OPERATING MANUAL FOR DIESEL ENGINES TYPE L 40/45 SERIAL NO. MAN B&W DIESEL AKTIENGESELLSCHAFT STADTBACHSTRASSE 1 D-86153 AUGSBURG D36 5623-1 EINTRODUCTION Our Diesel engines are the result of decades of systematic research and development work. They will meet all service requirements at any time to the full satisfaction of the ‘owner, provided they are properly serviced. Timely execution of the specified maintenance work will ensure efficient operation and long life. The OPERATING MANUAL is intended to help achieve this object. The Operating Manual contains all necessary information for planned maintenance as well as for the general overhaul of the Diesel engine and should therefore be placed in the hands of the operating personnel. A thorough study and repeated reading to commit the instructions to memory will enable the personnel to gain complete understanding of the engine. With this knowledge the personnel will be in the position to run the engine properly, recognize possible irregularities at an early stage and rectify them before serious damage occurs. Proper maintenance and overhaul of the Diesel engine definitely require skilled Personnel. It is understood that the personnel assigned to this work has had the ecessary training and no further mention will be made of it in this operating manual We shall not entertain any guarantee claims based on a lack of particular instructions in this manual in the event of damage caused by faulty handling, Individual parts of the Diesel engine may be altered due to technological development without corresponding changes being made in this operating manual. The text and all data apply at the time of going to print. Letters and enquiries relating to the Diesel engine should include the type and serial number which will be found on the name plate. This publication is copyright. Reprinting and other duplication and for- warding to third parties may only take place with our written approval. weINHALTSVERZEICHNIS Werk-Nr. Betriebsanweisung 036 5623-1 B u 10 Besteller: L 40/45 Dauerleistung .... a kW Datum | Ausgabe Tropenleistung bzw. Aufstelleistung ..... kW (beituft °C, Ladeluftkuhlwasser °C, Aufstellhshe — muber NN), Drehzahi min Mittlerer effektiver Kolbendruck bar Zunddruck bar Mittlere Kolbengeschwindigkeit mis Kraftstoffverbrauch bei Dauerleistung bei Tropen- baw. Aufstelleistung Dieselol ghkWh kwh ‘Schwerdl gkWh ghkWh Erstellungsunterlage: Abgasturbolader typ NA YO — druck-nr. 036 56 47-2 Werk-Nr. Visatron 10025 D/ 10024 E Datum: Woodward-Regler 03074 += D+e | Name: Titelblatt Abschnitt 1 Abschnitt 2 Abschnitt3 Inhaltsverz. Turbolader [turbolader 5600 | 3.15-1_| Turbolader 5625 * | 429-1 Abschnitt 1 Abschnitt2 Woodward 6680 13.16-1_ | Abschnitta 5625 *} 430-1 5625 * 5625* 121-1 [visatron 5600_13.18-2 |seastar1 [5625 +! 431-1 $2.24 [Abschnitt3 5600! 3.20-2 |s617_ $4.21 [5625 * 1432-1 + {234 [seas* fat i 66051 4.3-1 [5625 * | 433-1 6619 124-1 [5600 13.21 |6680_13.21-1 |5625 144-1 [5625 * | 4.34-1 esi9* {25-1 [5625 1331 [6680 13.221 [5617 1 as-1 f261 t 6680! 3.23-1 i : + f274 [5625 * 13.44 i i : {262 [se25* i342 [5600 13.241 [5625 *} 411-1 H * 1272 |s625 +1343 [s600 $3242 [5625 *! 4.121 {2e4 H $600 | 3.26-1 [5625 *! 4.134 i + }294 [seas i351 |s6oo 13.281 [se2s+!aia1 i * {210-1 [5625 135-2 |5600_} 3.29-1 [5625 *} 4.15-1 i * f211-1 [5625 135-3 } 5625 * | 4.16-1 i [224 5660 1335-1 [5625 *! 417-1 : * 1243-1 [5625 13.61 i 5625 * 1 4.18-1 i {212-2 |s625 13.62 5625 * | 4.19-1 t + 12132 H i 5625 * | 4.20-1 t t2iat [seas 13.71 [seas {3.381 [5625 *! 421-1 ‘ | *t21s-1 [ses 13.81 ' 5625 * 1 4.22-1 H 1214-2 ‘ 56251 3.40-1_ [5625 *! 4.23-1 t «12.152 [s617_ 139-4 i 5625 * 1 4.24-1 ‘ 2.161 ' 5600 3.42-1 [5625 * | 4.25-1 i «tzart [5625 '3.10-1 |s600 {343-1 [5625 * 1 4.261 { ' 5625 13.1 5625 *1 4.271 i 5600 1 1.32-2 [5613 1220-1 [5625 1 3.12-1 t 5625 28-1_| Abschnitt 4 3600 {att [seid f2214 : C ; Turbolader D36 5623-1 4.98 Seite 1 von 2Arbeitskarten —— To00.01-2 [5600 1000.35-1 | 5625 5625 | 112.01-1|5600 }125.142 | 5625 {221.01-4 900.02-2 [5600 !000.35-2 | 5625 5625 | 11201-2 [5600 }125.15-2 5625 1227.01-5 i i 3625 5625 | 112.01-3 5600 }125.16-2 [5625 _1221.02-4 5600 | 000.05-1 | 5625 }009.03-1 | 5625 1034.02-2 ! 5600 1125.17-2 | 5625 1221.02-5 5600 _}000.06-1 t 5625 1034.02-3 | 5625 | 113.01-1|5600 |125.18-2 | 5625 1221.03-3 5600 }000.07-1 | 5625 |010.01-1 t 5600 | 113.02-1|5600 1 125.19-2 | 5625 [5600 1 000.08-1 [5625 1010.02-1 | $625 |034.03-1| 5617 | 113.03-1 [5600 1125.20-2 | 5625 5600 _ | 000.09-1 Hl 5625 {034.03-2| 6619 | 113.04-3 [5600 | 125.21-2 H } 5625 1012.01-1 : ! 5600 $125.25-2 | 6621 1221.02-2 '5600 {000.10-1 |$625 |012.01-2| 6682 1034.05-1| 5600 | 113.05-2|5600_| 125.45-1 ' 5600 | 000.10-2 i 6682 }034.07-1| 5600 | 113.05-3 [5600 | 125.46-1 | 6629 1221.02-2 5600 | 000.10-3 [5625 }017.01-1 i t 6629 | {221.03-2 ! 5625 1017.01-2 | 5625 |050.01-1| 6619 | 113.08-3|5617 1 140.01-1 | 6629 {221.04-1 5600 _{000.11-1]5625 {017.02-1 | 5625 {050.01-2 | $617 | 113.09-1 [5617 | 140.01-2 ; 6682 {000.112 H 7 GEIS 1 113.10-1 | 5817 1 140.024 280.01-1 6682 1000.11-3 [5625 |020.01-1 | 5600 |050.02-1| 6619 | 113.11-1|5625 | 140.03-1 1289.01-1 i 5625 1 020.02-1 i 6619 | 113.1241 i Tpesere 5600 1000.15-1 i 5625 1050,03-1 } Freo.01-1 [6601 1300.01-2 5600 _+000.16-1 | 5625 }020.04-1 | 5625 |050.05-1 | 5625 | 114.01-1[5625 1 160.01-1 | 6601 _|300.01-3 5600 _1000.17-1 : ' 5625 | 11401-2 [5625 _1160.01-2 | 6619 _1302.01-1 3600 {000.181 |5617 {020.05-1 | 5625 1055.01-1 | 5625 | 114.02-1|5625 {161.01-1 | 6619 1302,02-2 5600 1 000.19-1 i 5625 |055.02-1 | $625 | 114.03-1 [5625 $161.01-2 [5625 |322.01-1 5600 1000.20-1 | 5625 {020.061 | 5625 1055.02-2| 5625 | 114.081 t t 5600 1 000.21-1| 5625 | 020.06-2 i t 5625 1 162.01-1 | 5625 {350.01-1 5600 }000.22-1 | 5625 ! 020.06-3 | 5625 | 055.04-1 | 5625 | 120.01-1 |5625 | 162.01-2 | 5625 |350.01-2 5600 | 000.25-1 | 5625 | 020.06-4| 5625 |055.05-1 | 5625 | 120.02-1 t 3625 1350.01-3, 5600 _1000.25-4 ; 5625 | 055.06-1 | 5625 | 120.02-2|5625 | 200.01-1. ; 5600 }000.25-5 | 5625 |021.01-1 | S625 | 055.06-2 H bis $200.01-3 | 5625 1400.01-1 : 5625 |024.02-1 | 5625 | 055.07-1 | 5600 | 125012 i 5625 {400072 5625 1 000.27-1 | 5625 | 021.022 i $600 | 125.02-2 [5625 | 200.02-1 t 5625. |000.28-1 ' 5625 {057.01-1 | 5600 | 125.03-2|bis 1200024 | 5625 1434.0i-1 : ' 5625 }057.01-2 | $600 | 125.08-2 5625 _1434.02-1 + $000.29-1 [5625 }027.01-1 : 5600 | 125.05-2|5625 |200.03-1 [6619 | 434.03-1 bis ¥ 1 000.29-5 | 5625 | 027.02-1 fovt.o1-1 [5600 | 125062 [bis _ | 200.03-3 : ' ' 5625 | 073.01-1 | $600 ! 125.07-2 1 5617 * |490.37-1 reser sas tooor} SO BEOGE [SEIS TIOOOETS SENT aoa bis * |000.30-5 | 5625 | 030.01-2 1100.01-1 [5600 | 125.09-2 [bis + 200.043 [5617 * 1490.39-1 { | 5625 $102.01-1 | 5600 | 125.10-2 i 5625 * 1490.40-1 5600 }000.31-1 1030.02-1 | 5625 + 111.01-1 | 5600 | 125.11-2 ¥203.01-1_ | 5600 * |490.50-2 5600 _1000.32-1 1 030.02-2 | $625 | 111.01-2 | 5600 | 125.12-2 $203.01-2 | Arbeitskarten 5600 1000.33-1 | 5625 1030.03-1| 5625 |111.02-2| 5600 | 125.13-2|5625 | 209.01-1 | Turbolader i : ' ‘ H SchluBblatt 036 5623 4.98 Seite 2 von 2INHALTSVERZEICHNIS L40/45 TABLE OF CONTENTS D36 5623-1 Abschnitt 1 Section 1 Abschnitt 2 Section 2 Abschnitt 3 Section 3 Abschnitt 4 Section 4 Abschnitt 5 Section 5 036 5623-1 D+E TECHNISCHE DATEN Typenbezeichnung, Kurzbeschreibung Leistungsangaben, Verbrauchsangaben Motorabmessungen Zundfolge, Steuerzeiten Betriebstemperaturen und Drucke Gewichte, Spiele Motorbenennungen Qualitatsanforderung fur Kraftstoff, ‘Schmierdl und Kuhlwasser SCHEMABESCHRI Kraftstoffschema ‘Schmierolschema Kahlwasserschema AnlaBschema Regeischema BETRIEB Sicherheitsvorschriften Inbetriebsetzen Abstelien Uberwachung Motoreneinlauf Allgemeine Anweisungen, Schmierol, Wasser, Konservierung Betriebsstorungen WARTUNG Wartungspian Arbeitskarten ERSATZTEILE sighe Ersatzteilkatalog 5.90 TECHNICAL DATA Type designation, brief description Output, consumption Engine specifications Firing order, valve timing Service temperatures and pressures Weights, clearances Definitions Quality requirements for fuel, luboil and water DESCRIPTIONS OF SYSTEMS Fuel system Luboil system Cooling water system Starting system Control system OPERATION Safety regulations Starting Stopping e Monitoring Running in the engine General instructions, luboil, water, conservation Operating difficulties MAINTENANCE Maintenance schedule Work cards SPARE aT see spare parts catalogueTECHNISCHE DATEN TECHNICAL DATA 40/45 Inhaltsverzeichnis Abschnitt 1 Typenbezeichnung, Kurzbeschreibung, Moetorschnitte . Leistungsangaben, Verbrauchsangaben . Motorabmessungen, Zundfolge .. Betriebstempercturen, Betriebs- und Pro- bedrucke .. Gewichte . Spiele. Motorbenennungen .. Quelitétsanforderung an Dieselkraftstoff .. Qualitétsanforderung an Schwersl Viskosittits-Temperatur-Dicgramm Qualitétsanforderung an Schmiersl Qualitiitsanforderung an Kuhlwasser MA Kurzbeschreibung, Betriebsdaten.....++++ bgasturbolader Rohranschlusse, Gewichte .s.eeeereeeeee Spolte und Spiele .....+ eS D36 5625 D+E Lals1 Table of contents Sex Type designation, brief description, engine section ..... Output, consumption ...ssseeeeeee Engine specifications, firing order .. Service temperatures, service and test pressures . Weights . Clearances seeeeeseeeeee Definitions . Quolity requirements for Diesel fuel « Quality requirements for heavy fuel - Viscosity -temperature diagram Quolity requirements for luboil Quolity requirements for cooling water M exhaust turbocharger Brief description, service data...... Pipe connections, weights...+.e+e++ Gops ond clearances «+++ ion 1 Blott/Sheet 2-4 5 5 51 52 5312.78 Mm: N TECHNICAL DATA, L 40/45 1 Mn Type Designation, Brief Description Type Designation The engine carries the type designation L 40/45, wherein: L= In-line engine 40 = Cylinder bore in cm 45 = Stroke in cm The number of cylinders in the engine is placed before the type designation. Thus, the type designation 6L 40/45 stands for a 6-cylinder in-line engine. Description The engine L 40/45 is a single~acting four-stroke engine of trunk piston design with exhaust gas turbocharger and charge air cooling. The 3-digit numbers given in the text indicate the assembly number and serve as cross~ reference to the spare parts catalogue. Cylinder block and crankcase (012) is a very rigid one-piece casting of greycast iron. The bearing covers of the underslung crankshaft are fastened from below and laterally tensioned against the casing. Large openings in the lateral wallls, closed by covers, given ample access to the crank gear. The oil pan of sheet-steel only serves for collecting the lubricating oil which is then drained into a separate tank. Bearing shells of the main bearings (021) are steel backings with a thin lining. The extemal bearing, provided between the camshaft drive gear and the power take-off flange, is designed as locating bearing with axial thrust rings and is bolted to the crankcase. These thrust rings are omitted in the case of marine propulsion engines equipped with a special thrust bearing. Cylinder liners (050) are of special cast iron and are inserted into the crankcase from the top. They have a comparatively deep upper flange with hyperbolic drillings whence cooling water flows from the jacket to an annular gallery, and thence to the cylinder heads, which makes for intensive cooling of the cylinder liner within the range of the combustion space. The individual cylinder heads (055) of cast iron are held down on the crankease by 8 studs with nuts. Fitted in each head are 2 inlet and 2 exhaust valves, a starting valve and the fuel injection valve. The indicator valve and, depending on engine requirements, a relief valve are mounted on the cylinder head with a commen fitting. The forged crankshaft (020) is equipped with counter-weights for good mass equilibrium. The gearwheel for the drive of the timing gear on the drive end of the engine is mounted between the crankshaft proper and a short shaft section which is supported by the thrust bearing and carries the power take-off flange. The torsion vibration damper (027) is mounted on the drive end of the crankshaft and is of the sleeve spring type. The connecting rod (030) is made up of the rod shaft and the crank bearing. The two parts are connected by 4 waisted bolts permitting the piston to be pulled without disturbing the crank bearing. Crank bearings are of the same design as main bearings, made up of steel backings with a thin lining. The bearing cover'is secured to the bearing body by 4 waisted bolts. D36 5623 E 12-1 P.t.o.The composite piston (034) comprises a light-metal skirt and the highly heat and wear resistant piston crown which is made of steel. The two parts are tied together by waisted bolts. Sealing of the combustion space against the crankcase is by 3 compression rings and 1 oil control ring. The piston pin is floatingly seated and located in axial direction by retaining rings. The piston is cooled by lubricating oil supplied through the rifle-drilled connecting rod, The camshaft (101) is arranged on one side of the crankcase. It is seated in steel bac! witha thin lining, same as the crankshaft, which are held against the crankcase by the bearing covers. The camshaft is driven from the crankshaft through a gear train and serves to drive the fuel injection pumps and to actuate the inlet and exhaust valves in the cylinder heads through roller tappets, pushrods and rocker arms, Reversible engines are provided with double cams which permit the engine to be reversed by hydraulic shifting Of the camshaft in axial directi jet valves (113) are equipped with "Rotocop" valve rotators. Valve seat rings the cylinder head and long valve guides provide for long valve life. The exhaust valves (114) are provided with propeller blades on the valve stems to impart @ rotary movement to the valve by the exhaust gases. Exhaust valves are accommodated in valve cages which are cooled down to the valve seat and permit removal of the valve without the need to remove the cylinder head. Injection pumps (200), there is one for each cylinder are of the helical control edge iype and are connected to the fuel injection valve in the cylinder head by a short injection pipe. All points requiring lubrication are connected to the force-feed lubricating system , Piston running surfaces are lubricated by spray nozzles mounted in the crankcase. The lubri oil supplied to the piston pins serves at the same time for cooling the pistons, Cylinder liners, cylinder heads, exhaust valve cages and exhaust gas turbochargers are cooled by water, with separate cooling water circuits for the charge-air cooler and the fuel injection valves. The