FLANGE
10-6155-0.0
10-6154-0.1
4
1
53 NUT 10-6153-0.0 1
52 SNAP RING 10-2152-0.0 2
51 0-RING 10-2151-0.0 2
50 0-RING 10-2150-0.0 2
49 0-RING 10-2149-0.0 6
48 0-RING 10-2148-0.0 2
47 0-RING 10-2147-0.0 8
46 0-RING 10-2146-0.0 4
45 0-RING 10-2145-0.0 1
44 0-RING 10-2144-0.0 2
VIEW A-A' 43 0-RING 10-6143-0.0 2
42 0-RING 10-2142-0.0 1
41 0-RING 10-2141-0.0 2
40 0-RING 10-2140-0.0 1
39 BAU. 10-2139-0.0 4
38 WRENCH BOLT 10-2138-0.0 4
37 PLUG 10-2137-0.0 11
36 HEX. NUT 10-2136-0.0 4
35 SPRING WASHER 10-2135-0.0 4
34 WASHER 10-2134-0.0 4
33 HEX. BOLT 10-2133-0.0 4
32 NAME PLATE 10-6132-0.2 1
31 RING 10-2131-0.0 2
30 GLAND NUT 10-6130-0.1 4
29 NUT 10-2129-0.0 2
28 AIR CYLINDER ' 10-6128-0.0 1
27 PUMP BRACKET 10-2127-0.0 1
26-1 PILOT STEM 10-2126-1.0 1
26 PILOT STEM 10-2126-0.D 1
25-1 SPRING 10-2125-1.0 1
25 SPRING 10-2125-0.0 1
24 SPRING 10-2124-0.0 4
23 RETAINER 10-2123-0.0 4
22 FLOW TUBE 10-2122-0.0 1
21 FLANGE 10-6121-0.0 2
20 RING 10-6120-0.0 2
19 RING 10-6119-0.0 2
18 RING 10-6118-0.0 2
17 PACKING SEAL 10-6117-0.0 2
16 SLEEVE 10-2116-0.0 1
15 SPOOL 10-2115-0.1 1
VIEW 8-B'
§ 14
13
PLUG
BOTTOM V V BODY
10-2114-0.0
10-2113-0.0
2
1
VIEW "C" 12 TOP V V BODY 10-2112-0.0 1
11 RETAINER 10-2111-0.1 1
10 RETAINER 10-2110-0.1 1
9 GLAND NUT 10-2109-0.0 2
7 FITTING 10-6107-0.1 4
6 FITTING 10-6106-0.1 4
+ + 5
4
3
2
PISTON
AIR PISTON
PUMP BODY
BOTTOM CAP
10-6105-0.0
10-2104-0.1
10-6103-0.1
10-6102-0.0
1
1
2
1
1 TOP CAP 10-6101-0.1 1
190 NO. DESCRIPTION MATERIAR Q'1Y REMARK
190 PROJECTION
£3- -$-
DRAWING NO.
DeilGIED
REV DATE REASON FOR MODIFICATION REV'D CHK'D APP'D S.Y.CHOI M10-6100-0.3
OP-<>52-0S(Aev 0) ('i') ~01~~71~ A3(297x420)

SPARE
PAGE
AIR DRIVEN HIGH PRESSURE PUMP
7
MODEL : AHP-3500
DWG. NO. I M10-6107-0.0
SUPPLY
PER SHIP REMARK
NO. NAME SKETCH z
MATERIAL Cl~ 1--0 _J
DRAWING NO.
Z<C ~ (WEIGHT) Kg
~I BT 0
(/) ~ I-
1 BOX
~1 PLASTIC 1 - 1
1-1 PACKING SEAL m_J_r-
~6.7~
139.2 --j
UHMWPE 2 - 2
10-6117
-0.0
12.
mi
1-2 SPRING
!j T
135.3
SUS304 4 - 4
10-2124
-0.0
1-3 BALL
~
! I
I ~
135.7
STEEL 4 - 4
10-2139
-0.0
10-2142
1-4 0-RING I N.B.R 1 - 1
--13139.6-- -0.0
r---13151-
I
llJ1.78
~ I ~ 10-6143
1-5 0-RING I N.B.R 2 - 2
-0.0
~139.25-
i-----1312.81-
131.78
I
~ I ~ 10-2147
1-6 0-RING I
N.B.R 8 - 8
-0.0
i--1318.77--
-1322.33-
131.78
I
~ I ~
I 10-2148
1-7 0-RING N.B.R 2 - 2
-133.68- -0.0
-137.24-
MANUFACTURER'S NAME
QP-052-05(Rev 0) A4(21 Ox297)
HAND PUMP
HANMI POWER HML-3500
lSO 9001 MANUAL NO : HML-3500-0.0(2005.02)
j 1NSTRUCTION MANUAL I
HYDRAULIC PUMP HAND OPERATED

MODEL : HML-3500
HANMI HYDRAULIC MACHINERY CO., LTD.

#715·14, Mora-dong, Sasang·ku, Pusan, Korea
Tel. +82 51 305 2512-4 /Fax. +82 51 301 1721
E • m a i I : !!.!!.IJ__UJt!tJ>.. ! . !!J~J..:..!!..~.!. .L !:L!!!. H.£~~.9....r. t.1.~J. '. .!l.!!J
PAGE: 1
, , , HANMI POWER HML-3500

ISO 9001 HYDRAULIC PUMP HAND OPERATED
440 2x2-•11 HOLES
0 0 0
,.... '°
(1)
,.... ,.... ,....
458 159
617
770
HYO' PUMP HAND OPERATED HYDRAULIC CIRCUIT
~
HANMI
WORKING PRESSURE
HML-3500
,--------------1
LOW 20BAR
RELIEF I HIGH Min. 2500bar
OIL OUTPUT
VOLUME I STROKE
LOW 32cc
HIGH o.acc _J I
RESERVOIR
I~ I
OIL VOLUME 4.0L L _- - --- --- - -- - __J
PAGE: 2

lSO 9001 HYDRAULIC PUMP HAND OPERATED
HAND PUMPS
IMPORTANT DIRECTIONS ON RECEIVING GOODS
Always inspect all the components received in order to ascertain any possible damage caused
during transportation. If necessary, put forward a complaint to the forwarder.
SAFETY INFORMATIONS
Before starting the pump read carefully the manualt particularly the boldface parts and those
indicated by:
WARNING:
and
CAUTION:
HANMI DECLINES ALL LIABILITY FOR DAMAGES DERIVING FROM AN

IMPROPER USE OF THE PRODUCT. SHOULD YOU HAVE ANY DOUBT REGARDING
APPLICATION DO NOT HESITATE TO CONTACT HANMI.
WARNING: PLEASE REFER TO THE APPENDIX FOR THE LIST OF COMPONENTS FOR
ALL KINDS OF HAND PUMPS.
The hand pump reservojr must have a capacity of usable oil sufficient to fill the complete
hydraulic system it is connected to (i.e. flexible hoses + cylinders).
WARNING : OIL SHOULD NOT BE ADDED TO THE PUMP RESERVOIR TO COMPLETE

THE STROKE OF A CYLINDER WHOSE VOLUME IS GREATER THAN THE PUMP
CAPACITY. THIS PRACTISE WILL RESULT IN THE PRESSURIZATION OF THE PUMP
RESERVOIR LEADING TO EQUIPMENT DAMAGE AND POSSIBLE INJURY TO
PERSONNEL.
"Double stage" or 2-speed pumps' piston features two thrust sections of different diameter.
When the load is not present it is the piston wider section that pushes the oil into the circuit
so allowing a fast approach to the load. (1st stage at low pressure and high capacity). Under
load, the same section is automatically excluded by a specific valve. Continuous pumping with
the smaller section achieves the maximum pressure by making a reduced effort on the lever
(2nd stage at high pressure and low capacity). The filler cap (HML models) is of the
push-button air discharge type to depressurize the reservoir. The pumps can work in a
horizontal or vertical position with the pumping head downwards, and are fitted with a
threaded hole for the mounting of a gauge(alternatively a gauge adaptor black can be
mounted on the oil delivery outlet; both are optional extras).. Upon request pumps with
reservoirs different from standard, for higher working pressures of working with other fluids can
be supplied. For any specific inquiry please contact our Technical Department.
PAGE: 3

ISO !lOOl HYDRAULIC PUMP HAND OPERATED
OIL DELIVERY I RETURN
The direction of circulation of the oil from the pump to the hydraulic circuit (delivery) and
successively from the circuit to the pump (return) is regulated by the control valve mounted on
the hand pump head.
(PICTURE. 1)
The pumps are fitted with a 2-way valve {"by-pass") to operate single acting cylinders either
gravity or spring return : the pump head has one only delivery - return port. When the valve
handwheel is completely screwed clockwise, repeated action of the lever will introduce oil into
pressure to the circuit. By unscrewing it counter-clockwise, oil is allowed to return to the
reservoir. In this case It will be useless to operate the lever as the pumped oil will
immediately return to the reservoir.
HOW TO CHOOSE THE PUMP
The selected pump must have a 2-way valve for single-acting cylinders either gravity or spring
return and a 4-way valve for single-acting oil return cylinders or double acting cyJinders.
The reservoir must have a capacity of usable oil sufficient to fill the flexible hose and the
cylinder.
If you need a large amount of oil to fill the system and for the approaching of the piston to
the load it is advisable to choose a pump with high delivery at low pressure. Hand pumps are
recommended for low speed applications. When your application requires higher working
speeds it is recommended to choose a hydraulic unit in our wide range of models driven by
petrol engines, electric or pneumatic motor.
WARNING : IT IS RECOMMENDED TO MOUNT A GAUGE ON THE PUMP OR ON THE

CYLINDER IN ORDER TO PREVENT ANY DAMAGES TO THE EQUIPMENT, WHEN LIFTING
LOADS WHOSE WEIGHT IS NOT KNOWN, AND ALSO TO BETTER CHECK ANY SINGLE
PHASE OF THE LIFTING OPERATION.
TO ENSURE A CORRECT WORKING AND A LONG LIFE OF HANMI COMPONENTS
CAREFULLY FOLLOW ALL THE DIRECTIONS PROVIDED BY THIS MANUAL.
CORRECT USE OF THE PUMP
WARNING : THE PUMP CAN WORK EITHER IN A HORIZONTAL OR VERTICAL POSITION

