Man B& W G50me-B, Volume Ii

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Preface Chapter Fuel System ... ............................................................ 4240-0100-0001
Fu el Sy s t em
Description Fuel Specification ... .................................................... 4245-0100-0003
Pressurised Fuel Oil System ... .................................... 4245-0110-0003
Fuel Treatment .... ........................................................ 4245-0120-0003
Drawing Residual Fuel Standards ... ......................................... . 4255-0100-0003

Fuel Oil System ... ....................................................... 4255-0105-0003
Fuel Pipes on Engine .... ............................................... 4255-0110-0002
Fuel Oil Centrifuges - Mode of Operation ... ................. 4255-0115-0003
Centrifuge Flow Rate and Separation Temperature - 4255-0120-0002
Preheating ... ...............................................................
Preheating of Heavy Fuel Oil (Prior to Injection).... ........ 4255-0125-0002
Work Card Fuel Oil High-Pressure Pipe, Data ... ........................... 4265-0100-0009
Fuel Oil High-Pressure Pipe .... ..................................... 4265-0101-0021
Fuel Valve, Data ... ...................................................... 4265-0200-0012
Fuel Valve ... ............................................................... . 4265-0201-0008
Fuel Valve Spindle Guide, Data ... ................................ 4265-0300-0001
Fuel Valve Spindle Guide .... ......................................... 4265-0301-0001
Fuel Valve Non-return valve, Data .... ............................ 4265-0400-0001
Fuel Valve Non-return valve .... ..................................... 4265-0401-0003
Fuel Oil Pressure Booster, Data ... ............................... 4265-0500-0006
Fuel Oil Pressure Booster .... ........................................ 4265-0501-0011
Fuel Oil Pressure Booster Top Cover, Data ... ............. 4265-0600-0006
Fuel Oil Pressure Booster Top Cover ... ....................... 4265-0601-0010
Fuel Oil Pressure Booster Suction Valve, Data .... ......... 4265-0700-0001
Fuel Oil Pressure Booster Suction Valve .... .................. 4265-0701-0007
Fuel Oil, Data ... ......................................................... . 4265-1800-0001
Fuel Oil .... ................................................................... . 4265-1801-0001
Tool Plate Fuel System Panel Tools ... ......................................... 4270-0010-0020

Fuel Valve Nozzle Tools .... ........................................... 4270-0210-0002
Fuel Valve Nozzle Tools .... ........................................... 4270-0210-0003
Fuel Valve Testing Tools .... .......................................... 4270-0220-0001.0
Fuel Valve inspection Tools ... ..................................... 4270-0230-0001.0
Fuel Pump Top Cover Tools .... .................................... 4270-0900-0002
Plate Fuel Oil System ... ....................................................... 4272-0010-0007

Fuel Oil System By-pass Valve ... ................................ 4272-0030-0002
Fuel Oil System Drain Box .... ....................................... 4272-0040-0001
Fuel Oil High-pressure Pipe .... ..................................... 4272-0100-0008
Ta b l e o f c o n t en t s
Fuel valve ... ............................................................... . 4272-0200-0006

Fuel Oil Pressure Booster .... ........................................ 4272-0500-0009
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MAN B&W 4240-0100-0001
Electronically controlled fuel injection
Fuel System
The electronically controlled fuel injection system consists of the hydraulically
controlled Fuel activated fuel oil pressure booster, its controlling valve, i.e. ELFI
(Electronic Fuel Injection) valve and the injection fuel injection valves. The ELFI
valve (controlled by the ECS) ensures fast and precise control of the oil flow to
the fuel oil pressure booster. The oil flow pushes the hydraulic piston and fuel
injection plunger, thus generating the injection pressure and hence the injec-
tion. After the injection has finished, the plunger and piston are returned to their
starting positions by the piston being connected to a drain and letting the pres-
sure in the fuel supply drive the plunger back. The fuel oil pressure booster is
then filled and ready for the next injection sequence. The fuel system permits
continuous circulating of heated heavy fuel oil through the fuel oil pressure
booster and fuel valves to keep the system heated during engine standstill.
01. Fuel Oil High Pressure Pipes
All high-pressure pipes in the system are provided with a protective outer pipe.
The space between the pipe and the protective outer pipe communicates,
through bores in the union nipples, with a drain bore in the fuel oil pressure
pump top cover.
02. Fuel Valve
The fuel valve consists of a valve head and a valve housing. Fitted within the
valve housing are a non-return valve combined with a spindle and spindle
guide with a pressure spring, and a nozzle.
The spindle is provided with a cut-off slide. When the fuel valve is fitted in the
cylinder cover, the valve parts are tightened together by the pressure from the
securing nuts.
Functioning The functioning of the fuel valve is as follows:
The electrical fuel oil primary pump circulates preheated oil through the fuel oil
pressure booster and fuel valve. The fuel oil passes through the fuel valve, leav-
ing through a circulation bore and the return oil pipe on the valve head.
When the pressure at the beginning of the fuel oil pressure booster’s deliv-
ery stroke has reached the predetermined pressure, the circulating bores are
closed.
When the pressure has reached the predetermined opening value for the fuel
valve, the spindle will be lifted and oil injected through the nozzle into the en-
gine cylinder.
4240-0100-0001
Preface Chapter
On completion of the fuel oil pressure booster’s delivery stroke, the valve spin-
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dle is pressed against its seat and injection now ceases. Then the circulating
bore is uncovered, and oil starts to re-circulate through the valve.
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05. Fuel Oil Pressure Booster

Fuel System
Each engine cylinder is equipped with its own fuel oil pressure booster, which
is mounted corresponding to the cylinder concerned on the HCU, 2 fuel oil
pressure boosters on one HCU. See Chapter 45 “Hydraulics”.
The booster housing is attached to the HCU-block by studs and nuts.
13. Shock absorber
A shock absorber is installed in the main fuel pipe to take up pressure varia-
tions.
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Preface Chapter
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1 Diesel Oil
Fuel Oil
Diesel oil fulfilling:
ISO 8217, CIMAC no. 21, British Standard MA 100 Class M2, ASTM Classification
of Diesel fuel oil D975 grade No. 4-D, or similar; may be used. If deviating qualities
are applied, the engine must be prepared for this.
2 Heavy Oil
Most commercially available fuel oils with a viscosity below 700 cSt. at 50°C (7000
sec. Redwood I at 100°F) can be used.
For guidance on purchase, reference is made to ISO 8217, BS6843 and to CIMAC
recommendations no. 21 regarding requirements for heavy fuel for diesel engines,
edition 2003. From these, the maximum accepted grades are RMG 700 and RMK
700. The mentioned ISO and BS standards supersede BS MA 100 in which the
limit is M9.
For reference purposes, an extract from relevant standards and specifications is

shown in Drawing 4255-0100.
The data in the above fuel standards and specifications refer to fuel as delivered to
the plant, i.e. before cleaning.
In order to ensure effective and sufficient cleaning of the fuel oil – i.e. removal of
water and solid contaminants – the fuel oil specific gravity at 15°C (60°F) should be
below 1.010 for e.g. ALCAP.
Higher densities can be allowed if special treatment systems are installed. See
Chapter 4245-0120.
Current analysis information is not sufficient for estimating the combustion proper-
ties of the oil.
This means that service results depend on oil properties which cannot be known
beforehand. This especially applies to the tendency of the oil to form deposits in
combustion chambers, gas passages and turbines. It may therefore be necessary
to rule out some oils that cause difficulties.
If the plant has been out of service for a long time without circulation of fuel oil in
the tanks (service and settling), the fuel must be circulated before start of the
engine.
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Before starting the pump(s) for circulation, the tanks are to be drained for possible
Description
water settled during the stop.
The risk of concentration of dirt and water in the fuel to the engines caused by
long time settling is consequently considerably reduced. For treatment of fuel oil,
see further on in this Chapter.
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3 Fuel Sampling
Fuel Oil
3.1 Sampling
To be able to check whether the specification indicated and/or the stipulated deliv-
ery conditions have been complied with, we recommend that a minimum of one
sample of each received fuel lot be retained. In order to ensure that the sample is
representative for the oil received, a sample should be drawn from the transfer
pipe at the start, in the middle, and at the end of the receiving period.
3.2 Analysis of Samples
The samples received from the oil supply company are frequently not identical with
the heavy fuel oil actually received. It is also appropriate to verify the heavy fuel oil
properties stated in the delivery note documents, such as density, viscosity, and
pour point. If these values deviate from those of the heavy fuel oil received, there is
a risk that the heavy fuel oil separator and the preheating temperature are not set
correctly for the given injection viscosity.
3.3 Sampling Equipment
Several suppliers of sampling and fuel test equipment are available on the market,
but for more detailed and accurate analyses, a fuel analysing institute should be
contacted.
4 Guiding Fuel Oil Specification
4.1 Heavy Fuel Specifications
Based on our general service experience we have, as a supplement to the above-

mentioned standards, drawn up the guiding fuel oil specification shown in the table
below.
Fuel oils limited by this specification have, to the extent of the commercial availabil-
ity, been used with satisfactory results on MAN Diesel & Turbo two-stroke low
speed diesel engines, as well as MAN Diesel & Turbo auxiliary engines.
Guiding specification (maximum values) Unit Fuel Oil
Density at 15°C kg/m 3
10101
Kinematic viscosity at 100°C cSt 55
Kinematic viscosity at 50°C cSt 700
Flash point °C ≥60
Pour point °C 30
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Carbon residue %(m/m) 20

Description
Ash %(m/m) 0.15

Total sediment after ageing %(m/m) 0.10
Water %(v/v) 0.5
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Guiding specification (maximum values) Unit Fuel Oil
Fuel Oil
Sulphur %(m/m) Statutory
requirements
Vanadium mg/kg 450
Aluminium + Silicon mg/kg 60
Equal to ISO 8217 RMK 700/CIMAC H700
1) 991 if older centrifuges are installed.
The Heavy Fuel data refers to the fuel as supplied, i.e. before any
onboard cleaning.
If fuel oils with analysis data exceeding the above figures are to be
used, especially with regard to viscosity and specific gravity, the
engine builder should be contacted for advice regarding possible fuel
oil system changes.
On account of the relatively low commercial availability, only limited service experi-
ence has been accumulated on fuels with data exceeding the following:
Conradson Carbon 18 %
Sulphur 4%
Vanadium 400 mg/kg
Therefore, in the case of fuels with analysis data exceeding these figures, a close
watch should be kept on engine performance.
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Description
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1 System Layout
Pressurerised Fuel Oil System

The system is normally arranged such that both diesel oil and heavy fuel oil can be
used as fuel. See Drawings 4255-0105 and -0110
Drawing 4255-0105 shows the fuel system.
From the storage tanks, the oil is pumped to an intermediate tank, from which the
centrifuges can deliver it to the respective service tanks (“day-tank”).
To obtain the most efficient cleaning, the centrifuges are equipped with preheat-
ers, so that the oil can be preheated to 98°C (regarding the cleaning, see Chapter
4245-0120). Also refer to SL 05-452/KEA.
From the particular service tank in operation, the oil is led to one of the two electri-
cally driven supply pumps.
These pumps deliver the oil, under a pressure of about 4 bar, through an auto-
matic filter and a flow-meter.
Thereupon the oil continues to the low pressure side of the fuel oil system.
The filter mesh shall correspond to an absolute fineness of 10 μm. The absolute
finess corresponds to a nominal finess of approximatly 5 μm, at a retaining rate of
90 %.
The oil is thereafter drawn to one of two electrically driven circulating pumps,
which passes it through the preheater, the viscosity regulator, the filter, and on to
the fuel injection pumps.
The filter mesh shall correspond to an absolute fineness of maximum 150 μm.
The return oil from the fuel valves and pumps is led back, via the venting pipe, to
the suction side of the circulating pump.
In order to maintain a constant pressure in the main line at the inlet to the fuel
pumps, the capacity and delivery rate of the circulating pump exceeds the amount
of fuel consumed by the engine.
In addition, a spring-loaded overflow valve is fitted, which functions as a by-pass

between the fuel oil inlet to the fuel injection pumps and the fuel oil return, thus
ensuring a constant pressure in the fuel oil inlet line.
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The fuel oil drain pipes are equipped with heat tracing, through which hot jacket
Description
cooling water flows. The drain pipe heat tracing must be in operation during run-
ning on heavy fuel. See also Drawing 5055-0110.
To ensure an adequate flow of heated oil through the fuel pumps, housings and
fuel valves at all loads (including stopped engine), the fuel valves are equipped with
a slide and circulating bore.
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By means of the “built-in” circulation of preheated fuel oil, the fuel pumps and fuel
Pressurerised Fuel Oil System
valves can be maintained at service temperature, also while the engine is stopped.
Consequently, it is not necessary to change to diesel oil when the engine is stop-
ped, provided that the circulating pump is kept running and preheating of the cir-
culated fuel oil is maintained, see Chapter 4245-0120.
If, during long standstill periods, it is necessary to stop the circulating pump or the
preheating, the fuel oil system must first be emptied of the heavy oil.
This is carried out by:
• Changing to diesel oil in due time before the engine is stopped,

see Chapter 4245-0120, or
• Stopping the preheating, and pumping the heavy oil back to the service tank, through
the change-over valve mounted at the top of the venting pipe.
See Chapter 4245-0120.
2 Fuel Oil Pressure
Carry out adjustment of the fuel oil pressure, during engine standstill, in the follow-
ing way:
1. Adjust the valves in the system as for normal running, thus permitting fuel oil circula-
tion.
2. Start the supply and circulating pumps, and check that the fuel oil is circulating.
3. Supply Pumps:
Adjust the spring-loaded safety valve at supply pump No. 1 to open at the maximum
working pressure of the pump.
The pressure must not be set below 4 bar, due to the required pressure level in the
supply line, see point 4.
Make the adjustment gradually, while slowly closing and opening the valve in the dis-
charge line, until the pressure, with closed valve, has the above-mentioned value.
Carry out the same adjustment with supply pump No. 2.

4. Regulate the fuel oil pressure, by means of the over-flow valve between the supply
pump’s discharge and suction lines. Adjust so that the pressure in the low pressure
part of the fuel system is 4 bar.
5. Circulating Pumps:
With the supply pumps running at 4 bar outlet pressure, secure that the spring-loaded
relief by-pass valves for each circulating pump (the valve is preset from the valve man-
ufacturer) open at the maximum working pressure of the circulation pumps involved,
about 10 bar.
If adjustments have to be made, regulate the spring tension in the relief bypass
valve(s), see valve maker’s instruction.
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6. Fuel Line: Regulate the fuel oil pressure by means of the spring-loaded overflow valve
Description
installed between the main inlet pipe to the fuel injection pumps and the outlet pipe on
the engine. Adjust the overflow valve so that the pressure in the main inlet pipe is 7-8
bar, See also Chapter 7045-0100.
7. With the engine running, the pressure will fall a little. Re-adjust to the desired value at
MCR.
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1 Cleaning
Fuel Treatment
1.1 General
Fuel oils are always contaminated and must therefore, before use, be thoroughly
cleaned for solid as well as liquid contaminants.
The solid contaminants are mainly rust, sand and refinery catalytic fines (“cat
fines”); the main liquid contaminant is water, – i.e. either fresh or salt water.
These impurities can:

• cause damage to fuel pumps and fuel valves.
• result in increased cylinder liner wear.
• be detrimental to exhaust valve seatings.
• give increased fouling of gasways and turbocharger blades.
1.2 Centrifuging
Effective cleaning can only be ensured by means of centrifuges.
The ability to separate water depends largely on the specific gravity of the fuel oil
relative to the water – at the separation temperature. In addition, the fuel oil viscos-
ity (at separation temp.) and flow rate, are also influencing factors.
The ability to separate abrasive particles depends upon the size and specific
weight of the smallest impurities that are to be removed; and in particular on the
fuel oil viscosity (at separation temp.) and flow rate through the centrifuge.
To obtain optimum cleaning, it is of the utmost importance to:

a. operate the centrifuge with as low a fuel oil viscosity as possible.
b. allow the fuel oil to remain in the centrifuge bowl for as long as possible.
Re a.
The optimum (low) viscosity, is obtained by running the centrifuge preheater at the
maximum temperature recommended for the fuel concerned.
It is especially important that, in the case of fuels above 1500 Sec. RW/
100°F (i.e. 180 cSt/50°C), the highest possible preheating temperature
– 98°C – should be maintained in the centrifuge preheater. See
Drawing 4255-0120. Also refer to SL 05-452/KEA.
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Description
The centrifuge should operate for 24 hours a day except during necessary clean-
ing.
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Re 2.
Fuel Treatment
The fuel is kept in the centrifuge as long as possible, by adjusting the flow rate so
that it corresponds to the amount of fuel required by the engine, without excessive
re-circulation.
The ideal output should thus correspond to the normal amount of fuel required by
the engine, plus the amount of fuel consumed during periods when the centrifuge
is stopped for cleaning.
The nominal capacity of the installed centrifuges must be according to the maker’s
instructions.
For efficient removal of water by means of a conventional purifier, the correct

choice of gravity disc is of special importance. The centrifuge manual states the
disc which should be chosen, corresponding to the specific gravity of the fuel in
question.
Centrifuge Capacity: Series or Parallel Operation
It is normal practice to have at least two centrifuges available for fuel cleaning.
See Drawing 4255-0115
Regarding centrifuge treatment of today’s residual fuel qualities, the latest experi-
mental work has shown that, the best mode of operating modern centrifuges with
no gravity disc, is when the centrifuges are operated in parallel.
Experiments have shown, that when running the centrifuges i series, particles
which are not removed during treatment in the first centrifuge are not removed
during treatment in the second centrifuge either. Therefore, running the centrifuges
i parallel, provides the oportunity of decreasing the flow through the centrifuges, as
the amount of fuel that need be treated per hour, is shared by two centrifuges,
thus increasing the cleaning quality.
However, it is recommended to follow the maker’s specific instructions,

see item 1.3.
Regarding the determination/checking of the centrifuging capacity, we generally

advise that the recommendations of the centrifuge maker are followed, but the
curves shown on Drawing 4255-0120 can be used as a guidance.
1.3 High Density Fuels
To cope with the trend towards fuels with density exceeding 991 kg/m3 at 15°C,
the centrifuging technology has been further developed.
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Improved centrifuges, with automatic de-sludging provides adequate separation of

Description
water and particles from the fuel, up to a density of 1010 kg/m3 at 15°C.
The centrifuges should be operated in parallel or in series according to the maker’s

instructions and recommendations.
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1.4 Homogenisers
Fuel Treatment
As a supplement only (to the centrifuges), a homogeniser may be installed in the
fuel oil system, to homogenise possible water and sludge still present in the fuel
after centrifuging. A homogenizer should always be installed AFTER the centri-
fuges.
1.5 Fine Filter
As a supplement only (to the centrifuges), a fine filter with very fine mesh may be
installed, to remove possible contaminants present in the fuel after centrifuging.
A homogeniser should be inserted before a possible fine filter in order to minimise

the risk of blocking by agglomeration of asphaltenes.
1.6 Super Decanters
As a supplement only, a super decanter may be installed. This is, in principle, a

“horizontal” clarifier. The aim is to remove sludge before normal centrifuging and
thus minimize the risk of blocking of the centrifuges.
2 Fuel oil stability
Fuel oils of today are produced on the basis of widely varying crude oils and refin-
ery processes. Practical experience has shown that, due to incompatibility, certain
fuel types may occasionally tend to be unstable when mixed.
As a consequence, fuel mixing should be avoided to the widest possible extent.
A mixture of incompatible fuels, in the storage tanks and the settling tanks, may
lead to stratification, and also result in rather large amounts of sludge being taken
out by the centrifuges, in some cases even causing centrifuge blocking.
Stratification can also take place in the service tank, leading to a fluctuating pre-
heating temperature, when this is controlled by a viscorator.
Service tank stratification can be counteracted by recirculating the contents of the

tank through the centrifuge. This will have to be carried out at the expense of the
previously mentioned benefits of low centrifuge flow rate.
3 Preheating before Injection
In order to ensure correct atomization, the fuel oil has to be preheated before
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4245-0120-0003
injection.
Description
The necessary preheating temperature is dependent upon the specific viscosity of

the oil in question.
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Inadequate preheating (i.e. too high viscosity):

Fuel Treatment
• will influence combustion,

• may cause increased cylinder wear (liners and rings),
• may be detrimental to exhaust valve seatings,
• may result in too high injection pressures, leading to excessive mechanical stresses in
the fuel oil system.
In most installations, preheating is carried out by means of steam, and the resul-
tant viscosity is measured by a viscosity regulator (viscorator), which also controls
the steam supply.
Depending upon the viscosity/temperature relationship, and the viscosity index of

the fuel oil, an outlet temperature of up to 150°C will be necessary. This is illustra-
ted in the diagram on Drawing 4255-0125, which indicates the expected preheat-
ing temperature as a function of the fuel oil viscosity.
Recommended viscosity meter setting is 10-15 cSt.
As opposed to a too high viscosity, experience from service has shown that a
higher viscosity of the fuel oil than the above recommended, before the fuel oil
pump, is not a too strict parameter, for which reason we allow a viscosity of up to
20 cSt after the preheater.
In order to avoid too rapid fouling of the preheater, a temperature of 150°C should
not be exceeded.
3.1 Precaution
Caution must be taken to avoid heating the fuel oil pipes by means of the heat
tracing when changing from heavy fuel to diesel oil, and during running on diesel
oil.
Under these circumstances excessive heating of the pipes may reduce the viscos-
ity too much, which will involve the risk of the fuel pumps running hot, thereby
increasing the risk of sticking of the fuel pump plunger and damage to the fuel oil
sealings. (See item 4.2).
3.2 Fuel Preheating during engine standstill
During engine standstill, the circulation of preheated heavy fuel oil (HFO) does not
require the viscosity to be as low as is recommended for injection. Thus, in order
to save energy, the preheating temperature may be lowered some 20°C, giving a
viscosity of about 30 cSt.
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3.3 Starting after engine standstill

Description
If the engine has been stopped on HFO, and the HFO has been circulated at a
reduced temperature during standstill, the preheating and viscosity regulation
should be made operative about one hour before starting the engine, so as to
obtain the required viscosity, see Item 3., ‘Preheating before Injection’.
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4 Other Operational Aspects
Fuel Treatment
4.1 Circulating Pump Pressure
The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8
bar, equivalent to a circulating pump pressure of up to 10 bar. This maintains a
pressure margin against gasification and cavitation in the fuel system, even at
150°C.
The supply pump may be stopped when the engine is not in operation.
See Drawing 4255-0105.
4.2 Fuel change-over
The engine is equipped with uncooled, “all-symmetrical”, light weight fuel valves –
with built-in fuel circulation. This automatic circulation of the preheated fuel
(through the high-pressure pipes and the fuel valves) during engine standstill, is the
background for MAN Diesel & Turbo recommending constant operation on heavy
fuel.
However, change-over to diesel oil can become necessary if, for instance:
• the vessel is expected to have a prolonged inactive period with cold engine, e.g. due
to:
- a major repair of the fuel oil system etc.
- a docking
- more than 5 days’ stop (incl. laying-up)
• environmental legislation requiring the use of low-sulphur fuels.
Change-over can be performed at any time:

• during engine running
• during engine standstill
In order to prevent:
• fuel pump and injector sticking/scuffing
• poor combustion
• fouling of the gasways
it is very important to carefully follow the temperature / load requirements of the

change-over procedures.
4.3 Change-over between heavy fuel oil (HFO) and distillate fuel (DFO) during running
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Before the intended change-over from HFO to DFO and vice versa, we recom-
Description
mend checking the compatibility of the two fuels – preferably at the bunkering
stage. The compatibility can be checked either by an independent laboratory or by
using test kits onboard.
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As incompatible fuels may lead to filter blockage, there should be extra focus on
Fuel Treatment
filter operation in case of incompatibility.
Change-over of fuel can be somewhat harmful for the fuel equipment, because hot
HFO is mixed with relatively cold DFO. The mixture is not expected to be immedi-
ately homogeneous, and some temperature/viscosity fluctuations are to be expec-
ted. The process therefore needs careful monitoring of temperature and viscosity.
In general, only the viscosity controller should control the steam valve for the fuel
oil heater. However observations of the temperature/viscosity must be the factor
for manually taking over the control of the steam valve to protect the fuel compo-
nents.
During change-over two factors are to be kept under observation:

• The viscosity must not drop below 2 cSt and not exceed 20 cSt.
• The rate of temperature change of the fuel inlet to the fuel pumps must not exceed
2°C/min to protect the fuel equipment from thermal shock (expansion problems)
resulting in sticking.
It should be noticed that when operating on low-viscosity fuel internal leakages in

the fuel equipment will increase. With worn pump elements this can result in start-
ing difficulties, and an increased start index might be necessary. The wear in the
fuel pumps should be monitored by comparing the fuel index for the new engine
and during service. At a 10% increase of the fuel index for the same load the
plunger/barrels can be considered as worn out and should be replaced.
A change-over of the main engine’s fuel will result in a dilution of the fuel already in
the booster circuit. The fuel feed to the system will mix with fuel in the system, and
the main engine’s consumption from the system will be a mixture of the fuels. A
complete change of fuel (only DFO in the system) can therefore take several hours,
depending on engine load, system layout and volume of fuel in the booster-circuit.
Before manoeuvring in port, it should be tested that the engine is able to start on
DFO.
We do not recommend reducing the temperature difference between the HFO and
the DFO by preheating the DFO in the service tank. This will reduce the cooling
capacity of the oil and might result in a too low viscosity during change-over.
4.3.1 Manual change-over
4.3.1.1 Distillate fuel oil to heavy fuel oil

• Ensure that the HFO in the service tank is at normal service temperature (80- 100°C)
• Reduce the engine load.
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The load should be 25-40% MCR during this process to ensure a slow heatup to nor-
4245-0120-0003
mal HFO service temperature at engine inlet (up to 150°C), maximum change gradient
Description
2°C/min.
• Carry out change-over by turning the three-way valve.
The load can, based on experience with the individual system, be changed to a higher
level – up to 75% MCR, as long as the change gradient is kept below 2°C/min.
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• Slowly stop the cooler (if installed) when the viscosity exceeds 5 cSt .
A slow stop of the cooler can be done by controlling the oil flow through the cooler,
Fuel Treatment
the cooling medium flow or a combination of both.
The temperature change gradient at engine inlet is still to be kept below 2°C/min.
• Open for steam to pre-heater and check that the set point is at normal level (10-15
cSt).
Manual control of the heater might be necessary if it is observed that the viscosity
control exceeds the maximum temperature change gradient of 2°C/min at engine
inlet.
• Open for steam tracing when the pre-heater is operating normally.
4.3.1.2 Heavy fuel oil to distillate fuel oil

• Ensure that the temperature of the DFO in the service tank is at an acceptable level.
The following must be taken into consideration:
- Viscosity at engine inlet must not drop below 2 cSt.
- Heat transmission from metal parts in the system to the fuel will occur.
- Cooling capacity in the system, if any
• Reduce the pre-heating of the fuel, by increasing the set point of the viscosity control-
ler to 18 cSt.
- Manual control of the heater might be necessary if it is observed that the viscosity
control exceeds the maximum temperature change gradient 2°C/ min. at engine inlet
• Reduce the engine load when the fuel reaches a temperature corresponding to 18
cSt.
- During this change-over the load should be 25-40% MCR to ensure a slow reduction
of the temperature at engine inlet, max. change gradient 2°C/min.
• Stop steam tracing.
Carry out change-over by turning the three-way valve.
- The load can, based on experience with the individual system, be changed to a
higher level – up to 75% MCR, as long as the change gradient is kept below 2°C/min.
• Stop steam to pre-heater when the regulating valve has closed completely.
Depending on system layout and condition, it might be necessary to open the heater
bypass.
• Slowly start the cooler (if installed) when viscosity is below 10 cSt.
- To obtain slow start of the cooler control the oil flow through the cooler, the cooling
medium flow or a combination of both.
- Keep the temperature change gradient at engine inlet below 2°C/min.
4.4 Change-over during standstill
When change-over is to be carried out during standstill of the engine there is no

consumption from the fuel system and thus, no replacement of the oil. It is there-
fore necessary to return the oil to the HFO service tank. This will cause some DFO
to be returned to the HFO service tank. However this is better than contaminating
the DFO service tank with HFO.
When change-over is performed at standstill the engine should not be started until
2012-11-15 - en
4245-0120-0003
all the components in the fuel oil system have had sufficient time to adapt to the
new temperature.
Description
7 (8)
HYUNDAI
4245-0120-0003 MAN B&W
MAN B&W
4.4.1 Heavy fuel oil to distillate fuel oil

Fuel Treatment
• Stop the preheating and heat tracing.