engine is started by compressed air. The starting valves in the cylinder heads are pneumatically operated by pilot valves. The engine control stand is mounted on the engine and is equipped for the connection of an automatic control system. The load or speed setting is maintained by a Woodward governor (140) . D36 5623 E/1.2-1TECHNICAL DATA Type Designation, Brief Description 140/45 Type Designation The engine carries the type designation | 40/45, wherein: L=__ Indine engine 40. = Cylinder bore incm 4s Stroke in cm The number of cylinders in the engine is placed before the type designation. Thus, the type designation 6L. 40/45 stands for a 6-cylinder in-line engine. Description The engine L 40/45 is a single-acting four-stroke engine of trunk piston design with exhaust gas turbocharger and charge air cooling The 3-digit numbers given in the text indicate the assembly number and serve as cross-reference to the spare parts catalogue Cylinder block and crankcase (012) is a very rigid one-piece casting of greycast iron. The bearing covers of the undersiung crankshaft are fastened from below and laterally tensioned against the casing. Large openings in the lateral walls, closed by covers, given ample access to the crank gear. The oil pan of sheet-steel only serves for collecting the lubricating oil which is then drained into a separate tank. Bearing shells of the main bearings (021) are steel backings with a thin lining, The external bearing, provided between the camshaft drive gear and the power take-off flange, is designed as locating bearing with axial thrust rings and is bolted to the crankcase. These thrust rings are omitted in the case of marine propulsion engines equippped with a special thrust bearing Gylinder liners (050) are of special cast iron and are inserted into the crankcase from the top. The have a comparatively deep upper flange with hyperbolic drillings whence cooling water flows from the jacket to an annular gallery, and thence to the cylinder heads, which makes for intensive cooling of the cylinder liner within the range of the combustion space. The individual cylinder heads (055) of cast iron are held down on the crankcase by 8 studs with nuts, Fitted in each head are 2 inlet and 2 exhaust valves, a starting valve and the fuel injection valve. The indicator valve and, depending on engine requirements, relief valve are mounted on the cylinder head with a common fitting. The forged crankshaft (020) is equipped with counter-weights for good mass equilibrium. The gearwheel for the drive of the timing gear on the drive end of the engine is mounted between the crankshaft proper and a short shaft section which is supported by the thrust bearing and carries the power take-off flange. The torsion vibration damper (027) is mounted on the drive end of the crankshaft and is of the sleeve spring type. The connecting rod (030) is made up of the rod shaft and the crank bearing. The two parts are connected by 4 waisted bolts permitting the piston to be pulled without disturbing the crank bearing, Crank bearings are of the same design as main bearings, made up of steel backings with a thin lining, The bearing cover is secured to the bearing body by 4 waisted bolts ‘The composite piston (034) comprises a light-metal skirt and the highly heat and wear resistant piston crown which is made of steel. The two parts are tied together by waisted bolts. Sealing of the combustion space against the crankcase is by 3 compression rings and 1 oil control ring. The piston pin is floatingly seated and located in axial direction by retaining rings. The piston is cooled by lubricating oil supplied through the rifle- drilled connecting rod. ‘The camshaft (101) is arranged on one side of the crankcase. It is seated in steel backings with a thin lining, same as the crankshaft, which are held against the crankcase by the bearing covers. The camshaft is driven from the crankshaft through a gear train and serves to drive the fuel injection pumps and to actuate the inlet and exhaust valves in the cylinder heads through roller tappets, pushrods and rocker arms. Reversible engines are provided with double cams which permit the engine to be reversed by hydraulic shitting of the camshaft in axial direction D36 5623 E 1.2-2 10.89 Page 1of2The inlet valves (113) are equipped with "Rotocap” valve rotators. Valve seat rings fitted in the cylinder head and long valve guides provide for long valve life. ‘The exhaust valves (114) are provided with propeller blades on the valve stems to impart a rotary movement to the valve by the exhaust gases. Exhaust valves are accommodated in valve cages which are cooled down to the valve seat and permit removal of the vaive without the need to remove the cylinder head Injection pumps (200), there is one for each cylinder, are of the helical control edge type and are connected to the fuel injection valve in the cylinder head by a short injection pipe. All points requiring lubrication are connected to the force-feed lubricating system. For lubrication of the piston running surfaces the cylinder liner is equipped with lubrication bores. The lubricating oil supplied to the piston pins serves at the same time for cooling the pistons. Cylinder liners, cylinder heads, exhaust valve cages and exhaust gas turbochargers are cooled by water, with separate cooling water circuits for the charge-air cooler and the fuel injection valves. The engine is started by compressed air. The starting valves in the cylinder heads are pneumatically operated by pilot valves. The engine control stand is mounted on the engine and is equipped for the connection of an automatic control system. The load or speed setting is maintained by a Woodward governor (140). D36 5623 E 1.22 10.89 Page 2of2M-A’-N MOTORQUERSCHNITT ENGINE CROSS SECTION L 40/5 3 D36 5623 D+E 13-1 SS SET ee) { scrapMOTORQUERSCHNITT L405 ENGINE CROSS SECTION D36 5623 D +E 13-2 2.92MOTORLANG SSCHNITT 1 M-A-N Los ENGINE LONGITUDINAL SECTION 7.82 conor 9 Motor mit Turbolader auf Kupplungsseite - Engine with turbocharger on driving end D36 5623 D+E 14-1 siehe Ruckseite - P.T.O.Pua ea1y uo sBs0YD0qIN) YIIm au6Uy - o}195Ua68a6s6unjddny jno Jopojoqiny 4141 J0J0W 036 5623 DHE /1.4-14.81 | TECHNICAL DATA ] | BG + Bye Bel) | Outpotand Consumption, Engine | Laos Specifications, Valve Timing [5 Output for engine type — Serial No. ‘Maximum continuous output (MCR) or Continuous output A for stationary engines . kw Speed T/min ‘Mean effective pressure bar Firing pressure bar ‘Mean piston speed m/s Consumption Fuel consumption at maximum continuous ‘output (MCR) or continuous output A (3 % guarantee margin) Diesel oil . g/Wh Heavy oil . a/kWh Super charging Turbocharger make MA.N. Turbocharger type « Charging system Critical Speeds + Constant pressure Critical speed ranges are marked in red on the tachometer. Engine Specifications Number of cylinders, see type designation above Cylinder bore . 400 mm Stroke ... 450 mm, Swept volume of | cylinder 56.55 dm Compression ratio... 11.75 Total swept volume 6-cylinder engine 339.3 dm? 7~cylinder engine 395.8 dmg, 8-cylinder engine 452.4 dm 9acylinder engine 509 dm Withdrawal height (vertically upwards from centreline crankshaft) mm Piston with connecting rod 3035 Cylinder liner 3370 Diameter of main bearing .. 350 Locating bearing . 330 Crank bearing 330 Piston pin bearing . 180 Camshaft beari 130 Inlet valve 132 Exhaust valve 132 Starting valve 50.5 Torsion vibration damper 1300 Injection pump plunger « 3 D36 5623 E 1.541 puto.Width of Nain bearing 162 Locating bearing . 132 Crank beering. . 132 Piston pin bearing . 210 Camshaft bearing . 75 Torsion vibration damper . 200 Length of Piston . 630 Connecting rod (c/| bearing) . 1045 Cylinder liner . 1071 Width of Compression ring . 8 Oil control ring 12 Lift of Inlet valve .. 31 Exhaust valve 31 Starting valve . ; 10 Relief valve (crankcase) Approx. 60 Fuel injection valve. : 1.2 Inlet cam . 26 Exhaust cam . 26 Fuel cam . 26 Axial travel of camshaft of reversible engines 85 Distance between centrelines of cylinders .. 680 Number of Inlet valves. . 2 Exhaust valves . ea 2 Compression rings . Per cylinder 3 Oil control rings .... 1 Valve timing Inlet valve opens Crank angle before TDC 60 closes “Crank angle after BDC . 20 Exhaust valve opens . SCrank angle before BDC 50 closes “Crank angle after TDC . 50 Valve overlap . ‘Crank angle 10 Starting valve opens in TOC Starting valve closes see Acceptance Record Fuel injection pump Beginning of delivery see Acceptance Record Firing order Sense of rotation of crankshaft when looking on drive flange. No. of cylinder Clockwise rotation ——= = — Anti -clockwise rotation é 7 1-2—4-6-7-5-3-1 8 1 ~8-6~4-2-1 9 1-3-5-7-9-8-6-4-2-1 036 5623 E/1.5-110.86 | TECHNICAL DATA ] INGE + Aas BRg | cuiptt and Consumption, Engine L 40/45 Specifications, Valve Timing Output for engine type Serial No. ‘Maximum continuous output (MCR) or Continuous output A for stationary engines . kw Speed V/min Mean effective pressure bar Firing pressure bar ‘Mean piston speed m/s Consumption Fuel consumption at maximum continuous output (MCR) or continuous output A (3 % guarantee margin) Diesel oil o/kWh Heavy oil 9/kWh Super charging Turbocharger make MA.N. Turbocharger type « Charging system Constant Critical Speeds Critical speed ranges are marked in red on the tachometer. Engine Specifications Number of cylinders, see type designation above Cylinder bore . + 400 Stroke ... + 450 Swept volume of 1 cylinder 56.55 Compression ratio .. : 12.50 Total swept volume é-cylinder engine + 339.3 7-cylinder engine + 395.8 8-cylinder engine + 452.4 9-cylinder engine Withdrawal height (vertically upwards from centreline crankshaft) Piston with connecting rod Cylinder liner Diameter of main bearing ...... Locating bearing . Crank bearing Piston pin bearing Camshaft bearing . Inlet valve . Exhaust valve Starting valve Torsion vibration dampe: Injection pump plunger D36 5623 E 15-2 pressure 3035 3370 350 330 330 180 130 132 132 50.5 1300 (1210) 35 (36) patio.Width of Main bearing 162 Locating bearing . 132 Crank bearing. . 132 Piston pin bearing . 210 Camshaft bearing 75 Torsion vibration damper 200 Length of Piston .. 630 Connecting red (¢/\ bearing) 1045 Cylinder liner . 1071 Width of Compression ring . 8 Oil control ring 12 Lift of Inlet valve. 31 Exhaust valve . 31 Starting valve . . 10 Relief valve (crankcase). . + Approx, 60 Fuel injection valve. ; 1.2 Inlet cam. 2% Exhaust cam . 26 Fuel cam 26 Axial travel of camshaft of reversible engines 85 Distance between centrelines of cylinders .. 680 Number of Inlet valves. . 2 Exhaust valves . a 2 Compression rings . Per cylinder 3 Oil control rings 1 Valve timing Iniet valve opens . SCrank angle before TDC . closes . Exhaust valve opens . closes . SCrank angle after BDC . eCrank angle before BDC SCrank angle after TDC Valve overlap . °Crank angle Starting valve opens + in TDC Starting valve closes see Acceptance Record Fuel injection pump Beginning of delivery see Acceptance Record Firing order Sense of rotation of crankshaft when looking on drive flange. No. of cylinder | Clockwise rotation ——tee =m — Anti-clockwise rotation 6 1-3-5-6-4-2-1 7 1-2n-6-7-5-3-1 8 7 -B-b-4-2-1 7 9 5-7-9 -B-6-4-2-1 L 36 5623 E/1.5-27.82 TECHNICAL DATA Pressures R4-As Rd | Service Temperatures, Service and Test 40/45 : | Service Temperatures at maximum continous rating (MCR) The stated temperatures are guide values, the exact values applicable to the plant are listed in the Acceptance Record. & Charge-air before cylinders ... 45-30 Exhaust gas, after cylinders ..essseeeeees max. 480.1", before exhaust turbocharger max. 550) Cooling water, inlet on engine .....s0e++ approx. 75 outlet on cylinder... 85 inlet injection valve cooling approx. 70 Lubricating oil, inlet on engine .....66 ore outlet on engine . + approx. 70 + high value with high ofr humidity of intake air (clso see Section 3), ++ average temperature of all cylinders, individual cylinders may deviate ~ 40°C +44 measuring tolerance + 30°C | +H+ below 50% load = 65°C Service and Test Pressures (gauge pressure) ot MCR | service Opening Test | Pressure Pressure Pressure | bor bor bar Cylinder head, combustion space | max. 145 = 5 water space | - - 10 Cylinder liner combustion space | max. 145 - - cooling water space | _ 5 7 Charge-air cooler, water space epprox. 2.5 - 4 air space approx. 2.5 a s Fuel delivery pipe approx. 950 _ 1600 Fuel injector - 300 (330+) - Relief valve in cylinder head - 175 - Relief valve in crankcase - 0.) - Cooling water jacket + turbocharger 2-4 - 7 fuel injector 2-4 - laaa7s raw /seawater 1-3 - - Lubricating oil engine 4-6 - - turbocharger V3-1.5 7 } 7 Fuel 3-5 - - Starting air max. 30 - - + with new springs : Transmission Ratio of Appliances n Appliance Woodward Governor .... 1.93 SEL-Tachogenerator : 0.72 Deuta Pulse Generator .. : 1 Revolution Counter . : | Lubricating oil pump : 2.93 : 4,72 Cooling water pump D36 5625 E 16-18.85 TECHNICAL DATA 1 BR + Bae BA | Service Temperatures, Service and Test eae Pressures 6 Service Temperatures at maximum continous rating (MCR) The stated temperatures are guide values, the exact values applicable to the plant are listed in the Acceptance Record. % Charge-air before cylinders ......2+5 45 = 30° Exhaust gas, after cylinders . tee max. 480," before exhaust turbocharger . max. 550 Cooling water, inlet on engine .... approx. 75 outlet on cylinder «2.2... 85 inlet injection valve cooling . approx. 70 Lubricating oil, inlet on engine ......+ ote outlet on engine .... approx. 70 + high value with high air humidity of intake air (also see Section 3) ++ average temperature of all cylinders, individual cylinders may deviate +++ measuring tolerance + 30°C HHH++ below 50% load = 65°C Service and Test Pressures (gauge pressure) cat MCR Service Opening Test Pressure Pressure Pressure bor bor bar Cylinder head, combustion space max, 145 : = water space - - 10 Cylinder liner, combustion space max. 145 - - cooling water space - - 7 Charge-air cooler, water space approx. 2.5 - 4 cir space approx. 2.5 a - Fuel delivery pipe approx. 1200 2 1600 Fuel injector - 300 (330+) S Relief valve in cylinder head - 75 - Relief valve in crankcase - 0.F - Cooling water jacket + turbocharger 2-4 - 7 fuel injector 2-4 - 7 raw /eawater 1-3 = Lubricating oil engine 4-6 - = turbocharger 13-15 . a Fuel 3-5 = Starting air max. 30 - - + with new springs Transmission Ratio of Appliances : nm Appliance Woodward Governor .. 