PROVIDED THE HEAD IS DOWNWARDS.
(PICTURE. 2)
The pump must be placed on a stable and still plane to prevent it from turing over during
operations.
The BY~PASS valve must be operated esclusively by hand. Do not use mechanical grips.
PAGE: 4

ISO !lOOJ HYDRAULIC PUMP HAND OPERATED
AIR IN THE SYSTEM
Since air can be compressed if it enters a hydraulic system it can prove dangerous. Before
putting a cylinder under load it it absolutely necessary to bleed the air from the system.
Simply follow the following directions:
(PICTURE. 3)
· pump until the piston is completely extended ;
· invert the cylinder so that the piston head is placed on the bench or on the floor;
· keep the pump higher than the cylinder ;
· open the valve of the pump ;
· press the cylinder bottom to help the piston retract. The air will flow from the cylinder and
the hose to enter the oil reservoir where it can stay without causing any inconvenience.
USE
CAUTION : HIGH PRESSURE EQUIPMENT CAN DEVELOP HIGH FORCES IN

COMPARISON WITH THEIR DIMENSIONS. DO PAY THE GREATEST ATTENTION WHEN
OPERATING.
Before starting any operations check the oil level inside the hand pump reservoir. Such level
must usually be about 1 cm from the inlet. Add oil if necessary. Make sure the reservoir is
not completely full so as to prevent the oil from overflowing from the inlet hole, since
during operations increases of the oil volume might occur.
IT IS RECOMMENDED TO USE EXCLUSIVELY HANMI HYDRAULIC OIL : its viscosity and

lubrication characteristics grant the maximum use efficiency and a longer life of equipment. If
you need to add large quantities of oil to the pump, it is recommended that the reservoir is
drained, thoroughly cleaned and filled up with fresh oil.
CAUTION : MAKE SURE THAT ALL THE SYSTEM COMPONENTS ARE SUITABLE FOR
THE REQUIRED WORKING PRESSURE.
SPECIFIC DIRECTIONS ON THE USE OF FLEXIBLE HOSES
CAUTION : DO NOT SUE FLEXIBLE HOSES FOR CARRYING OR DRAGGING PURPOSES

Hoses must be placed on a straight line with no obstructions. Ensure that the bend radius is
greater than 60 mm, that no heavy load is placed over them and avoid any direct contact
with sharp objects. Koop them clear of flames or heat sources.
SPECIFIC DIRECTIONS ON CONNECTIONS THROUGH NIPPLES
The threaded end connections are either 1/4 or 3/8 NPT male.
When tightening, do not use spanner extensions as damage to the threads can occur. Wrap
thread with teflon tape (do not use tow as its threads can contaminate the oil of the hydraulic system).
PAGE: 5

SPECIFIC DIRECTIONS ON THE CONNECTIONS THROUGH COUPLERS
Ingress of foreign materials into the hydraulic system can cause scoring inside the cylinders or
damage the valves seats so compromising their seal and the consequent success of the
system operation. Therefore :
CAUTION : MAKE SURE THE COUPLINGS ARE CLEAN BEFORE CONNECTING THEM.
Dirt can prevent a correct seal and restrict the oil flow since the two seal balls do not
properly repel each other.
WARNING : MANUALLY SCREW TIGHT THE CONNECTlNG SLEEVE OF THE FEMALE

COUPLING TO THE THREADED SPIGOT OF THE MALE COUPLING.
WARNING : ALWAYS SCREW THE PROTECTION CAPS ON THE TWO COUPLING WHEN
DISCONNECTED.
EURO PRESS PACK DECLINES ALL LIABILITY FOR DAMAGES OF UNSUCCESSFUL

OPERATIONS DERIVING FROM IMPROPER USE, OR USE OF ACCESSORIES AND/OR
SPARES OTHER. THAN THE ORIGINAL ONES.
FOR ANY INFORMATION OR EXPLANATION DO REFER TO OUR TECHNICAL DEPART-
MENT.
WARNING : ANY MAINTENANCE AND/OR REPAIRING INTERVENTIONS MUST BE

CARRIED OUT BY QUALIFIED PERSONNEL. WRONG INTERVENTIONS MAY CAUSE THE
LOSS OF WARRANTY!
PRESSURE REGULATION - The hand pump safety relief valves are factory set to the
maximum working pressure. By requests, this can be set to customer requirements.
WARNING : IT IS ABSOLUTELY FORBIDDEN TO SET SUCH VALVE AT A VALUE

HIGHER THAN THE ONE SET IN OUR FACTORY.
TROUBLE SHOOTING
In many cases faults can be determined and EASILY OVERCOME ON SITE, so saving
money and time. Please find below a few suggestions for the most common problems. For
further details refer to our CUSTOMERS SERVICE.
THE PISTON WILL NOT ADVANCE

·The pump head is not downwards ;
· The pump valves is open or not properly closed ;
· There is air in the system or lack of oil in the pump ;
· Make sure the pump correctly pumps the oil. If it fails to do so the piston cannot advance.
PAGE: 6

ISO HOOi HYDRAULIC PUMP HAND OPERATED
DO NOT OVERLOAD
· The piston will not advance if the load to be lifted exceeds the capacity of the cylinder in
use. In this case the safety valve protects the operator and the equipment by preventing the
advance.
THE PISTON DOES NOT MAKE FULL STROKE OR ADVANCES WITH JERKS
· There is air in the system (to eliminate it please refer to "Air in the system 11 ).
· The piston could be bent or deformed causing it to bind with the ring nut.
·There is lack of oil in the pump. The piston is limited in its stroke. Refill the oil level in the
pump (see 11 Use).
·The hydraulic cylinder's capacity is higher than that of the reservoir. The pump must be
replaced with one with higher capacity.
THE PISTON DOES NOT KEEP THE LOAD

· If when pumping the piston advances, but does not koop its required position, i.e. does not
hold pressure, the reason might be found among one of the following causes :
1) The pump does not work properly (check valve).
2) Cylinders seals leak.
3) Oil leakage through the flexible hose connection.
THE PISTON RETURN IS NOT COMPLETE OR SLOWED DOWN

·This is due to the fact that the oil cannot flow back to the reservoir. Make sure that :
1) The pump valve is open.
2) The two couplings are tight so that the two balls repel each other and make the oil flow
correctly.
3) The return spring of the cylinder (if fitted} could be broken or loose and the internal walls
of the cylinder can be worn.
4) The piston cannot be fully retracted if there is too much oil in the pump. In that case the
excess of oil cannot flow from the cylinder to the reservoir. Consequently the piston is
not fully retracted.
WARNING : FOR GRAVITY RETURN CYLINDERS IT IS NECESSARY TO MAKE AN

EXTERNAL FORCE ON THE TOP OF THE ROD SO AS TO MAKE IT RETRACT.
WARNING : ALWAYS HELP THE PISTON RETRACT BY PRESSING ON THE RESERVOIR

RELIEF VALVE ON THE FEEDING CAP IN ORDER TO DEPRESSURIZE THE SAME (only
HML models}.
OIL LEAKAGE
If there is oil leakage from the piston it means the seals are either broken or worn out.
Their replacement is simple and quick and can be carried out on site.
WARNING: IT IS RECOMMENDED TO KEEP IN STOCK A SPARE REPAIR KIT FOR THE PUMP.
PAGE: 7

APPENDIX A
LIST OF HAND PUMPS COMPONENTS SHARED BY THE VARIOUS PUMPS
A PUMP RESERVOIR
B LEVER
C OIL INLET
D PRESSURIZED OIL OUTLET
E ADDITIONAL OIL OUTLET
F MAX PRESSURE RELIEF VALVE
G BY-PASS VALVE
Also valid for MOD. HML-1000

HML-1600, 1600- I 1600N
HML-2500, 2500N
HML-3500
PAGE: 8

JSO \lOOl HYDRAULIC PUMP HAND OPERATED
BY-PASS VALVE
PAGE: 9

MOD. : HML-1000
HML-1600, 1600-J, 1600-N
HML-2500, 2500N E
HML-3500
c B D F
A G
TOP BRACING
Service manual
MAIN ENGINE
HYDRAULIC TOP BRACING
Customer HYUNDAI HEAVY INDUSTRIES CO., LTD.

Hull No. 2614,_9
Type AOC-300
30 bar Starting Air
C GREEN &CLEAN TECHNOLOGY Co., Ltd.

Home-page: http://www.gc-tech.com
Tel : + 82 52 268 - 5656 Fax: + 82 52 265 - 7887
page 2
INDEX
NO. DESCRIPTION PAGE
1. General specification 3
2. Technical description 4
3. Function description 5
4. Installation 6 ...... 8
5. Top bracing operating procedure 9
6. Top bracing off setting procedure 9
7. Maintenance 10
8. Assembly 11
9. Drawings 12
Lay-out of top bracing 13
Air connection diagram for top bracing 14
Diaphragm hydropneumatic accumulator 15
Top bracing(GC-981116) 16
Manifold & air regulator(GC-981118-4) 19
10. Air regulator instructions 22-25
11. Air filter instructions 26-27
12. Accumulator instructions 28-31
13. Gas-filling & checking apparatus 32-37

instructions
14. Alignment setting procedure 38-41
·"Green & Clean Technology Co., Ltd. AOC-800

page 3
General specification
1. Type : AOC-300.
2. Assembly drawing: refer to drawing GC-981112.
3. Dimension drawing with part list : GC-981116.
4. AOC-300 function description : GC-981113.
5. Air connection diagram : GC-981115-4.
6. Force to a cushion at 5 -14 bar: 35.3 KN - 99 KN (3.6 -10.1 Ton).
7. Max. force at relieving pressure (26 bar) : 183.8 KN (18.7 Ton).
8. Air connection port: <1>10 copper pipe or <1>10 steel pipe connector.
9. Foundation bolts : 10 pcs Hex-bolts (M16 x 45L).
1O. Valve block : Consists of with 1 relief valve,

1 test coupling and 1 accumulator with stop valve.
11. Type of hydraulic oil : Standard hydraulic oil, ISO VG 32.