• Start the supply and circulating pumps (if they are not already running).
• Change position of the change-over valve at the venting pipe, so that the fuel oil is
pumped to the HFO service tank.
• Temperature in the system should now drop to the same level as the HFO service tank
temperature.
• Change position of the change-over valve at the fuel tanks, so that DFO is led to the
supply pumps.
• When the HFO is replaced with DFO, turn the change-over valve at the venting pipe
back to its normal position. The HFO in the venting pipe is now mixed with DFO.
• Stop the circulating pumps.
• Stop the supply pumps.
4.4.2 Distillate fuel oil to heavy fuel oil

• Start the supply pumps.
• Start the circulating pumps (if they are not already running).
• Change position of the change-over valve at the fuel tanks so that HFO is led to the
supply pumps.
• Change position of the change-over valve at the venting pipe, so that the fuel oil is
pumped to the HFO service tank.
• Temperature in the system should now rise to the same level as the HFO service tank
temperature.
• When the DFO is replaced with HFO turn the change-over valve at the venting pipe
back to its normal position. The DFO in the venting pipe is now mixed with HFO.
• Stop the supply pumps.
• Start the preheating and heat tracing.
2012-11-15 - en
4245-0120-0003
Description
8 (8)
2012-11-14 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Residual Fuel Standards

4255-0100-0003
4255-0100-0003
1 (1)
2012-11-14 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Fuel Oil System

4255-0105-0003
4255-0105-0003
1 (1)
2012-11-19 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Fuel Oil Pipes on Engine

4255-0110-0002
4255-0110-0002
1 (1)
2012-11-22 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Fuel Oil Centrifuges (Modes of Operation)

4255-0115-0003
4255-0115-0003
1 (1)
HYUNDAI
MAN B&W
MAN B&W 4255-0120-0002
Rate of Flow
Centrifuge Flow Rate and Separation Temperature (Preheating)

Related to rated capacity of centrifuge
Separation Temperature
Log Scales
2012-11-20 - en
4255-0120-0002
Drawing
1 (1)
HYUNDAI
MAN B&W
MAN B&W 4255-0125-0002
Preheating of Heavy Fuel Oil (Prior to Injection)

2012-11-20 - en
4255-0125-0002
This cart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80. Since the
Drawing
viscosity after the preheater is the controlled parameter, the preheating temperature may vary, dependent on the vis-
cosity and the viscosity index of the fuel.
Recommended viscosity meter setting is 10-15 cSt.
1 (1)
HYUNDAI
MAN B&W
MAN B&W 4265-0100-0009
Safety O Stop the Engine

Precautions
Fuel Oil High-Pressure Pipe, Data

O Shut off starting air supply - At starting air receiver
for detailed sketch O Block the main starting valve
see 0545-0100
O Shut off starting air distributor/distributing system supply
O Shut off safety air supply - Not ME Engines
O Shut off control air supply
O Engage turning gear
O Shut off fuel oil
O Stop lubricating oil supply
O Shut down hydraulic power supply
Data
Ref. Description Value Unit
T42-01 Fuel oil high-pressure pipe, tightening torque 300 Nm
T42-04 Union nuts, tightening torque 300 Nm
T42-06 Fuel oil pipe 20 kg
2013-03-05 - en
4265-0100-0009
Work Card
1 (2)
HYUNDAI
4265-0100-0009 MAN B&W
MAN B&W
The task-specific tools used in this procedure are shown on the plates at the end
of this chapter or in the chapters indicated by the first two digits in the plate num-
Fuel Oil High-Pressure Pipe, Data
ber, e.g. 2570-0010 refers to chapter 25, Bearings.
Tools
Plate
Plate ItemNo.
Item No. Description
Description
4270-0010 094 Milling tool for fuel oil pipe
4270-0010 126 Crowfoot wrench head
7670-0200 - Torque spanners
2013-03-05 - en
4265-0100-0009
Work Card
2 (2)
HYUNDAI
MAN Diesel
MAN B&W 4265-0101-0021
High-Pressure pipe with double pipe
Fuel Oil High-Pressure Pipe • Dismantling

Relieve and check Mount a pressure gauge at “minimess”
the pressure point No. 455. Check the pressure.
Close valve 420 and open valve 421 on

the hydraulic block. Check that the hy-
draulic cylinder unit is pressure free.
For depressurising, see work card 4565-

0501.
Close the fuel oil inlet valve.
4265-0501-0011D01
Remove the Union Unscrew the outermost union nuts.

nuts and outer cones
Pull the union nuts clear of the unions.
Lift the outermost cone rings clear of

the unions.
4265-0101-0008D02
4265-0101-0021
2013-03-21 - en
Work Card
1 (8)
HYUNDAI
4265-0101-0021 MAN B&W
Remove the inner By means of a screwdriver, carefully

cones increase the gap (and hereby the diam-

eter) of the innermost cones.
Lift the cones clear of the innermost

union nuts.
4265-0101-0010D03
Remove the Inner un- Unscrew the innermost union nuts from
ion nuts and sea-ling the union nipples and lift them away
ring housings from the union nipples.
Lift the sealing ring housings with seal-

ing rings clear of the union nipples and
unscrew the union nipples from the fuel
valves and fuel pump.
4265-0101-0010D04
4265-0101-0021
2013-03-21 - en
Work Card
2 (8)
HYUNDAI
MAN Diesel
MAN B&W 4265-0101-0021
Remove the High- Lift the pipe ends clear of the fuel

Pressure pipes valves / fuel pump and remove the
high-pressure pipes from the engine. T42-6
4265-0101-0019D03
It is recommended always to overhaul the highpressure pipes before

NOTE remounting them on the engine.
See Procedure for Overhaul.
The overhaul should prefeably take place immediately after the

highpressure pipe has been dismantled.
4265-0101-0021
2013-03-21 - en
Work Card
3 (8)
HYUNDAI
4265-0101-0021 MAN B&W
Check pipe ends Whenever the fuel oil highpressure system has been dismantled, it is neces-
Fuel Oil High-Pressure Pipe • Overhaul
sary, before reconnecting the high-pressure pipes, to carefully inspect the ta-
pered contact surfaces of the pipe ends, together with their seats in fuel valves,
fuel pump top cover and fuel valve.
If the pipe ends require reconditioning, proceed as follows:
Union nuts If not already done, unscrew the upper

and the lower union nuts from the union
nipples.
4265-0101-0004O01
Milling Fasten the pipe in a vice with soft jaws.

Mount the miller on the pipe end.
The two pipe ends are of different de- A

signs - see scetch.
Turn the upper tightening ring (A) until

NOTE the miller presses against the pipe end.
Turn the miller with, for instance, a tap

wrench while lightly tighening the upper
tightening ring (A) to provide a suitable
pressure between the miller and the
pipe end.
During the millingprocess, add drilling

oil emulsion liberally.
4265-0101-0021
A
2013-03-21 - en
Work Card
4265-0101-0004O02
4 (8)
HYUNDAI
MAN Diesel
MAN B&W 4265-0101-0021
Maximum milling On both pipe ends a small groove has

been ground to indicate the maximum Max. grind-away
allowable milling of the pipe ends.
The pipe ends is flush with the bottom

of the groove.
If the pipe ends are still not in order, the

pipe must be discarded.
After completing the milling, carefully

clean the high-pressure pipe, and blow
through the bore with compressed air.
4265-0101-0004O03
Remove the sleeves Lift up the union nuts and the union nip-
ples.
Remove the spring rings from the two-

part sleeves. Remove the sleeves.
4265-0101-0004O04
Clean all parts Remove the union nipple and union nuts
from the pipe ends. Clean all parts and
replace the O-rings. Remount the un-
ion nipple and union nuts on both pipe
ends.
4265-0101-0021
2013-03-21 - en
Work Card
4265-0101-0004O05
5 (8)
HYUNDAI
4265-0101-0021 MAN B&W
Re-assemble the pipe Mount the two-part sleeves and lock the
ends sleeves with the spring rings.
Screw the union nuts losely (approx. 2

revolutions) on to the union nipples.
4265-0101-0004O06
For reconditioning of the seat in the fuel valve, see Procedure 4265-0201.
For reconditioning of the seat in the fuel oil pressure booster top cover, see Pro-
cedure 4265-0601.
4265-0101-0021
2013-03-21 - en
Work Card
6 (8)
HYUNDAI
MAN Diesel
MAN B&W 4265-0101-0021
Mount pipes Mount the double-walled fuel oil

T42-1
Fuel Oil High-Pressure Pipe • Mounting

high-pressure pipes.
Screw the union nipples onto the

fuel valves and the fuel pump by
hand.
4265-0101-0005M04
NOTE The nipples must be screwed by hand, as the threads of the union ni-
ples, fuel valves, or fuel pump, might otherwise be damaged.
Tightening with a fork spanner should only be done after the union nip-
ples at both ends of the pipes have been screwed into position
Tighten pipes Tighten the union nipples to the

torque stated on the Data sheet us-
ing a crowfoot wrench and a torque
spanner.
Using a crowfoot wrench, screw

the innermost union nut loosely
(approx. two revolutions) onto the
union nipple. Screw the outermost
union nut onto the innermost un-
T42-4
ion nut in the same manner. Using
a torque wrench, tighten the two
union nuts to the torque stated on
the data sheet, starting with the
innermost union nut and finishing
with the outermost union nut. If the
union nipple has to be retightened,
the two union nuts must be loos-
ened.
4265-0101-0021
Repeat this tightening procedure T42-1

2013-03-21 - en
on both high pressure pipes and

the fuel valves.
Work Card
4265-0101-0012M07
7 (8)
HYUNDAI
4265-0101-0021 MAN B&W
Open fuel inlet If dismantled, remount the return

Fuel Oil High-Pressure Pipe • Mounting
oil pipe on the fuel valve.
Open the fuel oil inlet valve.
Open valve 420 and close valve 421

on the hydraulic block.
420 421
4265-0101-0021M07
4265-0101-0021
2013-03-21 - en
Work Card
8 (8)
HYUNDAI
MAN B&W
MAN B&W 4265-0200-0012

Precautions
Fuel Valve, Data

see 0545-0100
O Shut off fuel oil
Data
T42-09 Fuel valve opening pressure 350-430 bar
T42-11 Inlet seat, max. diameter 25 mm
T42-12 Fuel valve 8 kg
T42-13 Fuel valve tightening - -
-- The spring house and the disc must be align 0 ± 0.2 mm
T42-17 Fuel valve screws, tightening torque 25 Nm
2013-04-22 - en
4265-0200-0012
Work Card
1 (2)
HYUNDAI
4265-0200-0012 MAN B&W
MAN B&W
Fuel Valve, Data
Tools
Plate
Plate ItemNo.
Description
2270-0300 071 Dismantling tool for fuel valve
4270-0010 094 Milling tool for fuel oil pipe seat
4270-0010 164 Grinding mandrel for valve head
4270-0010 177 Grinding mandrel for thread spindel
4270-0010 189 Grinding mandrel for holder, outside
4270-0010 190 Grinding mandrel for holder, inside
4270-0220 - Fuel valve testing tools
7670-0410 066 Slide caliper
2013-04-22 - en
4265-0200-0012
Work Card
2 (2)
HYUNDAI
MAN Diesel
MAN B&W 4265-0201-0008
Fuel Valve
Fuel Valve • Checking

The fuel valves must be given the utmost
attention and care, as the greater part of
irregularities that may occur during the
running of the engine can be attributed to
defects in these valves.
If the engine gives normal performance in

accordance with diagrams and exhaust
temperatures, it is only necessary to in-
spect the fuel valves after the service
period stated in the Checking and Mainte-
nance Programme.
See 0760-0301.
In order to obtain reliable results during

testing of the fuel valves, all fuel valves
that are dismantled from the engine must
be disassembled, cleaned, inspected and
reassembled before testing. See work
card 4265-0301.
In the event that the slidetype fuel valve is

NOTE pressure tested without being cleaned be-
tween the fuel nozzle and the cutoff slide,
the opening pressure value measured
might be considerably lower than speci-
fied.
Pressure testing pump All fuel valves must be functiontested be-

fore being mounted in the cylinder cover.
If an air supply of 10 bar is not available,

working air of 7 bar can be used. Regard- 4265-0201-0008C01
ing the operation of the pressure testing
pump, see the supplier’s instructions.
The high-pressure pump should be periodically checked in accordance with the

NOTE supplier’s instructions.
Use only hydraulic oil (rustpreventing) with a viscosity of between 7 and 10 cSt
at 50°C.
4265-0201-0008
2013-04-24 - en
For operation of the pressure testing pump, see the supplier’s instructions.
Work Card
Note that the highpressure pump should be periodically checked in accord-

ance with the supplier’s instructions.
1 (12)
HYUNDAI
4265-0201-0008 MAN
MANDiesel
B&W
Spring housing To ensure that over tightening has not

taken place, check that the locking/indi-

cating pin has not been bent or broken
off.
In the event of over tightening, replace

the spring housing by a new one.
4265-0201-0008C02
Settingup the fuel Place the fuel valve in the test rig and
valve secure it with the nuts.
Tighten the nuts until the top face of the
spring housings.
Mount the oil pipe between the pressure

testing pump and the fuel valve.
Mount the drain pipe.
Pressure testing The following functions of the fuel valve

o
procedure must be checked:
• Flushing and jet control
• Opening pressure
4265-0201-0008
• Sealing test and sliding function

2013-04-24 - en
4265-0201-0008C03
• Pressure test, Oring sealing
Work Card
2 (12)
HYUNDAI
MAN Diesel
MAN B&W 4265-0201-0008
Flushing and jet Remove air in the system and check the

control fuel jet in the following way.
Slowly increase the oil pressure until

straight jets of oil are ejected from the
nozzle holes (no atomization).
Acceptance criteria:
There is to be a continuous jet of oil

through at least one of the nozzle holes.
Owing to the geometry of the internal

part of the nozzle  and because of the
height to which the spindle is lifted dur-
ing pressure testing is lower than the
height it is lifted during normal engine 4265-0201-0002C04
operation  the fuel oil will not necessar-

ily flow from all of the nozzle holes.
Cause of fault:
If the jets do not fulfil the above point, the cause may be:
• Dirt in the nozzle holes
• The nozzle is not mounted correctly
Opening pressure To check the opening pressure, increase

the oil pressure until oil is admitted
through the nozzle holes. T42-9
Check the opening pressure on the

pressure gauge and compare with Data
T42-9 on the datasheet.
Do NOT attempt to carry out an atomi-

NOTE zation test on the slide type fuel valvs,
as this may damage the cutoff slide
and nozzle.
Cause of fault:
4265-0201-0008
If the opening pressure is higher than 4265-0201-0002C05

2013-04-24 - en
specified in T42-9, the cause may be

that a wrong type of spring is used  re-
Work Card
place the spring on the thrust spindle, if

necessary, replace the complete thrust
spindle.
3 (12)
HYUNDAI
4265-0201-0008 MAN
MANDiesel
B&W
If the opening pressure is lower than specified in T42-9, the cause may be that
the spring has sagged  replace the spring, or add a special thin disc.
NOTE Special thin discs are available as spares.
If a spring or a disc has been changed,

the pressure testing procedure of the fuel
valve must be repeated.
Sealing test and To check the needle valve seat for tight-
sliding function ness and the slide for correct closing.
Slowly increase the oil pressure to about

50 bar below the opening pressure. Main-
tain the builtup pressure by closing for
the oil supply.
Oil must not flow from the nozzle holes.

The pressure drops relatively slowly to
about 15 bar, after which it drops quickly
to 0 (the slide is pressed against the coni-
cal seat and opens for circulation oil).
Oil flows out of the leak oil outlet when the

NOTE fuel valve is full of oil.
Cause of fault:
4265-0201-0008C06
If oil flows out of the nozzle holes, the
cause is either:
• Defective spindle guide at needle seat, or a sticking spindle. Examine

and/or replace the spindle guide.
See work card 4265-0301.
• Too quick pressure drop:
 the clearances of the movable parts, both of the spindle guide and of the
nonreturn valve, are too large, or the seats between the thrust piece/
spindle in the spindle guide or thrust piece/valve slide in the nonreturn
valve are damaged.
Examine and/or replace both the spindle guide and nonreturn valve.
See work card 4265-0301 and 4265-0401.
4265-0201-0008
If a quick pressure drop from 15 to 0 bar cannot be registered:

2013-04-24 - en
• The valve slide is sticking; or

Work Card
• The vent hole in the thrust piece is blocked.
If so, disassemble and examine the spindle guide, replace if necessary.

4 (12)
HYUNDAI
MAN Diesel
MAN B&W 4265-0201-0008
Pressure test, Oring To ensure that the leak oil (circulation oil) Max. 10 bar

sealing remains in the closed system, build up a
working pressure of about max. 10 bar
until oil flows out of the leak oil outlet.
Close the leak oil outlet with a gasket

and plug screw.
Increase the working pressure to about

100 bar.
The builtup pressure of about 100 bar Max. 100 bar

should be maintained.
Cause of fault:
If oil leaks out at the union nut, the

Oring inside the fuel valve head is de-
fective, and must be replaced.
4265-0201-0008C07
Atomization test
Do NOT attempt to carry out an atomi-

NOTE zation test on slide type fuel valves, as
this may damage the cutoff slide and
nozzle.
The atomization test may damage the

valve because it makes the needle
oscillate, with a small lift at a very high
frequency. The high pressure drop
across the cutoff edge and the high
contact pressure between slide and
fuel nozzle, in combination with the 4265-0201-0003C08
poor lubricity of the test oil, increase
the risk of seizures between cutoff slide and nozzle.
4265-0201-0008
All of these conditions involve the risk of seizure between the cutoff slide and
2013-04-24 - en
the nozzle.
Work Card
5 (12)
HYUNDAI
4265-0201-0008 MAN
MANDiesel
B&W
Removing the return Close the fuel oil inlet and outlet valves,
Fuel Valve • Dismantling
oil pipe and drain the highpressure pipe and

the fuel valve.
Dismantle and remove the fuel oil

highpressure pipe.
Disconnect the return oil pipe from the

fuel valve.
Remove the nuts and spring housing.
4265-0201-0008D01
Removing the valve Remove the valve. If the valve is stick-

ing, use the fuel valve dismantling tool to
pull the fuel valve clear of the top cover.
If the valve is not to be overhauled im-

mediately, the valve should be placed T42-12
immersed in diesel oil until overhauling.
4265-0201-0008D03
4265-0201-0008
2013-04-24 - en
Work Card
6 (12)
HYUNDAI
MAN Diesel
MAN B&W 4265-0201-0008
Remember When fuel valves are overhauled, all parts should be handled carefully and be
Fuel Valve • Overhaul

kept clean.
Use only clean, nonfluffy rags for wiping purposes. Make sure to remove all
liquid or solid impurities. Whenever fuel valves are overhauled, all sealing rings
should be discarded and replaced by new, faultless sealing rings before reas-
sembly.
First Measure the length A of the protruding

part of the nozzle, and write down the
result for correct reassembling of the
valve.
A
4265-0201-0002O01
Dismantling of Fuel Remove and discard the O-rings.

Valve
Disassemble the fuel valve by screw-
ing off the two socket head cap screws
while retaining the valve in, for instance,
a bench vice provided with “soft” jaws.
Pull the valve head clear of the valve

housing.
Remove the:
• Non return valve
• Thrust spindle parts
• Thrust piece
• Spindle guide and fuel nozzle
from the valve housing.

4265-0201-0008
Remove and discard all the Orings.

2013-04-24 - en
Work Card
4265-0201-0008O02
7 (12)
HYUNDAI
4265-0201-0008 MAN
MANDiesel
B&W
Test and examine fuel Carefully clean and examine all surfaces A
valve parts of the: T42-1

1
• Fuel valve housing
• Fuel valve head
• Non-return valve housing
If necessary, grind the seating surfaces

by means of a finegrain abrasive (such
as Carborundum No. 500).
A
The grinding mandrels supplied are only
purposed for:
• The fuel valve housing bottom.
• The underside of the fuel valve

lead.
• The top of the non-return valve.
This grinding must only be carried out

manually.
After the grinding, wash the parts in gas

oil and blow clean by means of com-
pressed air to remove any remains of the
grinding compound.
In the event of more serious damage to

the seating surface for the highpressure
pipe in the valve head, the milling tool
can be used.
Normally, the milling tool is turned by

hand, but it may be fitted in the chuck of
a columntype drilling machine provided
that the number of revolutions is kept
at a minimum (not exceeding approx.
100 r/min). An ample supply of cutting
emulsion must be used.
Take care not to exceed the maximum

NOTE
4265-0201-0008
diameter of the seat, see Data.

2013-04-24 - en
Work Card
4265-0201-0008O03
8 (12)
HYUNDAI
MAN Diesel
MAN B&W 4265-0201-0008
Spindle guide The complete spindle guide, including

the fuel nozzle, should be sent to an
authorised MAN Diesel & Turbo repair
shop for overhaul. If this is not pos-
sible, the spindle guide may be over-
hauled on board.
Do not attempt to remove the fuel noz-

NOTE zle from the spindle guide unless the
spindle guide has been dismantled.
Otherwise the cutoff slide on the spin- 4265-0201-0003O06
dle may be damaged.
Non-return valve The nonreturn valve should be sent

to an authorised MAN Diesel & Turbo
repair shop for overhaul. If this is not
possible, the nonreturn valve may be
overhauled on board.
4265-0201-0008O05
Spindle guide into the Mount the complete spindle guide,

fuel valve housing including the fuel nozzle, in the fuel
valve housing.
Carefully slide the spindle guide down

into the valve holder, and turn the noz-
zle until the spindle guide engages
correctly with the guide pin. Check
A
that distance A corresponds to the

measurement taken before the valve
4265-0201-0008
was disassembled.
4265-0201-0002O08
2013-04-24 - en
Work Card
Make sure that the fuel nozzle and spindle guide engage correctly with the
NOTE guide pin in the fuel valve housing. This can be ascertained by attempting to
turn the nozzle after mounting. It must not be possible to turn the nozzle.
9 (12)
HYUNDAI
4265-0201-0008 MAN
MANDiesel
B&W
Mount • the thrust piece

• the parts of the spring and the

spring guide
• the nonreturn valve
in the fuel valve housing.
Mount a new Oring in the uppermost

groove of the fuel valve housing.
Lubricate the thread of the valve head

with molybdenum disulphide (MoS2).
Mount the valve head with new Orings.
4265-0201-0008O02
Make sure Make sure that the guide pin between

valve housing and valve head is intact,
and press the valve head down into the
valve housing.
See that the guide pin between valve T42-17

housing and valve head engages cor-
rectly so as to prevent relative turning of
the parts.
4265-0201-0008
Mount the screws.

2013-04-24 - en
Tighten as stated in Data. MoS2 4265-0201-0008O09

Work Card
10 (12)
HYUNDAI
MAN Diesel
MAN B&W 4265-0201-0008
First Before mounting the fuel valve,
Fuel Valve • Mounting

thoroughly clean the valve bore in the
cylinder cover and check the seating in
the bore for marks which, if any, must
be eliminated. (For reconditioning of the
valve bores in the cylinder cover, see
work card 2265-0301. MoS2
T42-12
If not already done, mount new Orings
on the fuel valve. Lubricate the valve with
molybdenum Disulphide (MoS2).
4265-0201-0008M01
Mount the valve Mount the valve in position in the cylin-

der cover. O
Mount the spring housings and the nuts.
Tighten the nuts until the top face of the
pressure disc is fl ush with the top face
of the spring housing. This must be done
with great care, as the spring tension
in the housing determines the correct T42-13
tightening of the fuel valve to the cylinder
cover as well as the correct compression
of the fuel valve.
4265-0201-0008M02
4265-0201-0008
2013-04-24 - en
Work Card
11 (12)
HYUNDAI
4265-0201-0008 MAN
MANDiesel
B&W
Lubricate the thread Lubricate the thread on the union nipple

Fuel Valve • Mounting
on the union nipple of the fuel oil pipe with a heat resistant
anti seize grease before mounting.
It is recommended to overhaul the fuel

NOTE oil highpressure pipe before mounting.
As a minimum, the distance between

the fuel oil pipe ends and the thrust
bushings must be checked and, if nec-
essary, adjusted.
4265-0201-0008M03
Mount the overhauled fuel oil
highpressure pipe and the return oil pipe.
Reconnect the return oil pipe to the fuel valve.
Turn on the fuel oil supply.
All fuel valves must be functiontested before being mounted in the cylinder
cover, see Checking.
NOTE
4265-0201-0008
2013-04-24 - en
Work Card
12 (12)
HYUNDAI
MAN B&W
MAN B&W 4265-0300-0001
Safety Precautions
Fuel Valve Spindle Guide, Data

Data
T42-15 Nozzle spray hole cleaning tool table
A: Nozzle spray hole - B: Cleaning drill - C:
- - -
Test pin
- A: 0.45 - B: 0.40 - C: 0.49 - -
- A: 0.50 - B: 0.45 - C: 0.54 - -
- A: 0.55 - B: 0.50 - C: 0.59 - -
- A: 0.60 - B: 0.55 - C: 0.64 - -
- A: 0.65 - B: 0.60 - C: 0.69 - -
- A: 0.70 - B: 0.65 - C: 0.74 - -
- A: 0.75 - B: 0.70- C: 0.79 - -
- A: 0.80 - B: 0.75 - C: 0.84 - -
- A: 0.85 - B: 0.80 - C: 0.89 - -
- A: 0.90 - B: 0.85 - C: 0.94 - -
- A: 0.95 - B: 0.90 - C: 0.99 - -
- A: 1.00 - B: 0.95 - C: 1.04 - -
- A: 1.05 - B: 1.00 - C: 1.09 - -
- A: 1.10 - B: 1.05 - C: 1.14 - -
- A: 1.15 - B: 1.10 - C: 1.20 - -
- A: 1.20 - B: 1.15 - C: 1.24 - -
- A: 1.25 - B: 1.20 - C: 1.30 - -
- A: 1.30 - B: 1.25 - C: 1.34 - -
- A: 1.35 - B: 1.30 - C: 1.39 - -
- A: 1.40 - B: 1.35 - C: 1.44 - -
- A: 1.45 - B: 1.40 - C: 1.49 - -
- A: 1.50 - B: 1.45 - C: 1.54 - -
- A: 1.55 - B: 1.50 - C: 1.59 - -
- A: 1.60 - B: 1.55 - C: 1.65 - -
- A: 1.65 - B: 1.60 - C: 1.70 - -
- A: 1.70 - B: 1.65 - C: 1.74 - -
- A: 1.75 - B: 1.70 - C: 1.80 - -
- A: 1.80 - B: 1.75 - C: 1.85 - -
- A: 1.85 - B: 1.80 - C: 1.89 - -
- A: 1.90 - B: 1.85 - C: 1.94 - -
- A: 1.95 - B: 1.90 - C: 1.99 - -
- A: 2.00 - B: 1.95 - C: 2.05 - -
- A: 2.05 - B: 2.00 - C: 2.09 - -
- A: 2.10 - B: 2.05 - C: 2.14 - -
2013-03-11 - en
4265-0300-0001
- A: 2.15 - B: 2.10 - C: 2.19 - -

- A: 2.20 - B: 2.15 - C: 2.24 - -
Work Card
- A: 2.25 - B: 2.20 - C: 2.29 - -
1 (2)
HYUNDAI
4265-0300-0001 MAN B&W
MAN B&W
Fuel Valve Spindle Guide, Data
Tools
Plate Item No. Description
4270-0210 - Fuel valve nozzle tools
2013-03-11 - en
4265-0300-0001
Work Card
2 (2)
HYUNDAI
MAN B&W
MAN Diesel 4265-0301-0001
Cleaning “Outside”
Fuel Valve Spindle Guide • Overhaul

Clean the outside of the spindle guide in pure gas oil or similar. The individual
parts of the spindle guide are not interchangeable, therefore only one guide is
to be disassembled at a time.
The spindle guide, thrust piece and spindle are matched parts and may not be
NOTE replaced individually.
Disassemble the Place the spindle guide in a bench vice

spindle guide provided with “soft” jaws, and use the
brass mandrel as shown to disassemble
the spindle guide.
4265-0301-0001O02
4265-0301-0001
2008-12-15 - en
Work Card
1 (7)
HYUNDAI
4265-0301-0001 MANDiesel
MAN B&W
Pull the fuel nozzle off Mount the pulling tool around the fuel nozzle on the spindle guide. Turn the nut
the spindle guide to pull the fuel nozzle off the spindle guide.
The pulling tool is not standard for all engines, but may be delivered as an op-
NOTE tional extra.
Alternative If no pulling tool is available, the fuel

nozzle can be dismantled from the spin-
dle guide using two screwdrivers.
Place the screwdrivers opposite each

other in the small gap between the fuel
nozzle and the spindle guide and very
carefully force the fuel nozzle off the
spindle guide.
4265-0301-0001O04
4265-0301-0001
2008-12-15 - en
Work Card
2 (7)
HYUNDAI
MAN B&W
MAN Diesel 4265-0301-0001
Check and examine Clean all the parts of the spindle

all parts guide in gas oil and wipe dry with a
clean piece of cloth.
Clean all parts again in gas oil or ‘Elec-

trocleaner’ and wipe dry with a clean
piece of cloth.
Place all the parts on a clean, soft,

lint-free cloth and examine them through
an 8-10 times magnification magnifying
glass and an inspection lamp.
During the examination, pay special at-

tention to the seating surfaces and slid-
ing surfaces of the parts.
4265-0301-0001O05
Preparation for Remove any deposits or very fine

polishing scratches by placing the spindle, thrust
piece or spindle guide respectively in
a lathe, as shown, and polishing with
a very fine conventional polishing linen
‘grade 360’.
Use also a little oil for the polishing (a

coarser polishing linen must absolutely
not be used).
The sliding surface of the cut-off slide