1 1,93 SEL-Tachogenerator Tog 0,72 Deuta Pulse Generator Too: 1 Revolution Counter . eo 1 Lubricating ofl pump v..esseecssssseeeeee Tog 2.93 Cooling water pump ieaeee 4.72 D36 5625 E 1,6-2RO-AcN TECHNICAL DATA 1 40/45 vy Service Temperatures, Service and Test }. A 4 } Pressures 6 Service Temperatures at maximum continous rating (MCR) The stated temperatures are guide values, the exact values applicable to the plant are listed jin the Acceptance Record. eC Charge-air before cylinders ener) 45 ~ 557 Exhaust gas, after cylinders ...sssseeeeeeeeue max. 450. before exhaust turbocharger . max. 550 Cooling water, inlet on engine . approx. 75 outlet on cylinder . ee oor 85 inlet injection valve cooling .... approx. 70 55 - 60 Lubricating oil, inlet on engine .....0.045 outlet on engine .... seeeees Qpprox. 70 + high value with high air humidity of intake air (also see Section 3) ++ average temperature of all cylinders, individual cylinders may deviate * 40°C +++ measuring tolerance t 20°C Service and Test Pressures (gauge pressure) at MCR Service Opening Test Pressure Pressure Pressure bar bar bar Cylinder head, combustion space max. - - water space - 10 Cylinder liner,combustion space max, 145 - - cooling water space | - 7 Charge-air cooler, water space 43 ) 4 cir space approx. 2.5 : - Fuel delivery pipe approx, 1200 - 1600 Fuel injector - 300 (330+) s Relief valve in cylinder head - 175 - Relief valve in crankcase - o1 - Cosling water jacket + turbocharger 2-4 - 7 fuel injector 2-4, - a raw/seawoter e83 - I Lubricating oil engine 4-5 7 i = turbocharger 1.3-1.5 5 J, o7 Fuel sea ss }o. Starting air max. 30 - - + with new springs Transmission Ratio of Appliances n Engine: n Appliance Woodward Governor ...sssssseeeseeseeseeeeees 1 : 1.93 Tachogenerator .... pee Us ee Revolution Counter . 1 1 Lubricating oil pump... 1 2.93 Too: 4.72 Cooling water pump ...s.++++ D36 5625 € 1.63 8.9011.78 1 TECHNICAL DATA e 40/45 M-A-N — - Weights of Essential Components (epproximations in kg) Cylinder head, complete with valves sees 830 without inlet ond exhaust valves . 488 Inlet Valve. ssssvssevevevevereee 5.3 Exhaust valve, complete with cage .....+++ 52.5 Rocker arm casing, complete with rocker arms. 16 Cylinder liner. seeeeee eee 384 Cronkease (e.g. 12V 40/45) «0... 27 300 Oil pan (e.g. 12 V 40/45) . 1022 Piston with piston rod... 360 Crankpin bearing, complete aD 132 Main bearing, bearing cover .. . sees 232 | Crankshaft with counterweights and coupling flange (e.g. 12 V 40/45) PPereee eee eeeeees 8900 Camshaft, complete with cams (e.g. 12 V 40/45) 1072 Torsion vibration damper, complete = 1 620 flycim vee 1150 Fuel injection pump : a Fuel injection valve ee 10.7 Exhaust gos turbocharger NA 40 . 1900 Aas peeeeeennnen 2.800 Charge-air cooler (e.g. 12 V 40/45 cooler element) .. 785 Complete engine 12V. 92 000 Mv. 105 000 1éV. 117 000 Vv. seneeee 128 000 a 61 000 Ze 68 000 eee 76 000 } OL 83 000 | D36 5625 E 17-19.87 TECHNISCHE DATEN ] 41 TECHNICAL DATA L 40/45 Spiele Clearances 10 Netistelle Fertigungs- | Mox.Spiel| Measuring point | enna | spiel | tex. sind Baugruppe Dinension | clearance | Clearaned Figure Sub-assembly shen new Hurbelvellerpatlager (017) | & |330 -0,06 = . Locating bearing (or) | PY = [Or OH] x © | 450 #7 le a], fos-o,54] x E lao. 108 - - 40,6 x siehe Arbeitskarte 000.11 / see work card 000.11 Kurbelvelle (020) Wangenstnung max. 2ul’ssig 0, s+ siche Arbeitskarte 000.10 Crankshaft (020) crankved deflections max. adnissitle 0... see work card 000.10 Hkurbetvetlenager (C21) | 4] 350 -0,06 : - Wain bearing (021) a} = | oyzse-0,ts4) x c} 9,870 -0,02] x x siche Arbeitskarte 000.11 / 2¢_vork card 000.71 Plevel ager (050) A | 330 -0,06 olbentolzenlsger a] = loyzso0,366 | x Crank bearing (030 | 00 700241 - - Fitri bey soi a] = 0,182-0,266) 0,40 = [reo -0,025] 7 - = rl 0,5- 0,9) = , vu x slehe Arbltskarte 000-11 / see work card 000.11 Kotben (034) a ee : | PASS > Piston (O34) H 8 = 0,075=0 ,050| - ib | 100 ~0,025 2 : pe * ostand: Kolben/Zylinder-] D | 76° 4 F toot s is * Distance: piston/eylinder i é hese y Die tusengurenreseer sind infolge der ballig-ovalen Fors des Kolbers nur schver Bu vontroisierene hu ole Hannuse wate verSientet, oo ie Cebensdouer dee Kelters Rornalerveise durch den Verschlet® cer Ringnuten begrenzt wirce ! [Checking the outer dinension of the piston is rather difficult due to its catesheped ‘form. The dimensions are not listed because normally the life of the piston is, in 36 40 495/1 fany case, determined by the weer of the ring grooves. D36 5623 D+E 110-1 sche Ruckseite = ntiFertigungs- |Mex.Spiel eGstelle fenmas | spiel |Haxs ule Neasuring point Dinension [Clearance [Clearance Figure hen new Kolbenringe (034) A] 82 0,03 | - a Piston rings (O34) a] =" Jo,2t0,265) 0,50 c]are - : 0 | 12,06 «0,02 - : E] 7 looreoam | 0,30 Fler > - Stosspiel: Ring 1 ct eee 0,7-1,0 : Ring gap: Ring 2-3 6} - any | os Ring 4 s| ann | + a | 8,170,053 7 e 3 i 0,185-0,235] 0,40 3 40 435 * siche Arbeitskarte 054.05 / see work card 034.05, Tylinderbuehse (050) 4 | 400 - - 8 {Linder Liner (050) - : ayer 7 * nace Verschlei® a : otee A = wax. Oveditat J sax. ovelity Das MoB (A) vird im Uskenr= \ punkt des 14 Kolbenringes gesesson | 36 40 49544 The dinension (A) is neas- i ured at the top of ring trovel Steuerungsantrieb (400) - 0,16-0,32"| 0,40 Carshaft drive (700) js 0,22-0,35"] 0,50, 10 #7 - - = o,100-0,770 | 0,25 0,100 © os - 7 = | 0,40-0,80 } 140 * Tohnspiet * Gear backlesh Nockenwellenlager (102) Canshaft bearing (102) 730 “Oy 16S E T 405120 - 041240521 | x0 750 6 - - - 0,20-0,30 | 0,40 : 0,40-0,50 | 0,60 qaoe ‘bei Hotor ohne Unsteuervor richtung ‘for engine vithout revers-| ing gear bei Motor Fichtung ls*ior engine with reversing Unstevervor-} gear hoxt slehe Arbeltskarte 000.17 hoor see work card 00041 136 54623DtE/1 10-1TECHNISCHE DATEN * siehe Arbeitskarte 00( TECHNI MAN Spiele Clearances rows Baw eae ee lager (017) B - 10,23 - 0,37 7 eer [elem aaa Dd - 10,32 - 0,54 = an ec |. 10.11 / see work card 000.11 Kurbelwelle (020) Wan‘ Kurbelwellentager (021) Main bearing (021) Crankshaft (020) crankweb deflections max. admissible 0. * siche Arbeitskarte 000.11 /see work card 000.11 \genatmung max. 2ulassig 0,.....siehe Arbei A|350-0,06 - - 0,298 -0,434 | * ¢|9,870-0,02 | ~ | see work card 000.10 36 4049511 Pleuellager (030) Kolbenbolzentager 030) Crank bearing (030) Piston pin bearing (030) * siehe Arbeitskarte 000.11 /see work card 000.11 o> 330-0,06 - - 0,230 - 0,366 +0,241 180+0,182| — ~ [0,182 - 0,266 |0,40 180-0025 | ~ : 0,5-0,9 =moa pe rt © ft 495/1 Kolben (034) Piston (034) +0,025 N80+0,013 | = 7 ,013-0,050 | ~ A ele ¢ |180-0,025 - - case, determined by th 036 5623D+E * Abstand: Kolben/Zylinderkopf * Distance: piston/cylinder head phe Die AuBendurchmesser sind infolge der ballig-ovalen Form des Kolbens nur schwer zu kontrollieren. Auf die Nennung wurde verzichtet, da die Lebensdauer des Kolbens normalerweise durch den Verschlei8 der Ringnuten begrenzt wird Checking the outer dimension of the piston is rather difficult due to its cam-shaped form. The dimensions are not listed because normally the life of the piston is, in any fhe wear of the ring grooves. 1 ______ 1.10-2 5.89 36 40 495/41, Seite /page 1 von /of 2messteile | nennmas | Fertigungs- Max Spie! Max. clearance aid Figure measuring point spe "BPOME | Dimension | cicPIClg savgrunpe wen new Subsasembly Kolbenringe (034) 8,2 + 0,03] - Piston rings (034) > 213 - 0,265, 8 fs = h2,06 +0,02] — =" b076-0,114 1247 - StoBspiel: Ring! : Ring gap: Ring 2-3 Ring 4 8,17 +0,03) ~ ,183-0,235 czaaa TM OneS * siehe Arbeitskarte 034.05 * see work card 034.05 4 Zylinderbuchse (050) | |400 H7 = Cylinder liner(050) |B | ~ clas s * max. VerschleiB * max. wear ** max. Ovalitat * max. ovality gemessen The dimension (A) is measured at the top of ring travel Das MaB (A) wird im Umkehrpunkt des 1. Kolbenringes 1.2" ovat H] 36 40 495/1 Steuerungsantrieb |A| — ,16-0,32* |0,40 (109) a] - 122-0,39 |o,50 Camshaft drive (100) |¢ |180H7 ~ - do} = ,100-0,170 |o,25 0,100 E }180-0,130 | ~ - a Fl = .40-0,80 |1,0 * Zahnspiel eve toe * Gear backlash Nockenwelleniager +0,185 (102) A |130+0,120| - Camshaftbearing |B | (o,12-0,21 oa . (102) ¢ |130h6 - - oy 20-030 |0,40 et ~ .40-0,50 0,60 “<4 y bei Motor ohne Umsteuervorrichtung EE * for engine without reversing gear ° ** bei Motor mit Umsteuervorrichtung 36 40 495/2 ** for engine with reversing gear *** siehe Arbeitskarte 000.11 *** see work card 000.11 036 5623D +E 1.10-2 5.89 Seite / page 2 von / of 2TECHNISCHE DATEN TECHNICAL DATA Spiele Clearances ‘weBstele | nennmas | Ferugunos ax Messuringoint | oimension | ofc, | Spiel saugruppe whenmew | Max Subsasembly Kurbelwellenpa8- A/330 -0,06 = - lager (017) 8} - — |o,23-037 | * Locating bearing (017) | ¢|150 17 - ~ D - }0,32 - 0,54 7 +08 £/149+0,6 - - a 3640495/1 * siche Arbeitskarte 000. 1 /see work card 000.11 Kurbelwelle (020) Wangenatmung max. zulassig 0.....siehe Arbeitskarte 000.10 Crankshaft (020) crankweb deflections max. admissible 0.....see work card 000.10 Kurbelwellenlager | A |350-0,06 - 0,298 - 0,434 (021) 8} - A Main bearing (021) | ¢ |9,870-0,02 | ~ A * siehé Arbeitskarte 000.11 /see work card 000.11 Pleuellager (030) ‘A |330-0,06 - - Kolbenbolzeniager |B} ~ 0,286-0,420 | * (030) +0,241 c|r80+0,182| — - [Crank bearing (030) |D] ~ 10,182 - 0,266 0,40 Piston pin bearing | € [180-0025 | | ~ = (030) ee 05-09 - * siehe Arbeitskarte 000.11 /see work card 000.11 kolben (034) +0,025 Piston (034) Aligo+0.013 | ~ a} - 013 - 0,050 ¢ |180-0,025, S - Dlte* * Abstand: Kolben/Zylinderkopf * Distance: pistonicylinder head § Die AuBendurchmesser sind infolge der ballig-ovalen Form des Kolbens nur schwer zu kontrollieren. Auf die Nennung wurde verzichtet, da die Lebensdauer des Kolbens normalerweise durch den Verschlei® der Ringnuten begrenzt wird. Checking the outer dimension of the piston is rather difficult due to its cam-shaped form. The dimensions are not listed because normally the life of the piston is, in any case, determined by the wear of the ring grooves. D36 5623 D+E 1.10-3 1.95 Seite/ page 1 von /of2WMeBsele | wennmes | Fertaunee [max mesarngpone | emomee | ge | sis Bougruppe whenmew | Max Figure Sobesembly dearance Kolbenringe(034) A] 8.2 +003] — = r Piston rings (034) iB - 1,213 - 0,265 |0,50 SO 7 a ic 8 fs - - 4 1D h2.06 0,02] — a —aezpkt E - ),076-0,114 |0,30 t Al § 7 maz StoBspiel: Ringt |G = 114 * Ringgep: Ring23 |\o| ora | + 9 Rings cg] ona | + : F |H_ | 8,17 +0,03] - - GO J - ), 183-0,235, 1,40 ~*K ssezt08 * siehe Arbeitskarte 034.05 S 1 Seewove card 09808 ——— 3 Zylinderbuchse (050) | A |400 H7 S = Gylindertiner(050) |e] — 5 12" ce} = = oar max. Verschlei8, ct max. wear ** max. Ovalitat ** max. ovality Das Ma® (A) wird im Umkehrpunkt des 1, Kolbenringes gemessen 36 40 495/1 The dimension (A) is measured at the top of ring travel Steuerungsantrieb [A] — .16-0,32* [0,40 (100) eB] = 22-039" —|0,50 Camanatrarive (oo) Je freon? |= - ol - .100-0,170 [0,25 -0,100 € |180-0,130 - - oe FL = .40-0,80 [1,0 * Zahnspiel oe te * Gear backlash Nockenwelleniager +0,185 (102) lA |130+0,120} Z, Camshaftbearing |B] — 112-0,21 x (102) ic 130h6 - \ by .20-0,30 [0,40 a ep = ,40-0,50 10,60, — = * bei Motor ohne Umsteuervorrichtung hout reversing gear ° Umsteuervorrichtung 36 40 495/2 h reversing gear skarte 000.11 *** see work card 000.11 D36 5623D +E 1.10-3 1.95 Seite / page 2 von / of 2. TECHNISCHE DATEN 1 TECHNICAL DATA 1.40/45 Man Spiele Clearances 10 Metstelle | wennmaa | Ferigungy | max measunngscirt | Oimennon | ce, [sou us igure Baug‘uppe whennew | Max Sub-assembly clearance - 0,286-0,420} * 150 H7 e - 0,32- 0,54 5 +08 €|149+0.6 - S KurbelwelienpaB- lager (017) Locating bearing (017) Qne> * siehe Arbeitskarte 000.11 /see work card 000.11 Kurbelwelle (020) Wangenatmung max. zulassig 0.....siehe Arbeitskarte 000.10 Crankshaft (020) crankweb deflections max. admissible O.....see work card 000.10 Kurbeiwelleniager | A| 350 - - (021) e| - 0,298-0,434] * Main bearing (021) | C |9,870-0,02 | -- : * siehe Arbeitskarte 000.11 / see work card 000.11 Pleuellager (030) ‘A | 330-0,06 - Kolbenbolzeniager | 8 0,286-0,420 030) $0,241 ¢|180+0,182) - [Crank bearing (030) |) 0,182 - 0,266 |0,40 Piston pin bearing | € | 180-0,025 | | — - (030) ele 0,5-0,9 * siehe Arbeitskarte 000.11 /see work card 000.11 Kolben (034) +0,025 Piston (034) aligo+0013| — ie 10,013 - 0,050 C}180-0,025 | - = L bite \ * Abstand: Kolben/2ylinderkopf i * Distance: pistorvcylinder head Die AuBendurchmesser sind infolge der ballig-ovalen Form des Kolbens nur schwer zu kontrollieren. Auf die Nennung wurde verzichtet, da die Lebensdauer des LI Kolbens normalerweise durch den Verschiei8 der Ringnuten begrenzt wird ‘Checking the outer dimension of the piston is rather difficult due to its cam-shaped 36 40 4895/1 form. The dimensions are not listed because normally the life of the piston is, in any case, determined by the wear of the ring grooves. ru . — 036 5623D +E 110-4 10.95 Seite / page 1 von/of 2Messtelle — [wennmad | Fertgungs Max measuring 20% | mension | G8... | spre oe _ a fe — = Toteningeta Jal ez cans] ; Piston rings (034) 8 =" [o,213-0,265 |o,s0 S =z? ic] sie = Yi; § © }12.06 +0,021 : 3 WZ €| - oo76-0,114 Jo30 sett e] ae : | & Ye StoBspiel: Ringt |G 5 . Z 2 weoeee uss (S|: : } §] arrs004 ; 5 jens i ‘ nom * siehe Arbeitskarte 034.05 xa "Yee work card 034.05, === : Zylinderbuchse (050) | A |400 H7 - Cylinder liner (050) |B 12" Aca c 0,4** = max. VerschleiB * max. wear + max. Ovalitat max. ovality Das MaB (A) wird im Umkehrpunkt des gemessen The dimension (A) is measured at the top of ring travel 1. Kolbenringes Steuerungsantrieb A }0,16-0,32* | 0,40 (100) 8 i }0,22-0,39* | 0,50 Camera |thasin =O [oe 5] se. a1m [aa on aa — | eae es * Zahnspiel coe coe 2 an tater |_| = aboitis| | Saneming 2)" haan | (102) ¢ /130h6 ~ of" lawam fos o> pam as bch eer nny for engine without reversing gear oe “* for engine with reversing gear 36 40 495/2 ce conkers ener te —— 036 5623D+E 1.10-4 10.95 Seite / page 2 von / of 29.94 TECHNISCHE DATEN 1 M-A-RI TECHNICAL DATA 40/45 Spiele Clearances n Tertigungs- Joxsspiel tetstetle femmes — | spiel piace sd Heasuring paint Binension |ctearance elearance Figure nen new Kigphebellager (111) a} os |= - tocker ara bearing Crt) fog | MO Yan ase) on c | 9006 s : “007 ers 40,026 7 - = |ojoze-0,0%6 | 0,15 ay 50 h6 _ : 36 40 495/2 Ventilentrieb (12) a | 20 17 - : Valve drive (112) a] — foowo,we] os c | 120 7 - : o| sei : 5 ct] = fo,e,om | 0, | 2a : : o| iene : : 4] - — [oycas-o,ce0 | 0,10 1} 42 b6 - E «| 5 00,7 : - L - 0, 300-0, 580 0,80 aloo || : 6 0,48 ae i Noto 0 ~ — [oypsooe0] — - ?