* Recommend oil chart
- MOBIL:MOBIL DTE 10 EXCEL 32
- SHELL:SHELL TELLUS OIL S32
- CASTROL:HYSPIN AWS 32
- BP:ENERGOL SHF 32
-TOTAL:AZOLLA ZS 32
(Top-Bracing is deliverd with oil filled condition;
12. Volume of oil : 6 liter per cylinder.
13. Size of air supply pipe: <1>10 steel pipe.
14. Weight: Approximately 220 kg/cyl (with oil).
15. Operating temperature : Max. 75 °C.
16. Installation tolerance : Max. +15 mm.
17. Accumulator set pressure: 15 bar. (1.5 MPa)
18. Relief valve set pressure : 26 bar. (2.6 MPa)
19. Air regulator set pressure : 12 bar. (1.2 MPa)
20. Paint color: LT313 - 7.5BG 7/2
Green & Clean Technology Co., Ltd. AOC-300

page 4
Technical description
By means of top bracing the main engine, it will in most cases be possible to
obtain such a high natural frequency of the system "engine - ship's side -
ship's bottom" that annoying vibrations of the engine top or ship's hull will be
eliminated.
The so-called guide force moments are caused by the transverse reaction
forces acting on the crossheads due to the connecting rod/crankshaft
mechanism. When the piston of a cylinder is not exactly in its top or bottom
position, the gas force from the combustion, transferred through the connecting
rod will have a component acting on the crosshead and the crankshaft perpen-
dicularly to the axis of the cylinder. Its resultant is acting on the guide shoe
(or piston skirt in the case of a trunk engine), and together they form a guide
force moment.
The moments may excite engine vibrations moving the engine top athwartships
and causing a rocking (excited by H-moment) or twisting (excited by X-moment)
movement of the engine.
For engines with fewer than seven cylinders, this guide force moment tends to
rock the engine in transverse direction, and for engines with seven cylinders
or more, it tends to twist the engine. The guide force moments are harmless
to the engine, however, they may cause annoying vibrations in the superstruc-
ture and /or engine room, if proper countermeasures are not taken.
(The guide force moments are harmless except when resonance vibrations
occur in the engine/double bottom system.)
The hydraulic top bracing is designed as an adjustable connection which allows

adjustment in accordance with the loading conditions of the ship.
, Green & Clean Technology Co., Ltd. AOC-800

page 5
AOC-300 HYDRAULIC TOP BRACING
Function Description
(see Dwg. GC-981113)
The top bracing can be installed :

On one side (exhaust side or camshaft side)
Both side of engine.
On one side with fore or aft and both side with fore or aft.
depending on the circumstances & requirements.
When the force from engine and/or hull is less than 85 KN,
top bracing keeps preadjusted condition.
But, the force is between 85 KN and 183.8 KN, oil pressure in
primary chamber will increase.
In this case, accumulator absorbs the force.
When the force from engine and/or hull is higher than setting
pressure of relief valve(force : 183.8 KN), the relief valve is open.
At the same time, oil in primary chamber flows to secondary chamber.
During the oil in primary chamber flows to secondary chamber,
the secondary piston move backward until the pressure of secondary
and air chamber is equal.
So, air chamber absorbs the force.
When engine and hull moves away from each other(negative force)
the oil pressure in primary chamber is decreased.
At the same time, compressed air in air chamber push the
secondary piston forward and the oil in secondary chamber flows
back to primary chamber through the check valve until the pressure
in primary, secondary and air chamber is equal.
1
Ship s M/E starting air to be fed to all the top bracing installed parallely
through a pressure regulating valve.

page 6
Installation.
1. It is recommended to study this installation manual before commencing
the installation work.
2. Review the drawing of scope of supply with the parts supplied.
Check if they are identical and there are any missing parts.
Supporter (I'o remove after installatian)
Supponer (To remove after installation)
Fixing Bolt
YARDPOR'IION
3. Measure the distance between beam of hull and gallery beam of engine.
The distance should be within 575+15 mm.
(To adjust the length of top bracing using the transfer barrier after loosening fixing bolt)
a) In case of the distance is too short.
It is recommended to cut the gallery beam to meet the required distance.
b) In case of the distance is too long.
It is recommended to apply a adaptable plate on to gallery beam.
4. The supporters must be removed after installation top bracing.
_-Green & Clean Technology Co., Ltd. AOC-300

page 7
6. Check the leveling of vertical & horizontal direction by using level

gauge and weld the plates.
7. Remove the installation jig and weld inside circle of the plates.
8. Do final treatment about welding spatters and painting.
9. Install the top bracing according to the following guide.
a) Between center line of cylinder and barrier should be kept as below.
No.1 No.2 No.3 No.4 No.S No.6
1) Tighten the bolts of welding plates. Adjust the transfer barrier and lock nut.
Then tighten the fixing bolt(pos. no. 30) on transfer barrier.
2) Install the pipe as shown on the pipe diagram.
Connect the pipe to air connection port.
(refer to drawing GC-981115-4)
3) Supply air and adjust to 8-14 bar.
C Green & Clean Technology Co., Ltd. AOC-300

page 8
b) Piston setting and air venting
Standard position
Standard line Plug Test coupling
: ~t::::L..~~~--~~~~-
CyI stroke indicator ~

1
Position mark '"' Air chamber
Red band Seconda chamber

Green band
Indicator on ram
Air connector
1) Stop air supply.

Ram out position 2) Connect hyd' hose to test coupling.
3) Tighten up the transfer barrier and lock nut
until the green band meet position mark.
During this work, air will be come out first
then oil will be come out through hyd' hose.
(primary chamber air venting)
Lock nut 4) Disconnect the hyd' hose from test coupling
when 3) is done.
5) Check the position of secondary piston
by cyl • stroke indicator.
6) Loosen up the plug a little on the valve
block for secondary chamber air venting.
Transfer 7) If cyl' stroke indicator is shorter than the
barrier end of position mark, fill oil to secondary
chamber until cyl' stroke indicator meet
the end of position mark.
Fig - 8 If cyl' stroke indicator is longer than the
top of position mark, supply air to air
chamber over 4bar. Do 2) to secondary oil
filling coupling then oil will be come out.
Drain oil until cyl' stroke indicator meet
the end of position mark.
Ram in position 1) Connect hyd' hose to primary oil filling

coupling and drain off until oil is not
coming out.
2) Loosen up stoppper and transfer barrier
enough.
3) Supply air over 4bar, until the green
oi I band meet the end of position mark.
Then stop air supply.
4) Do 3) In order of Fig-8.
5) Do 4), 5) In order of Fig-8.
Fig - C
: Green & Clean Technology Co., Ltd AOC-300

page 9
Top bracing operating procedure
1. Before top-bracing operating, confirm the following works which should be

completed to activate top-bracing.
1) Pipes for air supply are connected to top-bracing.
2) Ready to use starting air(30bar).
3) Piston position setting is completed.
(Refer to piston setting and air venting)
2. Loosen up the transfer barrier and lock nut by using torque bar until they are tight
each other. (Make the position of key way and fixing bolt hole to fix the distance
of the transfer barrier and lock nut)
3. Tighten up the fixing bolt.
4. Set the air supply pressure 12 bar. (1.2 MPa)
5. Check the piston position.
(If the position of piston are on standard line after air venting , top-bracing activation
is finished. But, if there is a change in position of pistons, refer to piston
setting and air venting to adjust piston position)
Top bracing off setting procedure
1. Close the shut off valve in supply line from starting air line.
2. Stop air supply by using air regulator.
(Air regulator will vent out all air in pipe and top bracing)
3. Close the stop valve below the accumulator.
4. If you want to activate top-bracing again, set the air pressure 12 bar. Then open the
stop valve below the accumulator.
5. Check the piston position.
(If there is a change in piston position, refer to piston setting and venting to adjust
piston position)
Green & Clean Technology Co., Ltd AOC-300

page 10
Maintenance (Refer to as following before any action.)

Service in shop
Step 1 To remove the top bracing from place of installation

a) Open the air-port on the side of the top bracing. This release the
top bracing air pressure and prevent the elongation of the top bracing
cylinder when taken off the flange. Loose the adjustment nut.
b) Secure the barrier flange jig(Tool No.1-2) between cylinder cover &
bearing cover. And sling on eye bolt & hoist it away.
NOTE: The top bracing weight approximately 220kg.
The top bracing should be taken to avoid a drop. Do not lift the
transfer barrier & lock nut when pulling the top bracing away from
the flange.
Step 2 Opening the top bracing cover.

a) Open all oil filling & bleeder ports and drain for oil and fit
a compressed air hose to the air inlet and pressurize to approxi-

mately 1bar, as this will push the secondary piston down/squeezing
any remaining oil out of the cylinder.
Step 3 Open the cylinder as following instruction and check with the drawing.
a) Remove the cylinder cover
b) Apply 1 bar air into primary chamber to lift up complete inner
construction.
c) The secondary piston can be removed by hand lifting.
d) Remove all bearing and seals and fit new ones from the seal kits.
e) Check for damage to all chromium coated surfaces and report if any
surface looks worn but usable if scratches look too deep, the part
should be replaced.
Maintenance Period
HOW TO CHE(.;K
ITEM CHECK POINT CHECK PERIOD
Cyl.stroke The end of two

OIL LEAKAGE indicators have
indicator & to be between Every one
SEAL CONDITION Position mark the red bands month
Top of the the manual for
N2 CONDITION accumulator 'GAS-FILLING Every six months
Green & Clean Technology Co., Ltd AOC-800

page 11
Assembly
a) Assemble secondary piston into ram.

b) Insert complete inner construction into cylinder.
Use the jig provided to insert the inner complete construction
specially when the wear ring are renewed.
c) Close the cylinder cover and tighten hex bolts.

page 12
DRAWINGS
DRAWINGS
DRAWING NO. TITLE REV.
GC-981114 Lay-out of Top-bracing 0
GC-981115-4 Air connection diagram for Top-bracing 0
GC-981117 Diaphragm hydropneumatic accumulator
GC-981116 Top-bracing (Part List) 2
GC-981113 Top-bracing (Function Description) 0
GC-981112 Top-bracing (Dismantling Drawing) 0
GC-981118-4 Manifold & air regulator
, Green & Clean Technology Co., Ltd. AOC-300

Page 13
I
I
VIEW "A"
I
I Welding plate
-------1-----
H267 X W300
Oblong mounting holes
for vertical alignment.
Adjustment of length:
Unscrew fixing bolt(pos. no. 30)
Bearing adjust the lock nut and
(spherical axial) transfer barrier with torque bar.
Retighten fixing bolt.
Torque bar
Transfer barrier
Indicator on ram Lock nut