NOTE may only be polished VERY carefully.
The sliding surface must not be dam-
aged.
4265-0301-0001O06
4265-0301-0001
After polishing, clean the parts again and re-check the seat on thrust piece/
2008-12-15 - en
spindle, the seat on slide valve/spindle, and the seat on spindle/guide. Use an
inspection lamp and an 8-10 times enlargement magnifying glass.
Work Card
If the seats are not in order, i.e. if there are pressing-in marks or similar on the
seats, the complete spindle guide must be discarded.
3 (7)
HYUNDAI
4265-0301-0001 MAN B&W
Fuel nozzle cleaning Clean any carbon deposits from the

central bore of the fuel nozzle by means

of the special brass brush. Clean the
fuel nozzle with gas oil and wipe dry
with a clean cloth.
4265-0301-0001O07
Find the correct Read the nominal hole size on the cy-
matching test pin in lindrical part of the nozzle, as shown in
the data sheet table the figure. The hole size is given in 1/100
1 2 3 4
mm. Depending on the engine model,
there can be one or more different
sizes of the holes. Find the correct drill
size and matching test pin in the table,
T42-15, on the data sheet, via the nomi-
nal hole size.
xxxxxx-x*xxx-xxx
4265-0301-0001O08
4265-0301-0001
2008-12-15 - en
Work Card
4 (7)
HYUNDAI
MAN B&W
MAN Diesel 4265-0301-0001
Spray holes Clean the spray holes, using gas oil and

the special drills supplied.
During this operation be very careful not

NOTE to push the drill too far to avoid scratch-
ing the snug-fit surface on the inside of
the fuel nozzle.
4265-0301-0001O09
Then test the spray holes with the test
pin. If the test pin is able to enter just
one of the holes, the fuel nozzle must be
discarded.
This also applies to nozzles with oval holes (can be ascertained with a magnify-
ing glass).
Check the fuel nozzle before mounting on the spindle guide, the cut-off slide
must be able to move freely inside the nozzle.
It is recommended that the fuel nozzle is changed whenever the spindle guide
NOTE is being overhauled or at the maximum running hours given in the maintenance
and checking schedule 0760-0301.
Spindle and the thrust Lubricate the spindle and the thrust piece with the cut-off slide with a little Mo-
piece lybdenum Disulphide (MoS2).
4265-0301-0001
2008-12-15 - en
Work Card
5 (7)
HYUNDAI
4265-0301-0001 MANDiesel
MAN B&W
Thrust piece, spindle Assemble the thrust piece, the spindle

and the spindle guide and the spindle guide and carefully
knock the parts together using a soft
hammer.
4265-0301-0001O11
Free spindle Shake the spindle guide back and forth.

movement The spindle with the cut-off slide must
be able to slide freely back and forth
inside the spindle guide, with a ‘clicking’
sound.
4265-0301-0001
2008-12-15 - en
4265-0301-0001O12
Work Card
6 (7)
HYUNDAI
MAN B&W
MAN Diesel 4265-0301-0001
Mounting of nozzle Lubricate the sliding surfaces of

the nozzle and the spindle with a little
Molybdenum Disulphide (MoS2).
Mount the nozzle on the spindle guide.
Place the parts on the plane of a drilling

machine or hydraulic press and posi-
tion the mounting tool over the parts.
Make sure that all the parts are perfectly
aligned.
Press the nozzle on to the spindle guide.
The mounting tools are not standard for

NOTE all engines but may be delivered as op-
tional extras.
4265-0301-0001O13
If no mounting tools are available, the nozzle can be mounted on the spindle
guide using a short piece of pipe.
Place the pipe around the nozzle, so that the lower end of the pipe rests on the
‘foot’ of the fuel nozzle. Then press the parts together the same way as when
using the mounting tools.
Check that the spindle inside the spindle guide is able to move freely as in step
10.
Remember! If the spindle guide is not to be mounted in a fuel valve immediately after the
overhaul, cover all openings of the spindle guide with plastic to prevent dirt
from entering the spindle guide during storage.
4265-0301-0001
2008-12-15 - en
Work Card
7 (7)
HYUNDAI
MAN B&W
MAN B&W 4265-0400-0001

Precautions
Non-Return Valve for Fuel Valve, Data

see 0545-0100
O Shut off air supply to exhaust valve - Only when stopped lubricating oil pumps
O Shut off cooling water
O Shut off fuel oil
O Lock the turbocharger rotors
Data
- Table is empty on purpose. No Data needed. - -
2013-02-20 - en
4265-0400-0001
Work Card
1 (2)
HYUNDAI
4265-0400-0001 MAN B&W
MAN B&W
Non-Return Valve for Fuel Valve, Data
Tools
4270-0010 153 Flange for dismantling non-return valve
4270-0230 - Fuel valve inspection tool
2013-02-20 - en
4265-0400-0001
Work Card
2 (2)
HYUNDAI
MAN B&W 4265-0401-0003
Extreme care and accuracy should be exercised when carrying out this
NOTE
Non-return valve for Fuel Valve • Overhaul

operation.
Cleaning “outside” Clean the outside of the non-return

valve with pure gas oil. The individual
parts are not interchangeable, therefore
only one guide is to be disassembled at
a time.
E
Except t ffor th
the slide
lid valve
l spring,
i defec-
d f
NOTE tive parts cannot be replaced individu-
ally by new ones.
Place the non-return valve as shown in

cleaning “outside” in a bench vice pro-
vided with “soft” jaws, and disassemble
the non-return valve, using the disas-
sembling tool and a hammer as shown.
4265-0401-0003O01
Cleaning “inside” Clean all the parts for the spindle guide A
in gas oil and wipe them dry with a
clean piece of cloth.
B C D
Finally, clean in either gas oil, kerosene
or ‘Electrocleaner’, and wipe the parts
dry with a clean piece of cloth.
4265-0104-0003O02
4265-0401-0003
2010-04-21 - en
Work Card
1 (3)
HYUNDAI
4265-0401-0003 MAN B&W
Inspection after Now place the parts on clean, lint-free

cleaning rags and examine with an 8-10 times

enlargement magnifying glass, and an
inspection lamp with magnifying glass
as shown in the drawing.
4265-0104-0003O03
Examine the slide faces of movable

parts for coating. The fit between the
vent slide and the housing will be too
tight if there is a coating.
Fix the vent slide and, subsequently, the

housing in a lathe as shown in the draw-
ing and remove the coating by means
of very fine conventional polishing linen
‘grade 360’.
Also a little oil should be used (a coarser

polishing linen must absolutely not be
used).
4265-0401-0001O04
Sealing surface grind- Check the outside sealing face on the

ing. thrust piece .
If necessary, grind the seating surfac-

es by means of the grinding mandrel,
found on tool panel 909, and a fine-
grain abrasive (such as Carborundum
No. 500).
4265-0401-0003
2010-04-21 - en
Work Card
4265-0104-0003O06
2 (3)
HYUNDAI
MAN B&W 4265-0401-0003
Inside checking Check the spring for the thrust piece for

outside wear marks. If defective, it
should be exchanged.
Check the seat on the thrust piece and

the vent slide, and the seat on vent
slide/housing. Use an inspection lamp
and an 8-10 times enlargement magni-
fying glass.
Check that the circulation oil hole is

clean. 4265-0401-0002O05
If the seats are not in order, i.e. if there

are pressing-in marks or similar on
the seats, the complete spindle guide
must be discarded.
Assembly Mount the non-return valve as follow:
• Lubricate all movable parts with

molybdenum disulphide (MoS2).
• Place the loosely-assembled

non-return valve on the plane of a
drilling machine, with the tool po-
sitioned as shown in the drawing.
Use a short piece of pipe to place
the valve in.
• Make sure that the thrust piece

and the other parts are perfectly
aligned and that the thrust piece is
guided in the vent slide.
• Press the handle until the housing

and thrust piece meet.
4265-0104-0003O07
4265-0401-0003
2010-04-21 - en
If the non-return valve is not to be mounted in a fuel valve immediately after the
NOTE overhaul, cover all openings of the non-return valve with plastic to prevent dirt
Work Card
from entering the valve during storage.
3 (3)
HYUNDAI
MAN B&W
MAN B&W 4265-0500-0006

Precautions
Fuel Oil Pressure Booster, Data

see 0545-0100
O Shut off fuel oil
Data
T42-20 Booster housing nuts, tightening torque 380 Nm
T42-21 Booster complete 90 kg
T42-22 Booster housing 40 kg
T42-23 Hydraulic plunger 6
9 kg
2013-03-11 - en
4265-0500-0006
Work Card
1 (2)
HYUNDAI
4265-0500-0006 MAN B&W
MAN B&W
Fuel Oil Pressure Booster, Data
Tools
4270-0010 82 Lifting tool for hydraulic plunger
2013-03-11 - en
4265-0500-0006
Work Card
2 (2)
HYUNDAI
MAN Diesel
MAN B&W 4265-0501-0011
Hydraulic power supply
Fuel Oil Pressure Booster • Dismantling

Close the hydraulic power supply on the hydraulic cylinder unit.
See Workcard 4565-06.
Fuel oil inlet valve Close the fuel oil inlet valve.
Remove the fuel oil inlet pipe.
Remove all drain pipes connected

to the fuel oil pressure booster.
4265-0501-0011D01
Great care must be taken to ensure that the area around the workplace is clean
NOTE before and during any dismantling of the hydraulic system.
Fuel oil high-pressue Remove the fuel oil high-pressure

pipes pipes.
4265-0501-0011
2011-08-31 - en
Work Card
4265-0501-0008D03
1 (11)
HYUNDAI
4265-0501-0011 MAN
MANDiesel
B&W
Remove the nuts Loosen and remove the nuts.

4265-0501-0008D04
Fuel oil pressure Mount two eyebolts on top of the

booster fuel oil pressure booster.
Carefully lift the fuel oil pressure

booster clear of the hydraulic block
and the fuel oil pressure booster
studs.
T42-21
Cover the hole in the hydraulic
block, to keep the hydraulic high
pressure system clean.
4265-0501-0011
4265-0501-0008D05
2011-08-31 - en
Work Card
2 (11)
HYUNDAI
MAN Diesel
MAN B&W 4265-0501-0011
Wooden support Land the fuel oil pressure booster

on a wooden support.
4265-0501-0008D06
4265-0501-0011
2011-08-31 - en
Work Card
3 (11)
HYUNDAI
4265-0501-0011 MAN B&W
Booster top cover Place the fuel oil pressure booster

Fuel Oil Pressure Booster • Overhaul
on a wooden support.
Remove the booster top cover, see

Workcard 4265-06.
4265-0501-0008O01
Hydraulic plunger Mount the lifting tool in the top of

the hydraulic plunger.
Lift up the plunger.
T42-22
T42-23
4265-0501-0011
2011-08-31 - en
Work Card
4265-0501-0008O02
4 (11)
HYUNDAI
MAN B&W 4265-0501-0011
Throttle valve Unscrew the plug screw for the

throttle valve. Screw out the throt-
tle valve, clean the valve in gas oil
and blow through with com-
pressed air.
4265-0501-0008O03
Booster housing Clean the booster housing and the

hydraulic plunger with kerosene or
gas oil.
Place the booster housing on one

side.
Remove the two sealing rings from

the cylindrical part of the booster
housing and the sealing ring from
the bottom. Discard the sealing
rings.
Carefully clean the bottom of the

booster housing.
Inspect the hydraulic cylinder sur-

face and the hydraulic piston for
wear and seizures. 4265-0501-0001O04
New sealing rings Mount new sealing rings in the hy-

draulic cylinder.
For correct mounting, see the

sketch.
Turn the booster housing to an up-

right position and place it on a clean
piece of oil paper.
4265-0501-0011
2011-08-31 - en
Work Card
4265-0501-0008O05
5 (11)
HYUNDAI
4265-0501-0011 MAN B&W
Hydraulic piston Lubricate the cylinder (lower part)

and the hydraulic piston with proac-

tive oil.
Mount the hydraulic piston.
All parts of the hydraulic high pres-

sure system must be kept absolutely
clean and free of impurities.
NOTE MOS 2
In this case, pay particular attention
to the hydraulic piston and the lower
part of the booster housing.
Mount the throttle valve and the plug

screw.
MOS 2
4265-0501-0008O06
Booster top cover Mount the booster top cover and tight-
en the top cover screws. See Workcard
4265-0601.
4265-0501-0011
2011-08-31 - en
Work Card
4265-0501-0008O07
6 (11)
HYUNDAI
MAN B&W 4265-0501-0011
If the booster is If the booster is stored before use, cover all openings with plastic and apply

stored before use preservation oil to all machined surfaces to prevent corrosion.
4265-0501-0011
2011-08-31 - en
Work Card
7 (11)
HYUNDAI
4265-0501-0011 MAN B&W
NOTE
Fuel Oil Pressure Booster • Mounting
before and during assembly of the hydraulic system.
Preparing for If the fuel oil pressure booster has

mounting been preserved for storage, remove
all preservation and plastic covers.
Mount the lifting tool in the top of

the fuel oil pressure booster.
Lift up the fuel oil pressure booster, T42-21

and check if the bottom surface is
clean and free of impurities.
Mount new sealing rings if not al-

ready done.
4265-0501-0008M01
4265-0501-0011
2011-08-31 - en
Work Card
8 (11)
HYUNDAI
MAN B&W 4265-0501-0011
Hydraulic block Check that the face on the

hydraulic block is completely
clean.
4265-0501-0008M02
Fuel oil pressure Land the fuel oil pressure booster on

booster the hydraulic block.
Remove the lifting eye bolts.
4265-0501-0011
2011-08-31 - en
Work Card
4265-0501-0008M03
9 (11)
HYUNDAI
4265-0501-0011 MAN B&W
Tighten the nuts Tighten the nuts in a diagonal

3 2
secuence to the specified tighten-

ing torque.
1 4
T42-20
4265-0501-0008M04
Mount the pipes Mount and tighten all drain pipes

to the fuel oil pressure booster.
Mount the fuel oil inlet pipe.
Mount the fuel oil high pressure

pipes, see Workcard 4265-0101.
4265-0501-0008M05
4265-0501-0011
2011-08-31 - en
Work Card
10 (11)
HYUNDAI
MAN B&W 4265-0501-0011
Valve 420/421 Open valve 420 and close

valve 421 on the hydraulic block.
Open the hydraulic pressure sup-
ply, see Workcard 4565-0601.
4265-0501-0011M06
4265-0501-0011
2011-08-31 - en
Work Card
11 (11)
HYUNDAI
MAN B&W
MAN B&W 4265-0600-0001
4265-0600-0006

Precautions
Fuel Oil Pressure Booster Top Cover, Data

see 0545-0100
O Shut off fuel oil
Data
T42-20 Booster housing nuts, tightening torque 380 Nm
T42-28 Fuel outlet seat, max.grinding diameter 25 mm
T42-29 Booster top cover 40 kg
T42-30 Fuel plunger 3 kg
Tools
4270-0010 104 Milling tool for fuel oil pipe seat
4270-0010 320 Plunger locking tool
4270-0900 Mounting tools - top cover seals
4270-0200 Torque spanners
7670-0300 127 Lifting eye bolt(M12)
2013-02-20 - en
4265- 0600- 0006

4265-0600-0001
Work Card
1 (1)
HYUNDAI
MAN B&W 4265-0601-0010
Close the fuel oil inlet valve
Fuel Oil Pressure Booster Top Cover • Dismantling

Close the hydraulic power supply
on the hydraulic cylinder unit,
see Work card 4565-0601.
Check that the hydraulic cylinder

unit is pressure free.
4265-0501-0011D01
Remove the pipes Remove the fuel oil high pressure

pipes.
See Work card 4265-0101.
Remove the drain oil pipe from the

top cover.
4265-0601-0010
2013-03-05 - en
4265-0501-0008D03
Work Card
1 (12)
HYUNDAI
4265-0601-0010 MAN B&W
Remove the nuts Loosen and remove nuts from

fuel oil booster studs.
4265-0501-0008D04
Centre plug screw Unscrew the centre plug screw with

lefthanded thread and remove the
small disc.
Mount the retaining tool for the fuel

plunger.
Unscrew the four hexagon head

screws.
Use the two long screws as disman-

tling screws, in the holes of the two
short screws.
4265-0601-0007D04
4265-0601-0010
2013-03-05 - en
Work Card
2 (12)
HYUNDAI
MAN B&W 4265-0601-0010
Eyebolts Mount two eyebolts in the holes

marked »lift«.
4265-0601-0007D05
Top cover Carefully lift up the top cover

assembly, and land it on a wooden
support.
T42-29
4265-0601-0010
2013-03-05 - en
Work Card
4265-0601-0007D06
3 (12)
HYUNDAI
4265-0601-0010 MAN B&W
Top cover assembly Land the top cover assembly on

Fuel Oil Pressure Booster Top Cover • Overhaul
a wooden support.
T42-29
Unscrew and remove the retaining
tool for the fuel plunger.
Carefully lift the booster top cover

clear of the plunger.
Remove and discard the sealing

rings.
T42-30
4265-0601-0007O01
Suction valve Remove the lifting eyebolts from

the top cover.
Unscrew and remove the suction

valve from the top cover.
See Work card 4265-0701.
4265-0601-0007O02
4265-0601-0010
2013-03-05 - en
Work Card
4 (12)
HYUNDAI
MAN B&W 4265-0601-0010
Cleaning the top cover Carefully clean and examine T42-28

the top cover.
Reconditioning of the seatings

for the highpressure pipes is
carried out by milling according
to the following procedure:
Grease
Fill the oil ducts in the top cover
with Vaseline or heavy grease.
During the work the miller is

guided by the guide screwed into
the thread for the highpressure
pipe.
Turn the miller by means of, e.g.

a tap wrench, while tightening
the guide screw lightly to provide
a suitable pressure between
miller and seat.
During the milling, add drilling oil

emulsion liberally. 4265-0601-0007O03
For the max. milling/grinding diameter of the seat, see Data T42-28.
After milling After completing the milling, blow

out the Vaseline/grease from the oil
ducts by means of compressed air.
Always use eye protection when

WARNING working with compressed air.
Clean the top cover with gas oil, and

blow dry with compressed air.
Unscrew the orifice plug for return 4265-0601-0001O04

oil. Clean the plug and remount it.
4265-0601-0010
2013-03-05 - en
Work Card
5 (12)
HYUNDAI
4265-0601-0010 MAN B&W
Fuel plunger Place the top cover on one side

and clean the bore for the fuel
plunger in clean kerosene. Inspect
the bore and plunger.
For evaluation of the fuel plunger/

top cover assembly, see Description
6345-0320.
Mount the suction valve, see Work

card 4265-0701.
4265-0601-0007O05
The top cover and fuel plunger are
matched parts and must only be
renewed as a set.
Sealing rings Before fitting new sealing rings on the

top cover, heat them to 100°C for at
least five minutes.
NOTE Take care not to exceed the temperature

limit.
4265-0601-0001O06
4265-0601-0010
2013-03-05 - en
Work Card
6 (12)
HYUNDAI
MAN B&W 4265-0601-0010
Spacer ring tap Remove the cone from the top

cover and place the spacer ring
tap in the hole for the plunger.
Place the cone on the top cover

and on the spacer ring.
Mount the sealing ring in the low-

ermost groove by use of the push-
ing tool.
Remove the cone and the spacer

ring.
4265-0601-0007O07
Compress the sealing Compress the sealing ring with the

ring compression tool.
4265-0601-0007O09
4265-0601-0010
2013-03-05 - en
Work Card
7 (12)
HYUNDAI
4265-0601-0010 MAN B&W
Top cover Turn the top cover to an upright

position. Place the retaining tool for the

fuel plunger in the centre hole and
mount the lifting eyebolts.
Place the plunger on a plane surface.
Apply a little clean grease to the inner

hole in the top cover and a thin layer to
the plunger.
Carefully lower the top cover onto the

fuel plunger, until the top cover rests on
the plunger.
Screw the retaining tool into the fuel

plunger, to lock the plunger in position.
Grease
4265-0601-0007O10
4265-0601-0010
2013-03-05 - en
Work Card
8 (12)
HYUNDAI
MAN B&W 4265-0601-0010
Eyebolts Mount the lifting eyebolts on the
Fuel Oil Pressure Booster Top Cover • Mounting

new or overhauled top cover assem-
bly.
Lift the top cover assembly and ap- T42-29

ply grease to the new sealing rings.
Check that the face on the fuel oil

pressure booster housing and the
inside cylindrical part are clean and
free of fuel oil.
Grease
4265-0601-0007M01
4265-0601-0010
2013-03-05 - en
Work Card
9 (12)
HYUNDAI
4265-0601-0010 MAN B&W
Landing the top cover Carefully land the top cover on

the fuel oil pressure booster.
Check that the guide pin in the top

cover is entering the hole in the
fuel oil pressure booster housing
for correct positioning.
4265-0601-0007M02
Eyebolts and retaining Remove the lifting eyeboltsl from the

tool top cover.
Unscrew and remove the retaining tool

for the fuel plunger.
4265-0601-0010
4265-0601-0007M03
2013-03-05 - en
Work Card
10 (12)
HYUNDAI
MAN B&W 4265-0601-0010
Tighten the nuts Tighten the nuts in a diagonal

3 2

sequence to the specified torque,
see Data T42-20.
1 4
T42-20
4265-0501-0008M04
Fuel oil high-pressure Mount the small disc in the centre

pipes hole.
Mount and tighten the centre plug

with the lefthanded thread.
Mount the fuel oil highpressure

pipes, see Work card 4265-0101.
Mount the return oil pipe.

4265-0601-0010
2013-03-05 - en
4265-0601-0007M05
Work Card
11 (12)
HYUNDAI
4265-0601-0010 MAN B&W
Drain and fuel oil inlet Open the hydraulic power

valve supply, to the hydraulic cylinder

unit. See Work card 4565-0601.
Close the oil drain.
Open the fuel oil inlet valve.
4265-0501-0011M06
4265-0601-0010
2013-03-05 - en
Work Card
12 (12)
HYUNDAI
MAN B&W
MAN B&W 4265-0700-0001

Precautions
Fuel Oil Pressure Booster Suction Valve, Data

see 0545-0100
O Shut off fuel oil
Data
T42-33 Fuel suction valve, tightening torque 250 Nm
2013-02-20 - en
4265-0700-0001
Work Card
1 (2)
HYUNDAI
4265-0700-0001 MAN B&W
MAN B&W
Fuel Oil Pressure Booster Suction Valve, Data
Tools
2013-02-20 - en
4265-0700-0001
Work Card
2 (2)
HYUNDAI
MAN B&W 4265-0701-0007
Hydraulic Power Supply
Fuel Oil Pressure Booster Suction Valve • Dismantling

Close the hydraulic oil supply
on the hydraulic cylinder unit.
Close the fuel oil supply for the fuel

oil pressure booster.
4265-0501-0011D01
Suction valve Unscrew the union nut for the suc-

tion valve, remove and discard the
Oring.
Pull out the suction valve.
If the suction valve sticks in the

housing, fit a standard M16 nut on
the protruding part and pull out
the valve.
4265-0701-0007
2009-02-27 - en
Work Card
4265-0701-0001D02
1 (5)
HYUNDAI
4265-0701-0007 MAN B&W
Dismantle the suction Set up the fuel suction valve in a

Fuel Oil Pressure Booster Suction Valve • Overhaul
valve bench vice with “soft” jaws and press

down the spring by means of the
cone to release the valve spindle from
the twopart conical ring.
Clean the parts thoroughly in clean

diesel oil and carefully dry.
4265-0701-0001O01
Valve spindle seat Inspect the seat on the valve spin-

dle and the seat on the valve hous-
ing for damage.
If the seats are worn or damaged, a

new suction valve must be fitted.
It is not recommended to recondi-

tion the valve by lapping. Lapping
will damage the seat geometry and
lead to very limited running time for
the valve.
4265-0701-0001O02
4265-0701-0007
2009-02-27 - en
Work Card
2 (5)
HYUNDAI
MAN B&W 4265-0701-0007
Tightening of the seat After cleaning and inspecting all
Fuel Oil Pressure Booster Suction Valve • Overhaul

the parts, lubricate these with mo-
lybdenum disulphide (MoS2) and as-
semble the suction valve. 5 Min
Check the seats for tightness by fill-

ing the inlet hole with diesel oil and
waiting 5 minutes. No oil may pass
through the seats.
Gas Oil
4265-0701-0001O03
In case of storage If the suction valve is not to be mounted on the engine immediately after the
overhaul, cover all openings of the valve with plastic to prevent dirt from enter-
ing the valve during storage.
4265-0701-0007
2009-02-27 - en
Work Card
3 (5)
HYUNDAI
4265-0701-0007 MAN B&W
Clean suction valve Check that the face for the

Fuel Oil Pressure Booster Suction Valve • Mounting
suction valve is clean.
Mount the overhauled or new

suction valve.
4265-0701-0001M01
O-ring Mount a new Oring on the union

nut.
Lubricate the Oring and the

thread on the union nut with
molybdenum disulphide (MoS2)
grease.
T42-33
Mount and tighten the nut to the
specified torque. See Data.
4265-0701-0001M02
4265-0701-0007
2009-02-27 - en
Work Card
4 (5)
HYUNDAI
MAN B&W 4265-0701-0007
Fuel oil valve Open the hydraulic power
Fuel Oil Pressure Booster Suction Valve • Mounting

supply on the HCU.
Open the fuel oil valve.
4265-0501-0011M06
4265-0701-0007
2009-02-27 - en
Work Card
5 (5)
HYUNDAI
MAN B&W 4265-1800-0001
Safety o Stopped engine
Fuel Oil, Data

precautions o Shut off starting air supply – At starting air receiver
for detailed sketch
o Block the main starting valve
see 0545-0100
o Shut off starting air distributor/distributing system supply
o Shut off safety air supply – Not ME-engines
o Shut off control air supply
o Shut off air supply to exhaust valve – Only with stopped lubricating oil pumps
o Engage turning gear
o Shut off cooling water
o Shut off fuel oil
o Stop lubricating oil supply
o Lock the turbocharger rotors
Data Ref. Description Value Unit

T42-78 Maximum water content fuel oil 0.5 %
4265-1800-0001
Data
1 (2)
HYUNDAI
4265-1800-0001 MAN B&W
of this chapter or in the chapters indicated by the frst two digits in the plate num-
Fue l O i l , Data
Too
oolls Plate Item No. Description
- - Table is empty on purpose, No special tools needed.
4265-1800-0001
Work Card
2 (2)
HYUNDAI
MAN B&W 4265-1801-0001
Fuel oil checking The fuel oil is to be checked for water content weekly.
Fuel Oil • Checking

In addition to this we recommend that samples of each bunker lot and the doc-
uments recieved together with the bunker oil is kept onboard.
Detailed description of fuel specifications, samples and fuel oil treatment can
be seen in description 4245-0100, Fuel Oil.
4265-1801-0001
2013-03-05 - en
Work Card
1 (1)
2011-12-20 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Fuel System Panel Tools

4270-0010-0020
1 (2)
4270-0010-0020
HYUNDAI
4270-0010-0020 MANB&W
MAN B&W
Item no Qty Designation

Fuel System Panel Tools
010 - Panel for tools

021 - Name plate
082 - Lifting tool for hydraulic plunger
094 - Milling tool for fuel oil pipe
104 - Milling tool for fuel oil pipe seat
126 - Crowfoot wrench head
128 - Crowfoot wrench head
153 - Flange for dismantling for non return valve
164 - Grinding mandrel for valve head
177 - Grinding mandrel for thread spindel
189 - Grinding mandrel for holder, outside
190 - Grinding mandrel for holder, inside
250 - Drift for spindle guide
297 - Assembling tools
320 - Locking device
332 - Flushing valve
4270-0010-0020
2011-12-20 - en
Plate
2 (2)
2010-09-07 - en
MAN
MANDiesel
B&W
HYUNDAI
Plate Fuel Valve Nozzle Tools

4270-0210-0002
1 (2)
4270-0210-0002
HYUNDAI
4270-0210-0002 MAN B&W
MAN Diesel

Fuel Valve Nozzle Tools
018 - Tool box

020 - Extractor for atomizer
031 - Drift for atomizer
043 - Cleaning brush
067 - Instruction plate
209 - Cleaning tool for fuel nozzle, complete
4270-0210-0002
2010-09-07 - en
Plate
2 (2)
2011-08-18 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Fuel Valve Nozzle Tools

4270-0210-0003
1 (2)
4270-0210-0003
HYUNDAI
4270-0210-0003 MANB&W
MAN B&W

Fuel Valve Nozzle Tools
043 - Twist drill for parallel*

055 - Test mandrel*
067 - Pin vice*
209 - Cleaning tool set, complete
4270-0210-0003
2011-08-18 - en
Note: * When ordering new cleaning tool, please state P/N on fuel nozzle.
Plate
2 (2)
HYUNDAI
MAN B&W 4270-0220-0001.0
Fuel Valve Testing Tools

4270-0220-0001.0
Plate
Doc-ID: 4270-0220-0001.0 1 (2)

HYUNDAI
4270-0220-0001.0 MAN B&W

Fuel Valve Testing Tools
063 - Test rig, complete

(Refer to instruction manual)
4270-0220-0001.0
Plate
2 (2) Doc-ID: 4270-0220-0001.0

HYUNDAI
MAN B&W 4270-0230-0001.0
Fuel Valve Inspection Tools

017
4270-0230-0001.0
Plate
Doc-ID: 4270-0230-0001.0 1 (2)

HYUNDAI
4270-0230-0001.0 MAN B&W

Fuel Valve Inspection Tools
017 - Probelight
4270-0230-0001.0
Plate
2 (2) Doc-ID: 4270-0230-0001.0

2011-06-26 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Fuel Pump Top Cover Tools

4270-0900-0002
1 (2)
4270-0900-0002
HYUNDAI
4270-0900-0002 MANB&W
MAN B&W

Fuel Pump Top Cover Tools
019 - Cone for sealing ring

020 - Pushing tool for seals
030 - Compression tool for seals
103 - Tool box, complete
4270-0900-0002
2011-06-26 - en
Plate
2 (2)
2011-07-02 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Fuel Oil System

4272-0010-0007
1 (2)
4272-0010-0007
HYUNDAI
4272-0010-0007 MANB&W
MAN B&W

Fuel Oil System
014 - Banjo coupling

026 - T-coupling
038 - Reducing connection
051 - I-coupling
063 - Elbow coupling
075 - Non-return valve
087 - Stud coupling
099 - Ball valve
109 - Packing ring
110 - Screw
4272-0010-0007
2011-07-02 - en
Plate
2 (2)
2009-08-10
MAN
MAN B&W
HYUNDAI
Diesel
Plate Fuel Oil System By-pass Valve

4272-0030-0002
1 (2)
4272-0030-0002
HYUNDAI
4272-0030-0002 MAN
MANDiesel
B&W

Fuel Oil System By-pass Valve
013 - By-pass valve, complete

025 - Valve housing
037 - Valve housing
049 - Sealing ring
062 - Piston
074 - Spring
086 - Sealing ring
108 - Spring guide
121 - Point screw
133 - Valve cover
145 - Nut
4272-0030-0002
2009-08-10
Plate
2 (2)
2009-05-19
MAN
MAN B&W
HYUNDAI
Diesel
Plate Fuel Oil System Drain Box

4272-0040-0001
1 (2)
4272-0040-0001
HYUNDAI
4272-0040-0001 MAN
MANDiesel
B&W

Fuel Oil System Drain Box
018 - Drain box, complete

031 - Level switch
043 - Name plate
055 - Screw
067 - Plate
079 - Packing
080 - Drain box
4272-0040-0001
2009-05-19
Plate
2 (2)
2010-10-08 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Fuel Oil High-pressure Pipe

4272-0100-0008
1 (2)
4272-0100-0008
HYUNDAI
4272-0100-0008 MANB&W
MAN B&W

Fuel Oil High-pressure Pipe
013 - High pressure pipe, complete

025 - High pressure pipe
037 - Union nut
049 - Cone
050 - Cone
062 - Union nut
074 - Housing
086 - O-ring
098 - Sealing ring
108 - Union nipple
121 - Sleeve divided
133 - Retaining ring
157 - High pressure pipe, complete
169 - High pressure pipe
170 - Union nipple
182 - O-ring
909 - Insulation, pipe*
910 - Tape, roll**
922 - Pipe end insulation sleeve, roll**
4272-0100-0008
2010-10-08 - en
Note: * Pipe end insulation sleeve and tape is not included.