| ee : al eo : : 3 - 0,009-0 ,050 0,08 TY 42 6 - - U - 0,200-0,600 0,8 . a] ug Oe . : vy 45 a5 EindaSventil (113) 4| i e Inlet valve (1) a] - ozo c|ence-o3] = - huslabventit. (114) o| ae - Exhaust valve (174) ‘*ventilspiel genessen bei kalten.Notor valve clearance with cold D36 5625048 111-1 Auslaventil Ein siventil Exhaust valve Inlet valve siehe Ruckseite p.t.o.Fertigungs- | Hoxespiel Vesstelle fienena8 | spiel [Hox sid Veasuring point Dinension [Clearance | Clesrance Figure nen new Unsteuereinrichtung (120) | A | 130 n6 e : ot SE Reversing gear (120) c| coe “ ie | : 0 | 450 17 - - 1 at \ £ E 0,60 se aly 10,105 aS 1 FY % oor - : ey VR) 6 - | 0,07 = 0,3 a] te 9005 - - oo | fi J 12-16 | 40 BLA Reglerantrieb (140) A - 0,075-0,190] 0,25 , 3 | 50 209705 LK sovernor drive (vio) | 8] 50 "5009 | - : G cl - 0,050-0,721] 0,20 F 0 | 50 h6 s : 4 ele 0,10-0,25 | 0,35 mle 0,1-0,20 | 0,30 | 5p 200009 * Zainspied 1 soo6e ; 7 = © Gear backlash i} | 0,060,725] 0,20 sei0.6is a | 50 ¥6 - 2 of 0,20-0,40 | 0,50 - 0,080-0,775 | 0,25 Einspritzounpe (200) # | 35 G5) - - Injection pu (200) TY 5. Ge : = D | 57 (60)H7 - . i - o,t2 A beide Tete sind + | sp (ov 2 - a geléppt 8 | 10-002 2 - c * both parts are lopped | i = | 0,01040,050) o,70 7 9 1003 a | 03 - - 0 40,01 e | 120 4 - - F L - | 0,036-0,106) 075 M | 420 17 - - ¢ 580 . n | 32 - - 3 070 x 0,750-0,810] 1,20 i" - - ™ 0,005-0,050 0,200-0,600] 0,80 0,300-0,580] 0,80 1 : 30003.93 M-A’-N TECHNISCHE DATEN TECHNICAL DATA Spiele Clearances Fertigungs- ["2x.Spiel Nesstelle Hennca® | spiel : veasuring point Bisension [clearance |searance hen nee ipghebellager (111) aes oa le : ocker arz bearing (114) : . os u Diu eg - 10 058-0, 152, 0,20 | 9 06 - : 90,048 via 0,011 - ~ YU 36 40 495/2 £ - 0,039,774 0,5 FY} 5066 - 7 Vertilentrieb (112) 4 | 720 7 . Valve drive (112) e| O15 c [707 : = a | 5247 - - t] = — |o,050-0,050 | 0,12 F| se7 : z c| are : : B - 0025-0 080 0,0 J} 42 ne - - t] 5.0, : : tL] = |o,300-0,580 | 0,80 i - - " : - 0 - 0,750-0,,890 - Py) 3208 - : RY 42 G7 - - S] = |o,o0%0,050) 0,08 TT] 42 hb - - u - 0,200-0,600 0,8 5b v] 68 : e dushaBvent il. (114 Extaust valve (11 ‘Ventilspiel gene Rotor D36 5625 D+E 4) en bel vith cold Lu-3 9,150-0,224) 0,30] at - siehe Ruckseite - P.T.O.Fertigungs- | Hex.Spiel MeGstelle spiel | texe id Measuring point lcearance | Clearance Figure linen new Unstevereinrichtung (120) | & | 130 m6 = 5 £ oH Reversing gear (120) thao ce | TP] 2% oan: ae 30 €8 - 7 . \\ 0 | 450 42 7 7 7 Zdb\\ £ - 0,40 = 0,50] 0,60 ae | 20,105 7 S f 6 4 J Reglerantried (140) a - 0,075-0,190 | 0,25 10,705 Sovernor drive (140) tio 7 - c] 0,050-0,721) 0,20 0 | 50 n6 Si > 7 ele 0,10-0,25 | 0435 S| rele 0,11-0,20 | 0,30 1 Nad 0,709 g | 50 100708 . . AS * tamspied +2082 : * Gear backlash es 0,060,725} 0,20 OLY oesis 2 | 50 n6 a a ele 0,20-0,40 | 0,50 . uf - 0,080-0,775 | 9,25 Linspritzpunpe (200) | | 36 : 5 Injection puxp (200) a 5 [ D | 66 #7 - : ‘4 Pec £ = | 0,030-0,080] 0,72 Yeu € * beide Tefle sini 7 | 64 : - 4 geltept a | 10-002 e : SS 3 both parts are lapped | # = 0,010-0,050 0,70 i | ag 20508 . . 2 | oon $ « | x20 ¥7 - - 4 L = — | 0,036-0,106] 0,15 k x | wo - - . a | 32 0 » | 3 0 7 - ° 2 | 0,750-0,890| 1,20 P| 208 - - 8 | 5067 - - s ~ | 0,009-0,050) 0,07 T | 50 n6 - - u | 50 40,1 - - v 2 | a,200-0,600) 0,20 we] 0 38 : - x ~ | 0,500-0,580) 0,80 0,30 "} 0 aie 2 a 2 - | o,200-0,800) - D36 5625 D+E /1.11-37.82 TECHNISCHE DATEN 1 TECHNICAL DATA 40/45 Spiele _Cleorances | 12 vemmas Pertigongs- Fax.Spiel Dimension Han. Clea fea ae 0,30 - 0,58 oe 0,25 - 0,5d 0,60 * Gear backlash 36 41 om7/6 86 5625 D+E 1.121DEFINITIONS Four-stroke Baw Definitions ‘The terms commonly used in the engine building industry are defined in sheet 6265 DIN Standards and the international standards SO 1205-1972 and ISO 2276-1972 as well as in sheet Q10.09211-3050 MAN. Quality Standards. A definition of some of these terms as far as they are used in the printed material of our Diesel engines is given hereunder. Designation of the Cylinders The individual cylinders are designated by numbers (numbering consecutively 1, 2, 3, etc), in the case of V- engines by a combination of a capital letter and a number, the lefthand cylinder bank by the letter A and the righthand bank by the letter 8, when looking on the coupling end (A1-A2-A3 or 81-82-83, etc.) incline engine V-engine Designation of the Direction of Rotation The direction of rotation of the crankshaft is clockwise when it is rotating in the direction of rotation normal for the hands of a clock when looking on the coupling end, and it is counterclockwise when it is rotating in the direction opposite to clockwise. In the case of reversible marine engines, the designation of the direction of rotation is determined by the direction of rotation at ahead way of the ship. Definition of Left-Hand and Right-Hand Engine For the definition of “Left-hand engine” and “Right-hand engine", the locating of the exhaust side of the engine is the deciding factor. The engine will be known as a left-hand engine when the exhaust manifold is ‘mounted on the left side, or as a right-hand engine when it is mounted on the right side when looking on the coupling end. This differentiation is normally applicable to single bank engines only, Free ond 4 Right side Driving on T Bottor lefthand engine righthand engine engine sides D36 5600 E 1.20-1 6.89 Page 1 of 2Designation of Crankpins, Shaft Journals and Bearings Crankpins and crank bearings are designated by numbers (numbering consecutively 1, 2, 3, etc), starting from the coupling end in the same way as the cylinders, the shaft journals and main bearings by 1, 11, Il, etc. If an additional bearing is provided between the coupling flange and the gear wheel, for the timing gear, this bearing and its shaft journal are designated by Ol (cf. drawing). in numbering the latter itis immaterial which of the crankshaft bearings is designated as locating bearing. Special attention is directed to the fact that Roman numerals( I, 11, Il) are used for shaft journals and main bearings, whereas Arabic numerals (1, 2, 3) are used for the designation of crankpins and crank bearings. In V-type engines with connecting rods from two cylinders working on a common crankpin, numbering of the crank bearings shall be the same as of the cylinders, ie. A1, 81, A2, etc crankpin No. Lp snare journal Ho. ++ gear_wheel Designation of Engine Sides The coupling end of the engine is the end where the main power is taken off, connecting the propeller shafting, a generator, etc. The free end of the engine is the front side of the engine opposite the coupling end. The left side of the lefthand engine is the exhaust side and in the V engine cylinder bank A. The right side of the righthand engine is the exhaust side and in the V engine cylinder bank B. The control side is the side where the injection pumps and the camshaft are mounted (opposite to the exhaust side). The exhaust side is the side of the engine where the exhaust pipes are located (opposite to the control side). The designations control side and exhaust side are only usual with in-line engines. Other Terms Reversible engine. The direction of rotation of the crankshaft can be reversed, This is normally achieved by axial displacement of the camshaft by a reversing mechanism so that another set of cams is being engaged. Supercharged engine. One or more turbochargers (consisting of a turbine and a compressor), driven by the engine exhaust gases, supply the aire required for combustion at greater than atmospheric pressure, Non- supercharged engines are no longer included in our building program. ual fuel engine. It can be operated on liquid fuel or on gas (natural gas, city gas, sewer gas, etc.). When run (on gas, burning is initiated by the injection of a small charge of liquid fuel, the so-callled pilot fuel. Gas-Otto-engine. The engine is operated on gas (natural gas, city gas, sewer gas, etc.) ignited by an electric spark. D36 5600 E 1.20-1 6.89 Page 2 of 2QUALITY REQUIREMENTS FOR Four-stroke DIESEL FUEL engines other designations for Diesel Fuel. Gas of, Marine Gas Ol MGO), High Speed Diesel Oi, Huile de Diesel Diesel fuel is a medium class distillate of crude oil which therefore must not contain any residual components, On establishing the key properties, the standards of DIN EN 590 and ISO 8217:1987 (Class DMA), as well as CIMAC-1990 were taken into consideration to a large extent The key property ratings are referring to the testing methods specified. Suitability of the fuel depends on the conformity with the key properties as specified hereunder, pertaining to the condition on delivery. en] Density at 15°C min kgm? 150 3675 180 3675 Properties Cinematic viscosity/40°C min. 180 3104 180 3104 Filterability* insummer max. DINEN 116 0 in winter max. DINEN 116 212 Flash point Pensky-Martens, min. 150 1523 60 in closed crucible Distillation range up to 350°C. min. 150 3405 Content of sediment max. %wt 150 3735 (Extraction process) Water content max. vol.% 150 3733 Sulphur content max % wt 150.8754 Ash max % wt 150 6245 150 CD 10370 150 5165 Coke residue (MCR) Cetane number Copper-strip test max. : 150 2160 Other specifications British Standard BSMA100: 1987 ASTM D975 * Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015, ** LIV 20/27 engines require a cetane number of at least 45. Hf, in case of stationary engines a distillate intended for oil firing (for instance Fuel Oil EL according to DIN 51 603 or Fuel Oil No 1 oF 2 according to ASTM 0-396, resp.) is used instead of Diesel fuel, adequate ignition performance and low temperature stability must be ensured, i.e. the requirements as to properties concerning filterability and Cetane number must be met Fuel analyses are carried gut m our chemical laboratory fur our customers at cost price For examination a sample of approx. Liter requued D36 5600 E 1212 994QUALITY REQUIREMENTS FOR |Four-stroke engines MARINE DIESEL FUEL (MDO) Other designations for MOO: Diesel Fuel Oil, Diesel oil, Bunker Diesel Oil, Marine Diesel Fuel Marine Diesel Oil (MO) is offered as heavy distillate (designation ISO-F-DMB) or as a blend of distillate and small amounts of residual oil (designation (ISO-F-DHC) ex- clusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oi] and must be free from organic acids. At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably. The usability of a fuel depends upon the engine design and available cleaning facil- ities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery. The key properties have been established to a great extent on the basis of ISO Specific- ation 8217:1987 (ISO = International Organization for Standardization) and CIMAC-1990. ‘The key properties are based on the test methods specified. unit | Test method [Designation 1S0-F DMB | DMC Density at 15°C kg/m? Iso 3675 | 0.900 | 0.920 Cinematic viscosity at 40°C m3/s2cst Iso 3104 ar aa Pour Point winter quality | °c IS0 3016 <0 «o summer quality | °c <6 <6 Flash point Pensky-Martens | °c Iso 2719 >60 > 60 Sediment content (extraction) wee® 1S0 3735 «0.02; = Total content of sediments wt.% | 180 cD 10307 - 0.10 Water content vol.% Iso 3733, 0.3 | ¢ 0.3 Sulphur content wt 180 8754 «2.0 | «2.0 Ash content wees Tso 6245 «0.01] « 0.05 Coke residue (MCR) wt.% | Iso cp 10370 |< 0.30] « 2.5 Cetane number - ISO $165 > 40 |> 40 Copper-strip test - Iso 2160 ema Vanadium content ng/kg | DIN 51790 T2 0 |«100 Content of aluminium and silicon ng/kg | ISO cD 10478 o «25 Visual inspection - 1) : Other specifications: British Standards BS-MA100:1987 Class M2|class 43 ASTM D 975 2D 4D ASTH D 396 No.2 | No.4 D36 5600E 1.21-3 5.92 Page 1 of 21) With good illumination and at room temperature, appearance of the fuel should be clear and transparent. ‘The recommended fuel viscosity at the inlet of the injection pumps is 12...14 mm/s. The Pour Point indicates the temperature at which the oil will refuse to flow. The lowest temperature the fuel ofl may assume in the system should lie approx. 10°C above the pour point so as to ensure it can still be pumped. If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed, incompatibility may result in sludge formation in the fuel sytem, a large amount of sludge in the se- Parator, clogging of filters, insufficient atomization and a large amount of combust- ion deposits. We would therefore recommend that the respective fuel storage tank be run dry as far as possible before bunkering new fuel. Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insuffici- ent atomization and thus poor mixture formation and combustion with a high proportion of combustion deposits. Solid foreign matter increases the mechanical wear and formation of ash in the cylinder space. If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend that a centri- fugal separator be provided upstream of the fuel oil filter. Separator throughput 65% with relation to the rated throughput. Separating temperature 40 to 50°C. Solid particles (sand, rust, catalyst fines) and water can thus largely be removed and the intervals between cleaning of the filter elements considerably extended. Against reimbursement of the net cost, our chemical laboratory will analyse fuel oil sent in by our customers. A sample of about 1 litre is required. D36 5600E 1.21-3 5.92 Page 2 of 2QUALITY REQUIREMENTS FOR HEAVY FUEL OIL TO BE BURNT IN FOUR-STROKE ENGINES A. Introduction MAN B&W four-stroke engines can be operated on any crude-oil based heavy fuel oil provided the engine and the fuel treatment plant are designed accordingly. In order to ensure a well-balanced relation between the costs for fuel, spare parts and maintenance and repair work we recommend bearing in mind the following points 1 The quality of the heavy fuel oil is largely determined by the crude oil grade (provenance) and the refining process applied. Thisis the reason why heavy fuel oils of the same viscosity may differ considerably in quality from one bunker place to another. Heavy fuel oil normally is a mixture of residue oils and distillates. The components of the mixture often come from state-of-the-art refining processes such as visbreaker or catalytic cracking plants. These processes may have a negative effect on the stability of the fuel and on its ignition and combustion properties. In the essence, these factors also influence the heavy fuel oil treatment and the operating results of the engine 1 Bunker places where heavy fuel oil grades of standardised quality are offered should be given preference. If fuels are supplied by traders, itis to be made sure that these, too keep to the international specifications. The responsibility for the choice of appropriate fuels rests with the engine operator. 