Green band
Cylinder stroke indicator
Red band
Position mark
Secondary piston Valve block with

relief valve
Primary piston
1I
"B"L __ Accumulator
with valve
Welding plate
PCD. 413
0470
Oblong holes for horizontal alignment.
VIEW "B"
REV. DATE DESCRIPTION REMARK

CUSTOMER PROJECT CLASS/RULE
APPROVED BY TITLE DATE

K J y
CHECKED BY Lay-out of Top-bracing 02 - 01 - 07
LC 0 UNIT SCALE PROJECTION REV.
DRAWN BY A 0 C-300 mm NONE $8 lst
Angle
0
LJ G
DWG NO. SHEET PAGE
C Green & Clean Technology Co., Ltd. GC- 981114 1 of 1

Page 14
,-------,i
Fore
v Maker supply
Engine side jHull side
Maker supply
_____ j __ ,
I
I 30 bar Starting Air
Air regulator & Filteri

---------
Yard Connection
010 Steel pipe
\Yard Connection
flSl 0 Steel pipe or fZSlO Copper pipe
Aft L _______ _J I


KJ y Air connection diagram 02 - 01 - 07
for Top-bracing
•a
CHECKED BY
DRAWN BY AO C-300 mm NONE 1st

Angle
0
LJ G
DWG NO. SHEET PAGE
C Green & Clean Technology Co., Ltd. GC - 981115 - 4 1 of 1

I Page : 15
Specification
1. Gas filling : Nitrogen exclusively, Max. 90% of operating pressure.
2 Max. using pressure
• ----=a,,_a_s-c""""ha_n_g..,.:::in'-g-=---pr-e-ss-ur_e_ < 6
3. Gas charging pressure : 15 bar
I
I
I
I
I
I M28 XPl.5
External
I
I
I
/ "\
I
I
I
I
I
I
I I"
I
t"1
I .....-
0$3
I
I
- I
I
I
I
-
I
I
'\ /
II I II
II II
I
!~'
II
II I
II I
I
G 1/2
Internal
Volume Max. Work. Press. Work. temp. Weight

Model No.
Cm3 bar °C Kg
SB0210-0,32El/l12U-210AK 320 210 -10 -+80 1.3
Maker: HYDAC (GERMANY)

1 2006.09.07. CHANGE MAKER
CUSTOMER I PROJECr CLASS/RULE
APPROVED BY TITLE • DATE

K J y Diaphragm Hydropneumat1c 09 - 01 - 2006
I I
CHECKED BY
KJ W Accumulator UNIT
mm scALE NONE PRomcr10N REV.
DRAWN BY
L J p
AO C-300 $9 ~gle 1
C DWG NO. SHEET PAGE
Green & Clean Technology Co., Ltd. GC - 982117 1 of 1

I
I Page : 16
Pos.No. Drawing No. Description Material Q'ty KVunit Remarks
575+15
AOC30 - 1 WELDING PLATE SS 400
AOC30 - 2 SfPO 370 PPE 35CIA S1llO
25 2C I 253 SS 400
AOC30 - 4 SS 400
AOC30 - 5 s 4llC
AOC30 - I C'/UNDER CCMR SS 400
AOC30 - 7 STROKE INDICATOR SQI 440
53,J---+--+-+-+-•-: AOC30 - 8 s 4llC
AOC30 - • SS 400
,,
10 AOC30
AOC30
-
-
10
,,
LOCK NUT SQI 440 HllC JOo-38
HllC JOo-38
12 AOC30 - 12
13 AOC30 - 13 ll£ARING s 4llC
14 AOC30 - 14 ll£ARING CCMR ASSOlllLY SS 400
23 24 57 15 AOC30 - 15 WELDIN8 PUllE SS 400
11 AOC30 - 11 SUPl'OR1' BM S 4llC HllC »-38
17 AOC30 - 17 SUPl'OR1' BM S 411C HllC »-38
18 AOC30 - 18 W.W BLOCK SS 400
11 AOC30 - 11 CHECK VALW
20 AOC30 - 20 SPOOL SUS 304
21 AOC30 - 21 s 4llC
22 AOC30 - 22 ADJUST BOLT s 4llC
23 AOC30 - 23 SPRINC SWP-V
24 AOC30 - 24 PWO s 4llC
25 AOC30 - 25 s 4llC
21 AOC30 - 21 s 4llC HllC »-38
AOC30 - 30 M BOLT WASHER s 4llC
I f93 28 AOC30 - 31 SS 400
21 AOC30 - 32 s 4llC
I I I 31
SE1' SCREW 1112 4T
PF 1/4
~
BOLT 1111 X 45L 8.8 10
33 SS 400 10
1
__ 1
· _.... BOLT 1112 X 3!5L
SS 400
..7.5
BOLT 1112 X 251. 8.8 8
37 12.1 4
38 4
GLYD RING
- 40
41
42
DUST SEAL
IW:K UP RING
41 S10P RING 1125
253 '\ 47
\ 41 0-RING
0-RING
!l
B 50 IW:K UP RING
51 PF 1/4
SE1' SCREW 1110 4T
l"I.... L C>.35 {E1J
1- S10P w.w PF 3/8
\ / ;' 25 M BOLT 1111 s 20C
...,':.:'0'+-t++--=B:.::B:.......,.___,9:.:2,___..I - *!! ~ ~ _-ef ____ "T" I

I
0-RING N8R
I ..,
7j n- ~ ,_ ,_ _
Max allowable
al icnment difference llO NPPl.E
PF 1/1
PF 3/11
i --- -
~ __
-$___• / J I ~1..---S:?--Ma__,x._in-s-ta-11-at-io-n
--------r-_._:~ 11
12
1118 PF 3/8
Ii I I ' ' ;is mis alignment (Smm) • DUST FLTER

--fF i,""1~rt-1--111:-::#:lrrr:::±-t-
.. ++~--tt-t-t---+, ~ 84 BOLT Ml X 20L SUS 304
SUS 304
When ordering spare parts, use correct Pos. No. &

~
-, x
2 I 09-01-2006 I LJP KJW I KJY Pos. No. Modihcauon I
-~--
,_ _____... l I 12-21-LUU:'l
Knv. ( i.nun
I
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LJp
lJKAvvu~
I PROJECJ'
KJW
Hf"".l_r\.t"'.IJ
I
I --....
KJY Pos. No. Modification
Jt-.~I Kit" JN
I
!REMARK
APPROVED BY
KJY 01 - 11 - 09
CHECKED BY Top-bracing (Part List)
LCO
DRAWN BY
LJC
AO C-300 mm I
scALE NONE
~~gle I
REV.
2
SHEET PAGE
C Green & Clean Technology Co., Ltd. GC - 981116 1 of 1

Page : 17
Range of activate Function description
When the force from engine and/or hull is less than 85 KN.
top bracing keeps preadjusted condition.
But, the force is between 85 KN and 183.8 KN, oil pressure in
LOW LOAD primary chamber will be increased.
1. Static condition In this case, accumulator absorbs the force.
2. Light load
* Relief valve set pressure : 26 bar
Accumulator set pressure : 15 bar
Air regulator set pressure : 12 bar
(Remark: It is changeable depends on ship's condition.)
When the force from engine and/or hull is higher than setting
RAM MOVE IN pressure of relief valve(force: 183.8 KN), the relief valve is open.
At the same time, oil in primary chamber flows to secondary chamber.
HEAVY LOAD During the oil in primary chamber flows to secondary chamber,
HULL
sa the secondary piston move backward until the pressure of
secondary and air chamber are equaled.
So, air chamber absorb the force.
When engine and hull moves away from each other

the oil pressure in primary chamber is decreased.
At the same time, compressed air in air chamber push the
REVERSE LOAD
secondary piston forward and the oil in secondary chamber flows
(Negative force)
back to primary chamber through the check valve until the
pressure in primary, secondary and air chamber is equal.

CL.\SS/RULE
APPROVED BY
KJY 02- 01 - 07
CHECKED BY
LCO
Top-bracing (Function Description) 1-------..-------.------..----1
DRAWN BY
LJG
A 0 C-300 mm NONE 0
'illF.F.T PA(iE
C
DWG NO
Green & Clean Technology Co., Ltd. GC - 981113 1 of 1

Page : 18
Gauge
Hose
Accumulator
with valve
Air bleeder
Air bleeder (Primary chamber)
(Secondary chamber)
Caplocker Locker
Valve block
0-ring 0-ring Relief

valve ~ 0-ring
,...-
Position Position Guide bar 0-ring Stroke indicator

mark mark
locker
J t ---------0-
Fixin bolt
-- -
$ $ _
$----------
--[t--G--t-
Bearing Snap ring Transfer barrier Lock nut
--t--0---ra-
Snap ring Bearing
..... ..... Cylinder ass'y
.....
with piston
Welding plate Bearing cover a'ssy

-- Welding plate
Air Oil Oil

connector
tgg~~~~ing

PROJECT
APPROVED BY
K J y
CHECKED BY Top-bracing (Dismantling Drawing)
02- 01 - 07
LC 0
DRAWN BY
C
LJ G
A 0 C-300
Green & Clean Technology Co., Ltd.

mm
GC - 981112
NONE
•a
PROJECTION
!st
Angle
1 of 1
0
Page 19
010 STEEL PIPE
(YARD CONNECTION)
0
ro
0 0
0 -+---+-----+ I"')
N N
0
ro
40
I. 26±10
2-013 DRILL 70 46±10 010 STEEL PIPE OR COPPER PIPE

YARD CONNECTION
7 P32FA23ESAN
6
5 6
4 SS 400
3 Ni le 2
2 Air re ulator 10 2 7 3 8 Max. 14 bar
Connector
No. Description Material Q'ty Remark
2012.04.04 FILTER

KJ y
CHECKED BY Manifold & Air Regulator 06- 09 - 06
DRAWN BY
LJ G
A 0 C-300 mm NONE 1st
Angle
1
C DWG NO. SHEET PAGE