Plate
Note: ** Optional extras.
2 (2)
HYUNDAI
MAN B&W
MAN B&W
MAN B&W 4272-0200-0012
4272-0200-0006
Fuel Valve
4272-0200-0006
4272-0200-0012
Plate
1 (2)
HYUNDAI
4272-0200-0006 MANB&W
MAN B&W

Fuel valve
017 - Spindle guide, complete

029 - Thrust piece*
030 - Cut-off shaft*
042 - Spindle guide*
054 - Fuel nozzle
066 - Guide pin
078 - Holder
091 - Guide pin
101 - Sealing ring
125 - Sealing ring
137 - Screw
149 - Fuel valve head
150 - Sealing ring
162 - Spring
174 - Non-return valve, complete
186 - Spring
198 - Disc
208 - Spring guide
902 - Disc**
4272-0200-0006
Note: * To be ordered as a complete part only.

Plate
Note: ** Optional extras.
2 (2)
2011-06-15 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Fuel Oil Pressure Booster

4272-0500-0009
1 (2)
4272-0500-0009
HYUNDAI
4272-0500-0009 MANB&W
MAN B&W

Fuel Oil Pressure Booster
018 - Screw
031 - Cam lock washer*
043 - Cover
055 - Sealing ring
067 - Throttle valve, complete
079 - Screw
080 - Screw
092 - Top cover, complete
102 - Sealing ring
114 - Retaining ring for shaft
126 - Hydraulic plunger
138 - Sealing ring
151 - Sealing ring
163 - Valve screw
175 - Spring
187 - Spindle
199 - Orifice plug
209 - Disc
222 - Plug screw
234 - Disc
246 - Spindle
258 - Housing
271 - Pressure spring
283 - Cone
295 - Conical ring 2/2
305 - Sealing ring
317 - Union nut and plug screw
329 - Housing
330 - Sealing ring
342 - Suction valve, complete
4272-0500-0009
2011-06-15 - en
Note: * Cam lock washers are to be supplied by MAN Diesel only.

Plate
2 (2)
Service Letter SL2014-593/DOJA
Action code: WHEN CONVENIENT
Guidelines for Operation on

Fuels with less than 0.1%
Sulphur
SL2014-593/DOJA
December 2014
Dear Sirs Concerns

Owners and operators of MAN B&W
The new MARPOL Annex VI ultra-low-sulphur fuel oil regulations two-stroke marine diesel engines and
coming into force as of 1 January 2015 introduce a significant regula- Holeby GenSets.
tory change with respect to the maximum permissible content of sul-
phur (S) in marine fuels in designated sulphur emission control areas Summary
(SECAs), from max. 1.0% S to max. 0.1% S. MAN Diesel & Turbo recommends fuels
with a viscosity of min. 2 cSt at engine
This change makes it even more important than before to know what inlet, and change-over to low-BN cylinder
is bunkered and to keep the crew informed on specific challenges lube oils immediately when changing
and the appropriate actions. Careful monitoring of the cylinder condi- over to fuels with less than 0.1% S.
tion must also be carried out and followed by the proper action.
The enclosed paper: “Guidelines for Operation on Fuels with less

than 0.1% Sulphur”, provides guidelines and recommendations on
how to ensure safe and reliable operation on fuels with less than
0.1% sulphur. The following key subjects are described:
• Low-BN cylinder oils – how and when to apply low-BN oils

• ISO 8217 and new fuels with less than 0.1% S (ULSFO) – key char-
acteristics of different standard fuel grades.
• V iscosity and fuel pump pressure - the viscosity of the fuel should
be kept above 2 cSt at engine inlet, and the fuel pumps must be
kept in adequate condition.
This new SL replaces SL09-515 “Guidelines for Operation on Distillate

Fuels – Low-viscosity fuels”. For questions or inquiries regarding the
recommendations in this letter, contact our Operation Department at:
leo@mandieselturbo.com
Yours faithfully
Mikael C Jensen Stig B Jakobsen

Vice President Senior Manager
Engineering Operation
Encl.
Head office (& postal address) PrimeServ Production Forwarding & Receiving MAN Diesel & Turbo
MAN Diesel & Turbo Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Diesel & Turbo SE,
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Germany
2450 Copenhagen SV Denmark Denmark Denmark CVR No.: 31611792
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Head office: Teglholmsgade 41
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 2450 Copenhagen SV, Denmark
Fax: +45 33 85 10 30 PrimeServ-cph@mandieselturbo.com manufacturing-dk@mandieselturbo.com shipping-cph@mandieselturbo.com German Reg.No.: HRB 22056
info-cph@mandieselturbo.com Amtsgericht Augsburg
www.mandieselturbo.com
Guidelines for Operation on Fuels
with less than 0.1% Sulphur
Introduction der lube oils immediately when chang-

This paper is a guideline for owners, ing over to fuels with less than 0.1% S.
operators and crews on how to prepare
for the changes in fuel characteristics MAN B&W two-stroke engines and
and operate in compliance with the Holeby GenSets are optimised to oper-
new sulphur limits in sulphur emission ate on heavy fuel oil (HFO).
control areas (SECAs) as of 1 January
2015. The SECA’s currently included However, fuels with less than 0.1% S
are the Baltic Sea, The North Sea, the can be used when appropriate actions
English Channel and waters within 200 are taken:
nautical miles from the coast of USA,
the coastal waters around Puerto Rico
and the U.S. Virgin Islands (the US Car- •T
he viscosity of the fuel
ibbean ECA) and Canada. should be kept above 2 cSt
at engine inlet
The sulphur (S) limit will decrease from •W
hen operating on less than
max. 1.0% S to max. 0.1% S. This 0.1%S fuels: Switch
immediately to low-BN oil
means that in order to comply with the
(15-40 BN) on the two-stroke
legislation operators will have to use ei- engine
ther a fuel with less than 0.1% sulphur,
•K
now what you are bunke-
e.g. distillate, other fuels with less than ring and inform the crew on
0.1% S, or install a scrubber. the specific challenges
• Always remove cat-fines
MAN Diesel & Turbo recommends fuels
•M
onitor the cylinder
with a viscosity of min. 2 cSt at engine condition and act accordingly
inlet and change-over to low-BN cylin-
Contents
1. Low-BN cylinder oils................................................................................. 2

2. Standard of marine fuels: ISO 8217-2012.................................................. 5
3. New fuels with less than 0.1% S ............................................................... 5
4. Viscosity .................................................................................................. 6
5. Fuel pump pressure.................................................................................. 9
6. Lubricity.................................................................................................. 10
7. Cat-fines (Al+Si)...................................................................................... 10
8. Fuel temperature: pour point .................................................................. 12
9. Compatibility between fuels..................................................................... 12
10. Fuel change-over procedures................................................................ 13
11. Low-sulphur biofuel............................................................................... 15
12. Summary.............................................................................................. 16
Appendix.................................................................................................... 16
Guidelines for Operation on Fuels with less than 0.1% Sulphur 1

1. Low-BN cylinder oils phur fuel oil (ULSFO), LNG, methanol, Lubrication strategy
Until now, marine low speed engines ethane and LPG, only small amounts of It is recommended to use cylinder lube
and their lubricants have been opti- sulphuric acid are formed in the com- oils with low amount of deposit-form-
mised for operation on heavy fuel oil bustion chamber. The cylinder lube oil ing additives and a good detergency
(HFO) with high sulphur (S) content. additives are then not used for the de- (low BN oils) and operate at the lowest
During combustion, the S is converted signed purpose and they tend to build recommended cylinder lube oil feed in
to sulphur trioxide SO3. SO3 and water up as deposits. These deposits may order to avoid complications with de-
from the combustion and the scavenge disturb the lube oil film and obstruct posit build-up. The feed rate should be
air form sulphuric acid (H2SO4). When the piston ring movement, which could decreased to the minimum feed rate
the liner temperature drops below the lead to micro-seizures on the piston specified in our latest service letters.
dew point of sulphuric acid and water, rings and liner and increase the risk of
a corrosive mixture condenses on the scuffing. Deposit formation and the to- The general lubrication strategy is to
liner wall. The high alkaline lubricants tal lack of corrosion increase the risk of use high-BN cylinder oil (70-100 BN)
(high-BN oils) neutralise the acid and bore-polishing, which could also lead when operating on high-sulphur fuels
prevent corrosion of piston rings and to increased wear and scuffing. For en- and low-BN oil (15-40 BN) when oper-
cylinder liner surfaces. gines operating continuously in SECA ating on low-sulphur fuel. An overview
on fuels with less than 0.1% S, we rec- of how to choose suitable cylinder lube
When operating on fuels with less than ommend to install piston rings with cer- oils is shown in Fig. 1.
0.1 %S such as distillates, new types of met coating on all four rings, to reduce
fuel with less than 0.1% S ultra-low-sul- the risk of seizures and scuffing.
Two-stroke
Engine type engines
Engine design ≤ Mark 7 ≥ Mark 8
Optimised for improved

fuel consumption: Base
No Yes design
Part load optimised and
derated engines
Low S fuel 15-40 BN oil 15-40 BN oil 15-40 BN oil

Cylinder
lube oil High S fuel 70 BN oil 70-100 BN oil 100 BN oil
Fig. 1: General overview of cylinder lube oils and how to choose suitable cylinder lube oil. Low S fuel = low-sulphur fuel, incl. distillates, new type fuels with less
than 0.1% S, LNG, methanol, ethane and LPG. High S fuel = high-sulphur fuel.
2 Guidelines for Operation on Fuels with less than 0.1% Sulphur

Deck
Filling
Filling pipe Filling pipe Filling pipe pipe
Cylinder oil
HIGH LOW service tank
BN BN
Cylinder oil
service tank
Storage tank Storage tank
for high BN for low BN
cylinder oli cylinder oil
Internal connection
Min. 3000mm
Level changes both at

alarm the same time
LS 8212 AL Heater with set

point of 45 °C
TI
Min. 2000mm
Small box for

heater element
100 101 Heating cable
engine builder
supply
Terminal box
El. connection
Fig. 2: Recommendation for cylinder lubrication system for ME engines. Similar system should be installed on MC engines using the Alpha Lubricator or me-
chanical lubricators
When switching to fuels with less than tanks, one for low-BN oil and one for As the neutralising capacity of these oils
0.1% S, we recommend switching to high-BN oil (Fig. 2). varies with the BN, the max. fuel S con-
low-BN cylinder oil at the same time as tent also varies. We recommend using
switching the fuel. We do not recom- There are low-BN cylinder lube oils with them for fuels within the below-speci-
mend the use of high-BN cylinder oil different BN levels on the market today. fied fuel S content interval (Table 1).
when running on fuels with less than Currently, there are three different low-
0.1% S. This recommendation is valid BN levels: 17, 25 and 40 BN. However, When using the low-BN oils for higher
for all engine types and Mark numbers, development continues and in the fu- sulphur fuels (e.g. 0.5% S fuel) we rec-
and for all lubricator types: electronic ture there could be oils with other BN ommend dosing the oils at higher feed
(ME and Alpha Lubricator) and me- levels. Good performance of the low- rates as according to the normal ACC
chanical (e.g. Hans Jensen). Please BN oil is the most important factor. or Feed Rate Factor (FRF) strategy for
also refer to service letters on cylinder
lubrication, SL2014-587 (electronic lu-
bricators) and SL2013-553 (mechani-
Cylinder lube oil BN Min. % S fuel Max. % S fuel
cal lubricators).
15-24 0 0.5
25-34 0 1.0
To support this, we have for many years
35-40 0 1.5
recommended to install two service
Table 1 Fuel S applications for low-BN cylinder oils

electronic lubricators (see Appendix or
CLO Advisor). Summary 1: Low-BN Cylinder oils
•R
ecommendations are valid for all minimum (0.6-0.7 g/kWh) for
We expect that the lowest BN oils (17 engine types and Mark numbers electronic lubricators. Use the
and 25 BN) will perform best, both in fixed feed rate for mechanical
•U
se low-BN oil (15-40 BN) when
lubricators
short and long term operation, on fuels operating on fuels < 0.1% S
with less than 0.1% S. The 40 BN oils •T
wo service tanks: one for high-
•W
hen switching to < 0.1% S
BN oil and one for low-BN oil
may perform satisfactorily for a shorter fuels: Switch immediately to low-
time on such fuels, and we recom- BN oil •M
onitor the cylinder condition and
act accordingly
mend a maximum operation time of 1-2 •O
peration on < 0.1% S fuels:
weeks on 40 BN oils, see Table 2. Optimise the feed rate towards
Used oil samples (also called drain

oil or scrape down oil) taken from the
engine through the scavenge bottom Cylinder lube oil BN Recommended time of operation on fuels < 0.1% S
15-30 Short and long term service
drain can be used for cylinder condi-
30-40 Less than 1-2 weeks
tion evaluation. Drain oil analysis can
show whether the cylinder condition Table 2 Recommended time of operation on fuels with less than 0.1% S
is within the normal range or whether

action must be taken, e.g. lowering the
feed rate towards minimum dosage or Cylinder lube oil BN Scavenge drain oil – Guiding values
Remaining BN Fe, ppm
removing cat-fines from the fuel, see
15-24 > 5-10 < 100-200 depending on engine type
latest service letter or the CLO Advisor.
Operation on fuels with less than 0.1%
S induces less corrosion on the liners, Table 3 Guiding alarm levels for scavenge drain oils for fuels with less than 0.1% S
so we expect normal wear values for

iron (Fe) to be in the range of 50-100 Oil company Oil name BN level
Aegean Alfacylo 540 LS 40
ppm and the remaining BN to be 5-10
Castrol Cyltech 40SX 40
BN less than the original BN value.
Chevron Taro Special HT LF 25
Guiding values for alarm levels may be
Taro Special HT LS 40 40
found in the Table 3.
ExxonMobil Mobilgard 525 25
Gulf Oil Marine GulfSea Cylcare ECA 50 17
Table 4 shows examples of low-BN cyl-
GulfSea Cylcare DCA 5040H 40
inder oils presently available in the inter-
Indian Oil Corp. Servo Marine LB 1750 17
national market. High- and low-BN oils
JX Nippon Oil & Energy Marine C405 40
are listed in “Oils for Marine Two-Stroke
Lukoil Navigo 40 MCL 40
Engines” (case no. 50921-2014).
Shell Alexia S3 25
Sinopec Marine Cylinder Oil 5040 40
Total Talusia LS 25 25
Talusia LS40 40
Table 4 Examples of low-BN cylinder oils on the international market

2. Standard of marine fuels: ISO 3. New fuels with less than 0.1% S Turbo expects that these fuels are well-
8217-2012 New types of 0.1% S fuels are entering suited for MAN B&W two-stroke en-
The current ISO 8217-2012 standard the market as a response to the 0.1% gines as well as Holeby GenSets. How-
for marine fuels specifies three different S limit in SECA and they are usually ever, as always, it is important to read
distillate grades (DM) and number re- called ultra-low-sulphur fuel oil (ULS- and act on the fuel suppliers’ recom-
sidual grades (RM). Table 5 shows the FO). These fuels are usually not tradi- mendations, manuals and best practise
key characteristics for fuels which may tional distillates, but blended products sheets to ensure that the fuel can be
fulfil the maximum 0.1% sulphur limit. or products from refinery streams that used safely and efficiently. Some of the
has not previously been utilised exten- fuels are in the ISO 8217 DM-range and
sively in marine fuels. MAN Diesel & some in the RM-grades (see Section 2).
Key characteristics Unit Limit DMA DMZ DMB RMA 10 RMB 30 RMD 80
Density at 15°C kg/m³ Max 890 890 900 920 960 975
Viscosity @ 40°C mm²/s (cSt) Min. 2.00 3.00 2.00 - - -
Max. 6.0 6.0 11.0 - - -
Viscosity @ 50°C mm²/s (cSt) Max. - - - 10.0 30.0 80.0
Sulphur % m/m Max. 1.50 1.50 2.00 max. 0.1% in SECA
Flash point °C Min. 60 60 60 60 60 60
Pour point (winter) °C Max. -6.0 -6.0 0.0 0 0 30
Acid number mg KOH/g Max. 0.5 0.5 0.5 2.5 2.5 2.5
Al+Si ppm m/m Max. - - - 25 40 40
Lubricity µm Max. 520 520 520 - - -
Table 5 Key characteristics of fuels in the ISO standard for marine fuels, ISO 8217-2012

The general characteristics of these fu- 4. Viscosity
els (ULSFO) are: Summary 2 and 3: ISO 8217 and New The recommended fuel viscosity range
fuels with less than 0.1% S (ULSFO) for MAN B&W two-stroke engines at
They might have higher viscosity •C
onsult the current ISO 8217 engine inlet can be seen in Table 7.
than ISO8217 distillate grades, see standard for marine fuels for The lower fuel viscosity limit is 2 cSt.
Section 4. key characteristics of different Figures 3-5 show typical viscosity and
standard fuel grades
They might contain cat-fines (Al+Si), temperature relationships for marine
see Section 7. •V
iscosity might be higher than fuels with very low viscosity and with
distillates for ULSFO
They might have high pour points, medium viscosity. For the low viscosity
see Section 8. •C
at-fines: Remove them. Al- grades, care must be taken not to heat
ways use the cleaning system
There could be compatibility issues the fuel too much and thereby reduce
when blending with other fuels, see •P
our point might be higher the viscosity.
than distillates for ULSFO.
Section 9.
Keep the temperature above
the pour point
Key characteristics of examples of new
•C
ompatibility: Use dedicated
types of fuels with less than 0.1% S can Range Fuel viscosity at
tanks. Do not mix different
be found in Table 6 below. The areas of fuels engine inlet
concern are marked in yellow. Min. 2 cSt

•C
hange to a low-BN cylinder
oil Normal 10-15 cSt
Max. 20 cSt
•K
now what you are bunkering
and inform the crew about
appropriate actions
Table 7 Recommended fuel viscosity range at
engine inlet
Key characteristics Unit Limit Supplier A Supplier B Supplier C Supplier D Supplier E

Density at 15°C kg/m³ Max 895-915 870-930 928 910 845
Viscosity @ 40°C mm²/s (=cSt) Min. 40 - 45 - -
Max. 75 65 - -
Viscosity @ 50°C mm²/s (=cSt) - 8-25 30-40 65 8.8
Sulphur % m/m Max. 0.1 0.1 0.1 0.095 0.03
Flash point °C Min. 70 60-80 70 60 70
Pour point (winter) °C Max. 15-30 18-21 20-25 20 21
Acid number mg KOH/g Max. 0.1 0.1-0.2 2.5 2.5 0.04
Al+Si ppm m/m Max. <0.3 12-15 10-20 17 <1
Lubricity µm Max. <320 - - 520 328
Table 6 Key characteristics of examples of new types of fuels with less than 0.1 % S (ULSFO)

Kin. viscosity, cSt The external fuel systems (supply and
12
circulating systems) have a varying ef-
2 cSt @ 40°C
10 4 cSt @ 40°C fect on the heating of the fuel and,
5 cSt @ 40°C thereby, the viscosity of the fuel when
8 3 cSt @ 40°C it reaches engine inlet. Today, external
6 cSt @ 40 °C
fuel systems on-board are often de-
6
signed to have an optimum operation
4 on HFO, which means that the temper-
ature is kept high. When running on low
2
viscosity fuels, the temperature of the
fuel system must be as low as possible
0
0 20 40 60 80 100 120 to ensure a suitable viscosity at engine
Fuel temperature, °C
inlet.
Fig. 3: Temperature – viscosity relationship for very low viscosity fuels
Low viscosity fuels challenge the func-
Kin. viscosity, cSt tion of the fuel pump in three ways:
600
2 cSt @ 40°C
500 10 cSt @ 50°C 1. Breakdown of hydrodynamic oil film
30 cSt @ 50°C which could result in seizures.
400 50 cSt @ 50°C 2. Insufficient injection pressure which
80 cSt @ 50°C
results in difficulties during start
300
and low-load operation.
200 3. Insufficient fuel index margin result-
ing in limitation in acceleration.
100
Many factors influence the viscosity

0
0 20 40 60 80 100 120 tolerance during start and low-load op-
Fuel temperature, °C
eration:
Fig. 4: Temperature – viscosity relationship for low-medium viscosity fuels
Engine condition and maintenance
Kin. viscosity, cSt Fuel pump wear
80
2 cSt @ 40°C
Engine adjustment (mainly starting
70 index)
10 cSt @ 50°C
60 30 cSt @ 50°C Actual fuel temperature in the fuel
50 cSt @ 50 °C
50 system.
80 cSt @ 50°C
40
30
20
10
0
0 20 40 60 80 100 120
Temperature, °C
Fig. 5: Temperature – viscosity relationship for low-medium viscosity fuels

Although achievable, it is difficult to op- Not only will the engine fuel pumps be that the drain system is updated to ei-
timise all of these factors at the same influenced by the fuel viscosity. Also ther of the options below and in Fig. 6:
time. This complicates operation on most pumps in the external system
fuels in the lowest end of the viscosity (supply pumps, circulating pumps, 1. Two overflow tanks. One tank with
range. To build in some margin for safe transfer pumps and feed pumps for the piping leading to the HFO settling
and reliable operation and to maintain centrifuge) need viscosities above 2 cSt tank and one tank with piping lead-
the required viscosity at engine inlet, in- to function properly. We recommend ing to the distillate or ULSFO tank.
stallation of coolers will be necessary in contacting the actual pump maker for
those fuel systems which do not have advice. 2. Installing an extra line from the
these (Fig. 6). overflow tank. The overflow tank
Fuel pump: drain overflow tank will have piping both to the HFO
For the very low viscosity distillates, a During normal operation, a small settling tank and the distillate or
cooler may not be enough to cool the amount of fuel leaks through the main ULSFO tank. The overflow tank has
fuel sufficiently due to the cooling wa- engine fuel pumps. This is clean fuel to be emptied before switching to a
ter available on-board. In such a case, which traditionally, is lead back to the different fuel.
installation of a ‘chiller’ is a possibility. HFO settling tank. As the new SECA
This solution is, however, not used ex- rules will enforce more operation time It is also important to keep the differ-
tensively. on distillates or ULSFO, we recommend ent fuel streams separated as the fuels
Deck
From
centrifuges #)
Drain to
Aut. deaerating valve settling tank
Overflow to
Venting tank
settling tank
High- Low- Distillate

sulphur sulphur fuel
F HFO HFO
AD AF
Cooling D *)
BD X medium
inlet
No valve in Air cooler D *)
drain pipe Temperature sensor
between
engine Overflow
and tank MDO/MGO **) valve
Main engine b) TI TI D *)
cooler adjusted
Viscosity to 4 bar
a) sensor
a)
To freshwater d *) Cooler for protection
32 mm cooling pump Pre- Circulating MDO/MGO of supply pumps against
heater HFO supply cooler
nom. bore station pumps pumps too warm oil and thus
Full- too low viscosity
To
flow
sludge
filter Steam
tank Cooling
Distillate or Fuel oil inlet medium
ULSFO drain, drain tank Condensate inlet
overflow tank overflow tank outlet
 HFO returned to HFO settling tank

 Distillate or ULSFO returned to Distillate or ULSFO tank
Fig. 6: Fuel system with cooler in the circulating system and also the supply system. Today the pumps in the supply system are made to handle fuels with less
than 2 cSt.

might be incompatible. The amount of
drain from the fuel pumps will normally
be small compared to the amount in the
HFO settling tank, so it is not expected
ME engine - Fuel Oil Pressure Booster:
that the traditional solution where the ME engine - Fuel Oil Pressure Booste
• Plunger velocity governed by supply pressure
fuel pump drain is led the HFO settling • At start conditions 75-78% of full load pressure
tank will cause serious problems, see
• Plunger velocity governed by sup
• Long leakage path
 No problem
also Section 9 regarding compatibility • At start conditions 75-78% of full
of fuels.
• Long leakage path
5. Fuel pump pressure  No problem
The pressure in the fuel pumps must be
sufficiently high to open the fuel valves Fig. 7: Fuel pump for ME-engine: Start conditions
and achieve fuel injection and, thereby,

combustion. Worn fuel pumps increase
the risk of starting difficulties because MC engine - Cam driven Fuel Oil Injection Pump:
• Plunger velocity governedMCby
engine
engine - Cam
RPM driven Fuel Oil Injection Pump:
the fuel oil pump pressure needed for
• At start conditions 15%•of full
Plunger
load velocity governed by engine RPM
engine RPM
injection cannot be achieved. • Fuel
At start
• Short leakage- path
MC engine Cam driven Oil conditions 15% of full load engine RPM
Injection Pump:
 Test
• for success
Plunger • Shortbyleakage
velocity governed engine path
RPM
On MC engines and GenSets, an in- • At start conditions  Test
15% of for
fullsuccess
load engine RPM
dication of the fuel pump wear can
• Use un-worn fuel pumps!
• Short leakage path MC engine - Cam driven
 Test for success • Use un-worn fuel pumps!
be achieved by reading the actual fuel • Plunger velocity gover
pump index and compare it with the
test-bed measurements. As a rough
•
• At start conditions 15
Use un-worn fuel pumps!
guideline, we consider the pump worn- • Short leakage path

out for HFO operation when the index
 Test for success
increase is 5-10, or more, under the Fig. 8: Fuel pump for MC engine: start conditions
same conditions as during sea trial.