1 Mineral oil companies have internally established specifications for heavy fuel oils, and experience shows ‘that these specifications are observed worldwide and are within the limits of international specifications (e.g. 1SO 8217, CIMAC, British Standards MA-100). Asa rule, the engine suppliers expect that fuels satisfying these specifications are being used. 1 The fuel specifications (Table 1) are categorized by viscosity and grade, and make allowance for the lowest- grade crude oil offered worldwide and for the most unfavourable refining processes. The specifications have been coordinated between (150), the British Standards institute (BSI), CIMA and the international Chamber of Shipping (ICS) 1 Itcan be derived from the characteristic values of fuel samples received by MAN B&W Diesel that the limit values stated in the specifications are only to be expected at higher viscosity levels. This makes it often possible to order fuels of higher viscosity, Le. at lower prices 4 When ordering fuels, the limit values having an effect on engine operation (Table 1) should be specified, for ‘example, in the bunkering or charter clause 1. The admixing of engine oils (used oils), of non-mineral oil constituents (such as coal oil) and of residual products from refining or other processes (such as Solvents) isnot permitted. The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specifications The admixing of engine oil (used oil) tothe fuel involves a substantial danger because the lube oil additives have an emulsifying effect and keep dirt, water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage induced by wear may occur to the engine and turbocharger components asa result. The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the IMO Marine Environment Protection Committee of 01.01.92 Leaked oil collectors into which leaked oil and residue pipes as well as overflow pipes of the lube oil system, in particular issue must have no connection to fuel tanks. Leaked fuel collectors should empty into sludge tanks. B. Standards and fuel specifications See Table 1 and the notes following. D36 5692 E 1.22-6 9.94 Page 1 of 7L407 abed 66 oe 3269S 9€0 (pasanijap se suon)puo> ay) 01 12491 evep aya) suoNe>isads 10 1anJ pue spvepUerSuauND 4 a1GeL (10 pasn) 10 aqn} ‘510 a1qeraBan ‘s}10 122 (0 [209 $2 ans sennippe paseq Tesauiwi-uou yo 9844) 2 Se uu yWaninsu0> puaig Aisors|A-mo| Jo 1aquinU Buea) Pre 001 > {WnIpos “winipeueA E71 > whIpOS Byour unIpo5| Z ‘SanpIS@1 UOqued UOSPeiUOD JO E/E xe WybrEm AQ % eudy OE By6u wunurunyy SAN TVA DISA VUVHD TWNOILIGAV| a+ t t t #0 $0 £0 BunjOn ka % 212M Pe 009 ove | cos | coz | ose ost oot | xew By/6u winipeuen %E zo S10 | ans U0 |OLO NE FOLIO ERECT oro | ew 15am AG % uv 6 $ s $ s ¥ se se [ew woamha% aAyaIAS z wz a oz st vt or vt [ew wuBiam fa % sanpises vogue) vospesuo3 SATIVA DUSWALDV¥VHD O31V13U-3NIDNI 38 OE OE 0 ve meu 3,81 345 08 cg 9 ve eu 3, zanuns qwyodsnog ? 09 09 08 08 uw 80 qwiod yseia € 010 1660 1660 $06.0] S160 1860 eu rs (0081) As4ag z $s Ey Se st st st or xew 2.001 QSI/eww z oo | oos { oe | om | om | of or xe 305 _OS)s/ewu Aa1s03510 S3O1VA D1sSU3L2VUVHD G3LVT3Y NISAS-13N4 -ew | ew [| un | gw sw w 001 -WW-s8 “rev | or | 6m “ 9 s ? e [| 2 Pio SYD ssw | sewn | senno] sea | sea | sia | ow | oe | 01D 0664 wid orsuoneryizads od ae Y9IRS 'SS/RS ‘09/80 ‘YS/OP 'Sv/OP ‘OPIEE SEE So : sauiGua ene auueW ae Sua Meuonerspue Tew auueW —_ZE/Rz ‘OE/SZ ‘OE/EL ‘17/02 3dAL 3NIDNILegend to Table 1 J Note remarks in sections quoted Without consulting MAN B&W After consulting MAN B&W Consultation necessary if the fuel oil exceeds the limits specified C. Supplementary remarks The following remarks are thought to outline the relations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operating results. They are based on the current state of knowledge. 1, Selection of heavy fuel oil Economic operation on heavy fuel oil with the limit values specified in Table 1 is possible under normal service conditions, with properly working systems and regular maintenance. Otherwise, if these requirements are not ‘met, shorter TBO’s (times between overhaul), higher wear rates and a higher demand in spare parts must be expected. Alternatively, the necessary maintenance intervals and the operating results expected determine the decision as to which heavy fuel oil grade should be used tis well known that as viscosity increases, the price advantage decreases more and more. itis therefore not always economical to use the highest viscosity heavy fuel oil, which in numerous cases means the lower quality grades CIMAC B10, CIMAC £25 und CIMAC K4S are typical examples of heavy fuel oils of good, medium or poor quality. CIMAC B10 ensures reliable operation with older engines, which have not been designed for being operated on heavy fuel oils as currently available on the market. CIMAC A10 with a low pourpoint is to be given preference in cases where the bunker system cannot be heated, 2. Viscosity - injection viscosity Heavy fuel oils if having a higher viscosity may be of lower quality. The maximim permissible viscosity depends on the existing preheating equipment and the separator rating (throughput). The injection viscosity and /or {uel oil temperature upstream of the engine should be adhered to. Only then will be an appropriate atomization and proper mixing, and hence a low-residue combustion possible ‘Moreover, mechanical overloading of the injection system is prevented. The prescribed injection viscosity and / or the necessary fuel oil temperature upstream of the engine can be seen from the viscosity / temperature diagram (refer to Sheet D36 5600/ 1.25) 3. Heavy fuel oil treatment Trouble-free engine operation depends, to a large extent, on the care which is giverrto heavy fuel oil treatment. Particular care should be taken that inorganic foreign particles with their strong abrasive effect (catalyst residues, rust, sand) are effectively separated It has shown in practice that with the aluminium Content > 10 mg/kg abrasive wear in the engine strongly increases. The higher the viscosity of the heavy fuel oil, the higher will the density and the foreign particles concentration be. The viscosity and density will influence the cleaning effect, which has to be taken into consideration when selecting and setting the cleaning equipment, a) The heavy fuel oil is precleaned in the settling tank. This precleaning is the more effective the longer the fuel remains in the tank and the lower the viscosity of the fuel is (maximum preheating temperature 75°C to prevent formation of asphalt in the heavy fuel oil). One settling tank will generally be sufficient for heavy fuel oil viscosities below 380mm2/s and 50°C. If the concentration of foreign matter in the heavy fuel oil is excessive, or if a grade according to CIMAC H/K35, H/K45 or H/KSS is preferred, two settling tanks will be required, each ‘of which must be adequately rated to ensure trouble-free settling within a period of not less than 24 hours Prior to separating the content into the service tank, the water and sludge have to be drained from the settling tank. b) A centrifugal separator isa suitable device for extracting material of higher specific gravity, such as water, foreign particles and sludge. The separators currently used are of the self-cleaning type (i.e. with automatically induced cleaning intervals) Cleaning equipment other than centrifugal separators cannot be agreed to. D36 5692 E 122-6 9.94 Page 3 of 7Separators of the new generation are to be used exclusively; they are fully efficient over a large density range without requiring any switchover, and are capable of separating water up to a heavy fuel oil density of 1.01 g/ml at 15°C, The cleaning effect is automatically controlled by the separator. The figure 1 shows what is essential in selecting the heavy fuel oil cleaning equipment. tis common practice to use the stand-by separator for heavy fuel oil cleaning as well, which allows fuel oil separating at a 50% lower admission rate. Attention is to be paid to very thorough water separation, since the water in the bunkered heavy fuel cil, if any, is not ina finely distributed emulsion but in the form of adversely large droplets. Water in this form promotes corrosion and sludge formation also in the fuel system, which has an adverse effect on the delivery and atomisation and thus also on the combustion of the heavy fuel oil. If the water involved is sea water, harmful sodium chloride and other dissolved salts contained in it will enter the engine. ‘The water-containing sludge must be removed from the settling tank prior to each separating process, and at. regular intervals from the service tank. The venting system of the tanks must be designed in such a way that condensate cannot flow back into the tanks. 4) Should the vanadium / sodium ratio be unfavourable, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and withit the water-soluble sodium compounds can be largely removed. If the sodium content is lower than 30% of the vanadium content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. If the sodium content is higher than 100 mg/kg, an increase of salt deposits is to be expected in the combustion chamber and in the exhaust system. This condition will have an adverse effect on engine operation (among others, surging of the turbochargers). The content of sodium of engines with PTG has to be limited to 50 nghkg. Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises the. melting temperature of the heavy fuel oil ash (also refer to item 12). e) Heavy fuel oils with a high ash contentin the form of foreign particles such as sand, corrosion and catalyst residues, promote the mechanical wear in the engine. There may be catalyst fines (catfines) in heavy fuel oils coming from catalytic cracking processes. In most cases, these catfines will be aluminium silicate, which causes high wear in the injection system and in the engine. The aluminium content found multiplied by 3-5 (depending on the catalyst composition) will approximately correspond to the content of catalyst materials in the heavy fuel oil. #)_ With a high content of foreign matter itis recommended to preclean the heavy fuel oil in a settling tank. The separators connected downstream are to be operated with the least possible throughput. ALFA LAVAL separators WESTFALIA separators Marine and stationary application:Connected in parallel 1 Alcap for 100% throughput 1 Unitrol for 100% throughput 1 Alcap (standby) for 100% throughput 1 Unitrol (standby) for 100% throughput Layout of the separators to be in accordance with the latest recommendations of the separator manu- facturers, Alfa Laval and Westfalia. Especially density, viscosity and content of solid matter in the heavy fuel oil are to be taken into consideration. Consulting MAN B&W Diesel is required if other makes of separators are up for discussion Figure 1. Heavy fuel oil cleaning Separator arrangement D36 5692 E 1.22-6 9.94 Page 4 of 7If the cleaning treatment prescribed by MAN B&W Diesel is applied and the separators are correctly set, it can be expected that the following results for water and inorganic foreign particles in the heavy fuel oll, including catalyst fines, are reached at the entry into the engine Particle size Quantity Inorganic foreign particles 95 [Behaviour in cold, still lowing /ASTM-02500 “15 Flash point (as per Cleveland) ASTM-D92 >200 [Ash content (oxide ash) Weight% | ASTM-0 482 <0.02 Residual coke (as per Conradson) Weight% | AsTM-0189 <0.50 Mineral acids and greases ‘ASTM-D974 ~ none [Aging tendency after being heated up to MAN - aging - 135°C for 100 hrs cabinet - n-heptane insolubles Weight | ASTM-D4055 <02 or DINS1592, - evaporation loss Weight% - <2 - drop test (filter paper) = MAN-test | must not allow to recognize precipitation of resin or asphalt-like aging products Medium-alkaline lube oi The base oil mixed with additives (medium-alkaline lube o1!) must demonstrate the following characteristics The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion, even if temporarily operated on distillate fuel. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber especially at the outlet valves and in the inlet housing of the turbochargers, Hard additive ash promotes pitting on the valve seats, as well as burnt-out valves and increased mechanical wear in the combustion chamber 036 S600E eee 11.97 Page 1of3Additives must not cause clogging of the filter elements, neither in their active nor in their exhausted state. The detergency must be so high that coke and tar-like residues occurring when fuel is combusted must no build-up. The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the harmful contaminations from the used oil, ie. the used oil must possess good separation and filtration properties, The Diesel performance (without taking the neutralization capacity into account) must be at least equivalent to MiL-L-2104D or API-CD). The neutralization capacity (ASTM-D2896) must be so high that the acidic products which emanate during combustion, are neutralized by the lube oil consumption of the engine. The reaction time of the additives must be matched to the process in the combustion chamber. Remarks concerning selection of the TBN are contained in the following table. The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. ‘The lube oil must not form a stable emulsion with water. During testing according to ASTM-D 1401, only <40mi emulsion are allowed after one hour. Frothing (ASTM-0892): After 10 minutes <20mi The lube oil must not contain agents to improve viscosity index. ‘The fresh oil must be free from water and other contaminants. Lube oil selection Viscosity Engine SAE Class, 20/27 * , 23/30, 28/32 preferably in the upper region of the SAE-Class applicable to the engine 32/36 to 58/64 Applies to engines with year of manufacture as of 1985 (see engine rating plate). For engines delivered before 01 Jan. 1985, lube oil viscosity as per SAE 40 continues to be valid If the lube oil is heated to approx. 40°C before the engine is started, SAE Class 40 can also be used if necessary (e.g, on account of simplification of lube oil storage). Neutralization capacity (TBN) Medium-alkaline lube oils are offered at various levels of neutralization capacity (TBN). According to the latest state of the art, the TBN may be adapted to the anticipated operating conditions as shown below. TBN (mgkOH/g oil) Operating conditions ‘Marine-Diesel oil (MDO) of poor quality (ISO-F-DMC) or for heavy fuel having a low sulphur content (0.5 %) ‘Common today for heavy-oil operation. Here, adequate additive reserve is available even if the quality of the heavy oil varies For engines 32/40, 40/54, 48/60 and S8/64 only if sulphur content <1,5%. For engines 32/40, 40/54, 48/60 and 58/64 in general, if sulphur content, >15%, For remaining engine types also, if proven that TBN 30 is too low with reference to wear, formation of deposits, and service life of the oil filling or sulphur content >4.0 % in weight. Consult engine manufacturer before using it. In the long run though, the operating results are the criteria that prove which TBN is the most economical one for efficient engine operation. 