Green & Clean Technology Co., Ltd. GC - 981118 - 4 1 of 1
Page 22
FAIRCHILD MODEL 10 PNEUMATIC
PRECISION REGULATOR
Installation, Operation and Maintenance Instructions
Identification Number 1O 2 D D D
Pressure Range ----------1
psig [BAR] (kPa)
0-2 [0-.15] (1)
0-10 [0-0.7] r-15l
0-70 (2)
0-20
.5-30
[0-1.5]
[.03-2]
0-150l
3-200
(0)
(3)
1-60 [.10-4) (10-400 (4)
2-150 [.15-10] (15-1000) (6)
3-200 [.20-14] (20-1400) (7)
5-300 [.35-21] (35-2100~ (8)
5-400 [.35-28] (35-2800 (9)
Pipe S i z e - - - - - - - - - - - - - '
1/4" NPT (2)
3/8" NPT (3)
1/2" NPT (4)
Options - - - - - - - - - - - - - - - - - '
Compatability Options Y =Yes N =No
TELRNBCAJ UHP
Tamper Proof T - Y Y N Y Y Y Y Y Y YN
Tapped Exhaust E Y - Y N Y Y Y Y Y Y YY
Low Flow L YY - Y N N Y Y Y Y YY
Plunger Operated R N N Y - Y Y Y Y Y Y YN
Non-Relieving N Y Y N Y - N N Y Y Y YY
Low Bleed B y y N y N - N y y y y y
Check Valve 1 C Y Y Y YN N - Y Y Y YY
Silicone Elastomers 2 A Y Y Y Y Y Y Y - N Y Y Y
~~~~(~~~~~ed} l~)l ~ ~ ~ ~ -~··· ~ ~ ~ ~ ~ -~-- ~-
BSPP (Parallel) 3 HJ Y y3 Y Y Y Y Y Y Y N - Y
Panel Mount Pl N Y Y N Y Y Y Y Y Y Y -
1 Maximum Supply Pressure - 250 psig [17.0 BAR] (1700 kPa)
2 Maximum Supply Pressure - 75 psig [5.0 BAR] (500 kPa)
3 BSPP Threads in Inlet & Outlet Ports Only. Others BSPT.
Figure 1. Model 10 Pneumatic Pressure Regulator Identification Number System.
GENERAL INFORMATION Specifications (continued)

The Model 10 is a high capacity regulator that provides a
Flow Capacity 40 SCFM (68m3/HR) @
uniform output pressure independent of supply pressure 100 psig [7 BAR] (700 kPa) Supply &
(Nominal)
variation. 20 psig [1.5 BAR] (150 kPa) Set.
Exhaust 5 1/2 SCFM (9.4m3/HR)@ downstream
Capacity pressure 5 psig [.35 BAR] (35 kPa) above
ADJUSTMENTS 20 psig [1.5 BAR] (150 kPa) Set Pressure.
The Model 10 Regulator does not require field adjust- Sensitivity Less than 0.125" (.32 cm) Water Column
ments. Ambient Tem- -40°F to +200° F (-40°C to +93.2°C)
perature Limits
SPECIFICATIONS
Supply Pressure Less than .1 psig [.007 BAR] (.7 kPa)
Effect for 100 psig [7 BAR] (700 kPa) Change.
Supply Pressure 1--~ps_i.;:;...g_ _._~[B_A_R_;;]_+--___..(k_P_a)"'----1 Materials of Body and Housing ........ Aluminum
Construction Trim ............... Stainless Steel,
Maximum 500 [35] (3500) Brass, Zinc Plated Steel
(A Option) 75 [5.0] (500) Diaphragms ....... Buna N on Dacron
(Standard Unit Only)
Page 23
INSTALLATION
Clean all pipelines to remove dirt and scale before installation. The inlet and outlet connections are labeled on the
underside of the regulator with the arrows pointing in the
Apply a minimum amount of pipe compound to the male direction of the flow. Tighten connections securely.
threads of the fitting only. Start with the third thread back Avoid undersized fittings that will limit the flow through the
and work away from the end of the fitting to avoid the regulator and cause a pressure drop downstream. For
possibility of contaminating the regulator. Install the regu- more information, see Figure 2. "Outline Dimensions".
lator in the air line. NOTE: Oil free air must be applied to the regulator.
Use a filter to remove dirt and entrained
You can mount the Model 10 reguator in any position liquid in the air line ahead of the regulator. If
without affecting its operation. To panel mountthe unit, use an air line lubricator is used, it MUST be
the two 1/4"-20 holes in the bonnet. You can wall mountthe located downstream of the regulator, to
regulator using using Mounting Bracket 09921 shown in avoid interference with regulator perfor-
Figure3. mance.
2-200 psig
Range
300 & 400 psig

Range
Plunger
Operated
<t> 5/16
7.94
i
2 7/32 Max.
56.53
Mounting
Bracket
1/4 NPTF
(Tapped I
Exhaust Only) , _~ 1/4-20 x .5" Deep 4 25/32
Vent ,~
- -FulFfhread-(21 121.64
Mounting Holes +'~, ++----~
-~-------"~--:+
,_ (typical) , _ ,'
1~
3
76.2
+- ~
4 27/64
111.96
27/32
21.6
_t_
WI 1 7/16
36.6
*
11/8
28.6
76.27
_L_
Figure 2. Outline Dimensions Figure 3. Mounting Bracket 09921

(Sold Separately)
2
Page 24
Plunger Operated Panel Mount Standard Tamper Proof
~
~ ¥ 9 ®
I
I
I
I
CD
®
I
I
I ~
I
Use for 300 &400

psig Range Only.
NOTE: Insure that the passage

hole in Diaphragm Assembly
(12) is directly over the
passage hole in Body (16)
when reassembling.
Figure 4. Exploded Drawing

Page 25
MAINTENANCE TROUBLE-SHOOTING
To clean the Model 10, use the following procedure: Table 1. Trouble-Shooting
1. Before dissassembly, shut off the valve that is sup- Problem Solution (check)
plying air to the regulator. This is to prevent air from Leakage Body Screw tightness.
escaping. It is not necessary to remove the Diaphragm.
regulator from the air line.
High Bleed Relief Pintle and Relief Seat
2. Remove the two Screws (22)from bottom of the unit. for damage or contamination.
Valve Chatter Seal Ring lubrication.

3. Pull out the Inner Valve Assembly (19). Wash the
Seat on the Inner Valve Assembly carefully.
4. Wipe off any particles that may be attached to rubber HAZARDOUS LOCATION INSTALLATIONS
Seat Ring (17) in Body.
Table 2. Hazardous Location
5. Replace the assembly carefully. Information Required Description Detail
6. Keep the vent hole in the Bonnet clear for proper Hazardous Locations Group II, Category 2, Gas
regulator operation. Lubricate the adjusting screw and Dusts: Zones 1, 2 and
with Molycote "G". For more information, see Figure
21,22, respectively Gas
4. "Exploded Drawing" on page 3.
Groups llAand llB
NOTES: Avoid such solvents as acetone, carbon tetra- Ambient Temperature Use must be evaluated
chloride and trichlorethylene. Range for the relevant flammable
gas temperature code
If the standard maintenance procedure does
not correct the problem install service kit. Cleaning Clean with damp cloth
Grounding Units must be grounded
to earth ground
Codes of Practice PD CLC/TR 50404:2003
BS5958
LEGAL NOTICE
The information set forth in the foregoing Installation, Operation and Maintenance Instruc-
tions shall not be modified or amended in any respect without prior written consent of
Fairchild Industrial Products Company. In addition, the information set forth herein shall be
furnished with each product sold incorporating Fairchild's unit as a component thereof.
IS09001!2000
Cemffed
ISO 9001 :2000
~MNO. 25571 CJIFAIRCHILD
Fairchild Industrial Products Company precision pneumatic & motion control
3920WestPointBlvd .• Winston-Salem, NC 27103
phone: (336)659-3400 •fax: (336)659-9323
IS-10000010
sales@fairchildproducts.com • www.fairchildproducts.com
Litho in USA
Rev. T 11/05
1002-1/Asia Dec 2010
Page 26
Parker One Pneumatic P32Series
Compact Particulate Filter - P32 Symbols
~
Manual drain Auto drain
•Integral 1/4", 3/8" or 1/2" ports (NPT, BSPP & BSPT)

• High efficiency 5 micron element as standard
• Excellent water removal efficiency
• Robust but lightweight aluminum construction
• Positive bayonet latch to ensure correct & safe fitting
Options:
Thread type Port size Bowl type Mounting

BSPP 1 1/4 2 Poly bowl with bowl guard G No bracket
BSPT 2 3/8 3 Metal bowl without sight gauge M
NPT 9 1/2 4 Metal bowl with sight gauge s
Element Drain type

5µ Element E Manual drain M
Auto drain A
Port Row Max. Height Width Depth

size
Description OrderCodet 3
dm /s (scfm) bar(psig) mm(inches) mm(inches) mm (inches)
1/4' Poly bowl - Manual drain P32FA22EGMN 18(38) 10(150) 188(7.4) 60(2.36) 60(2.36)
1/4' Poly bowl - Auto drain P32FA22EGAN 18(38) 10(150) 182(7.2) 60(2.36) 60(2.36)
1/4' Metal bowl - Manual drain P32FA22ESMN 18(38) 17 (250) 188 (7.4) 60(2.36) 60(2.36)
1/4' Metal bowl - Au1o drain P32FA22ESAN 18(38) 17 (250) 182 (7.2) 60(2.36) 60(2.36)
3/8' Poly bowl - Manual drain P32FA23EGMN 30(64) 10(150) 188(7.4) 60(2.36) 60(2.36)
3/8" Poly bowl - Au1o drain P32FA23EGAN 30(64) 10(150) 182 (7.2) 60 (2.36) 60(2.36)
3/8" Metal bowl - Manual drain P32FA23ESMN 30(64) 17 (250) 188(7.4) 60(2.36) 60(2.36)
3/8' Metal bowl - Auto drain P32FA23ESAN 30(64) 17(250) 182(7.2) 60(2.36) 60(2.36)
1/2' Poly bowl - Manual drain P32FA24EGMN 38(80) 10(150) 188 (7.4) 60 (2.36) 60 (2.36)
1/2' Poly bowl - Au1o drain P32FA24EGAN 38(80) 10(150) 182 (7.2) 60 (2.36) 60 (2.36)
1/2' Metal bowl - Manual drain P32FA24ESMN 38(80) 17(250) 188 (7.4) 60(2.36) 60 (2.36)
1/2' Metal bowl - Auto drain P32FA24ESAN 38(80) 17(250) 182 (7.2) 60(2.36) 60 (2.36)
• flow wtth 6.3 bar (91.3 psig) inlet pressure and 0.34 (4.9 psig) pressure drop.
t Standard part numbers shown in bold. For other models refer to Options
chart above.
Parker Hannifin Corporation

Pneumatic Division - Asia
20
1002-1/Asia Dec 2010
Page 27
Parker One Pneumatic P32Series
Specifications
>·.v.·.w•.•.,..•••;..,.·.·X·.v.-.V.·:•;:w:.,.;•.•;::.v:•.·.·>;.·•.;..·.·.vN;o.·.-.-N,
Flow Charts
Row Capacity* 18 dm3/s (38 scfrn) 1/4 1/4 Filter Prlmaty l'nlaln-bllr 1.8 4.0 1.3 10
30 dm3/s (64 scfrn) 3/8 0.5 Primary p,_.,.. - paig 23.2 58 91.4 145
38 dm3/s (80 scfrn) 1/2

Operating 52°C (125°F) Plastic Bowl
Temperature 65.5°C (150°F) Metal Bowl
Max. Supply 10 bar (150 psig) Plastic Bowl
Pressure 17 bar (250 psig) Metal Bowl
Standard Filtration 5 Micron
Useful Retentiont 51 cm• (1.7 US oz.) 0
0 10 20 30
Flow-dm3/s
Port Size BSPP I BSPT I NPT 1/4, 3/8, 1/2 10 20 30 40 so 60
Aow-(sclm)
Weight 0.28 kg (0.62 lbs)
• Inlet pressure 6.3 bar (91.3 psig). Pressure drop 0.34 bar (4.9 psig).
t Useful retention refers to volume below the quiet zone baffle.
Air quality:
Within ISO 8573-1: 1991 Class 3 (Particulates)
Within ISO 8573-1 : 2001 Class 6 (Particulates)
M·ate·ri·a1s····o1····c·ons·triiC.tio··nW,. ,.
-w.-..•, ....~·-w.w~--~w,.w..... ,.w......., ......~w-~.·-w;.,
BOdy"""·······'·"····=·•m=····=··*••••·•·•·"'··········~·'"'''·······••«·,·-··mm•••·•·•·»·>·>=•»>·•·•m•·"'·······"'·•·>·•···=··,·;a;iumlnum'
Body Cap ABS

Bowls Plastic Bowl Polycarbonate
20 40 60 80 100
Metal Bowl Aluminum Flow - (scfm)
Bowl Guard Nylon 1.8 4.0 8.3 10

23.2 58 91.4 145
Deflector Polypropylene
Element Retainer I Baffle Acetal
Filter Element Sintered Polyethylene
Seals Plastic Bowl Nitrile
Metal Bowl Nitrile
Sight Gauge Metal Bowl Polycarbonate
0
0 10 20 30 40 so 80
Flow-dm3/s
20 40 60 80 100 120
Flow - (scfm)
Dimensions
Plastic bowl I Bowl guard manual drain P32KAOOBGM

Metal bowl I Sight gauge manual drain P32KAOOBSM
Auto drain P32KAOODA
5µ particle filter element P32KAOOESE
L-Bracket (fits to body) P32KAOOML
T-Bracket (fits to body connector) P32KAOOMB
T-Bracket with body connector P32KAOOMT
Body connector P32KAOOCB
Differential pressure indicator (replacement) P32KAOORQ
i Use10mm
1 --t or 3/8' Flex
--·:::; ;f___ Tubing
I I
: :
~-J
Automatic Drain
Parker Hannifin Corporation

Pneumatic Division - Asia
21
Page 28
Diaphragm Materials
SBO Series Not all fluids are compatible with every elastomer at all
Diaphragm Accumulators temperatures. Therefore, HYDAC offers the following choice
of elastomers:
• NBR (Standard Nitrite)
• LT-NBR (Low Temperature Nitrite)
• ECO (Epichlorohydrin)
• llR (Butyl)
• FPM (Fluorelastomer)
• others (available upon request)
To determine which material is appropriate ...
ALWAYS REFER TO FLUID MANUFACTURER'S
RECOMMENDATION
Description
HYDAC diaphragm accumulators utilize the compressibility of Corrosion Protection
a gas (nitrogen) in storing hydraulic energy. The gas is required For use with certain aggressive or corrosive fluids, or in a
because fluids are practically incompressible and thus, can corrosive environment, HYDAC offers protective coatings
not store energy by themselves. The diaphragm is utilized to and corrosive resistant materials (i.e. stainless steel) for the
separate the gas and the fluid sides of the accumulator. accumulator parts that come in contact with the fluid, or are
The diaphragm accumulator functions by drawing in fluid exposed to the hostile environment.
from the hydraulic circuit when the pressure increases and
thus, compresses the gas. It returns this energy to the circuit
as the pressure decreases by the expansion of the gas.
Mounting Position
Diaphragm accumulators by design may be mounted in
A poppet is incorporated into the diaphragm to prevent its
any position. In systems where contamination is a problem,
extrusion through the fluid port.
we recommend a vertical mount with fluid port oriented
HYDAC manufactures two types of diaphragm accumulators: downward.
• welded (non-repairable)
• threaded (repairable) System Mounting
These have been successfully applied to both industrial and HYDAC diaphragm accumulators are designed to be screwed
mobile applications for energy storage, maintaining pressure, directly onto the system. We also recommend the use of our
leakage compensation, and vehicle hydraulic systems mounting components, which are detailed on page 33, to
(e.g. brake and suspension). minimize risk of failure due to system vibrations.
Construction Applications
Both types of diaphragm accumulators have the same Some common applications of diaphragm accumulators are:
basic construction. The difference is in the shell. The • Agricultural Machinery & Equipment
welded version has a shell that is electron-beam welded,
and therefore cannot be repaired. The threaded type has a • Forestry Equipment
shell made up of two halves (top and bottom) which are held • Machine Tools
together by a threaded locking ring.
• Mining Machinery & Equipment
• Mobile & Construction Equipment
• Off- Road Equipment
For specific examples of applications using diaphragm
accumulators, please see page 50.
diaphragm
poppet-~~~~~
fluid port---++-•
shell
locking ring
diaphragm
poppet-~~=~~
fluid port------i--to
Page 29
Mode/Code
SBO 210 - 1 E4 I 112 S - 21 CK 010
Series I
SBO XXX Diaphragm Accumulator (XXX =series designation)
(see tables on following pages for most common series and size selections)
Size (in Liters, see tables on dimension pages to follow) - - - - - - - - - - - - - - - - - '
0.075 = 0.075 Liters
... see tables on following pages for complete list of sizes, and which versions they are available in
3.5 3.5 Liters
Shell Construction and Gas Port D e s i g n - - - - - - - - - - - - - - - - - - - - - - '
E1 Welded Construction, rechargeable, HYDAC Gas Valve Version 1 (M 28 x 1.5}
E2 Welded Construction, factory precharged and sealed, (not rechargeable)
E4 Welded Construction, rechargeable, HYDAC Gas Valve Version 4 (8Vl-ISO 4570)
A6 Threaded Construction, rechargeable, HYDAC Gas Valve Version 1 (M 28 x 1.5}
Material C o d e - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - <
Depending on Application
112 Standard for oil service (mineral oil}
Fluid P o r t - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - '
1 Carbon steel
3 Stainless steel
4 Chemically plated carbon steel (ONLY WETTED SURFACES for water service)
6 Low temperature carbon steel (< -20°F)
Shell------------------------------------J
0 Synthetic coated carbon steel (internal & external for water service)
1 Carbon steel
2 Chemically plated carbon steel (internal & external for water service)
4 Stainless steel {please note: MAWP decreases for most stainless models - see tables)
6 Low temperature carbon steel(< -20°F}
DiaphragmCompound--------.FZ======r=='Z====;;r=====ir====-;==r==i"iiiii=T=r==================!........,
2 = NBR (Buna N)
3 = ECO (Hydrin)
4 = llR (Butyl}
6 = FPM (fluoro-elastomer) ECO 663 -40° to 200°E mjnera! oj!s lwjth low temperature CS she!D
7 =Others (available on request) llB -20· to 20Q E
0
phosphate esters & brake flujds
EPM 5°to300°F chlorinated hydrocarbons
Country of I n s t a l l a t i o n - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - '
S =USA
(for other countries see page 2 for proper code designation)
Maximum Working Pressure in bar (see tables on dimension pages to follow)
100 1500 psi
140 2000 psi
200 3000 psi
210 3000 psi
250 3600 psi
330 4700 psi
400 5800 psi
450 6500 psi
500 7200 psi
750 10000 psi
Fluid Port C o n n e c t i o n - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - '
AK BSP connection
AB Male I Female combination connection
CK Standard SAE connection
(other fluid ports available upon request - consult factory)
Gas Precharge Pressure (PJ in bar (always required for E2 model gas valve)
### 3 digits
Model Codes containing RED selections are non-standard items - Contact HYDAC for information and availability
Not all combinations are available
Page 30
SBO Series
Non-Repairable Welded Diaphragm Accumulators
Version E1 Version E2 Version E4
·~
Not available on SB0330 or
on any accumulator larger
than 1.4 liters.
~ '
y. .
.
he><)
~
L..\K_j~
150228
.
K (hex) ll;AsII
~~~~
DIN 13
3.15 1.18
SBO 210 8: 1 0.16 10
80
9116-18 UNF G 112 NIA NIA 30
10
3.66 1.42
SBO 210 8: 1 0.32 20
(93)
314-16 UNF G 112 NIA NIA (36)
25
3.7 1.42
SBO 210 8: 1 0.5 30
1.7)
314-16 UNF G 112 NIA NIA 36)
25
7.3 1.42
SBO 330 8: 1 0.6 36 314-16 UNF G 112 G 1/2 M33 x 1.5 25
3.3 36)
6.2 1.42
SBO 210 8: 1 0.75 45 314-16 UNF G 112 G 112 M3~ x 1.5 25
2.8 36
8.9 1.42
SBO 330 8: 1 0.75 45 314-16 UNF G 112 G 112 M33 x 1.5 25
4.0 36
7.9 1.42
SBO 200 8: 1 60 314-16 UNF G 112 G 112 M33 x 1.5 25
3.6 36
2000 8.6 1.42
SBO 140 8: 1 1.4 85 314-16 UNF G 112 G 1/2 M33 x 1.5 25
(140) (3.9) 36
3000 11.9 1.42
SBO 210 8: 1 1.4 85 314-16 UNF G 112 G 112 M33 x 1.5 25
(210 (5.4 36
4700 16.6 1.42
SBO 330 8: 1 1.4 85 314-16 UNF G 112 G 112 M33 x 1.5 25
330 7.5 36
15001(100)<1 8.8 1 1116-12 1.81
SBO 100 8: 1 2 120 G314 G 314 M45x 1.5 40
1500 100 4.0 UNF 46
3000 1 1116-12 1.81
SBO 210 8: 1 2 120 G314 G314 M45 x 1.5 40
210 UNF 46
4700 11116-12 1.81
SBO 330 8: 1 2 120 G314 G314 M45 x 1.5 40
330 UNF 46)
3000 11116-12 1.81
SBO 210 4: 1 2.8 170 G314 G314 M45 x 1.5 40
(210 UNF (46
3000 1 1/16-12 1.81
SBO 250 4: 1 3.5 230 G 314 G314 M45 x 1.5 40
210 UNF 46
4700 11116-12 1.81
SBO 330 4: 1 3.5 230 G314 G314 M45 x 1.5 40
330 UNF 46
Dimensions are for general information only, all critical dimensions should be verified.
Dimensions are in inches/(mm) and lbs/(kg)
1) Stainless steel version for chemical, water, and oil service
2) Diameter at electron beam weld may be up to +0.150" larger
3) May be supplied with adapter
41r4•~!)
Page 31
SBO Series
Repairable Threaded Diaphragm Accumulators
!
1
N
AL
_ _ _J
B
F
K I
0L------
8.6 5.04 0.79 4.53 1.42 3.62 0.71 2.17