Such fuel pumps should be replaced eration on low-viscosity fuel is expect- • Use un-worn fuel pum
1a. If the engine starts with the spe-
for better engine performance, and we ed. By such action, the individual low cific viscosity as required, then the
advise that sufficient spares are kept on viscosity limit can be found for each en- engine is able run on fuel with this
board for replacement at sea, if needed. gine with corresponding worn pumps. viscosity level.
It is recommended to perform such a
Due to the design of conventional fuel check twice a year, in the following way: 2b. If the engine does not start, the
pumps versus the pressure booster, starting index in the governor should
ME/ME-C/ME-B engines are more tol- 1. In a safe operation area, change be adjusted.
erant towards low viscosity fuel com- fuel to an available distillate.
pared to the MC/MC-C engines, as il- 2. At different operating conditions, A possible outcome of the test is that,
lustrated in Figs. 7-8. e.g. start, idle, astern and steady due to for example fuel pump wear, en-
low rpm, gradually change the tem- gine adjustment and fuel temperature,
It is always advisable to make start perature of the fuel at engine inlet, the engine requires a higher viscosity
checks at regular intervals, and it is a corresponding to viscosity of 3, 2.5 than achievable with the systems on-
necessity to perform start checks be- and 2 cS. Test start ahead/astern board. Furthermore, tests and calcula-
fore entering high-risk areas (e.g. ports from the control room. tions show that a worn-out fuel pump
and other congested areas) where op-

for an MC-engine cannot start on a fuel 7. Cat-fines (Al+Si) and the new types of fuel with less than
with a viscosity of 2 cSt. As in heavy fuel oil (HFO), cat-fines may 0.1 %S (ULSFO) is very different, it is
also be found in the new types of fuel important to pay attention to the rec-
Summary 4 and 5: viscosity with less than 0.1% S (ULSFO, see ommended temperature for the differ-
and fuel pump pressure Section 3). Cat-fines are small, very ent fuel types during the cleaning pro-
• Know what is bunkered hard particles from the refining process. cess, see Table 8.
They can wear the engine fast and it is
•T
he viscosity of the fuel should
be kept above 2 cSt at engine highly recommended to use the fuel The cleaning systems must be de-
inlet cleaning and condition system in an signed for operation at the higher tem-
•F
uel pumps should be in adequate manner to clean the fuel and peratures and lower recommended
adequate condition: If not, remove the cat-fines. flow. Too low a temperature and too
starting problems could occur, high a flow through the separators dur-
especially on MC engines and
GenSets The traditional diesel systems on board ing cleaning will result in insufficient re-
are dimensioned to operate on low-vis- moval of water, cat-fines, sludge and
•A
dequate fuel system: check
if the necessary cooling equip- cosity fuel at rather low temperatures. other contaminants (Fig. 9).
ment is working/installed Compared to HFO cleaning systems,
the separator and preheater are smaller The cat-fine level should be kept as
dimensioned and the electrical equip- low as possible before engine inlet and
6. Lubricity ment might not be certified safe equip- maximum level is 10 ppm (Fig. 10).
The refinery processes which remove ment. As the viscosity of the distillates
sulphur from the oil also impact the
Fuel type Min. fuel temperature in the separator
components which give the fuel its
lubricity. Most refiners add lubricity- Distillates 40-50°C
ULSFO 98°C
enhancing additives to distillates. Too
HFO 98°C or higher
little lubricity may result in fuel pump
seizures. However, MAN Diesel & Turbo Table 8 Recommended fuel temperature for cleaning in the separator
does not regard the lubricity of the fuel
as a major issue. We have not yet heard
of and/or experienced any failure due
to the lubricity of the fuel. Our research
tests show that we cannot provoke a
failure due to lack of lubricity. We do
not usually see the need to use lubricity
modifiers. However, if there is a genu-
ine challenge, then a lubricity modifier
might solve the issue.
MAN Diesel & Turbo has adopted the

ISO 8217-2012 lubricity limit: HFRR
(High-Frequency Reciprocating Rig)
wear scar limit: max 520 µm. We rec-
ommend testing the lubricity before us-
ing fuels with less than 0.05% sulphur.
Independent fuel laboratories can test
lubricity according to ISO12156-1.

Separator Operation
■ Low temperature ■ High temperature
■ High flow ■ Low flow
Mass concentration Mass concentration
In In
Out Out
0 2 4 6 8 10 0 2 4 6 8 10
Particle diameter, μm Particle diameter, μm
Fig. 9: Separator operations at different parameters. Note the increased cleaning at high temperature and low flow.
Two stroke (+ small 4S)
AI + Si
>15 ppm
10 ppm
Sample position <5 ppm
Fig. 10: Recommended maximum content of cat-fines in fuel entering the engine

8. Fuel temperature: pour point
The temperature in the tanks and pipes
should have a temperature above the
pour point of the fuel. If the tempera-
ture falls below the cloud point, waxy
precipitations might form which could
block filters and other equipment, and
if the temperature falls below the pour
point then the fuel cannot flow (Fig. 11).
If the fuel is reheated to above the Temp. > cloud point Temp. < cloud point Temp. < pour point
cloud point, the waxy precipitations will and pour point
dissolve again, and if the fuel is reheat- Fig. 11: Photos of a distillate sample at different temperatures
ed to above the pour point the fuel will
be able to flow again. However, this will
require proper distribution of the heat
and good recirculation of the fuel in the
tanks and systems. This means that
the fuel should be heated either in the
tanks or by re-circulating it through an
external heater (Fig. 12). A severe case
Heater
of waxy precipitations may be seen in

the photo in Fig. 13.
9. Compatibility between fuels

Compatibility issues arise when the
components in the fuels do not mix
well together, for example, when mix-
ing fuels with a high aromatic hydrocar-
bon content (asphaltenes), such as in
HFO, with fuels of the more aliphatic/
paraffinic type, for example distillates or Fig. 12: Schematic example of tank configuration: Fig. 13: Waxy precipitations in a fuel sample
re-circulating the fuel and heating it by an external
the new types of 0.1% S fuels (ULSFO).
heater
The asphaltenes might drop out of the
suspension and the result can be vast
amounts of sludge in tanks, filters and
separators.
Some of these fuels can also have a

kind of cleaning effect of the tanks.
Sludge from residual fuels build up
over time in the tanks, and some of
the new fuels will be able remove and
Not compatible fuels Compatible fuels
carry the sludge. The sludge may then
be trapped in the filters further down in Fig. 14: Spot Test: photos of mixture of two different fuels on filter paper (courtesy Chevron)

the fuel treatment system, see Section 10. Fuel change-over procedures
Summary 6, 7, 8 and 9: Lubricity, Cat-
4 regarding drain from the fuel pumps. The new SECA legislation will impose a
fines, Pour Point and Compatibility
change-over between the globally used
• Know what is bunkered
The risk of encountering incompatibility high-sulphur HFO and a fuel with less
issues can be reduced by checking the • Inform the crew regarding than 0.1% S - or use of exhaust gas
specific challenges
compatibility between the fuels before scrubbers to remove SOx and particles.
bunkering. This can be done manually •L
ubricity is not considered a The fuels with less than 0.1% S will be
major issue
with a kit on board (Fig. 14), or via an distillates, new types of fuels with less
independent laboratory. The latter often •K
eep the temperature of the than 0.1% S (ULSFO), LNG, metha-
fuel above the pour point.
being a slow process, since the ship nol, ethane and LPG. This section only
Heated tanks might be neces-
will have left the port before the labora- sary describes the change-over between
tory returns with the test result. •H
ousekeeping: HFO and distillates or ULSFO, as the
The right fuel in the right tank change-over to LNG, methanol, ethane
Consequently, we recommend that dif- to avoid compatibility issues. or LPG takes place in a separate fuel
Check compatibility
ferent kinds of fuels are not mixed, and system and thereby not experience the
that dedicated tanks are used for dif- •C
lean the fuel and remove same challenges.
cat-fines:
ferent types of fuel. Of course, the dif-
Use the correct temperature
ferent fuels will mix in the fuel system on the centrifuges in order to High-sulphur HFO is used at high tem-
when switching fuels, e.g. from high ensure maximum removal of peratures to reduce the viscosity to the
sulphur HFO to fuels with less than cat-fines. Max limit 10 ppm. required level before the engine inlet.
0.1% S, and we recommend that care Distillates are often used at rather low
must be taken during this operation. temperatures to keep the viscosity suf-
ficiently high before the engine inlet.
A change-over between the fuels will
mean a change-over from high temper-
ature to low temperature, or from low
to high. The new ULSFO will often be
used at medium temperatures, thereby
reducing the challenge of the large tem-
perature difference.

The injection equipment needs to be
protected against rapid temperature Fuel viscosity, cSt
changes. Since the large temperature
Viscosity: 2-20 cSt
changes might otherwise cause stick-
Fuel temperature gradient: Max. 2°C/min.
ing or scuffing of the fuel valves, fuel Load: 25-40% MCR
pump plungers and suction valves. The
change-over must be carried out in a 10-15
controlled manner at a low load (25-
Stop cooling Heavy Fuel (HFO)
40% MCR) and the fuel temperature
Decrease Diesel (DO)
gradient must not exceed 2°C/min, see cooling
5
also Figs. 15 and 16. Start steam tracing
Start heater
Special care must be taken when going
2
from a low-viscosity fuel, which is cold,
to a high-viscosity fuel which needs to
Running hours
be heated. When the warm fuel runs to
the cold components, they will warm Fig. 15: Change over procedure from cold, low viscosity fuel (e.g. diesel) to warm, high viscosity fuel e.g.
HFO
up, and the material will expand slight-
ly. For example, the fuel plunger will
warm up first, whereas the barrel con-
tains more material and therefore, its
Fuel viscosity, cSt
expansion will take longer time which
■ Reduce load to 25-40%
means that the clearance will decrease Set viscosity ■ Start steam tracing
and thereby increase the risk of sei- to 18 cSt
18 Heavy Fuel (HFO)
zures. Changing the other way around,
Diesel (DO)
from warm to cold fuel, is less sensitive, 10-15
as the plunger will cool down first, and Stop Start cooler
preheater
reduces in size and thereby increase
the clearance and reduce the risk of 10
seizures.
Viscosity: 2-20 cSt

It is advisable to practise the change- Fuel temperature gradient: Max. 2°C/min.
over in deep waters before enter- 2
ing high-risk areas such as ports and
other congested areas. The complete Running hours
change-over procedure can be found
in the operation manuals. Fig. 16: Change over procedure from warm, high viscosity fuel e.g. HFO to cold, low viscosity fuel (e.g.
diesel).
SafeChange Controller with Diesel-

switch may be installed and used for Controller with Diesel-switch (e-mail: challenge of the large temperature dif-
automatic fuel change over. This will en- Primeserv-cph@mandieselturbo.com). ference. However, similar care must be
able change-over at loads up to 75%. taken when changing over to and from
Contact MAN PrimeServ for more infor- As mentioned above the new ULSFO these types of fuel and the maximum
mation on installation of SafeChange types will often be used at medium temperature gradient during change-
temperatures, and thereby reduce the over must be kept at 2°C/min.

Biofuels can contain organic acids that Occasionally, marine diesel oil (MDO)
Summary 10:
may cause corrosion in the fuel system. and marine gas oil (MGO) can contain
Fuel Change-over
It is therefore important to measure the FAME because diesel intended for the
Acid Number (AN, ASTM D664). Dis- automotive market has been blended
•H
ave adequate training and tillate fuels usually have acid numbers in the marine products. Fuel blended
procedures
below 0.5 mg KOH/g and heavy fuel with biodiesel can most certainly burn
•C
hange-over procedure can oil (HFO) usually has less than 2.5 mg when reaching the engine. However, is-
be found in the operation
KOH/g. For special applications and sues may arise in the fuel system due to
manual
if the intention is to utilise fuels with a acidic compounds in the fuel. Pumps,
•T
he change-over must be car-
very high AN, the materials in the fuel filters and separators could also be
ried out at low load (25-40%
MCR) injection system must be changed to affected. Compatibility and microbial
anti-corrosive materials. In such a case, growth during storage might also be is-
• Fuel temperature gradient
the AN has to be below 25 mg KOH/g. sues, which is also true for other types
must not exceed 2°C/min
of biofuel. For more information on han-
•B
e cautious when switching
Ash content and potential abrasive dling marine fuels with FAME, please re-
fuel: follow the procedures
and monitor temperature and components such as silicates are fac- fer to CIMAC Guideline handling marine
viscosity tors to take into account before using fuels with FAME V1.0, 2013. The cur-
biofuel. High ash content could present rent ISO8217-2012 states that the fuel
severe operational issues in systems shall be free from bio-derived materials
11. Low-sulphur biofuel after the engine. Abrasive materials en- other than “de-minimis” levels of FAME
MAN B&W two-stroke engines can run tering the in the engine will increase the and that blending of FAME should not
on fuels which are within the ISO 8217 wear of liners and pistons. be allowed.
limits. However, they are also capable
of running on crude biofuel, tallow, Before using low-sulphur biofuel on
rapeseed oil and other kinds of biofu- Holeby GenSets, please consult MAN
Summary 11 and 12: Low-sulphur
els (refer to Stationary MAN B&W MC-S Diesel & Turbo.
biofuel and biodiesel
Engines for Biofuel Applications, 5510-
0098-00ppr Sep 2010). Blends of or- Biodiesel •M
AN B&W engines can run on
biofuel, but there are factors to
dinary petroleum-based fuels and bio- There are various biofuels on the mar-
consider before use
fuels, such as Fatty Acid Methyl Esters ket today. One of the more common is
•H
igh acid numbers (AN), Ash
(FAME) should not impose any larger biodiesel. Biodiesel is for example used
content, abrasive materials
issues if the blends are stable and do either as pure biodiesel or is mixed with
•S
torage Considerations: Com-
not produce large amounts of sludge. diesel intended as fuel for the automo-
patibility and microbial growth
However, there are factors to take into tive market. Biodiesel is defined as Fat-
•C
hange to a low-BN cylinder
consideration before bunkering and us- ty Acid Methyl Esters (FAME) produced
oil (15-40BN)
ing fuel containing biofuel in order to from renewable sources of vegetable
• Inform the crew about poten-
ensure a safe and reliable operation. oils such as rapeseed oil, soybean oil, tial challenges
used frying oil and animal fats which
• Monitor the cylinder condition
The cylinder oil used should be matched meets international specifications for
• ISO8217-2012: the fuel shall
with the sulphur content in the fuel. A a B100 such as ASTM D6751and EN-
be free from bio-derived ma-
cylinder oil with 15-40BN should be 14214. The flash point limit for B100 is terials
utilised when operating on 0.1%S bio- 130ºC, and thereby acceptable for ma-
fuel. The cylinder condition should, as rine use.
always, be monitored carefully, refer to
section 1 in this letter and SL2014-587.

12. Summary Appendix
Below is given a short summary of the The various oil suppliers offer cylinder oils with a broad range of BN levels. Our
recommendations in this guide: MAN B&W engine design is based on the 70 BN oil traditionally used, however,
as new oil products have been introduced, BN levels have changed.

When switching to a different BN level, we scale the ACC factor to the new BN
• Inform the crew regarding level by multiplying the ACC factor with the ratio between the new oil BN and the
specific challenges
previous known oil BN.
•H
ave adequate training and
procedures
Cylinder lube feed rate = ACC × %Sfuel = FRF × %Sfuel
•U
se appropriate cylinder oils
and evaluate the feed rate:
Use low-BN oil for low-sulphur For example if a 25 BN oil is used for a 0.75 % S fuel, in an engine normally operat-
fuel. ing at an ACC or Feed Rate Factor of 0.34 g/kWh*%S for a 70 BN oil:
Use high-BN oil for high-sul-
phur fuel g
ACC70 = FRF70 = 0.34 ________
 
    
(kWh×%S)
•F
uel pumps should be in
adequate condition: If not, 70 70 g g
ACC25 = ___  × ACC70 = ___  × 0.34 ________
  = 0.95 ________
      
    
starting problems could occur 25 25 (kWh×%S) (kWh×%S)
especially on MC engines
g g
•A
dequate fuel system: Check Feed rate = ACC × %S = ACC25 × %S =0.95 ________
  × 0.75%S = 0.71 ____
           
(kWh×%S) kWh
if the necessary cooling equip-
ment is working/installed When changing to a new oil brand or type, the ACC factor may need to be reas-
•H
ousekeeping: The right fuel in sessed as described above, starting with an ACC factor in the upper range. After
the right tank to avoid compat- this, a gradual reduction can be carried out based on actual observed conditions
ibility issues.
or the sweep test.
Check compatibility
•C
lean the fuel and remove
cat-fines: Use the correct
temperature on the centrifuges
in order to ensure maximum
removal of cat-fines
•B
e cautious when switching
fuel: Follow the procedures
and monitor temperature and
viscosity
For any questions or inquiries regard-

ing the recommendations in this pa-
per, please contact our Operation
Department at the e-mail address:
leo@mandieselturbo.com

HYUNDAI
MAN B&W
Preface Chapter Hydraulics ... ............................................................... 4540-0100-0001
Hydraulics
Description Hydraulic System ... .................................................... 4545-0100-0001.0
Exhaust Valve Actuator Timing Unit .... ......................... 4545-0610-0001
Drawing Throttle Valve on Fuel Oil Pressure Booster ... ............. 4555-0155-0002
Work Card Exhaust Valve Actuator, Data ... .................................. 4565-0100-0012

Exhaust Valve Actuator ... ........................................... 4565-0101-0011
Hydraulic System, Data .... ........................................... 4565-0300-0001
Hydraulic System ... .................................................... 4565-0301-0014
Hydraulic Cylinder Unit, Data .... ................................... 4565-0500-0001
Hydraulic Cylinder Unit ... ............................................ 4565-0501-0008
Accumulators, Data ... ................................................. 4565-0550-0007
Accumulators .... .......................................................... 4565-0551-0015
Control Valves, Data ... ................................................ 4565-0600-0004
Control Valves .... ......................................................... 4565-0601-0008
Hydraulic Power Supply, Data .... ................................. 4565-1000-0001
Hydraulic Power Supply ... .......................................... 4565-1001-0003
Tool Plate Equipment for testing Accumulators .... ........................ 4570-0540-0001.0

Accumulator Tools ... .................................................. 4570-0550-0002.0
Plate Exhaust Valve Actuator ... ........................................... 4572-0100-0019

Exhaust Actuator - Inlet .... ........................................... 4572-0110-0001
Hydraulic Cylinder Unit ... ............................................ 4572-0500-0026
Hydraulic Cylinder Unit, Accumulator ... ...................... 4572-0550-0013
Hydraulic Accumulator Block ... .................................. 4572-0700-0012E
Hydraulic Low-Pressure Supply System .... .................. 4572-0800-0008
Hydraulic High-Pressure Supply System ... ................. 4572-0900-0010
Hydraulic Power Supply Unit ... ................................... 4572-1000-0005
Hydraulic Power Supply Unit ... ................................... 4572-1000-0014
Table of contents
1 (1)
HYUNDAI
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MAN B&W 4540-0100-0001
01. Exhaust Valve Actuator
Hydraulics
The exhaust valve is actuated by a cam on the camshaft.
Hydraulic cylinder The hydraulic cylinder is attached to the camshaft housing by studs and nuts.
A piston enclosed in the hydraulic cylinder rests on a thrust piece in the neck of
the roller guide and is locked to the roller guide by a bayonet joint.
The hydraulic cylinder on the camshaft housing is connected to the hydraulic

cylinder on the exhaust valve by a high-pressure pipe.
Oil is supplied from the lubricating oil system through a non-return valve.
Leakage oil from the hydraulic cylinder on the exhaust valve is drained through
a pipe connection.
05. Hydraulic Cylinder Unit
The Hydraulic Cylinder Unit (one per two cylinders) consists of a distributor
block, the electronically controlled fuel injection ELFI valves, fuel oil pressure
boosters and cylidner lubricators. The distributor block serves as a mechanical
support for two hydraulic activated fuel oil pressure booster and the two ELFI
valves.
The function of the distributor block is, as its name indicates, to distribute the
hydraulic oil to the ELFI control valves mounted on the distributor block. Fitted
on the distributor block are one or more hydraulic accumulators precharged
with nitrogen. Their function is to ensure that the necessary hydraulic oil peak
flow is available for the injection of fuel oil.
On each side of the distributor block are two end covers with three manually
operated valves. One valve connects the highpressure inlet side, one connects
to the lubricator mounted on top of the end cover while the third one connects
the accumulators to the bedplate (drain). These manually operated valves are
used to isolate individual HCU oil distribution during overhaul.
08. Hydraulic Low Pressure Supply
The main filter in the hydraulic power system is of the multi-cartridge, self-
cleaning type, with automatic backflushing of the cartridges. The backflushing
of each cartridge is carried out with compressed air on a time basis, but is also
activated if the pressure drop across the filter exceeds a certain level. A redun-
dant filter is mounted in parallel with the main filter and isused during overhaul
of the main filter. Switching to the redundant filter and back again is done man-
ually without interrupting the oil flow to the pumps.
4540-0100-0001
Preface Chapter
2008-06-17 - en
Doc. ID: 4540-0100-0001 (2)

HYUNDAI
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MANDiesel
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10. Hydraulic Power Supply

Hydraulics
The hydraulic power for the hydraulic cylinder units is produced by the Hydrau-
lic Power Supply (HPS) unit. This unit includes 2 electrically driven pumps situ-
ated on the front of the engine. Both pumps are of the variable displacement
type and their displacement is controlled by a hydraulic pressure control loop.
The Engine Control System (ECS) supplies pressure set point.
Safety and Accumulator Block
The pre-charged accumulator of the “Safety and Accumulator Block” ensures

a stable supply, without fluctuation, to the cylinder units (HCU’s).
The block contains one pressure relief valve, which protects the high-pressure
system against excessive pressure.
4540-0100-0001
Preface Chapter
2008-06-17 - en
(2) Doc. ID: 4540-0100-0001

HYUNDAI
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MANB&W
B&W 4545-0100-0001
Hydraulic System for ME-B Engines

General
This chapter describes the system layout, components and operating princi-
ple of the hydraulic system shown in Drawing 4555-0180-XXXX.
All position numbers are described and their intended use explained.
1 ME-B Engine Concept and Mechanical Hydraulic System Layout
The ME-B engine concept primarily concerns the use of a mechanical

hydraulic system for actuation of the fuel injection pumps, which are elec-
tronically controlled by a computer based control system.
Introduction of the hydraulic injection requires a hydraulic power supply,

designed with all the necessary functionality needed. The hydraulic system
used on the ME-B engine is outlined in the related diagram on Drawing
4555-0180- XXXX.
With reference to this diagram, the layout is explained in the following.
Main system lubricating oil is used as the hydraulic medium. The oil is fi ltered
by the Filter unit to the appropriate purity for use in an oil hydraulic system.
The oil is then pressurised by the Electrically Driven Pumps. In the Safety and
Accumulator Block, pressurised oil is accumulated to ensure a stable oil sup-
ply to the Hydraulic Cylinder Units (HCU).
One HCU is fi tted to service two cylinders. The HCU comprises a distribu-
tion block, carrying the hydraulically activated Fuel Oil Pressure Booster. The
control valves (ELFI) and the necessary accumulators are mounted on the
distributing block. The block connects the high-pressure oil supply to the fuel
oil injection system.
The fuel oil injection system consists of the hydraulically activated fuel oil
pressure booster with associated control valve, the high-pressure pipes and
the fuel valves.
The fuel valves and the hydraulically activated exhaust valve itself are similar
to that of the MC engines.
For cylinder lubrication, the ME Lube System is used, with lubricators located
on the HCU.
2 Functional Description
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4545-0100-0001
2.1 Hydraulic Power Supply Unit

Description
The function of the Hydraulic Power Supply (HPS) unit is to deliver the neces-
sary high-pressure hydraulic oil fl ow to the fuel injection system when the
engine is at either stand-by or running. The HPS unit consists of:
1 (9)
HYUNDAI
4545-0100-0001 MAN
MANB&W
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2.1.1 Filter unit
2.1.2 Electrically driven pumps
2.1.3 Safety and accumulator block
2.1.4 High pressure piping
2.1.1 Filter Unit
The main filter (pos. 106) of the HPS unit is of the multi-cartridge, self-clean-
ing type with automatic back-flushing of the cartridges.
The back-flushing is performed with compressed air. It is effected regularly

on a time basis, or if the pressure drop across the filter exceeds a pre-
defined level.
A redundant filter (pos. 105) is installed in parallel with the main filter, and is
used during overhaul of the main filter. Switching to the redundant filter and
back is done manually without interrupting the oil flow to the pumps.
The butterfly valve (pos. 115) is closed during all normal service conditions. It
is used in situations where cleaning of the entire supply of lubricating oil is
required.
The ME-B filter unit has a 6 microns nominal mesh size. The redundant filter
has 25 microns nominal mesh size. The conventional lubricating oil filter used
for the engine has a nominal mesh size of 34 - 48 microns.
The ME-B filter is fitted with a differential pressure indicator and produces an
output signal to activate an alarm if the pressure drop becomes abnormally
large.
2.1.2 Electrically Driven Pumps
Hydraulic pover is delivered by 2 electrically driven swashplate pumps. Both

pumps are always running while engine is in “standby” or “at sea” condition.
The ECS is not involved in starting or stopping of these pumps. That is done
manually by the cvew. The delivery balance between the two pumps is con-
trolled by mechanical/hydraulic closed loop control.
2.1.3 Safety and Accumulator Block

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The pre-charged accumulator of the Safety and Accumulator Block are partly
4545-0100-0001
fi lled with a high pressure oil, ensuring a stable supply, without fluctuation, to
Description
the cylinder units.
The valve (pos. 311) is the main system pressure relief valve protecting the
entire system. This valve has the highest pressure setting of the relief valves
(pos. 213 and 311). The pressure for this valve is set at 315 bar.
2 (9)
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B&W 4545-0100-0001

Non-return valves (pos. 305) are installed at the hydraulic oil outlet from the
electrically driven pumps, in order to prevent back-flow through any inactive
pump.
The pressure transducers (pos. 320) are used by the ECS for controlling the
electrically driven pumps.
2.1.4 High Pressure Piping
The hydraulic oil pipes between the Hydraulic Power Supply unit and the
Hydraulic Cylinder Units is situated inside the camshaft housing.
3 Hydraulic Cylinder Unit
The Hydraulic Cylinder Unit (one per two cylinders) consists of a distribution
block, an electronically controlled fuel injection system and an electronically
controlled cylinder lubriation oil system. The distribution block serves as a
mechanical support for the two hydraulically activated fuel oil pressure boos-
ters (pos. 500), each with their electronically controlled control valve ELFI.
4 Distribution Block
The function of the distribution block, as by its name indicates, is to distribute

the hydraulic oil to the ELFI control valves mounted on the distribution block.
A nitrogen pre-charged hydraulic accumulator (pos.450) are fitted on the dis-

tribution block. It’s function is to ensure that the necessary hydraulic oil peak
flow is available for injection of fuel oil.
Close to the ELFI valves, are two manually operated valves. One valve con-
nects the high pressure inlet side (pos. 420) and the other (pos. 421) con-
nects the accumulator to the bedplate (drain).
These manually operated valves are used for separating a HCU during over-
haul.
To protect the accumulator from unnecessary stresses (fast

accelleration of the membrane) and oil jets, the valve Pos. 420 must
not be opened at pressurised oil system.
After check/overhaul or whatever situation where the valve Pos. 420

has been closed the opening procedure is:
1) The engine must be stopped (no oil pressure)
2015-01-20 - en
2) Open/Close all valves into normal running position.

4545-0100-0001
3) Pressurise the system by starting the Start-up pumps.