036 5600E 132-2 11.97 Page 2 of 3Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and the cylinder liners are supplied with the lube oil by means of a separate oil pump. The oil supply rate is factory-set to conform to both the quality Of the fuel to be used in service and to the anticipated operating conditions. Work Card 302.02 is to be complied with when the lube oil rate is changed Allube oil as specified above is to be used for the cylinder and the circulating lubrication. ‘Speed governor For mechanic-hydraulic governors with an own oil sump, a multigrade engine oil SW-40 is preferably used Should this oil not be available for topping up, a 15W-40 oil may exceptionally also be used. In this connection, it makes no difference whether multigrade oils on synthetic or mineral oil basis are used According to information from the mineral oil companies, mixability is given in any case. For the remaining devices that are attached to the engine, the lube oil quality specified by the manufacturer isto be provided Lube oil additives We urgently advise against subsequently adding additives to the lube-oil, or to mixing the different makes (brands) of lube-oil. Otherwise, the function of the package of additives, composed to match itself and the base oil can be upset. Also, the lube-oil company isno longer responsible for the oil Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a the position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are more than ing to provide you with further information. We carry out the investigation on lube oil in our laboratories for our customers who need only pay the cost price. A representative sample of about one Litre is required for investigations When taking sample oil, the instructions of sheet 3.24 are to be adhered to. D36 5600E 1.322 11.97 Page 3 of 3QUALITY REQUIREMENTS FOR COOLING WATER AND FOUR-STROKE COOLING WATER TREATMENT ENGINES 1. GENERAL ‘The engine cooling water, like the fuel and lubricating oil, is a medium which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the first commissioning of the plant. During subsequent operations the concentration specified by the engine manufacturer must always be ensured. in particular, this applies if a chemical additive isused. 2. REQUIREMENTS FOR UNTREATED WATER The characteristics of the water used must be within the following limits: Tea] Note —1'dH (German hardness) 10mg CaO in 1 litre of water 17.9 mg CaCOsfitre = 0.357 mvalflitre Type ofwater ........ preferably water, freshwater, free from foreign matter i Total hardness max. 10°dH eee pH value + 65-8 Chlorideioncontent . max. 50 mgflitre Nottobeused: Sea water, brackish water, river water, brines, industrial waste water and rain water. The MAN B&W water test kit includes devices permitting, i.2., to determine the above-mentioned water characteristicsin a simple manner. Moreover, the manufacturer of anti-corrosion agents are offering test, devices that are easy to operate. As to checking the cooling water condition, refer to work card 000.07. SUPPLEMENTARY INFORMATION fa distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as the engine cooling water. These waters are free from lime and major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not forma thin film of lime on the walls which affords a temporary protection against corrosion. Thisis the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked. The total hardness of the water is composed of temporary and permanent hardness. Itis largely determined by calcium and magnesium salts. The temporary hardness is determined by the hydrogen-carbon content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The decisive factor for the formation of calcareous depositsin the cooling system is the temporary (carbonate) hardness. ‘Water with more than 10°dH (German total hardness) must be mixed with distillate or be softened. A rehardening of excessively soft water is only necessary to suppress foaming if an emulsifiable corrosion inhibiting oil is used. 3, DAMAGE IN THE COOLING WATER SYSTEM. Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected land the water in the engine cooling system is treated carefully. Flow cavitation may occur in regions of high flow velocity and turbulance. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus producing material destruction in closely limited regions. Ecosionis a mechanical process involving material abrasion and destruction of protective films by entrapped solids, especially in regions of excessive flow velocities or pronounced turbulences. Corrosion fatique it a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water isnot treated corcectly. D36 5600 E 141-1 04.97 Page 1of54, TREATMENT OF THE ENGINE COOLING WATER ‘The purpose of engine cooling water treatmentis to produce a coherent protective film on the walls of the cooling spaces by the use of corrosion inhibitors soas to prevent the above-mentioned damage. A significant prerequisite for the corrosion inhibitor to develop its full effectivity is that the untreated water i satisfying ‘the requirements mentioned under point 2. Protecting films can be produced by treating the cooling water with a chemical anti-corrossive or emulsifiable corrosion inhibiting oi Emulsifiable corrosion inhibiting oils fall more and more out of use since, on the one hand, their use is heavily restricted by environmental protection legislation and, on the other hand the suppliers have, for these and other reasons, commenced to take these products out of the market. Treatment of an anti-corrosive agent should be done before the engine is operated for the first time so asto prevent irreparable initial damage. Itis not allowed to operate the engine without cooling water treatment. S. COOLING WATER ADDITIVES ‘No other additives than those approved by MAN B&W and listed in Tables 8.1 to 8.4 on pages 4 and S are permitted to be used. The suppliers are to warrant the effectivity of the cooling water additive. Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses. A cooling water additive can be approved for use if thas been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), “Testing the suitability of coolant additives for cooling liquids of internal combustion engines” (FVV publication R 443/1986). The test report is to be pre- sented if required. The necessary testing is carried out by Staatliche Materialprofanstalt, Department Oberflachentechnik, Grafenstrafe 2, 64283 Darmstadt on request. 5.1 Chemical addi Additives based on sodium nitrite and sodium borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic protection in the cooling systems must not be used. Please note that this kind ‘of corrosion protection, on the one hand, is not required since cooling water treatment is specified and, on the other hand, considering the cooling water temperatures commonly practiced nowadays, it may lead to potential inversion. If necessary, the pipes must be de-zinced. 5.2 Anti-corrosion oil This additive is an emulsifiable mineral oil mixed with corrosion inhibitors. A thin protective oil film which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous deposits forms on the walls of the cooling system. ‘The manufacturer must guarantee the stability of the emulsion with the water available or has to prove this stability by presenting empirical values from practical operation. {fa completely softened water is used, the possibility of preparing a stable non-foaming emulsion must be checked in ccoperation with the supplier of ‘the anti-corrosion oil or by the engine user himself. Where required, itis recommended adding an anti-foam agent or hardening (see work card 000.07). Anti-corrosion oil is not suitable if the cooling water may reach temperatures below 0°C or above 90°C. Ifo, ‘an anti-freeze or chemical additive is to be used. 5.3 Anti-freeze agent if temperatures below the freezing point of water may be reached in the engine, in the cooling system or in Parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. Sufficient corrosion protection will be afforded if the water is mixed with at least 35% of these products. This concentration will prevent freezing down to a temperature of about - 22°C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site, Anti-freeze agents are generally based on ethylene glycol. A suitable chemical additive must be admixes the concentration of the anti-freeze specified by the manufacturer for a certain application does not suffice to afford adequate corrosion protection. The manufacturer must be contacted for information on the D36 5600 E 141-1 04.97 ege 2of5compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical additives stated in Table No. 1 with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze agents may only be mixed with each other with the supplier's or manufacturer's consent, evenif ‘the composition of these agentsis the same. Prior tothe use of an antifreeze agen, the cooling sytem i tobe cleaned thoroughly. If the cooling water ‘otherwise the emulsion For the disposal of cooling water treated with additives, observe the environmental protection regulations. For information, contact the suppliers of the additives. broken and oil sludge is formed in the cooling system. 6. PREREQUISITES FOR EFFICIENT USE OF A CORROSION INHIBITOR 6.1 Clean cooling system Before starting the engine for the first time and after repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will reduce the efficiency of the additive. The entire system has therefore to be cleaned using an appropriate cleaning agent with the engine shut down (refer to Operating Instructions, Section 3, Sheet 28, “Flushing the Engine Supply Circuits” or to work card 000.08). Loose solid particles, in particular have to be removed from the system by intense flushing because otherwi erosion may occur at points of high flow velocities. The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this purpose. If this work is done by the engine user itis advisable to make use of the services of an expert of the cleaning agent supplier. The cooling system is tobe flushed thoroughly after cleaning. The engine cooling water is to be treated with an anticcorrosive immediately afterwards. After re- starting the engine, the cleaned system has to be checked for any leakages. 6.2 Periodical checks of the condition of the cooling water and cooling system Treated cooling water may become contaminated in service and the additive will loose some of its effectivity ‘asa result. Itis therefore necessary to check the cooling system and the condition of the cooling water at regular intervals. ‘The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. ‘The results are to be recorded. The concentrations of chemical additives must not be less than the minimum concentrations stated in Table 8.1 on page 4. Concentrations that are too low may promote corrosive effects and have therefore to be avoided. Concen- trations that are too high do not cause damages. However, concentrations more than double as high should be avoided for economicat reasons. A cooling water sample is tobe sent to an independent laboratory or to the engine sup; complete analysis every 3 -6 months. for making a For emulsifiable corrosion inhibiting oils and anti-freeze agents the suppliers generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be flushed, or if required tobe cleaned (please also refer to work card 000.08). The fresh charge of water isto be submitted to treat- ment immediately. Mf excessive concentrations of solids (rust) are found, the water charge has to be renewed completely, and the entire system has to be thoroughly cleaned. The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the n, corrosion in the system and calcareous deposits due to excessive water hardness. An increase in the chloride ion content generally indicates sea water leakage. The specified maximum of 50 mg/kg of chloride ions must not be exceeded since otherwise the danger of corrosion will increase. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content. Water losses are to be made up for by adding untreated water which meets the quality requirements according to item 2. The concentration of the anti-corrosive has subsequently to be checked and corrected if necessary. D36 S600 E 141-1 94.97 Page 30f5‘necks of tne cooling water are especially necessary whenever repair and servicing work has been done in connection with which the cooling water was drained. 7. PROTECTIVE MEASURES Anti-corrosive agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturer are to be observed. Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, ifa larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and ‘washed before being worn again. ee If chemicals have splashed into the eyes, wash with plenty of water and consult a doctor. Anti-corrosive agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without consulting the competent local authorities priorly. ‘The respective legal regulations have to be observed. 8, PERMITTED COOLING WATER ADDITIVES, | additives (Chemicals) - containing nitrate titial ‘Minimum concentration : dosifica- pm Manufacturer froductdesignation |e per | pogucy | Nitite ens 1000 titre (N02) (Na No.) Drew ‘Ameraid Int. | Liquidewt 151 i 700 1050 tenzelring Maxigard 401 2000 21107 Hamburg DEWT-NC 45 kg 3375 Unitor Chemicals, | Rocor NB Liquid 2151 | 21500 3600 IServiceA.s. | Dieselgu SEMI SericeAS. | |Dieselguard 48 kg | 4800 3600 3140 Borgheim Vecom GmbH ‘CWT DieseiQc-2 161 16000 | 4000 6000 Schlenzigstr. 7 x 21107 Hamburg ee Nalfleet Marine Nalfleet EWT Liq 31 3000 ~| 1000 Chemicals. (9-108) P.O. Box 11 NalfleetewT9-131¢ | 10 1 10000 | 1000 Northwich Nalfleet EWTS-111 101 10000 | 1000 Cheshire CwOX, | Nalcoo! 2000 301 30000 | 1000 Maritech AB Marisol CW 121 | 12000 | 2000 PO.BOx 143 $-29122 Kristianstad Note: The values in the marked areas can be determined with the test kit of the chemical manufacturer. 