SBO 500 10: 1 0.25 15 3/4-16 G 1/2 25
(3.9) (128) (20) (115) (36) (92) (18) (55)
19.8 5.35 0.43 6.02 1.42 4.49 0.59 2.48
SBO 750 10: 1 0.25 15 3/4-16 G 1/2 25
(9.0) (136) (11) (153) (36) (114) (15) (63)
12.6 6.69 0.75 5.51 1.61 4.53 1.77 2.24
SBO 450 10: 1 0.6 36 3/4-16 G 1/2 25
(5.7) (170) (19) (140) (41) (115) (45) (57)
3000 18.7 7.48 0.31 6.69 1.26 5.71 2.24 2.17
SBO 210 10: 1 1.3 80 3/4-16 G 1/2 25
(210) (8.5) (190) (8) (170) (32) (145) (57) (55)
5800 24.7 7.75 1.10 7.91 1.97 6.30 1.97 2.56
880400 10: 1 1.3 80 3/4-16 G3/4 25
(400) (11.2) (197) (28) (201) (50) (160) (50) (65)
2600/(180 (1 25.1 8.93 0.67 7.91 1.61 6.61 2.44 2.52
SBO 250 10: 1 2 120 1 1116-12 G3/4 40
3600/(250) (11.4) (227) (17) (201) (41) (168) (62) (64)
Dimensions are for general information only, all critical dimensions should be verified.
Dimensions are in inches/(mm) and lbs/(kg)
1) Only availablein stainless steel construction
4lr4•!.:.!~
Page 32
41~*4•T.:.!ll INTERNATIONAL
Universal Charging
and Testing Unit FPU·1
for Bladder, Piston
and Diaphragm Accumulators
1. DESCRIPTION 1.2. TESTING INTERVALS 1.3. CONSTRUCTION