Description
The manually activated valve (pos. 531) connects the low pressure supply to
the block to keep the distribution block flood at all times.
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4545-0100-0001 MAN
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5 Fuel System
Each fuel system unit consists of one hydraulically activated fuel oil pressure
booster, one controlling valve (ELFI) and two fuel valves.
The ELFI valve (controlled by the ECS) is capable of fast and precise control
of the oil fl ow to the fuel oil pressure booster. This oil fl ow pushes the
hydraulic piston (pos. 502) and the fuel injection plunger (pos. 504), generat-
ing the injection pressure and, hence, the injection.
After the injection has finished, the plunger and piston are returned to their
starting positions by connecting the piston to a drain and driving the plunger
back by means of the pressure in the fuel supply. The fuel oil pressure boos-
ter is then filled and ready for the next injection.
The design principle of the high pressure pipes and fuel valves is similar to
that of the MC engines. The fuel system permits continuous circulation of the
heated heavy fuel oil through the fuel oil pressure boosters and fuel valves to
keep the system heated during engine standstill.
6 Functional description of the Throttle Valve on the Fuel Oil Pressure Booster
As seen on the drawing 4555-0155-XXXX, a throttle valve is situated at the

bottom of the Fuel Oil Pressure Booster Housing.
Via a bore from the housing bottom, the oil space underneath the Fuel Oil
Pressure Booster Piston, is vented through the throttle valve.
A small bore in the throttle valve piston ensures ventilation of the oil space at
engine standstill (no oil pressure and low oil pressure at start-up), thereby
keeping the engine ready for start without having to ventilate the system.
When the Fuel Oil Pressure Booster is activated (ELFI valve activated) the oil
pressure in the space underneath the Fuel Oil Pressure Booster will raise sig-
nifi cantly to lift the piston. At the same time, the highpressure oil will over-
come the resistance of the spring in the throttle valve and the piston in the
throttle valve will close.
In this way the oil amount vented from the space underneath the main piston
is kept very low.
7 Components
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4545-0100-0001
Pos. 101
Butterfl y valve. Normally open. Used for shutting-off to the filter during over-
Description
hauls at standstill.
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MAN
MANB&W
B&W 4545-0100-0001

Pos. 103
Double stage, 3-way cock. Situated between the Automatic back flushing fil-
ter and the Stand-by filter. Used when Automatic filter elements are to be
cleaned manually during normal engine running.
Pos. 105
Single filter. 25 microns filter mesh.
Pos. 106
Automatic back flushing filter. Boll filter. The main purpose of this filter is to
keep the hydraulic oil clean, thereby avoiding small particles damaging mov-
able parts of the hydraulic components. 6-microns filter mesh.
Pos. 107
Mini-mess valve installed by the filter unit outlet (for connection of portable
pressure gauge).
Pos. 108
Mini-mess valve installed by the system inlet. (for connection of portable
pressure gauge).
Pos. 115
Butterfly valve. Normally closed. Used during flushing at the commissioning
of the engine. Used after major overhauls and when found necessary.
Pos. 129
Butterfly valve. Normally open.
Pos. 130
A pressure transducer measuring the oil pressure on the suction side of the
main supply pumps. The output from the transducer is sent to the ECS of
the engine.
Pos. 131
An orifice, ø 0.5 mm, for above pressure transducer (130) is installed to pro-
tect the transducer against pulsations and ensure a steady amount of oil to
the transducer.
Pos. 201
Highpressure Axial Piston Pumps. Type Rexroth A4VSO. Driven by electric
motors.
Pos. 202
Mini-mess valve installed in the lowpressure inlet before the pump (for con-
nection of portable pressure gauge).
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4545-0100-0001
Description
Pos. 203
Mini-mess valve installed in the highpressure pump outlet (for mounting of
portable pressure gauge).
5 (9)
HYUNDAI
4545-0100-0001 MAN
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B&W
Pos. 210
Proportional Pressure Relief Valve. The valve is set 250 bar. (normal running
pressure)
Pos. 211Ball valve. Normally open. Should the pressure control valve (210)
for some reason fail (and cannot changed immediately), valve (211) must be
closed manually. The pressure control valve (213) is then set active at 300
bar. The oil pressure is in this way kept high, to secure a high output of the
engine.
Pos. 212
Pressure relief valve.
Pos. 213
Pressure relief valve. Opening pressure 300 bar.
Pos. 214
Check Valve.
Pos. 216
Minimess Valve installed at the pressure control block (for mounting of porta-
ble pressure gauge).
Pos. 217
Minimess Valve (for mounting of portable pressure gauge).
Pos. 305
Nonreturn valve. The nonreturn valve (placed by the accumulator block inlet)
is installed on the pump pressure side to protect the pump against a high
pressure if one of the pumps should be stopped.
Pos. 311
Pressure relief valve. Normally closed. The pressure relief valve is mechani-
cally adjusted to an opening pressure of 315 bar. If the oil consumption
drops, the pressure will rise, and if the pressure rises above 315 bar, the
relief valve will open and lead the oil back to the main tank.
Pos. 315
Ball valve. Normally closed. Used when the system needs to be drained off
during epairs etc.
Pos. 320
Pressure transducers. The system is supplied with two (2) transducers for
redundancy reasons. During normal running, all three transducers send an
analogue signal to the ECS. The average value is shown on the MOP.
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4545-0100-0001
Description
Pos. 321
An orifice, ø 0.5 mm for the above pressure transducers (320), is installed to
protect the transducers against pulsations and ensure a steady amount of oil
to the transducers.
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HYUNDAI
MAN
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B&W 4545-0100-0001

Pos. 335
Accumulator. Mounted on the Safety and Accumulator block to avoid oil pul-
sations in the hydraulic system and keeping the oil pressure steady at all
engine loads.
Manufacturer: HYDRO LEDUC.
Pos. 340
Mini-mess valves installed in the main highpressure pipe for measuring the
system pressure. (for connection of portable pressure gauge).
Pos. 370
Ball valve. Drain valve used at HPS overhaul.
Pos. 405
Drain valve. Normally closed. Drain of oil to tank during repairs on HCU
block. Opposite Drain valve 405 (see drawing) return oil from the HCU block
(during normal running) is led back to the main tank via an overflow pipe. This
overflow secures that the HCU block and the attached components are ‘ven-
ted’ and ‘flooded’ at all times.
Pos. 406
Drain valve.
Pos. 420
Inlet valve. Normally open. Main supply valve of highpressure oil to ELFI
valves.
To protect the accumulators from unnecessary stresses (fast

accelleration of the membrane) and oil jets, the valve Pos. 420 must
not be opened at pressurised oil system.
After check/overhaul or whatever situation where the valve Pos. 420

has been closed the opening procedure is:
1) The engine must be stopped (no oil pressure)
2) Open/Close all valves into normal running position.
3) Pressurise the system by starting the Start-up pumps.
Pos. 421
Drain valve. Normally closed. Drain used during maintenance of ELFI, Fuel Oil
Pressure Booster, Accumulators.
Pos. 425
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4545-0100-0001
Mini-mess valve fitted on the HCU block measuring the system pressure (for
Description
connection of portable pressure gauge).
Pos. 440
ELFI Valve. ELectronic Fuel Injection valve, which is capable of fast and pre-
cise control of the hydraulic oil flow to the fuel pump. The oil flow acts on the
7 (9)
HYUNDAI
4545-0100-0001 MAN
MANB&W
B&W
hydraulic piston and fuel injection plunger, generating the fuel injection pres-
sure and hence the injection. Manufacturer: Curtis-Wright, Parker Hannifin,

MAN Diesel & Turbo.
Pos. 445
Electric Linear Motor driving the ELFI valve (proportional type).
Manufacturer: Curtis-Wright, Darken Hannifin.
Pos. 450
Accumulators. Mounted on the HCU block to avoid oil pulsations in the
hydraulic system and keeping the oil pressure steady at all engine loads.
Manufacturer: HYDRO LEDUC.
Pos. 455
Mini-mess valve fitted on the HCU block measuring the oil pressure at the
inlet to the ELFI valve (for connection of portable pressure gauge).
Pos. 465
Minimess valve fitted on the HCU block measuring the oil pressure at the
outlet from the HCU block (for connection of portable pressure gauge).
Pos. 465a
Minimess Valve (see 465)
Pos. 480
Airing Orifice. Ø 1.5 mm.
Pos. 500
Fuel Oil Pressure Booster.
Pos. 502
Hydraulic piston.
Pos. 503
Umbrella.
Pos. 504
Fuel plunger.
Pos. 505
Fuel injection pipes.
Pos. 510
Fuel injection valves.
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4545-0100-0001
Pos. 531
Description
Supply valve. Normally open. Low pressure supply-airing.
8 (9)
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MAN
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B&W 4545-0100-0001

Pos. 550
Mini-mess valve fitted in the Fuel Oil Pressure Booster bottom measuring the
oil pressure activating the Fuel Oil Pressure Booster hydraulic piston (for con-
nection of portable pressure gauge).
Pos. 560
Connection valve.
Pos. 565
Mini-mess valve fitted in the HCU block measuring the oil pressure activating
the HE-B cylinder lubricator (for connection of portable pressure gauge).
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4545-0100-0001
Description
9 (9)
HYUNDAI
MAN
MANB&W
B&W 4545-0610-0001
Exhaust Valve Actuator Timing Unit

1 General
The exhaust valve actuator timing unit offers a unique hybridization possibility for
the exhaust valve control when one compares the ME-C and ME-B engines.
Some of the ME-B engines are equipped with an exhaust valve actuator timing
unit. This development provides the possibility of regulating the cylinder compres-
sion pressure through regulation of the exhaust valve opening interval. This, in turn
results in the improved possibility for SFOC reduction, especially at partial load.
The timing unit is located on the HCU block. Typically, there are two units on each
HCU as two cylinders are controlled via each HCU. The timing unit consists basi-
cally of a plunger, which can be activated hydraulically by the HCUs electronic
control unit and will close automatically, by means of a 300 bar hydraulic spring.
The plunger is able to send a hydraulic pulse, which is received by the working vol-
ume of the exhaust valve actuator. This, in turn will enable a fine-tuning ability to
control the timing for which the exhaust valve is to open and close. The regulation
of the opening time for the exhaust valve enables the possibility for affecting the
pressure profile in the cylinder. In this way, the pressure profile can be affected in
much the same way as is the case for an ME engine.
Application of variable timing will result in the following:
▪ For engine running at low load:

NO activation of timing piston resulting in an early closing of the exhaust valve
and a higher compression and maximum attained pressure in the cylinder and
SFOC reduction.
▪ For engine running at high load:
ACTIVATION of timing piston resulting in a hydraulic delay in the closing of the
exhaust valve and resultant drop in pressure in the cylinder.
Special attention
If the engine shouldisbe
in question paid to with
equipped the chain
such atightener, which
timing unit, must be
please
adjusted three
refer to work times
card (at 500,for
4565-0611 1000 and information.
further 1500 hours of operation) on a
new engine, or when chains or chain wheels have been replaced
Exhaust Valve Timing Unit is applied on ME-B 8.3 and 9.3 engines.
2014-10-08 - en
4545-0610-0001
Description
1 (1)
2012-11-28 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Throttle Valve on Fuel Oil Pressure Booster

4555-0155-0002
4555-0155-0002
1 (1)
HYUNDAI
MAN B&W 4555-0180-0002
ME-B El-Driven HPS

4555-0180-0002
Drawing
Doc-ID: 4555-0180-0002 1 (1)

HYUNDAI
MAN B&W 4555-0180-0002
ME-B El-Driven HPS

4555-0180-0002
Drawing
Doc-ID: 4555-0180-0002 1 (1)

HYUNDAI
MAN
MANB&W
B&W 4565-0100-0012
Exhaust Valve Actuator, Data

Precautions O Shut off starting air supply - At starting air receiver
see 0545-0100
Data
T22-24 Oil cylinder max. inside diameter 71.2 mm
T22-25 Piston rings, min. thickness 2.6 mm
High-pressure pipe, HCU - Exh. Actuator,
T45-18 75 Nm
tightening torque
T45-21 Hydraulic actuator, tightening torque 300 Nm
T45-22 Locking plate, tightening torque 10 Nm
T45-23 Hydraulic actuator, tightening torque + angle 100 + 25 Nm+°
T45-24 Hydraulic actuator 55 kg
Tools
7670-0300 - Lifting tools, etc
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4565-0100-0012
Work Card
1 (1)
HYUNDAI
MAN
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B&W 4565-0101-0011
1. Non-return valve
Exhaust Valve Actuator • Checking

The non-return valve A is built into the oil
inlet pipe to the actuator. To check the
valve, dismantle and clean it and
connect a supply of working air (7 bar) to
the outlet side of the valve (the side
facing the actuator). If the air flow can be
felt at the inlet side of the valve, the valve
must be overhauled.
2. Leakages Leakages in the exhaust valve can be

measured - during running of the engine
-by collecting the oil from the drain pipe
leading from the exhaust valve to the
hydraulic actuator.
Leakages may also be caused by leaky

non-return valves and loose pressure
pipe connections.
If the pipe connections are tight and the

leak oil amount from the exhaust valve is
correct, any abnormally large leakages
must originate from the hydraulic
actuator from which leak oil quantities
cannot be directly registered.
The hydraulic actuator is then to be

dismantled for checking of the parts.
See Dismantling section.
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4565-0101-0011
Work Card
1 (9)
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4565-0101-0011 MANB&W
MAN B&W
1. Remove pipes
Exhaust Valve Actuator • Dismantling
Stop the engine and shut off the oil

supply.
Remove the inspection cover of the

roller guide housing to check the
position of the exhaust cam.
Turn the camshaft so that the roller rests

on the circular part of the cam.
Remove the oil inlet pipe from the

actuator housing and the timing unit.
Remove the drain oil pipe and the high-

pressure pipe from the exhaust valve.
See workcard 2265-0101.
2. Remove cable Remove the cover from the electrical

junction box.
Disconnect the cables going out of the

junction box. Loosen the cable gland.
Remove the cable
2014-02-27 - en
4565-0101-0011
Work Card
2 (9)
HYUNDAI
MAN
MANB&W
B&W 4565-0101-0011
3. Remove actuator Remove any pipes or brackets mounted

on the actuator housing.

Mount eye screws in the lifting holes of
the actuator housing and hook on a
tackle.
Unscrew the nuts on the two short

studs, then loosen the nuts on the long
studs successively until the roller guide
spring is relieved.
Dismount the nuts and lift the housing

carefully, leaving the piston on top of the
roller guide.
Remove the spring.
4. Remove sealing rings Remove and discard the sealing rings

from the top of the roller guide bushing.
2014-02-27 - en
4565-0101-0011
Work Card
3 (9)
HYUNDAI
4565-0101-0011 MANB&W
MAN B&W
5. Remove piston Remove the locking plate for the piston.

Turn the piston 90° to release it from the
bayonet joint.
Remove the piston from the roller guide.
Overhaul the actuator housing and the

piston as required. See overhaul section.
2014-02-27 - en
4565-0101-0011
Work Card
4 (9)
HYUNDAI
MAN
MANB&W
B&W 4565-0101-0011
1. Overhaul piston
Exhaust Valve Actuator • Overhaul

Clean the piston in kerosene and wipe
dry with a clean piece of cloth.
Discard the rings and mount new ones.
Check that the TOP mark on the piston

rings faces upwards when mounting.
Inspect the sliding surfaces of the piston

to ensure that there are no scratch
marks or seizure marks.
2. Check oil cylinder Clean the actuator housing and inspect

the bores for deposits.
Check the bore of the actuator housing

for possible scores and measure it for
wear.
If the bore is seized or worn down to the

measurement stated in Data, send the
oil cylinder to an MAN Diesel & Turbo
authorised workshop for reconditioning.
2014-02-27 - en
4565-0101-0011
Work Card
5 (9)
HYUNDAI
4565-0101-0011 MANB&W
MAN B&W
3. Check timing unit If leakages have been observed

dismantle the timing unit from the
Exhaust Valve Actuator • Overhaul
actuator housing and replace the sealing

rings. Then re-mount the timing unit.
2014-02-27 - en
4565-0101-0011
Work Card
6 (9)
HYUNDAI
MAN
MANB&W
B&W 4565-0101-0011
1. Mount piston
Exhaust Valve Actuator • Mounting

Mount the actuator piston in the roller
guide and turn 90° to lock it in the
bayonet joint.
Mount the locking plate and tighten as

stated in Data. Lubricate the piston with
plenty of camshaft lubricating oil (or
system oil for engines with unilube
system).
2. Mount new sealing Mount new sealing rings in the grooves

rings on top of the roller guide bushing.
2014-02-27 - en
4565-0101-0011
Work Card
7 (9)
HYUNDAI
4565-0101-0011 MANB&W
MAN B&W
3. Mount the actuator Mount the spring on the roller guide.

Carefully lower the actuator housing on
to the piston, taking care not to damage

the piston rings.
Mount the washers and nuts on the two

long studs and tighten alternately until
the actuator housing rests firmly against
the roller guide housing.
Mount the washers and nuts on the two

short studs. Tighten all four nuts as
stated in Data.
Use only the tightening angle OR

the tightening torque, NOT both.
4. Connect cables Re-connect the electric cabling to the

junction box on the timing unit. Mount
the cover on the junction box.
2014-02-27 - en
4565-0101-0011
Work Card
8 (9)
HYUNDAI
MAN
MANB&W
B&W 4565-0101-0011
5. Mount pipes Mount the oil inlet pipe and the drain
pipe from the exhaust valve.

Mount the hydraulic high pressure pipe.
See workcard 2265-0101.
2014-02-27 - en
4565-0101-0011
Work Card
9 (9)
HYUNDAI
MAN B&W
MAN B&W 4565-0300-0001

Precautions
Hydraulic System, Data

see 0545-0100
Data
2013-02-20 - en
4565-0300-0001
Work Card
1 (2)
HYUNDAI
4565-0300-0001 MAN B&W
MAN B&W
Hydraulic System, Data
Tools
4270-0010 332 Flushing valve
7670-0410 - Pressure gauge
2013-02-20 - en
4565-0300-0001
Work Card
2 (2)
HYUNDAI
MAN
MANB&W
B&W 4565-0301-0014
1. Leakage check
Hydraulic System • Checking

The integrity of the hydraulic system can
be checked by observing the Hydraulic
Pressure Decay Time on the Main
Operating Panel when stopping the
engine.
If the graph moves into the yellow or red

area the leak has to be located and
stopped.
Leakage during operation may be

observed by poor engine performance
or visible leaks on the engine.
2014-09-16 - en
4565-0301-0014
Work Card
1 (6)
HYUNDAI
4565-0301-0014 MAN
MANB&W
B&W
1. Remove covers
Hydraulic System • Overhaul
Remove the cover to access the main

high pressure pipe.
2. Check for visible Check the high pressure pipe

leakages connections for visible leaks.
Oil spray risk

Exercise caution when
approaching the high pressure
pipes. Never use hands to detect
leakages! If necessary use a
telescopic mirror.
2014-09-16 - en
4565-0301-0014
Work Card
2 (6)
HYUNDAI
MAN
MANB&W
B&W 4565-0301-0014
3. Depressurize system Mount a pressure gauge on the

“minimess” coupling No. 340.

Check the pressure.
Open valve 315 to relieve the system of

hydraulic pressure.
Check on the pressure gauge that the

system is pressure free.
2014-09-16 - en
4565-0301-0014
Work Card
3 (6)
HYUNDAI
4565-0301-0014 MAN
MANB&W
B&W
4. Dismantle the pipe Loosen and remove the screws from the
pipe flanges on the high pressure pipe
concerned.
5. Remove sealing rings Remove the sealing rings and clean the
pipe flanges.
Inspect the flange and pipe visually.
2014-09-16 - en
4565-0301-0014
Work Card
6. High-pressure pipes Mount the high pressure pipes and new

sealing rings.
7. Put covers back Put covers back into place.
4 (6)
HYUNDAI
MAN
MANB&W
B&W 4565-0301-0014
8. Valve 315 Close valve 315.

After renewing sealing rings on the high
pressure system it is recommended to
test the pipe system.
See checking.
9. Flushing of HCU If large components on the HCU block

block has been renewed or if there is
suspicion that the HCU block has been
contaminated, it is recommended to
flush it.
10. ELFI valves Prior to flushing, remove the ELFI valves.

Mount the flushing valves on the HCU

block. Connect two hoses to the
flushing valves in order to lead the
flushing oil away.
11. Valve 212 Adjust the pressure relief valve, position

212, to 50 bar in the following way.
2014-09-16 - en
4565-0301-0014
Work Card
5 (6)
HYUNDAI
4565-0301-0014 MAN
MANB&W
B&W
12. Mounting pressure Remove the plastic cap.

gauge
Turn the counter nut (8) counter

clockwise to loosen.
Turn the adjustment screw (5) counter

clockwise to its bottom position.
Mount a pressure gauge at measuring

point 340 Start the electrical hydraulic
pump. Turn the adjustment screw (5)
clockwise until a pressure of 50 bar is
reached.
Flush until the HCU block is clean.
13. Adjusting pressure Adjust the pressure relief valve, position

212 12 to 0 bar by turning the
adjustment screw (5) counter clockwise.
Dismount the flushing valves and mount

the ELFI valves.
Start the hydraulic pumps and adjust the

pressure relief valve, position 212 back
to 250 bar by turning the adjustment
screw (5) clockwise.
Tighten the locking nut (8) and replace

the plastic cap.
14. Integrity check Check that the integrity of the hydraulic

system has been restored.
See checking.
2014-09-16 - en
4565-0301-0014
Work Card
6 (6)
HYUNDAI
MAN B&W 4565-0500-0001
Safety o Stopped engine
Hydraulic Cylinder Unit

precautions o Shut down hydraulic power supply
for detailed sketch
see 0545-0100
Data Ref. Description Value Unit
The task-specifi c tools used in this procedure are shown on the plates at the end of this
chapter or in the chapters indicated by the fi rst two digits in the plate number, e.g.
2570-0010refers to chapter 25, Bearings.
Tools

4570-0540 Test equipment for accumulator
7670-0410 Pressure gauge
4565-0500-0001
2007-10-29
Data
Doc-ID: 4565-0500-0001.0 1 (1)

HYUNDAI
MAN
MANB&W
B&W 4565-0501-0008
Hydraulic Cylinder Unit • Checking

All dismantling and assembly work of components on the hydraulic
cylinder unit must be performed only on a depressurised HCU.
1. HCU Depressurising Connect a pressure gauge at minimess

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

low-pressure inlet valve 531.
To view the location of valve 531, please

see the hydraulic diagram.
Open high-pressure outlet valve 421.
Check that the system is free of

pressure.
2. HCU Pressurising Connect a pressure gauge at minimess

point 455. Check that the system is not
pressurised.
Never open valve 420 when the

hydraulic system is pressurised.
Close high-pressure outlet valve 421

and drain valves 405.
Open high-pressure inlet valve 420 and

low-pressure inlet valve 531.
2014-09-30 - en
4565-0501-0008
Work Card
1 (2)
HYUNDAI
4565-0501-0008 MANB&W
MAN B&W
3. How to secure the Turn the square to the closed position

valve position and lift off the locking disc.
Hydraulic Cylinder Unit • Checking
Turn the locking disc 180˚, and place it

on the square again to lock the valve.
2014-09-30 - en
4565-0501-0008
Work Card
2 (2)
HYUNDAI
MAN
MANB&W
B&W 4565-0550-0007
Accumulators, Data
Precautions O Shut off starting air supply - At starting air receiver
see 0545-0100
Data
T45-42 Accumulator 30 kg
bar at
T45-43 N2 Charging pressure 136
20°
T45-45 Pressure Adjustment Table
- Accumulator temperature t°C bar
- 0° C 124 bar
- 10° C 130 bar
- 20° C 136 bar
- 30° C 142 bar
- 40° C 148 bar
- 50° C 154 bar
- 60° C 160 bar
- 70° C 166 bar
- 80° C 172 bar
- 90° C 178 bar
- 100° C 185 bar
- Filling pressure must be as stated above
- Check pressure within ± 5 bar.
T45-46 assembly off-set 4-liter accumulator 9 mm
T45-48 Screw, flange to Accumulator 130 Nm
Tightening torque, accumulator to HPS valve
T45-51 50
80 Nm
block
2014-06-02 - en
4565-0550-0007
Work Card
1 (2)
HYUNDAI
4565-0550-0007 MANB&W
MAN B&W
Tools
Accumulators, Data

4570-0540 - Test equipment for accululators
4570-0550 - Tools for accumulator
2014-06-02 - en
4565-0550-0007
Work Card
2 (2)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
1. Check on HCU
Accumulators • Checking
Check of the of the nitrogen pre-charge
pressure in the accumulators on the
hydraulic cylinder units can only be
performed on a stopped engine and with
stopped hydraulic pumps.
Depressurise the HCU block according

to work card 4565-0501.
Remove the protective cover plate to

access the minimess valve.
Dismantle the minimess dust cap and

connect a pressure gauge.
Check the pressure.

For correct pressure, see data T45-45.
If refilling of nitrogen is required, proceed

to step 4. After refilling return to this
step.
Dismantle the pressure gauge.
Check the minimess for leakages by

using a leak detection spray.
Mount the minimess dust cap and

tighten it by hand.
Mount the protective cover plate.
Pressurise the HCU block according to

work card 4565-0501.
2014-06-04 - en
4565-0551-0015
Work Card
1 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
2. Preparations before Check of the of the nitrogen pre-charge

check on the HPS pressure in the accumulator on the
hydraulic power supply unit can only be

Connect a pressure gauge at minimess

Open valve 315 to depressurise the

hydraulic system and drain all oil out of
the accumulator.
Check that the system is pressure free.
3. Check on the HPS Remove the protective cover plate to

access the minimess valve.
Dismantle the minimess dust cap and

connect a pressure gauge.
Check the pressure.

For correct pressure, see data T45-45.
If refilling of nitrogen is required, proceed

to step 4. After refilling return to this
step.
Dismantle the pressure gauge.
Check the minimess for leakages by

using a leak detection spray.
Mount the minimess dust cap and

tighten it by hand.
Mount the protective cover plate.
2014-06-04 - en
4565-0551-0015
Work Card
2 (14)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
4. Refilling the Assemble the reducing valve as shown

accumulator in the figure, and mount the reducing
valve on the nitrogen cylinder. If
necessary, use a threaded adaptor.
Before mounting the filling hose on the

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

accumulator with the union nut E.
It is now possible to read the actual

nitrogen pressure in the accumulator on
the digital gauge C on the filling valve.
If the accumulator needs to be refilled

with nitrogen, open valve A and adjust
the outlet pressure on spindle B to 1-2
bar above the pressure stated in the
Pressure Adjustment Table. See Data
T45-45.
Keep valve A open until the accumulator

is filled.
Close valve A.
Wait five minutes for the temperature to

stabilise.
Check the pressure in the accumulator

on gauge C according to the Pressure
Adjustment Table. See Data T45-45.
Adjust the pressure in the accumulator

at bleed screw D.
Unscrew the union nut E to remove the

filling valve from the accumulator.
2014-06-04 - en
4565-0551-0015
Work Card
3 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
Accumulators • Dismantling
Great care must be taken that the area around the workplace is clean
before and during any dismantling of the hydraulic system.
1. HCU depressurising Depressurise the hydraulic cylinder unit

according to work card 4565-0501.
2. HCU dismantling Support the accumulator while

unscrewing the screws on the flange.
Lift the accumulator away from the

flange.
Remove the sealing ring from the flange.
2014-06-04 - en
4565-0551-0015
Work Card
4 (14)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
3. HPS dismantling Dismantling of the accumulator from the

hydraulic power supply unit can only be
Accumulators • Dismantling
Connect a pressure gauge at minimess

Open valve 315 to de-pressurise the

hydraulic system and drain all oil out of
the accumulator.
Check that the system is pressure free.
4. HPS dismantling Unscrew the screws from the

accumulator flange on the accumulator
block.
Lift the accumulator away.
Remove the sealing ring.

2014-06-04 - en
4565-0551-0015
Work Card
5 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
1. Strip accumulator
Accumulators • Overhaul
Dismantle the lifting bracket from the

accumulator.
2. Drain nitrogen Use the pressure adjustment tool to

drain the accumulator of nitrogen gas.
See Refilling the accumulator in the
checking section of this work card.
3. Overhaul of The tools provided for opening the

accumulators accumulators vary according to whether
the maker of the accumulator is Daeshin
or Leduc.
2014-06-04 - en
4565-0551-0015
Work Card
6 (14)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
4. Tools for the Leduc The lower piece of the Leduc

accumulator accumulator is gripped by the pin
wrench, which is equipped with three
teeth which grip the slots on the lower
part of the accumulator.
The ring for the Leduc accumulator fits

on the upper perimeter of the
accumulator, thus holding the
accumulator securely in the pin wrench.
This ensures that the accumulator is

held motionless while the upper part of
the accumulator is loosened and
removed.
5.
Secure the accumulator tool

Make sure that the pin wrench tool
is securely fastened to the engine
room deck. This can be done by
screwing or welding the flanges of
the accumulator tool onto the
engine room deck in a convenient
place.
2014-06-04 - en
4565-0551-0015
Work Card
7 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
6. Mounting the hook After the accumulator is securely

wrench on the Leduc mounted within the pin wrench, the
accumulator hook wrench is mounted on the top of

the accumulator.
In order to perform this operation, one of

the claws has to be removed. The two
claws must reach below the ridge on the
accumulator.
Once the two claws are in place and the

tool is centred, the third claw is to be re-
mounted.
7. Removing the upper Insert a piece of pipe in the holes at the

part of the Leduc end of the wings of the hook wrench to
accumulator provide leverage.
If the upper piece binds, it can be

loosened by tapping a few times with a
hammer on the wings of the hook
wrench.
8. Tools for the Daeshin For the Daeshin accumulator, the

accumulator accumulator is held motionless through
means of a specially designed plate
which grips the bottom of the
accumulator.
The plate is fixed to the bottom of the

pin wrench.
The accumulator is then mounted in the

pin wrench and held in place by the ring,
as was the case for the previously
described procedure.
2014-06-04 - en
4565-0551-0015
Work Card
8 (14)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
9.
Secure the accumulator tool
Make sure that the pin wrench tool
is securely fastened to the engine
room deck. This can be done by
screwing or welding the flanges of
the accumulator tool onto the
engine room deck in a convenient
place.
10. Mount the adaptor The lower part of the adaptor ring is
ring on the Daeshin equipped with locating pins which fits
accumulator into the upper part of the accumulator.
The adaptor ring is equipped with slots

in the upper surface which are gripped
by the hook wrench.
11. Remove the upper Mount the hook wrench on top of the
part of the Daeshin adaptor ring. To do this, one of the
accumulator claws has to be temporarily removed in
the same way as previously described.
Insert a piece of pipe in the holes at the

end of the wings of the hook wrench to
provide leverage.
If the upper piece binds, it can be

loosened by tapping a few times with a
hammer on the wings of the hook
wrench.
2014-06-04 - en
4565-0551-0015
Work Card
9 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
12. Dismantling Remove the anti-extrusion ring and the

diaphragm “A”
13. Cleaning Clean both accumulator halves

thoroughly, especially the threads, and
make sure that the parts are dry
afterwards.
14. Assembly without Assemble the two accumulator halves

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

accumulator halves.
2014-06-04 - en
4565-0551-0015
Work Card
10 (14)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
15. Assembly with Disassemble the accumulator and install

diaphragm the new diaphragm and anti-extrusion
ring with the red chamfered edge facing
downwards.
Check that the new diaphragm is

made of the same material as the
old one.
Do not lubricate the diaphragm lip

seating.
Lubricate the upper part of the

diaphragm lip and the accumulator
threads with molybdenum disulphide
grease.
16. Assemble Assemble the accumulator.

accumulator Tighten until the marks previously made
are off-set according to T45-46.
2014-06-04 - en
4565-0551-0015
Work Card
11 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
17. Mount the lifting Mount the lifting bracket on the

bracket accumulator.
2014-06-04 - en
4565-0551-0015
Work Card
12 (14)
HYUNDAI
MAN
MANB&W
B&W 4565-0551-0015
Accumulators • Mounting
Great care must be taken to ensure that the area around the workplace is
clean before and during assembly of the hydraulic system.
1. Mounting on HCU This can only be performed on a

stopped engine with stopped hydraulic
pumps.
Mount a new sealing ring on the

accumulator flange.
Mount the accumulator and tighten the

screws. The torque is stated in T45-48.
Use Loctite ® 243 to secure the

screws when mounting the
accumulator.
Refill the accumulator with nitrogen.