8.2 Chemical additives - free from nitrate Manufacturer Productdesignation | Initialdosification | Minimum concentration per 1000 litre Texaco, Havoline Extended Technologiepark Life Corrosion inhi- 751 75% 8-9052Zwijnaarde —_| bitor (ETX 6282) Belgium D36 5600 E 141-1 04.97 Page 4of58.3 Emulsifiable anti-corrosion oil Manufacturer Product (Designat {BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M Herts HP2 4UL Fedarom Castrol Int, Pipers Way, Swindon SN3 1RE, UK SolvexWT3, DEA Mineralol AG, Oberseering 40,2297 Hamburg _| TargonD Deutsche Shell AG, Oberseering 35, 22284 Hamburg | DromusB 119156 Texaco Soluble Oil CX Technologiepark -2wijnaarde 2 Soluble Oil D £8 9052 Gent/Zwijnaarde 8.4 Anti-freeze agents with corrosion inhibiting effect Manufacturer Product (Designation) BASF, Carl-Bosch-Str., 67063 Ludwigshafer/Rhein Glysantin G 48 Glysantin 9313 Glysantin G 05 Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze 8P, Britannic Tower, Moor Lane, London EC2Y 98U, UK ‘BP Kahlerschutz BP Anti-frost DEA Mineral6l AG, Oberseering 40, 22297 Hamburg _| DEA Kahlerfrostschutz Deutsche Shell AG, Uberseering 35,22284Hamburg __| Glycoshell Hchst AG, Werk Gendorf, 84508 Burgkirchen Genatin extra (8021 S) “Mobil Oil AG, SteinstraBe 5, 20095 Hamburg Frostschutz 500 036 5600 E 141-1 04.97 Page SofABGASTURBOLADER EXHAUST-GAS TURBOCHARGER ‘TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT ‘TURBOSOBREALIMENTADOR DE GAS DE ESCAPE ‘SOBREALIMENTADORES ‘TURBOSOFFIANTI A GAS DI SCARICO 50 036 5650 TECHNISCHE DATEN TECHNICAL DATA CARACTERISTIQUES TECHNIQUES DATOS TECHNICOS DADOS TECNICOS DATI TECHNIC! 150-1 11.78TECHNICAL DATA riet Description, Operating Date BRIEF DESCRIPTION Turbocharger with one each axial-flow turbine stage and radial-flow compressor stage Rotor supported by two inboard plain bearings Integral turbine wheel and shaft, compressor wheel mounted Compressor with one outlet socket Air-intake casing or silencer Bearing lubrication integrated in engine oil circuit Bearing casing watercooled Gas admission casing uncooled with heat insulation Gas outlet casing uncooled with heat insulation OPERATING DATA Type Works Wo. . Maximum admissible operating speed ...........4+ Max. admissible exhaust gas temperature before turbine pee Please enter type plate data on the compressor casing here Display range of speed indicator es rpm 0 - 25 000 Lube oi] pressure (SAE 30 at 55°C or SAE 40 at 65°C) Measuring point directly before the connection on the bearing casing) 5 + bar 13-15 Lube oil requirements (SAE 30 at 55°C or SAE 40 at 65°C) m?/h 3.1 - 3. -3.5 Quantity of heat dissipated in the oil . -MJ/h 140 = 160 Impurities with a grain size Belov ....1eeeeeee + Bn 0.05 filtered out of lubricating oil Haxinun permissible oil inlet temperature with engine at full load .......05 °c 65 at full load, temporary pore 70 at part load °c 70 at part load, temporary . eee °c 7 Naximun permissible coolant outlet temperature . °c 90 Coclant requirements at /\t = 10°C . no /h 39-35 For further operating data refer to operating manual and engine acceptance report D36 5647E 1.51-2 03.93 Page 1 of 2a 16 &7 9 > Page 2 of 2 03.93 1.51-2 D36 564755.83 TECHNICAL DATA Pipe Connections, Weights NA 40 1 52 pe Connections Exhaust gas Inlet, axial or 90° deflected ee Inlet, 45° deflected Exhaust « ens Charge oir Inlet (air intake casing - radial) .....esseeeeeee Inlet (inlet manifold - axial) .. ‘ Outlet oo... Lube oil In-feed at bearing casing. Outlet at bearing casing . Cool g water Inlet at bearing casing .. Outlet at bearing casing. . Weights (approximate values) Gos-admission casing with nozzle ring «.++ Gas-outlet casing with casing feet . Bearing casing compl. +++ +++. Bearing casing with rotor compl... . Compressor casing + .++e++++ Diffusor compl. ... +++ Turbine nozzle ring - Rotor compl. Turbine rotor . . Compressor wheel... Silencer ..... Air-intake casing. Oil tank ..... Turbocharger complete with silencer . Turbocharger complete with air-intake cas Tool kit compl. .++++++ Spare parts kit compl. « D36 5647 E 152-2 1x400 dia. 1x450 or 1x340 dia, 960x375 960x280 . 1x700 dies 1x246 dia. pipe 30x2 pipe 57x2.9 pipe 25x2 pipe 25x2TECHNICAL DATA Pipe Connections, Weights PIPE CONNECTIONS Exhaust gas Inlet at gas admission casing (501/1 = axial). sess 400 dia. {501/2 = 90° deflecting).... 400 dia. ey Outlet at gas outlet casing (506) a 960 x 375 Charge air Inlet at air intake casing (545/1 = axial), if fitted 700 dia. (545/2 = radial), if fitted. 960 x 280 outlet at compressor casing (546) ..... 246 dia Lube oil Inlet laterally at bearing casing (517) flange connection for pipe ...... Drain at bottom of bearing casing ($17) flange connection for pipe ...s++seeeeeeeeee Venting pipe on oil drainage pipe t at bottom of bearing casing (517) flange connection for pipe .....+-.++ 2 Drain at top of bearing casing (517) ...... 2 Sealine air Connection laterally on bearing casing (517) ..... for pipe 25 x2 (with orifice 10 mm dia. at two-stroke engine) Jet Assist (if provided) Flange connection laterally at compressor casing (546) r pipe Sere eas Text aes) WEIGHTS of (sub)assemblies - approximate values kg 500 Turbocharger, complete ... oo + 2000 - 2 500 Gas admission casing, complete (501/1: 130 kg, 501/2: 210kg) ..... 210 Gas utlet caning, complete . 600 ceveees 520 Diffuser complete 36 eap8008 a 50 Turbine nozzle ring compl. (nozzle ring 6 kg, shroud ring 3 kg) 20 Bearing casing, complete .... 7 ‘ oe 350 Casing feet, complete .........eeee ao0000 90 Rotor, compl. (turbine rotor 40 kg, compressor wheel 25 kg) 8 Insert : : 20 Final diffuser re 30 Silencer complete (if fitted) ; A 400 Air intake casing, complete (if fitted, 545/: 130 Compressor casing, complete .... 330 041 tank, complete 70 Venting line complete 5 1 Lagging on gas admission casing (if fitted) 15 594. Large spare parts kit (incl. chest 500 x 410 28 596 Tooling kit (incl. chest 500 x 410 x 150 am) 55 36 56475 152-3 03.934.92 | TECHNICAL DATA | | Gops and Clearance Radial gap = Clearance =, - d, (mm) 4, a 10 = If wear checked at point (8) is sotisfoctory, it will not be necessary to measure gap (10). Check exact size by means of soft metal slug. . outside diameter inside diometer +) Check every time the turbocharger is assembled rant i ae newt cond Ton ae part Ha Osseription of Parts Part Wo, [Spe ar revork sin | ax [nin | cae nin a + aan 5 [520,035 1 * | Locating ring - Sealing cover [Ei5"o | 0,08 | 0,123) - - fo 0,25 2 | beeating bearing = Turbine roter [517.075 Teo (use gouge bush only) Is20,001_ | - = = =| Work card No. 37 [Plain bearing ~ turbine shaft [517.055 [~~ = 7 ~ 500.06 (use gouge bush only) 520,001 | + | Labyrinth ring (turbine shaft) - [520.018 as a 4 Seoling cover 517 064 Ce as io nae | 5+ | Turbine wheel - end cover lenniaaa 0,90 }t00 | - | = |o,70 1,30 . ‘ 001 6 [Turbine wheel - cover ring [215 "soe | 0,55 |0,70 | - | - [0,45 10,95 + 1 7” | Turbine wheel ~ end cover 270-00, [0.25 Joa | - = 49,15 |0,50 + | Locating Bearing - locating [517.075 | _ |. see Work card . ring (axial) 520,035 ioc | ec Now 500.06 97 | Compressor wheel - end cover. |219"pa9 [050 [0,70 | - | - foo |1,00 10 | Compressor wheel - insert (axial sz0'cer |i,20 [1,40 | - | = fie0 + 044 | 11” | Compressor wheel ~ insert (radial! lea 051 0,80 }0,90 | ~ = = |1,20 | Permissible wobble of compressor wheel Oo mm | (measured with dial gauge on maximum radial distance) d Permissible radial runout of turbine shaft (measured with dial gouge on bearing journals with rotor supported between centres ~ check that centre holes are 0,02 mm leon beforehand) 36 5647 E 1,53-2TECHNICAL DATA NASO/T 4 Gops ond Clearances A (6) Fa eA ; oO 2 i -® nae c + s HIS © g 36 42 978 Pos. | Designation (Part No.] When new Reploce or 7 renochine ports nin (ae) nox (on) |_nin (nal | nox [an] Sealing cover (517.086) goa; Together vith 19) | Pocoting ring (520,035) Radiel soe | 0-05 | 9-09 | restoring bearings Locating bearing(S17.075) Radiol 2 Turbine rotor (520.001) clearance see ten Cord oo Plain beoring (517.055) Radiol ; 2 Turbine rotor (520.004) clearance See cae Sealing cover (517.064) pag: Together vith 4 9) | Tebreinth ring (520.018) Radiol gop | 0-05 | 0-09 | replacing bearings a 1501-103) agi 5 0) | Gover (GOH-N43) Radiol om | 0.90 | 1.00 [0.70 | 1.30 a) | Shroud ring (613.508) pag 0.58 | 0.70 0.95 : Turbine rotor (520.001) Rediol oo | 9 508) 0.458) End cover (547.067) pag; 7 0) | Erdeover | (517.067) pail cop | 0.25 | 0.35 ]0.15 | 0.50 Locating bearing(517.075) Axial | 8) | fecoting bearing 7.070) Aviol | 0.27 | 0.369] see Work Card 600.06 Layrinth disc (547.089) pag 2) | Compressor vheet (820,044) Pediat gop | 0.50 | 0.70 | 0.40 | 1.00 SD] Insert piece (546.051) ,, © 5} | Conpressor vheet (500-044) Axial ov | 1-10 | 1.30 cee a) | insert piece (546.061) pag, 0.80 | 0.90 7.20 u Compressor wheet (20,004) Radial ee | 6’ 754)| 0.70) Cover (504.163) —_ |— 2 [Turbine rotor (520.001) ial gop _]-1-00 | 0.00 @) Rodiol gop is holf the difference of the both meosured dianeters. ©) Weasure vith feeler gouge of & points on the circunference ond calculate wean velue. Af ne point on the circumference the minimua value...) is olloved to be saaller. b) Measure with dial gouge by vigorously moving the rotor in the directions A and B. In case of Lobyrinth seals already being run in if is possible thot the aecsured valve is smaller. ce) Measure by neons of soft aetal {lead vire] of 3 points on the cincuaference ond calculate ean velUe. Withdrov The meosured axial clearance(8) fron the colculoted wean velue if the rotor is pushed up in the direction B. +) Adjustoble by remachining or shim ot the spacer ring (S). 036 5647 E 1,53-3 03.92 Poge 1 of 2© IN) 36 42 979 CHECKING THE TURBINE ROTOR Checking with dial gauge, first check center bores for cleanliness. Admissible aberration of true running at position 13 Adnissible aberration of true running at position 1 Adaissible aberration of true running at position 15 Note If eccentricity at those 3 positions is in the some position on ~~ and runs Linear, the center bores are damaged and the real aberra running is saaller, ‘incunference of true CHECKING THE ROTOR Checking with dial gauge, first check center bores for cleanliness Admissible aberration from the plane of rotation at position 16.... 0.100 am Admissible aberration of true running at position 17. ax. 0.030 om nox. 0.015 an Admissible oberration of true running at position 18.... 036 5647 E / 153-3 Page 2 of 2M-A’-N SCHEMABESCHREIBUNGEN DESCRIPTIONS OF SYSTEMS 40/45 Inhaltsverzeichnis Abschnitt 2 Kraftstoffschema (Motor Schwerslschema (Anlag Schmierslschema ..... Kuhlwosserschema Anlafischema ... Regelschema ..se0eeeeee Zylinderschmierung ......eseseeee Seewasserschema bgasturbolader Sch Kuhlwasserschema rélschema ... Drehzahi-Regler Triebraum-Uberwachungsgerat D365625D+E 21-1 1.92 Table of contents Section 2 Fuel system (engine) .. Es Heavy oil system (plant) w.seseseeeee Luboil system. Cooling water system . Starting system... Control system . Cylinder lubrication.. Sea water system M.A.N., exhaust turbochorger Luboil system Cooling water system . Speed governor Crankcase supervisory device Blatt/Sheet 2,3 4,5 6,7 es 12,13 14, 15 16, 17 20, 21 51 +52 5112.78 M-A-N | DESCRIPTION OF SYSTEM Lao/as Fuel System (Engine) a Fuel System (Engine) A detached mounted pump supplies the fuel via a filter through the header pipe (14) and jumper pipes (9) with stop cocks (8) to each injection pump (11). Excess fuel is led through the pipe (7), also provided with a stop cock, into the manifold (15) whence it is retumed via a pressure retaining valve to the mixing tank or the day tank. The two stop cocks permit removal of individual injection pumps without the need to drain the whole line system. In heavy oil operation, the line system and the injection pumps can be heated up by circulating heated fuel through the manifold (15) through which also excess fuel during operation is retumed either to the mixing tank or the day tank, With this line arrangement, the required heavy oil temperature can be maintained more easily. The injection pump (11) forces the fuel through the delivery pipe (1) and the injection valve (3) into the cylinder head. Leak fuel from the injection valve is drained through the Pipes (10) into the leak collecting pipe (6). in plants designed for unmanned operation, the delivery pipes are housed in a jacket pipe (2) to monitor the amount of leak fuel. From each jacket pipe there is a leak oil pipe (12) to the leak collecting pipe (5). Fuel escaping from leaky screw connections or damaged pipes is passed through this leak collecting pipe to a collecting tank which may be provided with a level indicator with high level alarm. in engines designed for operation on heavy oil, the header pipe (14), the manifold (15) and the leak collecting pipes (5 and 6) are heated by means of the heating pipe (4) running in parallel with the former. The heating pipe and the 2 fuel pipes running in parallel have a common insulation in order to prevent heat losses. The gauge tube (13) connects the header pipe with the pressure gauge in the control stand. D36 5623 E 2.2-13.86 MA’ NE KRAFTSTOFFSCHEMA (MOTOR) FUEL OIL SYSTEM (ENGINE) L405 68 463 2 «1 0 9 8 76 5DESCRIPTIONS OF SYSTEMS 32/86 52/52 2 40/45 52/55 MAN HEAVY OIL SYSTEM (PLANT) Be 40/54 58/64 Heavy Oil System Engines buring heavy oil require some aduitional pieces of equipment (mixing tank, heater, viscosimeter etc.) The block diagram on the following sheet shows the arrangement and the pipe connections, The exact arrange- ‘ment of the various items can be seen in the layout plan. ‘The Diesel oil day tank (1) and the heavy oll day tank (3) are connected to the mixing tank (2) by pipes and the three-way cock (15). The type of fuel admitted to the mixing tank depends on the operating position of the cock. One of the two supply pumps (4) forces the fuel through an end preheater (5), 2 set of combined filters (6), the viscosity metering and controlling device (7) Lo the header pipe (14) and further to the injection pumps (11). The set of combined filters inciudes a filter with automatic flushing-back, and a reserve filter to be cleaned manually. A buffer piston (9), connected to the header pipe (14), serves for dampening pressure pulses. As only 2 parvo! the tuel supplied to the injection pumps (11) is delivered to the fuel injectors (12), the fuel supplied in excess is returned to the mixing tank (2) via the excess fuel pipe (10), the pressure retaining valve (13) and a connecung pipe. Again, a buffer piston (9) 1s provided to dampen pressure pulses. Heaung lacilities for the heavy oil ank, the mixing tank, filters, heavy oil pipes and the cooling water circuit of the fuel injectors are provided depending upon the operating requirements and the viscosity of the heavy cil intended fore use D36 6619 E 24-1SCHWEROLSCHEMA (ANLAGE) HEAVY OIL SYSTEM (PLANT) 32/36 52/52 40/45 52/55 40/54 58/64 5.87 D36 6619 D+E 6 2.51 til 3 Heavy oil day tank 4 fuel transfer pump preheater ter conbinatior 7 Viscosity measur and