On the whole, nitrogen losses on HYDAC The HYDAC charging and testing unit
1.1. FUNCTION hydraulic accumulators are very low. for bladder, piston and diaphragm
The HYDAC charging and testing unit However, a regular check of the gas accumulators consists of:
FPU-1 is used to charge accumulators with pre-charge pressure is recommended to •Valve body
nit~o~en or to check or to change the prevent the piston from hitting the end
existing pre-charge pressure in cap, or the bladder or diaphragm from •Spindle
accumulators. becoming too deformed if there is a drop in •Check valve
Fo~ ~his purpose the charging and testing the pressure p0 • • Release valve
unit 1s screwed onto the gas valve of the
hydraulic accumulator and connected to a The pre-charge pressure p0 as shown on •Gauge
commercial nitrogen bottle. the label or the accumulator body, must be
• Charging hose
If the nitrogen pressure is only to be re-set after every new installation or repair
and then checked at least once during • A3 adapter for bladder accumulators
checked or reduced, the charging hose
does not need to be connected. The unit the following week. If no nitrogen loss is
has a screw-type fitting with a built-in detected, a further check should be made
gauge, check valve and a spindle for after approx. 4 months. If after this period
opening the accumulator gas valve to no change in the pressure is found, a
control the pressure yearly check should be sufficient.
HYDAC piston and diaphragm Please read the operating manual!
accumulators can be charged and checked No. 3.501.CE
without the need for adapters. Bladder
accumulators, however, require an A3
adapter.
The FPU-1 must only be used for its
intended purpose.
Page 33
2. TECHNICAL SPECIFICATIONS 2.2. SPECIAL MODELS
2.1. MODEL CODE
(also order example)
Universal charging and testing unit -------1

Pmax = 350 bar
Gauge indication range
O- 10 bar 0- 145 psi 1O
0- 25 bar 0- 363 psi 25
0- 100 bar 0- 1450 psi 100 1 - - - - - - - - _ _ _ J
O- 250 bar 0- 3625 psi 250
0- 400 bar 0- 5800 psi 400
Charging hose _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __J
F = for 200 bar nitrogen bottle
with connection Wl4.32x1/14 (DIN 477, Part 1)
FM = for 300 bar nitrogen bottle
with connection M30x1 .5 (DIN 477, Part 5 up to April 2002)
FW = for 300 bar nitrogen bottle
with connection W30x2 (DIN 477, Part 5 from April 2002)
For higher pressures, the following special
Length of charging hose _ _ _ _ _ _ _ _ _ _ _ _ _ ___J models are available:
2.5 = 2.5 m
•FPS 600
4.0 =
4m for bladder accumulators up to 600 bar
Special lengths on request
max. pre-charge pressure (see technical
Adapter G for nitrogen bottles _ _ _ _ _ _ _ _ _ _ _ _ _ __J information 293715).
See table, Point 3.6. • FPK600
for piston, diaphragm and SBB00-1.5
Adapter A bladder accumulators up to 600 bar
A1 =
M16x1.5 max. pre-charge pressure (see technical
A2 =
5/8 - 18 UNF information 297248).
A3 = 718 - 14 UNF
• FPH 800
A4 =
718 - 14 UNF for high pressure bladder accumulators
A5 = M8x1
A6 =
G 3/4 A (A3 is supplied as standard) up to 800 bar max. pre-charge pressure
(see technical information 242948).
A7 = G 1/4
AB = G 3/4
A9 =
Vg 8
A10 = 718 -14 UNF
A11 = M16x2
D4 =
5/8 -18 UNF
(Part no. 366374)
other adapters on request
Protective case ---------------------_J

Accessories - please give full details when ordering (see Point 4.)
Page 34
3. DIMENSIONS
3.1. CHARGING AND TESTING UNIT FPU-1 WITH ADAPTER FOR HYDAC ACCUMULATORS
A-A B
¢47
3 2
(Y)
LO-
-~f
0
'&.
M28x1 .5
7 7 8
7/8-14UNF 7/8-14UNF
m D4Adapter
5/8-18UNF
M28x1.5
1· · 1
[it]
Piston and
Bladder accumulator Bladder accumulator Gas valve
330-0.5 I 400-0.5 ::?: 11 to ISO 10945 diaphragm
accumulator
Page :35
Charging hoses are suitable for the
3.2. CHARGING HOSE F relevant published maximum permitted
(200 bar nitrogen bottle - connection to DIN 477, Part 1) operating pressures and 10,000
charging processes.
(HYDAC charging hoses comply with
the EC machine directive and with
""3"" Length Part no. DIN EN 982 and DIN EN 853 to 857)
2.5m 236514
.........
4.0m 236515
x 10.0 m 373405
N 15.0 m 2115552
(Y1
""1"
6 G1 20.0m
28.0m
2109765
2109574
M LJ)
N x
3
""'"
:::?:
3.3. CHARGING HOSE FM

(300 bar nitrogen bottle - connection to DIN 477, Part 5 up to April 2002)
Length Part no.

2.5m 3019417
4.0m 3019418
9 GM1 M Ln
3.4. CHARGING HOSE FW

(300 bar nitrogen bottle - connection to DIN 477, Part 5 from April 2002)
Length Part no.

2.5m 3019419
4.0m 3019420
10 GW1 M LJ)
N
x
0
(Y1
::::;::
knurling
Page 36
3.5. ADAPTERSA1 TOA12
The universality of the FPU-1 is
guaranteed because as well as HYDAC
piston and diaphragm accumulators,
bladder accumulators can also be charged
and tested using the A3 adapter.
By using additional adapters other makes
of accumulator can also be charged and
tested.
M28x1. S
A 1 (Part no. 361619) AS (Part no. 291531) A9 (Part no.2128638)
H28x1.5
H16x1.5
HBxl
A2 (Part no. 361605) AS (Part no. 2108819) A 10 (Part no. 2128849)
[!] 7/8-14UNF
A3 (Part no. 291533) A7 (Part no. 2110629) A 11 (Part no. 3018210)
H28x1.S
. H28xl.S, 1
7/8-14UNF
A4 (Part no. 291536)

• bJ
AB (Part no. 2124524) A 12 (Part no. 3203185)
H16x2
7/8-14UNF
Page :37
3.6. ADAPTERS
G2 TO G12
G 2 (Part no. 236376) G 6 (Part no. 2103423) G 1O (Part no. 2103427)
68
G 3 (Part no. 2103421) G 7 (Part no. 236377) G 11 (Part no. 3018678)
37 64
52
~
xH--+-:::--s
M
N
3:~----3..t-f---:--~..d..~
G 4 (Part no. 236374) G 8 (Part no. 2103425) G 12 (Part no. 3195556)
81 40
81
-
Seal ring A 6 x 10
;::!
'Xr---1-~"""""~
l'O
~
3=+----""""="1
G 5 (Part no. 236373) G 9 (Part no. 241168)
79 58
~
.~
~
Seal ringA6x10
-X
)( N
()() M U1
~ ~ ~
N
3: 3: N
~
Page 38
BYD.TOP BRACING SETTING MANUAL
1. BEFORE ALIGNMENT SETTING
PIC.1 PIC.2 PIC.3
PIC.4 PIC.5 PIC.6
1) To stop the supply air to the Top bracing, set the air pressure at 'O' bar. (PIC.1)
2) Relief valve pressure release

- Even the supply air is stopped, the internal pressure in 'Top bracing' is still remained by 'Relief valve'.
To release the internal pressure, first use the 25mm spanner to detach the Locker. (PIC.2)
- Before opening the Adjust bolt fully, you must check the remaining numbers of thread to reset the
Relief valve pressure. (PIC.3)
- Open the Adjust bolt fully by using the 6mm spanner. (PIC.4)
3) Loosen the Fixing bolt by using the 6mm wrench. (PIC.5)
4) Loosening Lock nut & Transfer barrier.