Pressurise the HCU according to work

card 4565-0501.
2. Mounting on HPS This can only to be performed on a

stopped engine with stopped hydraulic
pumps.
Install a new o-ring in the accumulator

flange.
Mount the accumulator and tighten the

screws. The torque is stated in T45-51.
Refill the accumulator with nitrogen.

2014-06-04 - en
4565-0551-0015
Work Card
13 (14)
HYUNDAI
4565-0551-0015 MANB&W
MAN B&W
3. Pressurise HPS Close valve 315.

Accumulators • Mounting
The pressure will build up when a pump

is started.
2014-06-04 - en
4565-0551-0015
Work Card
14 (14)
HYUNDAI
MAN B&W
MAN B&W 4565-0600-0004

Precautions
Control Valves, Data

for detailed sketch
see 0545-0100
Data
T45-32 ELFI Control Valve 50 kg
T45-37 Screw, ELFI valve to Hydraulic Cylinder Unit 170 Nm
2012-12-13 - en
4565-0600-0004
Work Card
1 (2)
HYUNDAI
4565-0600-0004 MAN B&W
MAN B&W
Control Valves, Data
Tools
2012-12-13 - en
4565-0600-0004
Work Card
2 (2)
HYUNDAI
MAN B&W 4565-0601-0008
Control Valves • Checking

ELFI The function of the Electronically Con-
trolled Fuel Injection Valve (ELFI) is
continuously checked by the Engine
Control System.
Malfunctions will be reported on the

Main Operating Panel and to the com-
mon alarm system.
Malfunctioning ELFI valves are to be

overhauled by the supplier or by MAN
Diesel.
4565-0601-0008C01
4565-0601-0008
2014-05-22 - en
Work Card
1 (3)
HYUNDAI
4565-0601-0008 MAN B&W
NOTE
Control Valves • Dismantling
Before dismantling Depressurise the HCU block according

to workcard 4565-0501.
00:00
ON
OFF
Bourdon Sedeme
CC
455
421 420
4565-0501-0008D01
Disconnect the elec- Disconnect the electrical connections.

trical connections
Use the two eyebolts mounted on the
ELFI valve when handling the ELFI valve.
Dismount the six screws and carefully

pull the ELFI valve out past the two
guide pins.
T45-32
4565-0601-0008D02
4565-0601-0008
2014-05-22 - en
Work Card
2 (3)
HYUNDAI
MAN B&W 4565-0601-0008
NOTE
Control Valves • Mounting

Mount new square Mount new square section sealing rings

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

guide pins and tighten the six screws.
T45-32
T45-37
4565-0601-0008M01
Pressurise the HCU Pressurise the HCU block according to

workcard 4565-0501.
421 420
4565-0601-0008M02
Electrical connections Connect the electrical connections.

4565-0601-0008
2014-05-22 - en
Work Card
4565-0601-0008M03
3 (3)
HYUNDAI
MAN B&W
MAN B&W 4565-1000-0001

Precautions
Hydraulic Power Supply Unit, Data

see 0545-0100
Data
T45-05 Electrical Motor 265 kg
2013-01-30 - en
4565-1000-0001
Work Card
1 (2)
HYUNDAI
4565-1000-0001 MAN B&W
MAN B&W
Hydraulic Power Supply Unit, Data
Tools
2013-01-30 - en
4565-1000-0001
Work Card
2 (2)
HYUNDAI
MAN
MANB&W
B&W 4565-1001-0003
1. Disconnect electrical Disconnect the electrical breaker to the
Hydraulic Power Supply Unit • Dismantling

breaker electric pump in question.
Take note of the correct wiring and

disconnect the electrical connections on
the electric pump.
2. Arrange lifting Mount a tackle above the pump and

equipment mount lifting slings to the eyebolts and
support on the electric motor .
3. Dismount the electric Dismount the screws connecting the

motor motor to the flange. Remove the
inspection cover on the flange.
2014-09-30 - en
4565-1001-0003
Work Card
1 (4)
HYUNDAI
4565-1001-0003 MANB&W
MAN B&W
4. Remove the electric Lift the electric motor away. Look

motor through the inspection hole to ensure
Hydraulic Power Supply Unit • Dismantling
that the flexible coupling separates

without damage.
2014-09-30 - en
4565-1001-0003
Work Card
2 (4)
HYUNDAI
MAN
MANB&W
B&W 4565-1001-0003
1. Inspect the claw
Hydraulic Power Supply Unit • Mounting

Inspect and clean the parts of the
coupling flexible claw coupling. If the middle part
show considerable wear or missing
teeth it must be renewed.
Mount the middle part in the claw

coupling hub on the pump axle.
2. Lift the electric motor Use the tackle to lower the electric
into place motor into place. Use the inspection
hole to ensure that the claw coupling is
assembled correctly.
3. Mount screws Mount and tighten the screws on the

flange.
Reconnect the electrical wiring and

breaker.
2014-09-30 - en
4565-1001-0003
Work Card
3 (4)
HYUNDAI
4565-1001-0003 MANB&W
MAN B&W
4. Check for correct Run the pump for a few seconds while
operation observing for misalignment and
Hydraulic Power Supply Unit • Mounting
unwanted noise. Check through the

inspection hole that the coupling is
undamaged.
Fit the inspection cover into place.
2014-09-30 - en
4565-1001-0003
Work Card
4 (4)
HYUNDAI
MAN Diesel
MAN B&W 4570-0540-0001.0
Equipment for Testing Accumulators

4570-0540-0001.0
Plate
Doc-ID: 4570-0540-0001.0 1 (2)

HYUNDAI
4570-0540-0001.0 MAN
MANDiesel
B&W

Equipment for Testing Accumulators
018 - Reducing valve

020 - Adaptor
031 - Adaptor
043 - Adaptor
055 - Adaptor
067 - Adaptor
079 - Adaptor
080 - Adaptor
083 - Test equipment for accumulators set, complete
092 - Quick coupling, minimess
126 - Screw
4570-0540-0001.0
Plate
2 (2) Doc-ID: 4570-0540-0001.0

HYUNDAI
MAN Diesel
MAN B&W 4570-0550-0002.0
Accumulator Tools
4570-0550-0002.0
Plate
Doc-ID: 4570-0550-0002.0 1 (2)

HYUNDAI
4570-0550-0002.0 MAN
MANDiesel
B&W

Accumulator Tools
021 - Pin wrench, special

021 - Hook wrench
4570-0550-0002.0
Plate
2 (2) Doc-ID: 4570-0550-0002.0

2014-03-12 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Exhaust Valve Actuator

4572-0100-0019
1 (2)
4572-0100-0019
HYUNDAI
4572-0100-0019 MANB&W
MAN B&W
Item No. Qty Item Designation

Exhaust Valve Actuator
019 - Valve gear, complete

020 - Socket plug
032 - Oil cylinder
044 - Piston ring
056 - Piston
068 - Disc
081 - Screw
093 - Spring seat disk
103 - Spring
115 - Guide pin
127 - Screw
139 - Plug screw
140 - Sealing ring
152 - Orifice plug
164 - Plug screw
176 - Roller guide, complete
188 - Screw
211 - Enclosure, complete
223 - End cover
235 - Sealing ring
247 - Piston
259 - Piston
260 - Valve housing
272 - Inductive sensor
284 - O-ring
296 - Screw
306 - Plate
318 - Roller guide
331 - Shaft
343 - Socket plug
355 - Screw
367 - Roller
379 - Bushing
380 - Disc
402 - Bushing
414 - Sealing ring
426 - Timing unit, complete
438 - Parallel key
451 - Screw
463 - Sealing ring
2014-03-12 - en
4572-0100-0019
Plate
2 (2)
2010-04-22 - en
MAN
MANDiesel
B&W
HYUNDAI
Plate Exhaust Actuator - Inlet

4572-0110-0001
1 (2)
4572-0110-0001
HYUNDAI
4572-0110-0001 MAN B&W
MAN Diesel

Exhaust Actuator - Inlet
025 - Straight stud coupling

037 - Steel pipe
4572-0110-0001
2010-04-22 - en
Plate
2 (2)
2014-01-14 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Hydraulic Cylinder Unit

4572-0500-0026
1 (2)
4572-0500-0026
HYUNDAI
4572-0500-0026 MANB&W
MAN B&W

Hydraulic Cylinder Unit
013 - Nut
025 - Stud
037 - Sealing ring
049 - Distributor block
062 - Ball valve, manifold mounting
074 - O-ring
086 - Screw
098 - Screw
108 - Return oil standpipe
121 - Sealing ring
133 - Return oil standpipe
145 - Repair kit
169 - Screw
170 - Cam lock washer 1)
182 - Flange
194 - Sealing ring
204 - Screw
216 - Screw
228 - Distance pipe
241 - Sealing ring
253 - Sealing ring
265 - Multi-way valve, complete 2)
277 - Elfi/elva control valve 2)
289 - Screw
290 - Level switch
300 - Packing ring
312 - Screw
324 - Plate
336 - Sealing ring
348 - Plate
361 - Screw
373 - Screw
385 - Ball valve, manifold mounting
397 - Screw
Note: 1)
Cam lock washers are to be supplied by MAN Diesel only.
2)
When ordering spare parts for this item, please state manufac-
turer's part no.
2014-01-14 - en
4572-0500-0026
Plate
2 (2)
MAN B&W
HYUNDAI
Plate Hydraulic Cylinder Unit, Accumulator

4572- 0550- 0013
1 (2)
4572-0550-0013
HYUNDAI
4572-0550-0013 MAN B&W

Hydraulic Cylinder Unit, Accumulator
016 - Sealing ring

028 - Flange
041 - Screw
065 - Plug screw
077 - Sealing ring
089 - Membrane accumulator
090 - Repair kit
112 - Protective guard
4572- 0550- 0013
Note: * Cam lock washers are to be supplied by MAN Diesel Turbo only.
Plate
2 (2)
MAN B&W
HYUNDAI
Plate Hydraulic Accumulator Block
1 (2)
4572-0700-0012E
4572- 0700- 0012E

HYUNDAI
4572-0700-0014
4572-0700-0012E MANB&W
MAN B&W

Hydraulic Accumulator Block
010 - Pressure transducer

022 - Plug screw
034 - Accumulator block
046 - Ball valve,manifold mounting
058 - Screw
071 - Proportional press. relief valve
083 - Plug screw
095 - Cartridge valve
105 - Plug screw
117 - Non-return valve(in case of Parker pump HPS)
*117 - Non-return valve(located on inlet pipe)
(in case of Bosch Rexroth pump HPS)
129 - Screw
130 - Screw
142 - Screw
154 - Orifice plug, outside thread(in case of Parer pump HPS)
*154 - set screw(in case of Bosch Rexroth pump HPS)
166 - Pressure relief valve, cartrigde
201 - Sealing ring
213 - Flange
225 - Sealing ring
237 - Pressure relief valve, cartrigde
572- 0700- 0012E
2014-05-09 - en
44572-0700-0014
Plate
2 (2)
2011-07-02 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Hydraulic Low-Pressure Supply System

4572-0800-0008
1 (2)
4572-0800-0008
HYUNDAI
4572-0800-0008 MANB&W
MAN B&W

Hydraulic Low-Pressure Supply System
014 - Oil filter

4572-0800-0008
2011-07-02 - en
Plate
2 (2)
2012-05-09 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Hydraulic High-Pressure Supply System

4572-0900-0010
1 (2)
4572-0900-0010
HYUNDAI
4572-0900-0010 MANB&W
MAN B&W

Hydraulic High-Pressure Supply System
067 - Flange
092 - Screw
126 - Servo oil hp fitting
209 - Screw
210 - Gasket
234 - Gasket
246 - Flange
283 - Flange
295 - Servo oil hp fitting
329 - Screw
342 - Screw
4572-0900-0010
2012-05-09 - en

Plate
2 (2)
MAN B&W
HYUNDAI
Plate Hydraulic High-Pressure Supply System

4572-1000-0005
1 (2)
4572- 1000- 0005
HYUNDAI
4572-1000-0005 MAN B&W

Hydraulic High-Pressure Supply System
018 - Claw coupling, complete

031 - Screw
055 - Part for coupling
080 - Pump (parket)
092 - Packing
102 - Compensator
114 - Screw
126 - Screw
138 - Screw
151 - Hydraulic oil pipe
163 - Nut, self-locking
187 - quick coupling, minimess
209 - Repair kit
210 - Sealing ring
222 - Membrane accumulator, complete
258 - Electrical motor with flange
4572- 1000- 0005

Plate
2 (2)
2013-08-30 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Hydraulic Power Supply Unit

4572-1000-0014
4572-1000-0014
1 (2)
HYUNDAI
4572-1000-0014 MANB&W
MAN B&W

Hydraulic Power Supply Unit
018 - Screw
031 - Cam lock washer1)
043 - Claw coupling, complete
080 - Pump(Bosch Rexroth)
092 - Packing
102 - Screw
114 - Electrical motor with flange
126 - Screw
138 - Screw
151 - Hydraulic oil pipe
175 - Compensator
209 - Repair Kit
Note: 1)
Cam lock washers are to be supplied by MAN Diesel only.
2013-08-30 - en
4572-1000-0014
Plate
2 (2)
HYUNDAI
MAN
MANB&W
B&W
Preface Chapter Electronics ... .............................................................. 4740-0100-0002
Electronics
Work Card Multi Purpose Controller, Data ... ................................. 4765-1900-0001
Multi Purpose Controller .... .......................................... 4765-1901-0002
Plate Engine Control System .... ............................................ 4772-1500-0016

Engine Control System Components ... ....................... 4772-1550-0014
Pneumatic Components ... .......................................... 4772-1800-0006
Table of contents
1 (1)
HYUNDAI
MAN B&W
MAN B&W 4740-0100-0002
Electronics
Electronics
This chapter of the instruction book is intended to provide the user with informa-
tion regarding the various electronic components installed on the engine.
2012-11-29 - en
4740-0100-0002
Preface
1 (1)
HYUNDAI
MAN B&W
MAN B&W 4765-1900-0001

Precautions
Multi Purpose Controller, Data

for detailed sketch
see 0545-0100
Data
2013-01-30 - en
4765-1900-0001
Work Card
1 (2)
HYUNDAI
4765-1900-0001 MAN B&W
MAN B&W
Multi Purpose Controller, Data
Tools
- - Table is empty on purpose. No special tools needed.
2013-01-30 - en
4765-1900-0001
Work Card
2 (2)
HYUNDAI
MAN
MANDiesel
B&W 4765-1901-0002
Multi Purpose Controller
Multi Purpose Controller • Checking

Multi Purpose Controllers are
ECUA_010112 13:47:02.56 No Commands Received from EICU A Normal - - ! 49 73 2
Event Log 2004-08-19 11:04:13
used in CCU, ACU, ECU and EICU pan-

ID: Unit_Tag Date Time Description Status MCo ACo Ack
els. Checking of the MPC is continu-

ously performed by the MOP units.
See description in Chapter 6645 for a MOP

detailed view of the MOP panel screens.
A d m in
Unit Sort by Date/time

All Select Find
Tag Seq. Time
4765-1901-0001C01
4765-1901-0002
2010-02-01 - en
Work Card
1 (11)
HYUNDAI
4765-1901-0002 MAN B&W
MAN Diesel
Dismantling of MPC board

Multi Purpose Controller • Dismantling
Static electricity may harm the MPC. When changing battery or doing other
maintenance on the MPC it is important to level the electric potential between
WARNING hand and frame. This is done immediately before any work on the MPC and
MPC cabinet by simply touching any piece of non coated metal of the cabinet.
Power connector Disconnect the power connector.
4765-1901-0001D01
ID-key Disconnect the ID-key.
4765-1901-0001D02
4765-1901-0002
2010-02-01 - en
Work Card
2 (11)
HYUNDAI
MAN
MANDiesel
B&W 4765-1901-0002
MPC board Check placement of connectors accord-

ing to the table shown on the metal plate
on the MPC board. If necessary, note
down connector placement.
4765-1901-0001D03
Connectors Disconnect all connectors on the MPC board.
Remove the MPC Unscrew the MPC board and remove it

board from the panel.
4765-1901-0001D05
Dismantling of
amplifier In the CCU and ACU panels amplifiers are mounted below the MPC board.
4765-1901-0002
2010-02-01 - en
Work Card
3 (11)
HYUNDAI
4765-1901-0002 MAN B&W
MAN Diesel
Power connector Unplug the power connector from the

bottom of the MPC board.
4765-1901-0001D06
Amplifier Unplug the two connectors on the

amplifier.
4765-1901-0001D07
Amplifier Unscrew the amplifier and remove it

from the panel.
4765-1901-0002
2010-02-01 - en
4765-1901-0001D08
Work Card
4 (11)
HYUNDAI
MAN
MANDiesel
B&W 4765-1901-0002
Mounting the MPC

board
Multi Purpose Controller • Mounting

If a spare MPC board has been
used previously on another engine
it is necessary to force the MPC
to update software from the MOP
1 23 4567 8 OFF
panel. ON
This is done in the following way:
WARNING Set the yellow dip switch No. 4 on
the side of the replacement MPC to
OFF.
No 4
Mount the MPC as described.
Power on the MPC and let the MPC 4765-1901-0001M01
finish downloading.
When the MPC LED flashes 2 red and 3 green (APPLOAD_DIP see
appendix), set the yellow dip switch No. 4 to ON.
NOTE Do not mount an MPC board unless the backup battery is installed.
Changing the battery of the MultiPurpose Controller (MPC) may cause

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

not imply any risk for the ship or the engine.
The battery only serves as backup supply for the builtin clock of the
MPC, and a low battery level for several days until entering port is of
no consequence to the safe operation of the engine.
Backup battery Check that the back-up battery is Battery
mounted and that the DIP switch S1 is in

neutral position. This means all switches LED
are in the »off« position. This is also

known as binary »0«. Dongle (j206)
Service terminal
connection (j67)
DIP-switch S1:
neutral > all in off position
On>binary 1
4765-1901-0002
Off>binary 0
2010-02-01 - en
S1 on(1)
off(0)
Work Card
4765-1901-0001M02
5 (11)
HYUNDAI
4765-1901-0002 MAN B&W
MAN Diesel
DIP switches
Check that the coloured DIP switches
1 and 8 on the side of the MPC board

are set to the »off« position.
OFF
1 23 4567 8
ON
1 23 4567 8
4765-1901-0001M03
MPC board Mount the MPC board in the panel.
4765-1901-0001M04
Connectors Mount the connectors according to the

table shown on the metal plate on the
MPC board.
4765-1901-0001M12
4765-1901-0002
2010-02-01 - en
Work Card
6 (11)
HYUNDAI
MAN
MANDiesel
B&W 4765-1901-0002
ID-key
Mount the ID-key.

4765-1901-0001M05
Power connector Mount the power connector.
4765-1901-0001M06
Start-up process During the start-up process, the LED LED

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

ID-key is connected. It reads the ID
number and checks if the key ID is in the
correct format and has a valid range, it
reads the DIP-switch S1 value and veri-
fies if it is 0 (Off). A new MPC board will
download software and settings from
the MOP panel during this process.
4765-1901-0001M07
The program completes the ID-key verification and is now ready to continue
the boot sequence. Any deviations will send an error message via the LED. The
4765-1901-0002
start-up time of a new MPC board may vary but will take about 15 minutes.
2010-02-01 - en
When the LED shows green, the MPC board is running normally.
Work Card
The MPC LED indications are shown on the appendix in this procedure.
7 (11)
HYUNDAI
4765-1901-0002 MAN B&W
MAN Diesel
Amplifier Mount the amplifier using the two

screws.
4765-1901-0001M08
Connections Connect the two connectors on the

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

needed.
4765-1901-0002
2010-02-01 - en
Work Card
8 (11)
HYUNDAI
MAN
MANDiesel
B&W 4765-1901-0002
MPC LED Indication

Description The first part of the document describes the syntax of the LED indication and
assigns a short description to each of the used indications. The second part
presents a more detailed description of the different indications.
Syntax The MPC LED may be issuing indications by either emitting constant light or by
flashing. The LED indications are uniquely identified by the colour that the MPC
LED emits.
A flashing LED indication consists of two pulse trains separated in time by a

1-second pause. Each of these pulse trains represents an integer. All pulses are
set against a yellow background. The first pulse train will alternate between the
yellow background and a red foreground, while the second will use green as
foreground.
First digit Second digit

Green
Green
Green
Green
Red
Red
Red
1 second 1 second
pause pause
4765-1901-0001M10
For identification of the indication the user must therefore note the number of
red and green pulses. The first digit is the number of red pulses and the second
digit is the number of green pulses. In the illustration above, the indication code
would thus be (2,3).
Indications Constant
Colour Short name Short description
Red ERROR Either early initialization or fatal error
Orange INIT Initialization, no parameters available or non-normal node mode
Green NORMAL Application up and running
Flashing
Digits Short name Short description
Red Green
1 1 CTRL_PRG Onboard control programming in progress
2 1 APPLOAD_SCAN Application download in progress - sacnning for server
2 2 APPLOAD_DOWNLOAD Application download in progress - downloading program
2 3 Application download completed -reset yellow DIP switch set to ON
4765-1901-0002
APPLOAD_DIP
3 1 BOOTLOAD_SCAN Bootloader download in progress - scanning for server
2010-02-01 - en
3 2 BOOTLOAD_DOWNLOAD Bootloader download in progress - downloading program

4 1 DONGLE_VERIFY Checking node ID-key
Work Card
4 2 DONGLE_ERROR ID-key erroe - missing, broken or not programmed

4 3 DONGLE_DIP Node ID DIP switch not correctly reset - reset it to 0x00
4765-1901-0001M11
9 (11)
HYUNDAI
4765-1901-0002 MAN B&W
MAN Diesel
Detailed description of LED indications

ERROR (Red) This code is used primarily for indicating if the MPC has experienced a fatal
error. However, the MPC will also use this indication during early initialisation.
Therefore, the user should only take this code as an indication of error if it per-
sists more than 10 seconds.
INIT (Orange) Generally, this code is used for indicating initialisation, but the MPC may also
use this indication to signal one of the following conditions:
No parameters: No valid parameters are available to the application software.
Configuration or test mode: The MPC is in a non-normal node mode.
Generally, if the INIT code is shown longer than 10 seconds this would indicate
one of the latter conditions.
NORMAL (Green) Application is up and running.
CTRL_PGM (1,1) One of the on-board micro controllers is being programmed. This is a part of the
MPC initialization process.
APPLOAD_SCAN The application software download program (bootloader) is trying to find a serv-
(2,1) er from which it can download its application program. If this code persists it
indicates either that no application program server is connected to the network
or the network is broken.
APPLOAD_DOWN- An application program is being downloaded.

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

LOAD (3,2)
4765-1901-0002
2010-02-01 - en
DONGLE_VERIFY The ID-key is being checked. This should only take a couple of seconds.
Work Card
(4,1)
10 (11)
HYUNDAI
MAN
MANDiesel
B&W 4765-1901-0002
DONGLE_ERROR A ID-key error has been identified. Either the ID-key is missing, broken or holds

(4,2) an invalid value. Try to reprogram it.
DONGLE_DIP (4,3) The DIP-switch mounted on the CMI/O board is used for programming the ID-
key. The programming process requires that this DIP-switch be reset before
completing. This code is used for indicating this to the user. Reset the CMI/O
board DIP switches to OFF/down.
4765-1901-0002
2010-02-01 - en
Work Card
11 (11)
MAN B&W
HYUNDAI
Plate Engine Control System

4772-1500-0016
1 (2)
4772- 1500- 0016
HYUNDAI
4772-1500-0016 MAN B&W

Engine Control System

033 - Multi purpose controller 10
045 - Printed circuitboard assy
057 - Connector-pcb, kit
069 - Amplifier
082 - Screw
4772- 1500- 0016
Plate
2 (2)
MAN
MANB&W
B&W
HYUNDAI
Plate Engine Control System Components

4772-1550-0014
1 (2)
4772-1550-0014
HYUNDAI
4772-1550-0014 MANB&W
MAN B&W

Engine Control System Components
012 - Power supply

036 - Pc hardware
061 - Keyboard with pointer device
085 - Pc hardware
107 - Pc hardware
119 - Cocos-eds
120 - Manoeuvring valve
168 - Main operation panel
181 - Printer
4772-1550-0014
2012-05-23 - en
Plate
2 (2)
2012-02-28 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Pneumatic Components

4772-1800-0006
1 (2)
4772-1800-0006
HYUNDAI
4772-1800-0006 MANB&W
MAN B&W

Pneumatic Components
010 - Distributor block

022 - Pressure transducer*
034 - l-coupling
046 - Stud coupling
071 - Banjo coupling
083 - 3/2-way solenoid valve
095 - Distributor block*
105 - T-coupling
117 - Coupling
130 - Coupling
142 - Coupling
166 - 3/2-way valve
4772-1800-0006
2012-02-28 - en
Note: * When ordering spare parts, please state number of cylinders.

Plate
2 (2)
HYUNDAI
MAN B&W
Preface Chapter Cooling Water ... ......................................................... 5040-0100-0001
Co o l i n g W a t er Sy s t em
Description Cooling Water System, Data ... ................................... 5045-0100-0002
Cooling Water Treatment ... ........................................ 5045-0200-0002
Drawing Seawater Cooling System (Main and Auxiliary Engines) 5055-0100-0002

Jacket Cooling Water System ... ................................. 5055-0105-0002
Central Cooling System .... ........................................... 5055-0110-0002
Preheating of Jacket Cooling Water ... ........................ 5055-0115-0002
Plate Cooling Water Pipes ... ................................................ 5072-0100-0014
1 (1)
HYUNDAI
MAN B&W
MAN B&W 5040-0100-0001
Cooling Water System

This chapter contains informations on how to operate and maintain your cooling
water system.
Please note that the pipe systems vary considerably from plant to plant.
2012-11-29 - en
5040-0100-0001
Preface
1 (1)
HYUNDAI
MAN B&W 5045-0100-0002
1. General

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

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

– Water supply to PTO/RCF lube oil cooler (if installed).
The sea water from the above-mentioned branches is later mixed again, and
then continues to the thermostatically controlled 3-way regulating valve (6) at
the seawater overboard valve (7).
Regulating valve (6) is controlled by the sensor (8) which is located in the sea-
water inlet pipe. The thermostat is adjusted so that the water temperature at the
pump inlet is kept above 10°C, in order to prevent the lub. oil from becoming
too viscous on the cold cooling surfaces.
If the seawater inlet temperature drops below the set level, then regulating valve
(6) opens for the return flow to the seawater pump suction piping.
5045-0100-0002
2008-07-30
Description
Doc-ID: 5045-0100-0002 1 (4)

HYUNDAI
5045-0100-0002 MAN B&W
3. Jacket Cooling Water System

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

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

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

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

across the engine.
3.1 Operation in port
The main engine is preheated by utilising hot water from the auxiliary engine(s).
This preheating is activated by valves especially for this purpose
By activating these valves the direction of cooling water flow will change, and
the water will now be circulated by the auxiliary engine-driven pumps.
From the auxiliary engines, the water flows directly to the main engine jacket
outlet. When the water leaves the main engine, through the jacket inlet, it flows
to the thermostatically controlled 3-way valve (2).
In this operating mode, the temperature sensor (3) for valve (2) measures in a
nonflow, low temperature piping. Valve (2) will consequently be set to lead the
5045-0100-0002
cooling water to the jacket water cooler, and further on to the auxiliary engine-
2008-07-30
driven pumps.
Description
The integrated loop in the auxiliary engines will ensure a constant temperature
of 80°C at the auxiliary engine outlet, thus preheating the main engine.
Auxiliary engines in stand-by are automatically preheated by hot cooling water

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

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4. Central Cooling System

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

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

It is assumed that the temperature rise is not caused by defective measuring
equipment or thermostatic valve. These components should be checked regu-
larly to ensure correct functioning.
If the cooling water temperature, for a single cylinder or for the entire engine,
rises to 90-100°C, follow this procedure:
Open the test cocks on the cylinder outlets.

5045-0100-0002
2008-07-30
Description
Doc-ID: 5045-0100-0002 3 (4)

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5045-0100-0002 MAN B&W
Is the water coming out?

YES
• Close the test cocks.
• Re-establish the cooling water supply at once, or stop the engine for trou-
bleshooting.
The cooling space is not completely filled with water. This results in local
NO
overheating, and hence the formation of steam.
• Close the test cocks.
• Stop the engine.
• Close the outlet valve on the overheated cylinder.
• Open the indicator cocks.
• Keep the auxiliary blowers and lub. oil pumps running.
• Turn the piston of the cylinder concerned to BDC to slowly cool down the
overheated area via the air flow through the cylinder and indicator cock.
• Leave the engine to cool.