control device eak fuel pipe 1h Header 13 Pressure sustaining12.78 DESCRIPTION OF SYSTEM: MAIN es | to Lube Oil System Lube Oil ystem L The oi] pan serves as collecting tank for the oi1 dripping down from the bearings. From the oi] pan the oil is discharged into a separate service tank either through one or two drain pipes (11) connected at the drive end and the free end of the engine. Lubricating oi1 is drawn by the oi] pump from the service tank and delivered in a continuous flow via filter and cooler into the supply pipe (19) whence it is conveyed through the header pipe (17) for the main bearings through short jumper pipes and drilled passages to the individual main bearings (15). The external bearing (locating bearing) on the drive end is directly supplied with lubricating 011 through the branch pipe (10). Two connecting pipes (21) convey lubricating oi] to the header pipe (22) arranged at cylinder head level, whence it is conveyed through branch pipes (23) and drilled passages (2 and 3) to the camshaft bearings (13) and the tappets and rollers of the injection pumps and the inlet and exhaust valves. The rocker arm and follower bearings on the cylinder heads receive the lubricating oi1 through the pipes (4 and 24). The Pipes (8 and 9) inside the timing gear connect the intermediate wheel bearings from which the oi] is passed through the pipe (7) to the externally arranged camshaft bearings and through another pipe to the spray nozzles (6) for lubrication of the gearwheels at the point of mesh. From the main bearings (15) the oi1 flows through drilled oblique passages in the crankshaft to the crank bearings (14) and from the latter through the hollow drilled connecting rods to the piston pin bearings (1) and further to the Cooling spaces in the pistons. From the cooling space in the piston, the oi] | is freely discharged into the crankcase. Lubrication of the running surfaces of the cylinder liners is by spray nozzles (16) mounted in the crankcase and connected to the header pipe (17) of the main bearings. Lubricating oi1 delwered in excess is discharged through the pressure regulating valve (20) so that the lubricating oi] pressure can practically be kept at a Constant level. The gauge tube (18), branched off from the header pipe, connectq the pressure gauge in the control stand. . Any leak oi] from the injection pumps and valve drives is collected, together with possible leak fuel, in a groove provided in the crankcase and is dis- charged through the pipes (5) provided on the drive end and the free end of the engine. L The M.A.N. exhaust gas turbocharger, provided either on the drive end or the free end, is connected through the supply pipe (12) to the lubricating oi7 Circuit of the engine (also see lubricating oi1 diagram of exhaust turbocharger) As to the arrangement of pumps, filters, coolers, temperature regulators and tanks see plant description. 0365623 E 2.6-1 PTO[-2°Z Hojg 92 (poay sepuyjo) edid 10 ¥Z ‘edid younsg ¢Z, edid sapoay ZZ edjd Buyoouu0D |Z enya BuynjnBes ounssoag OZ ‘edid Ayddag 61 eqny end 8 adid sepooyy 21 (sepuyj4o) 9]zz0u Aosds 9} Buysneq wPW SI Buyspeq pos BuyysouU0D y| Bupso9q 4joysuio E] (s86s0ya0qiny) odid Ayddng Z1 (ued yo) edid woig 44 (Buy109q pua) edid younug | (Suyio9q jaeym ayorpounoyus) adid [10 6 (Buzspaq jooyr apojpousoyut) edid 410 8 (Buyso9q 4yysw09) adid J10 7 2)2z0u Aoids 9 ‘adid {10 3409] ¢ (Buy179q 194903) adid [10 ¥ (yedo4 49}J03) jouUDYD 10 (Buyiaq yoysuios) jouuDY> |10 Z Buyibaq urd uoistg | [D36 5623 £/2.6-112.78 SCH MIEROLSCHEMA | 1 40/45 M-A-N LUBOIL SYSTEM a D36 5623 D+E 2.7215.87 DESCRIPTION OF SYSTEMS Lube Oil System 140/45 Lube Oil System F The of] pan serves as collecting tank for the oi1 dripping down from the L bearings. From the oi7 pan the oi] is discharged into a separate service tank either through one or two drain pipes (11) connected at the drive end and the free end of the engine. Lubricating oi] is drawn by the oi] pump from the service tank and delivered in a continuous flow via filter and cooler into the supply pipe (19) whence it is conveyed through the header pipe (17) for the main bearings through short jumper pipes and drilled passages to the individual main bearings (15). The external bearing (locating bearing) on the drive end is directly supplied with lubricating oi] through the branch pipe (10). Two connecting pipes (21) convey lubricating oi] to the header pipe (22) arranged at cylinder head level, whence it is conveyed through branch pipes (23) and drilled passages (2 and 3) to the camshaft bearings (13) and the tappets and rollers of the injection pumps and the inlet and exhaust valves. The rocker arm and follower bearings on the cylinder heads receive the lubricating oi] through the pipes (4 and 24), The Pipes (8 and 9) inside the timing gear connect the intermediate wheel bearings from which the oil is passed through the pipe (7) to the externally arranged camshaft bearings and through another pipe to the spray nozzles (6) for lubrication of the gearwheels at the point of mesh. From the main bearings (15) the oi] flows through drilled oblique passages in the crankshaft to the crank bearings (14) and from the latter through the hollow drilled connecting rods to the piston pin bearings (1) and further to the L cooling spaces in the pistons. From the cooling space in the piston, the oi1 is freely discharged into the crankcase. L Lubricating oi] delivered in excess is discharged through the pressure regulating valve (20) so that the lubricating oi] pressure can practically be kept at a constant level. The gauge tube (18), branched off from the header pipe, connects ‘the pressure gauge in the control stand. Any leak oi] from the injection pumps and valve drives is tollected, together with possible leak fuel, in a groove provided in the crankcase and is dis- charged through the pipes (5) provided on the drive end and the free end of the engine. L Lubrication of the running surfaces of the pistons is effected by a seporate lubricating system, see sheets 2.16 and 2.17. F The M.A.N. exhaust gas turbocharger, provided either on the drive end or the free end, is connected through the supply pipe (12) to the lubricating oi] circuit of the engine (also see lubricating oi! diagram of exhaust turbocharger), As to the arrangement of pumps, filters, coolers, temperature regulators and tanks see plant description. D36 5623 2.6-2 P.T.O.@-L°% HOG Nz (poay s9puyjdo) odid 10 pz, add ysunsg ¢z adid sopooyy 72 edyd Buyoeuuo |Z @Aj0A BuypjnBos eunssesg OZ adid Ajddns 61 agni eBay gt edid spool 71 Bupso9q wow SI Buyspaq pos Buyjoauuod yp Buysaq 4oyswO> E] (s26sysoqin}) adyd Ayddng Z) (ued 10) adid uoig 41 (Buys00q pus) odjd younsg Qi (Gur100q 204m oopounioiuy) odid [10 6 (Bupvaq jooym ayoypauuayus) adid [10 g (Guyro9q 4yoysuiod) edid 110 / 9}zz0u Avoids 9 edyd jJ0 427 ¢ (Bur1naq 404901) edid [19 y (4ad0} 19})01) jouuoy> (6ujs09q 4yoyswios) jauuoys Buraq usd uoysig | D36 5623 E /2.6-25.87 D36 5623 D+E SCHMIEROLSCHEMA LUBOIL SYSTEM 140/45 2 73.88 Cooling Water System M-A-N | DESCRIPTION OF SYSTEMS L 40/45 Cooling Water System Water under pressure is delivered by the cooling water pump to the cooling water inlet (1) on the exhaust side of the crankcase (see diagram sheet 2.9), Through passages in the crank- case, cooling water is flowing to each individual cylinder. It enters a narrow cooling space which encloses the upper range of the cylinder liner (7) whence it flows through drilled passages in the liner wall upwards into the annular gallery (8) and further into the cylinder head. Horizontal partitions and ribs provided in the cylinder head direct the water in a positive flow to the hot spots, especially around the fuel injector for good heat dissipation. Part of the cooling water flows through drilled passages, the stop cock (4) and the| connecting case (5) to the two exhaust valve cages (6). In the cages the water is led down to the valve seat and is returned through the connecting case and the stop cock to the cooling space in the cylinder head. The arrangement with the stop cocks permits removal of the exhaust valve cages without the need to drain part of the cooling system. A short discharge pipe (10) fitted at the highest point of the cooling water space, connects each cylinder head with the manifold (12). Each discharge pipe is fitted with a branch sleeve for the connection of a temperature measuring instrument. The gauge tube (14) connects the cooling water space in the crankcase with the pressure gauge in the control stand. The condensation water precipitated in the charge air space (16) is carried off by the drain pipe (15) located on either free or driving end of engine. Part of the cooling water is conveyed through the supply pipe (2) to the turbocharger and, after passing through its bearing casing, is returned through a discharge pipe into the cooling water circuit (also see Operating Manual for Turbocharger). Connected at the lowest point of the turbine casing is a pipe with a drain cock (33) on the free end which must be opened for discharging the turbine washing water (see illustration sheet 2.11). The fuel injection valves have their own fresh water cooling circuit (see diagram Sheet 2.10). The cooling water is supplied through the header pipe (22), flows through the supply line (25) and drilled passages in the cylinder head and cooling thfeads in the fuel injection valve (26) to the injection nozzles whence it is passed through further threads and the discharge pipe (24) to the manifold (23). The gauge tube (21) connects the pressure gauge in the control stand. The charge air cooler has its own cooling water circuit (see illustration Sheet 2.11). The charge air cooler casing (35) is equipped with a vent cock (31) and a drain screw (36). The drain cock (37) serves for draining the water of condensation and leak water from the air space. The cooling water supply pipe can be connected either at the upper or the lower connection (32). The gauge tube (34) is connected to the drill hole provided in the inlet. As to the arrangement of pumps, coolers, overhead tanks and temperature regulators for all cooling systems, see plant descripti D36 5623 E 2.8-11,88 KUHLWASSERSCHEMA 2 (ZYLINDER) L 40/45 MAN COOLING WATER SYSTEM 9 Baw (CYLINDER) D36 5623 D+E 2.9-14.88 M-A’N K UHLWASSERSCHEMA. (EINSPRITZVENTILE) COOLING WATER SYSTEM (INJECTION VALVES) | 1 40/45 21 Menoneterleitung 22 Verteilerleitung 23 Sanselleitung 2h Ablaufleitung 25 Tulaufleitung 26 Einspritzventil D36 5623 D+E 2.10-1 21 Gauge tube 22 Header pipe 25 Menifod 24 Discharge pipe 3 Supply pipe 2 InjectorKUHLWASSERSCHEMA. (LADELUFTKUHLER) COOLING WATER SYSTEM (CHARGING-AIR COOLER) | L 40/45 u “34 Ent1oftungshahn 31 Venting cock 32 Wasseranschlud 32 Connection for water 35 Abledhahn 35 Drain cock 3h Menoneterei tung 3k Gauge tube 35 Ladeluftkahlergehduse 35 Charging-air cooler casing 36 EntLeerungsschraube 36 Drain screw 3? Ablathahn 37 Drain cock 38 Lufteintrittsgehtuse 38 Air intake casing 12.78 D36 5623 D+E 211-1DESCRIPTION OF SYSTEMS PESCRITION OF svsTeMs 140/45 o M-A-N Starting System (Reversible Engine) 12 1.79 Starting ystem L The engine is started with compressed air supplied from an air receiver and admitted to the cylinders through a main starting valve and pneumatically controlled valves in the cylinders. The supply pipe connects the air receiver with the main starting valve (8) from which the starting pipe (6) extends the length of the engine at cylinder head level. Short jumper pipes connect the starting pipe with the starting valves (1) in the cylinder heads. The starting valves are controlled by starting pilot valves (4), there is one for each cylinder, which are actuated by a starting cam (5) on the camshaft and connected to the starting valve by the branch pipes (2 and 3). Supply pipes (11 and 14) connect the main starting valve via the air filter (15) with the manoeuvring stand (17). Valves (12 and 13) are supplied with air through branches from the supply pipe (14) and deliver air to the starting pilot valves (4), depending on the sense of rotation. The detent valve (16) is connected via the pipes (25 and 26) to the main starting valve from which the gauge tube (9) runs to the indicating instrument. The detent valve is actuated by the valve (20) and the pipes (18 and 19) from the manoeuvring stand. It serves to open or close the main starting valve. The throttle valve (21), the non-return valve (22) and the valve (23) are connected to the main starting valve through the pipe (24) and are opened from the manoeuvring stand through the pipe (18). These permit the engine to be slowly turned at reduced air pressure. When the valve on the air receiver is opened, air flows to the main starting valve (8) and further through the pipes (11 and 14) via the air filter (15) | to the manoeuvring stand (17). From pipe (14) air flows to the two valves (12 and 13) and through the pipe (10) from the main starting valve to the valves (21 to 23) as well as through the pipe (26) to the detent valve (16). The pressure is indicated by the gauge (9). When the control lever in the manoeuvring stand is set to position STARTING, air is admitted through the pipe (19) to the valve (20) and also through pipe (18) whence it passes through the open valve (20), opening the valve (16) which causes the pipe (15) to become vented,which in turn causes the main starting valve (8) to open. Air is now admitted through the starting pipe (6) to the starting valves (1) in the cylinder heads. Air is also conveyed through the i pipe (18) to the valve (23); to the fuel limiting piston,mounted on the fuel control linkage; and to the booster servomotor of the governor. Air supplied L from the manoeuvring stand is furthermore supplied to the valves (12 or 13), depending on the operating position AHEAD or ASTERN, opens one of them and allows air to flow through the pipe (7) to the starting pilot valves (4). The starting cam (5) is mounted on the camshaft and, when in the corresponding position, closes a small drill hole, thus relaying an air signal to the starting pilot valve (4) which is thus operated and causes the starting valve (1) to open So that starting air, which is present on the valve inlet, is allowed to flow into the cylinder. The compressed air forces the piston downwards and thus turns the crankgear. The starting cam on the camshaft, turning in phase, again opens the control passage, thus causing the starting valve to close whilst that of another cylinder is opened. The starting periods of the individual cylinders are timed to overlap to ensure safe starting of the engine from any crank position. L 0365623 E 2.12-1 PTO