- It is possible to adjust the Top bracing alignment after loosening the Lock nut & Transfer barrier
which transfer the Main engine force to Top bracing. To carry out this work, you need 'Tool No.1-3
Torque bar'. Turn the transfer barrier clockwise direction. When you can move the Lock nut &
Transfer barrier by hands, it is well enough loosen. (PIC.6)
Page ~19
2. ALIGNMENT ADJUSTMENT & MEASUREMENT METHOD
IA
RAM ____ -"'r flf lT

17
0 -
t
~~;i~~G_ _
( - : CYLINDER & ON FORE SIDE THAN CENTER LINE
__-:CYLINDER IS ON AFT SIDE THAN CENTER LINE

t :
'
BEARING COVER IS UP SIDE THAN CENTER LINE
: BEARING COVER IS DOWN SIDE THAN CENTER LINE
# MEASUREMENT METHOD
: TO GET THE ALIGNMENT DATA USE THE STEEL RULER ACCORDING TO ABOVE FIGURE. THE 'A' IS THE
DIFFERENCE BETWEEN THE O.D OF RAM & O.D OF BEARING COVER. 'A' SHOULD BE 2.5mm, IF THE
ALIGNMENT IS ON THE CENTER LINE. SO, CHECK THE 'A' DATA, THEN SUBTRACT 2.5mm FROM THE
CHECKED DATA. IT WILL BE THE ALIGNMENT DIFFERENCE.
PIC.1 PIC.2 PIC.3
PIC.4 PIC.5 PIC.6

1) Adjust the horizontal alignment
1-1) Measure the horizontal alignment by using the steel ruler. (PIC.1)
1-2) Loosen the all bolts to the hull side. (PIC.2)
1-3) Adjust the horizontal direction by using the driver. (PIC.3)
Remeasure the horizontal alignment by using the steel ruler. (PIC.1)
Tightening the all bolts. (PIC.2)
2) Adjust the vertical alignment

2-1) Measure the vertical alignment by using the steel ruler. (PIC.4)
2-2) Loosen the all bolts to the engine side. (PIC.5)
2-3) Adjust the vertical direction by using the driver. (PIC.3)
Remeasure the vertical alignment by using the steel ruler. (PIC.4)
Tightening the all bolts. (PIC.5)
Page 40
3. PISTON SETTING AND AIR VENTING
RAM OUT POSITION PIC.1 PIC.2
PIC.3 PIC.4
Standard position /'"°\
S!andar<1 lil-e Plc:c Tost coupling
Air charnber
Gr~~.11 ..t?.i\.t:i.!=L...
ll'.ldicator on ram r· ""'
PIC.7 PIC.8 I~ A ·,,
< RAM OUT POSITION >

1) Tighten up the Transfer barrier & Lock nut until the green band meet position mark. (PIC.8)
Turn the Transfer barrier anti-clockwise direction. (PIC.1)
< RAM IN POSITION >

1) Loosen up the Transfer barrier & Lock nut enough.
Turn the Transfer barrier clockwise direction. (PIC.3)
2) Supply air over '4' bar until the green band meet the end of position mark. (PIC.8)
3) Then stop air supply
4) If the position mark is not on the green band, please repeat this work procedure.
<OIL FILLING>
1) To connect the filling hose with connector which was supplied in Tool box(part no.1-1) to the test
coupling of secondary chamber. (PIC.2)
2) To fill oil into the secondary chamber until the end of the Cyl.stroke indicator meet to the green band.
<AIR VENTING >

1) To supply air over '4' bar nad connect the pressure gauge hose(part no.1-8) to the test coupling of
the Valve block. (PIC.4) During this work, air will be come out first then oil will be come out through
the hose.
2) If the Cyl.stroke indicator position is not on the green band, please repeat this work procedure.
#The Cyl.stroke indicator position is normal between red bands.
Page 41
4. AFTER ALIGNMENT SETTING
PIC.1 PIC.2 PIC.3
PIC.4 PIC.5 PIC.6
PIC.7
1) During the position setting, the key way & the Fixing bolt hole should be in line. (PIC.1)
2) Tightening the Fixing bolt by using the 6mm wrench. (PIC.2)
3) Setting the Relief valve by using the 6mm spanner. (PIC.3)
4) Relief valve for first time the thread of screw is the same. (PIC.4)
5) Assembly the Locker by using the 25mm spanner. (PIC.5)
6) Open the stop valve of accumulator fully. (PIC.7)
7) To make the Top bracing normal working condition, supply the air at '12' bar. (PIC.6)

Im-1-B Instruction Manual (Vol Ii) For Main Engine PDF

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Im-1-B Instruction Manual (Vol Ii) For Main Engine PDF

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IMO SHIP IDENTIFICATION NO.

TEL. NO. SHIP NO. SHIP NAME

CHECKED Gyuhwan Kang

This book must in no case be wholly or partially copied and published

·. ·. l· 1 i . " ' ' .. t I • : .I ,.. ~ I 1.. I~~ .. \·4' ... • '"I ft

t - .J. /f! . ,.-____

1'6 r...a. I ... .J '~ 0 I~'.. ~ 1

-Content4·and Introduction ······································· 02

' General Description ··································································· 07.• - ""'

·\ • ~ Drivin'g Gear .... ~...................~ ...................'..... r ············· .............. 14 - --~

1 ..... • Lubricating 0il_. System : .. '.............................•.........../·.: ·;·· ...,. ....... 30

Ftiel System ··························.. ···········.. ···.. ····················.. ····.. ·····.. · 42 1

' ' ~ .• ~i '. H~draulics 1V..~

,' ······················································································ 45 :..

• Subsupplier's lnfo(Shop Test Result) ................................. 91 1 ... ... :--· ·

~ t ·~, 'I I ~ •""

Cooling Water System

Gas and Air System

Preface Chapter Hydraulics .................................................................... 4540-0100-0002

Hydraulic Cylinder Unit

Accumulators Fitted on the distributor block are hydraulic accumulators precharged

Hydraulic System for ME Engines (300bar)

Also shown is a Drawing 4555-0150 used when detection of malfunctions and

2. ME Engine Concept and Mechanical Hydraulic System Layout

The ME engine concept primarily concerns the use of a mechanical hydraulic

Introduction of the hydraulic injection and exhaust actuation requires a hydraulic

With reference to these diagrams, the layout is explained in the following.

3.1 Hydraulic Power Supply Unit

3.1.1 Filter unit

The back-flushing is performed with compressed air. It is effected regularly on a time

3.1.2. Electrically The Hydraulic power supply is available in two versions.

The operation of the high-pressure pumps is supervised by means of the pressure

To protect the accumulator from unnecessary stresses (fast accelleration ef the

6. Electronically Controlled Fuel Injection

8. Electronic Exhaust Valve Actuation System

To p~otect the accumulator from umecessarv stresses (fast accetleratton of :he

Holes Pos.701. 702 and 'not numbered' (not shown on diagrams)

ME Cylinder Lubricator (no Pos. number)

' LPS ............................................. __f\_ _ _ LPS (SEE PAGE 2) ,

BAC~FLUSHING OIL TO PURIFIER

BACKFLUSHING OIL TO PURIFlER

MAIN TANK MAIN TANK (SEE PAGE 2) :

WASTE TANK WASTE TANK (SEE PAGE 2l :

<!>-·· .o~~~Jll~EP."6,~1) ... . _ ... .1>~ 1 '."Jlll:I: l'~~!'.~L $

2009 ·09· 17 . E'rl

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L_______ --~-~JPO_!l:.3_35/_ ______________________________ ~_!J·~:.3_35/_ _________________ ----------- ----- ·~:.3_35 _____________ j

-POS.130,131 -POS.130,131 -POS.130, 131

(j>.~!!ll~E!W>.E~l .............................. .;,. ..... ! ........................ J,.... I . . . . -"~·i

IWASTE TANK (SEE PAGE 4)T 0

I LPS LPS (SEE PAGE 21

L___ _________ __;

BACKFLUSHINJ OIL TO PlJUFlER

MAIN TANK MAIN TAN< (SEE PAGE 21 :

~ WASTE TAN< WASTE TAN< (SEE PAGE 21 b

$I WASTE TANK (SEE PAGE 1} WASTE TANK (SEE PAGE 3b

c)'1.<f;~f;~l>.(3f;~) .. Y-t:. J~i. . . . . . . . . . . •. . . . . . . . . . . . ·-··· ...... ............................... ······················· . . . . . . . . . . . .]--::.:.:.0i:.:.::=.=.................................. . . .. . . . . P..1J$!;_a'.r..AG.!;..~()

............................................................................................~.··········································· ................ 4 ............... ~~ -~--(~~~- ~~c;~-8

~--"'""'"~···-j (P:S.30•) ! : :.: ~. • ·'"'~""''tJ

[-----~------ !_______ ------ ....----..----'

DRAIN (SEE PAGE 5)

M ~ll_:m:[ 1,~.:·_·:~:··· iIJ~\I I ,f:~)

d'~IJ'I (SEE PAGE -.1 ,;,, :r<HH.IO. NEXT HC'b

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L_ _____ ;

............................................................................................~.··········································· ................ 4 ............... ~~ -~--(~- c;~-8