This prevents extra shock heat stresses in cylinder liner, cover and exhaust
valve housing, if the water should return too suddenly.
• After 15 minutes, open the outlet valves a little so that the water can rise
slowly in the cooling jackets. Check the level at the test cocks.
• Find and remedy the cause of the cooling failure.
• Check for proper inclination of the freshwater outlet pipe, and for proper
deaeration from the forward end of the engine.
• Make a scavenge port inspection to ensure that no internal leakage has oc-
curred.
Note: Slow-turn the engine with open indicator cocks before starting the en-
gine.
5045-0100-0002
2008-07-30
Description
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MAN B&W 5045-0200-0002
1 Reducing Service Difficulties
Cooling Water Treatment

To reduce service difficulties to a minimum, we strongly recommend:
• effective protection against corrosion of the cooling water system by adding a chemi-
cal corrosion inhibitor. See Item 1.2.
• using the correct cooling water quality. See Item 1.3.
• effective venting of the system. See Item 1.4.
• Checking the system and water during service. See Item 2.
• Using the correct cleaning and inhibiting procedure. See Items 3 and 4.
1.1 Types of Damage
If the above-mentioned precautions are not taken, the following types of damage
may occur:
• corrosion, which removes material from the attacked surface by a chemical process.
• corrosion fatigue, which may develop into cracks because of simultaneous corrosion
and dynamic stresses.
• cavitation, which removes material because of local steam formation and subsequent
condensation in the cooling water, due to high water velocity or vibrations.
• scale formation, which reduces the heat transfer, mostly due to lime deposits.
Corrosion and cavitation may reduce the lifetime and safety factors of the parts
concerned. Deposits will impair the heat transfer and may result in thermal over-
load of the components to be cooled.
1.2 Corrosion Inhibitors
Various types of inhibitors are available but, generally, only nitrite-borate based
inhibitors are recommended.
A number of products marketed by major companies are specified in the table on

Page 10. The relevant dosages are also mentioned, and we recommend that
these directions are strictly observed.
Cooling water treatment using inhibiting oils is not recommended, as such treat-
ment involves the risk of uncontrolled deposits being formed on exposed surfaces,
and furthermore represents an environmental problem.
The legislation for disposal of waste water, incl. cooling water,

prohibits the use of chromate for cooling water treatment.
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5045-0200-0002
Chromate inhibitors must not be used in plants connected to a

Description
freshwater generator.
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1.3 Cooling Water Quality

It is important to use the correct cooling water quality. We recommend to use

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

• Sulphide
• Sulphide
• Ammonia
Softening of the water does not reduce its sulphate and

chloride contents.
If deionized or distilled water cannot be obtained, normal drinking water can be

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

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5045-0200-0002
Description
We recommend to keep a record of all tests, to follow the condition and trend of
the cooling water.
Check the cooling water system and the water at the intervals given below:
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2.1 Regularly

Whenever practical, check the cooling water system for sludge or deposits. See
also Item 2.5, ‘Every Four-Five Years and after Long Time Out of Operation’.
Check at the cooling pipes, cooling bores, at the top of the cylinder and cover and
exhaust valve bottom piece.
Sludge and deposits can be due to:

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

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

Test kits are normally available from the inhibitor supplier.
Check:
• The concentration of inhibitor must not fall below the value recommended by the sup-
plier, as this will increase the risk of corrosion.
When the supplier specifies a concentration range, we recommend to maintain the
concentration in the upper end.
• pH-value should be within 8.5-10 at 20°C.
A decrease of the pH-value (or an increase of the sulphate content, if measured) can
indicate exhaust gas contamination (leakage).
pH can be increased by adding inhibitor, however, if large quantities are necessary, we
recommend to change the water.
• Chloride content should not exceed 50 ppm (mg/litre).
In exceptional cases, a maximum of 100 ppm can be accepted, however, the upper
limit specified by the inhibitor supplier must be adhered to. An increase of the chlorine
content can indicate salt water ingress. Trace and repair any leakages at the first
opportunity.
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5045-0200-0002
Description
If out-of-specification results are found, repeat the tests more

frequently.
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2.3 Every Third Month
Take a water sample from the system during running, as described in Item 2.2,
‘Once a week’.
Send the sample for laboratory analysis, in particular to ascertain the content of:
• inhibitor
• sulphate
• iron
• total salinity.
2.4 Once a Year
Empty, flush and refill the cooling water system. Add the inhibitor.
See also Item 4.5, ‘Adding the Inhibitor’, further on.
2.5 Every Four-Five Years and after Long Time Out of Operation
Based on the regular checks, see Item 2.1, clean the cooling water system for oil-
sludge, rust and lime. Refill and add the inhibitor.
See Items 3 and 4 further on.
2.6 Water Losses and Overhauling
Replace evaporated cooling water with non-inhibited water.
Replace water from leakages with inhibited water.
After overhauling, e.g. of individual cylinders, add a new portion of inhibitor imme-
diately after completing the job.
Check the inhibitor concentration any time a substantial amount of cooling water is
changed or added.
3 Cleaning and Inhibiting
3.1 General
Carry out cleaning before inhibiting the cooling water system for the first time. This
ensures uniform inhibitor protection of the surfaces and improves the heat transfer.
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5045-0200-0002
Description
During service, carry out cleaning and inhibiting every 4-5 years and after long time
out of operation, see also Item 2.5. Cleaning comprises degreasing to remove oil
sludge and descaling to remove rust and lime deposits.
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3.2 Cleaning Agents

Special ready-mixed cleaning agents can be obtained from companies specialising
in cooling water treatment, and from the supplier of inhibitors. See item 5.1.
These companies offer treatment, assistance and cooling water analysis. We point
out that the directions given by the supplier should always be closely followed.
The cleaning agents must not be able to damage packings, seals, etc. It must also
be ensured that the cleaning agents are compatible with all parts of the cooling
system to avoid any damage.
The cleaning agents should not be directly admixed, but should be dissolved in
water and then added to the cooling water system.
For degreasing, agents emulsified in water, as well as slightly alkaline agents, can
be used.
Ready-mixed agents which involve the risk of fire obviously

must not be used
For descaling, agents based on amino-sulphonic acid, citric acid and tartaric acid
are especially recommended.
Use only inhibited acidic cleaning agents
These acids are usually obtainable as solid substances, which are easily soluble in
water, and do not emit poisonous vapours.
3.3 Inhibitors
See Item 1.2, ‘Corrosion Inhibitors’, earlier in this Chapter.

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5045-0200-0002
Description
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4 Cleaning and Inhibiting Procedure

4.1 General
The engine must be at a standstill during the cleaning

procedure to avoid overheating during draining.
Normally, cleaning can be carried out without any dismantling of the engine.
Since cleaning can cause leaks to become apparent (in poorly assembled joints or
partly defective gaskets), inspection should be carried out during the cleaning
process.
4.2 Degreasing
Be careful. Use protective spectacles and gloves.
4.2.1 Prepare for degreasing
Does the cooling water contain inhibitor?

YES Drain the system.
Fill up with clean tap water.
Follow the procedure below.
NO Follow the procedure below.
Heat the water to 60°C and circulate it continuously.

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

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5045-0200-0002
Add the degreasing agent, preferably at the suction side of the running jacket
water pump.
Description
Use the amount of agent specified by the supplier.
Drain again to the lowest level in the expansion tank if the cooling water system is
filled-up, before all agent is applied.
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4.2.3 Circulate the solution

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

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

Circulate the water for two hours.
Drain the system completely.
Proceed to the descaling procedure, see Item 4.3, ‘Descaling’.
4.3 Descaling
On completing the degreasing procedure, see Item 4.2, ‘Degreasing’, apply this
descaling procedure.
Be careful. Use protective spectacles and gloves.

To avoid polluting the discharge water with acid, it is recommended, if
possible, to collect all the drained water that contains acid in a tank
where it can be neutralised, for example by means of soda, before
being disposed.
4.3.1 Prepare for descaling

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

a lower temperature. This maximum temperature must be
adhered to.
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5045-0200-0002
4.3.2 Add the acid solution

Description
Dissolve the necessary dosage of acid compound in a clean iron drum, half filled
with hot water. Stir vigorously, e.g. using a steam hose.
For engines that were treated before the sea trials, the lowest dosage recommen-
ded by the supplier will normally be sufficient.
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For untreated engines, a higher dosage - depending on the condition of the cool-
ing system - will normally be necessary.
The solubility of acids in water is often limited. This can necessitate descaling in
two stages, with a new solution and clean water. Normally, the supplier specifies
the maximum solubility.
Fill the drum completely with hot water while continuing to stir. Slowly add the acid
compound at the suction side of the jacket water cooling pump.
Drain some water from the system, if necessary.
4.3.3 Circulate the acid solution
Keep the temperature of the water at the prescribed preheating temperature, and
circulate it constantly.
The duration of the treatment will depend on the degree of fouling.
Normally, for engines that were treated before the sea trials, the shortest time rec-
ommended by the supplier will be sufficient.
For untreated engines, a longer time must be reckoned with.
Check every hour, for example with pH-paper, that the acid has not been neutral-
ised.
A number of descaling preparations contain colour indicators which show the state
of the solution.
If the acid content is exhausted, a new admixture dosage can be added, in which
case the weakest recommended concentration should be used.
4.3.4 Neutralise any acid residues
After completing the descaling, drain the system and flush with water.
The flushing is necessary to remove any debris that may have formed during the
cleaning.
Continue the flushing until the water is neutral (pH approx. 7).
Acid residues can be neutralised with clean tap water containing 10 kg soda per
ton of water. As an alternative to soda, sodium carbonate or sodium phosphate
can be used in the same concentration.
Circulate the mixture for 30 minutes.

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5045-0200-0002
Description
Drain and flush the system.
Continue to flush until the water is neutral (pH approx. 7).
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Check the acid content of the system oil directly after the

descaling, and again 24 hours later. See description 3045-0130
4.4 Filling up with Water
To prevent the formation of rust on the cleaned surfaces, fill up with water immedi-
ately after the cleaning.
Fill up, with deionizer or distilled water, to the lowest level in the expansion tank.
See also Item 1.3, ‘Cooling Water Quality’.
4.5 Adding the Inhibitor
On account of the lack of hardness, the deionized or distilled water is relatively

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

Description
It is important for the proper functioning of this system to remove existing deposits
of lime, rust and/or oil sludge in order to minimise the risk of blocking the coolers,
and to ensure a good heat transfer. Subsequent inhibiting shall, of course, be car-
ried out.
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For central cooling water systems, which are arranged with separate high and low
temperature freshwater circuits, the careful, regular checks which are necessary
for the jacket cooling water (= high temperature freshwater circuit) are not neces-
sary for the low temperature freshwater circuit.
5.1 Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment
Company Name of Inhibitor Delivery Maker’s min. Recommended

Form Dosage (*)
Castrol Ltd. Swindon Castrol Solvex WT4 Powder 3 kg / 1.000 l
Wiltshire, England Castrol Solvex WT2 Liquid 20 l / 1.000 l
Drew Ameriod Marine DEWT NC Powder 3,2 kg / 1.000 l
Boonton, N.J./USA Liquidewt Maxiguard Liquid 8 l / 1.000 l
Liquid 16 l / 1.000 l
Nalfloc Ltd. Northwich, NALFLEET 9-121 Powder 2,5 kg / 1.000 l
Cheshire, England NALFLEET 9-108 Powder 2,2 kg / 1.000 l
Liquid 5 l / 1.000 l
Rohm & Haas (ex Duo- RD11 DIAPROSIM Powder 3 kg / 1.000 l
lite) Paris, France RD25 DIA PROSIM Liquid 50 l / 1.000 l
Vecom Maassluis, Hol- CWT Diesel QC2 Liquid 12 l / 1.000 l

land
Wilhelsen Ships Service Unitor Dieselguard NB Powder 2 kg / 1.000 l
AS Lysaker, Norway Unitor Rocor NB Liquid Liquid 9 l / 1.000 l
Generally we recommend 2000-2500 ppm Nitrite.

(*) Initial dosage may be larger.
5.2 Non Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment
Company Name of Inhibitor Delivery Maker’s min. Recommended

Form Dosage (*)
Chevron, Houston USA Havoline XLI Liquid 50 l / 1.000 l
Havoline XLC Liquid 350 l / 1.000 l
Wilhelmsen Ships Serv- Unitor Cooltreat AL Liquid 50 l / 1.000 l
ice AS Lysaker, Norway
(*) Initial dosage may be larger.
These lists are for guidance only and must not be considered complete. We
undertake no responsibility for difficulties that might be caused by these or other
water inhibitors/chemicals.
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5045-0200-0002
Suitable cleaners can normally also be supplied by these firms.

Description
10 (10)
2008-10-20
MAN B&W
HYUNDAI
Air cooler
Lub. oil cooler for gear

(PTO/RCF unit not TI
included in standard F.w.
engine delivery) cooler
TI
TI
Regarding the lub. oil

Lub. oil coolers, this valve should be
cooler adjusted so that the cooling
Main engine
Air cooler water inlet temp. is not
TI Lub. oil cooler below 10° C.
These valves to
be provided with
gradual scale
Aux. Aux. Aux.
Eng. Eng. Eng.
Cooling water pumps BWL
PT Feeler
Doc-ID: 5055-0100-0002
8421 PI
Shipside
PI
Cooling water pump for

aux. engine
Sea chest (port service)
Drawing Seawater Cooling System (Main and Auxiliary Engines)

5055-0100-0002
5055-0100-0002
1 (1)
2008-08-18
MAN B&W
HYUNDAI
Alarm must be given if excess air 5

High level alarm
is separated from the water in the
de-aerating tank
Low level alarm
LS
Orifice for adjustment of 8412
PT cooling water pressure Normally closed valve
8413 To be opened when the
3
system is filled with
cooling waer. (Manually
or automatically)
Tracing of F.O.
drain pipe
*) Pre-
heater
1 4 2
Jacket The freshwater generator

De-aerating tank F. W.
Jacket water pumps water generator
to be coupled in and out
see special drawing
Doc-ID: 5055-0105-0002
cooler slowly min. 3 minutes
3 bar head
Main
engine Water inlet for From tracing of F.O. drain pipe
cleaning turbocharger
Drain from bedplate/cleaning Fresh cooling *) Preheater can be installed if preheating

turbocharger to waste tank water drain from aux. engines is not available
For flow rates and capacities for

main engine, see list of capacity
for actual engine type
Drawing Jacket Cooling Water System

5055-0105-0002
5055-0105-0002
1 (1)
2008-08-18
Expansion tank
central
cooling water
MAN B&W
HYUNDAI
Seawater TE
4 8431
outlet
PT TE
8421 8431
Regarding the lub. oil coolers, this
valve should be adjusted so that the
inlet temp. of the cooling water is
not below 10°C
Lub. oil
cooler
Air pocket, if any, in the pipe line between Central
the pump, must be vent to the expansion tank cooler
Central
Doc-ID: 5055-0110-0002
Seawater cooling Jacket Main
pumps water engine
water cooler
pumps
Cooling water
drain air cooler
Seawater
inlet
For arrangement common for main

Number of Aux. engines, pumps, engine and MAN B&W Aux. engines,
coolers, etc. subject to see special drawing
Seawater
alterations according to the inlet
actual plant specification
Drawing Central Cooling System

5055-0110-0002
5055-0110-0002
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Preheating of Jacket Cooling Water
Preheating of Jacket Cooling Water
If the cooling water is heated by means of a preheater installed in the freshwater

system, the curves above can be used.
The curves are drawn on the basis that, at the start of preheating, the engine and
engine-room temperatures are equal.
Example:
A freshwater preheater, with a heating capacity equal to 1% of nominal MCR
2012-12-10 - en
engine shaft, output, is able to heat the engine 35°C (from 15°C to 50°C) in the
5055-0115-0002
course of 12 hours.
Drawing
Cooling water preheating during standstill is described in description 6645-0170.
1 (1)
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MAN
MANB&W
B&W
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Plate Cooling Water Pipes

5072-0100-0014
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5072-0100-0014
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MAN B&W

Cooling Water Pipes
018 - Screw
031 - Packing
043 - Cooling water pipe
055 - Screw
067 - Packing ring
102 - Packing ring
114 - Orifice plate
126 - Screw
138 - Plug screw
187 - Venting pipe
199 - Screw
209 - Nut
222 - Butterfly valve
5072-0100-0014
2013-06-03 - en
Plate
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B&W
Preface Chapter Exhaust Gas and Scavenge Air System ... ................... 5440-0100-0001
Exhaust Gas and Scavenge Air System

Drawing Scavenge Air Drain Pipes ... ........................................ 5455-0100-0001
Scavenge Air Spaces, Fire Extinguishing Systems ... ... 5455-0105-0001
Dry Cleaning of Turbocharger - Turbine side ... ........... 5455-0110-0002
Wet Cleaning of Turbocharger - Turbine side ... .......... 5455-0115-0002
Air Cooler Cleaning System - Option ... ....................... 5455-0120-0001.0
Work Card Scavenge Air Cooler Element, Data .... ......................... 5465-0100-0001
Scavenge Air Cooler Element ... .................................. 5465-0101-0003
Water Mist Catcher, Data .... ........................................ 5465-0200-0004
Water Mist Catcher ... ................................................. 5465-0201-0003
Scavenge Air Non-Return Valve, Data ... ..................... 5465-0400-0001
Scavenge Air Non-Return Valve ... .............................. 5465-0401-0003
Auxiliary Blower .... ....................................................... 5465-0500-0003
Scavenge Air Safety Valve, Data ... .............................. 5465-0600-0001
Scavenge Air Safety Valve .... ....................................... 5465-0601-0002
Turbocharger Cleaning, Data ... .................................. 5465-0700-0001
Turbocharger Cleaning .... ............................................ 5465-0701-0002
Exhaust Gas Bypass Valve, Data ... ............................. 5465-0810-0002
Exhaust Gas Bypass Valve .... ...................................... 5465-0811-0001
Tool Plate Scavenge Air Cooler Tools ... ...................................... 5470-0110-0001.0

Scavenge Air Cooler Tools ... ...................................... 5470-0110-0004
Scavenge Air Cooler Lifting Tools .... ............................ 5470-0120-0001.0
Turbocharger Tools .... ................................................. 5470-0700-0001.0
Plate Scavenge Air Cooler ... ................................................ 5472-0100-0004

Scavenge Air Cooler Frame .... ..................................... 5472-0110-0014
Air Cooler Cleaning System .... ..................................... 5472-0120-0001.0
Air Cooler Pipe Connections ... ................................... 5472-0130-0013
Water Mist Catcher ... ................................................. 5472-0200-0003
Scavenge Air Cooler Non-Return Valve ... ................... 5472-0400-0004
Scavenge Air System ... .............................................. 5472-0600-0010
Scavenge Air Receiver, Safety Valve ... ........................ 5472-0620-0002
Scavenge Air Pipe .... ................................................... 5472-0630-0009
Exhaust Reciever Turbocharger Connection .... ............ 5472-0750-0009
Exhaust Receiver ... .................................................... 5472-0900-0013
Exhaust Gas Bypass Valve .... ...................................... 5472-0810-0001
Table of contents
Exhaust Gas Bypass System ... .................................. 5472-0800-0002
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Air System
Gas and Air System

The engine is supplied with scavenge air from one or more turbochargers,
depending on the engine type and layout.
The engine exhaust gas drives the turbine wheel of the turbocharger and, through
a common shaft, the turbine wheel drives the compressor wheel.
The compressor draws air from the engine room, through the air filters. From the
compressor outlet, the air passes through the charging air pipe to the charging air
cooler where the air is cooled down.
The charging air pipe, with compensator, is insulated.
The air cooler incorporates a water mist catcher, which is designed to separate
condensate from the air.
When the air has passed the water mist catcher, it is pressed into the scavenge air
receiver through non-return valves. The non-return valves open by pressure from
the turbocharger.
From the scavenge air receiver, the air flows to the cylinder through the scavenge
air ports when the piston is in the bottom position. When the exhaust valves open,
the exhaust gas is pressed into a common exhaust gas receiver, from where the
gas drives the turbine of the turbocharger with an even and steady pressure
Charging Air Cooler
The charging air cooler insert is of the block type. It is mounted in a housing which
is welded up of steel plates.
The cooler housing is provided with inspection covers.
The cooler is designed with an air reversing chamber which incorporates a water
mist catcher. The water mist catcher is built up of a number of lamellas which sep-
arate the condensation water from the scavenge air during the pas sage of the air-
flow.
The separated water is collected in the bottom of the cooler housing from which it
is moved by a drain system.
It is important to check that the drain functions correctly, as

otherwise water droplets may enter the cylinders.
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5440-0100-0001
See Description 6345-0320, ‘Cleaning of Turbochargers and Air

Preface
Coolers’.
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5440-0100-0001 MAN B&W
MAN B&W
An alarm device for high water level in the drain system is installed.
Gas and Air System
Non-Return Valves
It is of the utmost importance that the non-return valves of the auxiliary blowers
always function correctly and move easily. This can be checked either by moving
the valves manually in connection with the regular scavenge port inspections, or
via locally placed inspection covers.
The non-return valves protect the blowers and engine during:

• Start-up of the auxiliary blowers.
• Running with auxiliary blowers.
Starting the auxiliary blowers:

1. Owing to the relatively high starting current, the blowers start in sequence, with 6-10
seconds in between.
The non-return valve of the blower that has not yet started must be in the closed posi-
tion to prevent the blower from rotating backwards. Otherwise, there is a risk that the
electric motor will burn out when it starts.
2. If an auxiliary blower fails to start, the non-return valve must be in the closed position.
Otherwise, the operating blower will not be able to draw fresh air in through the turbo-
charger and air cooler. This is due to differences in the air flow resistance.
Running with auxiliary blowers:
If an auxiliary blower fails during running, the non-return valve must close to ensure
the continued supply of fresh air to the engine.
See “Starting the auxiliary blowers”, Item 2, above.
Auxiliary Blowers
The engine is provided with two or more auxiliary blowers. The suction sides are
connected to the space after the water mist catcher. The discharge sides are con-
nected to the scavenge air receiver. Separate non-return valves are in stalled at
the suction side or discharge side of the auxiliary blowers, in order to prevent
reversed air flow.
See also item, “Non-return valves”, above.
El. panels for
See special instructions supplied by the engine builder.
auxiliary blower
2012-12-14 - en
5440-0100-0001
Preface
2 (4)
HYUNDAI
MAN B&W
MAN B&W 5440-0100-0001
Running with
Gas and Air System

During the starting of the engine, and when the engine is running at low load, the
auxiliary blowers
turbocharger is not able to supply enough air for the engine process. In these
cases a pressure switch will automatically start the auxiliary blowers.
When the auxiliary blowers are operating, they draw air from the engine room
through the turbocharger’s air filter and compressor side.
If the auxiliary blowers do not start during low-load running (because

of faults, or because the switch for the blowers is not in “AUTO”
position), unburned fuel oil may accumulate on top of the pistons. This
will involve the risk of a scavenge air box fire. In order to avoid such a
fire:
– obtain permission to stop the engine
– stop the engine
– remove any unburned fuel oil from the top of the pistons
– re-establish the supply of scavenge air
– start the engine
Note: the switch for the auxiliary blowers should be in “AUTO” position
during all modes of engine control, i.e.:
– remote control
– control from engine side control console.
The non-return valves fitted after the water mist catcher are now closed as a result
of partial vacuum and gravitation acting on the valve flaps.
There will be a lack of air supply if the non-return valves do not close.
Scavenge Air Receiver
The scavenge air receiver is a container having a large volume. The receiver is bol-
ted on to the cylinder frame, or alternatively integrated into the cylinder frame, if
welded. See Chapter 10.
Scavenge air is collected in the receiver after the air has passed through the
cooler, the water mist catcher and the non-return valves.
The receiver and the cylinder frame communicate through large openings.
The scavenge air receiver is provided with manhole covers and a safety valve.
2012-12-14 - en
5440-0100-0001
Safety Valve,
The scavenge air receiver is fitted with a safety valve which is set to open should
Scavenge Air
the pressure in the scavenge air receiver exceed a value somewhat higher than the
Receiver
Preface
normal scavenge air pressure of the engine.
3 (4)
HYUNDAI
5440-0100-0001 MAN B&W
MAN B&W
In some cases it may be necessary to open the valve manually,

Gas and Air System
see Description 6645-0310.
Exhaust Gas Receiver
From the exhaust valves, the exhaust gas is led to the exhaust gas receiver where
the pulsatory pressure from the individual exhaust valves is equalized and led to
the turbocharger at a constant pressure.
The exhaust gas receiver is fastened to the seating by flexible supports. Compen-
sators are inserted between the receiver and the exhaust valves, and between the
receiver and the turbocharger.
Inside the exhaust gas receiver, a protective grating is mounted before the turbo-
charger.
The exhaust gas receiver and the exhaust pipe are insulated.
2012-12-14 - en
5440-0100-0001
Preface
4 (4)
2012-12-14 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Scavenge Air Drain Pipes

5455-0100-0001
5455-0100-0001
1 (1)
2013-06-24 - en
MAN
MAN B&W
HYUNDAI
B&W
Drawing Scavenge Air Spaces, Fire Extinguishing Systems

5455-0105-0001
5455-0105-0001
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 5455-0110-0002
Dry Cleaning of Turbocharger (Turbine Side)

Dry cleaning is carried out under high en- It is recommended to perform the clean-
gine load (50% - 100%). ing with granules every one to two
days.
1 Compressed air pipe

2 Screw plug
3 Granulate container
4 Pipe
5 Connection flange
6 Adapter
7 Gas-admission casing
8 Gas outlet casing
9 Turbine wheel
10 Nozzle ring
A Stop cock (compressed air)
B Stop cock (exhaust gas)
T/C type Amount [liter]

Dry wash operation:
TCR22 0.5
1. Open valve A and B, in order to vent TCA55 1.0

the granulate container for possible TCA66 1.5
deposits or condensate. TCA77 2.0
2. Close valve A and B. Fill the conainer TCA88 2.5

with the specified amount of granules TCA99 3.0
and shut the container tight. MET33 0.4
MET42 0.7
3. Slowly open valve A. Then open valve
B to blow the granulate into the tur MET53 1.6
bine. MET60 2.1
MET66 2.6
4. After 1 to 2 minutes, close valves B
and A. MET71 3.0
MET83 3.5
MET90 3.5
5455-0110-0002
TPL69 1.0
2008-07-31
TPL73 1.0
TPL77 1.5
Drawing
TPL80 2.0
TPL85 3.0
TPL91 3.5
Doc-ID: 5455-0110-0002 1 (1)

HYUNDAI
MAN B&W
MAN Diesel 5455-0115-0002
Wet Cleaning of Turbocharger (Turbine Side)

Wet cleaning of the turbine is carried out A general recommendation is to perform
during operation at reduced engine load in cleaning every 250 operating hours.
order to avoid overstressing of the turbine
blades (thermal shock)
Type TCR 22 TCA 33 TCA 44 TCA 55 TCA 66 TCA 77 TCA 88 TCA 99

Exh. gas tempera-
ture before Turbine ≤ 320 ≤ 320 ≤ 320 ≤ 320 ≤ 320 ≤ 320 ≤ 320 ≤ 320
[°C]
Turbocharger
≤ 12 000 ≤ 15 500 ≤ 13 000 ≤ 11 000 ≤ 9 500 ≤ 8 000 ≤ 7 000 ≤ 5 500
Speed [rpm]
1 Washing water
A
2 Pressure gauge
3 Nozzles
4 Gas-admission casing

5 Nozzle ring

6 Turbine wheel

7 Washing water drain

8 Drain funnel
A Water stop cock
" B Drainage cock
• Use fresh water without any casing and runs through the washing water
chemical additives whatsoever. outlet and the drainage cock. The washing
water is conducted via a funnel to a sedi-
• The washing duration is 10 to 20 ment tank and collected there.
minutes (until clean water comes
out of the dirt-water outlet openings). The funnel enables the visual inspection of
the washing water. The cleaning procedure
The wash water flows through the stop cock is completed once the washing water re-
5455-0115-0002
with a water pressure of 2-3 bar into the mains clean.

2008-07-31
gas-admission casing. The washing noz-

zles spray the water in front of the turbine.
The droplets of the washing water bounce
Drawing
against the nozzle ring and the turbine

where they wear off contamination.
The washing water collects in the gas-outlet
Doc-ID: 5455-0115-0002 1 (1)

HYUNDAI
MAN B&W
MAN Diesel 5455-0120-0001.0
Air Cooler Cleaning System (Option)

Nom. diam. 25 mm
Air cooler Air cooler
To bilge
F.W. (from hydrophor)
Re-circulation
Nom. diam. 50 mm Orifice
Filter 1 mm Nom. diam. 50 mm
Drain from air cooler

cleaning & water mist
catcher in air cooler
Chemical clean. tank
Heating coil *
Circulating pump Sludge pump suction
* Capacity for heating coils according

to requirement from supplier of the chemical
5455-0120-0001.0
2007-12-07
Drawing
Doc-ID: 5455-0120-0001.0 1 (1)

HYUNDAI
MAN B&W
MAN B&W 5465-0100-0001

Precautions
Air Cooler Element, Data

see 0545-0100
Data
Air cooler element, complete with covers, up
T54-04 1750 kg
to
T54-06 Reversing chamber 350 kg
T54-07 Water inlet/outlet cover 350 kg
2013-01-30 - en
5465-0100-0001
Work Card
1 (2)
HYUNDAI
5465-0100-0001 MAN B&W
MAN B&W
Air Cooler Element, Data
Tools
Plate
Plate ItemNo.
Description
5470-0120 045 Lifting attachement aircooler fore end
2013-01-30 - en
5465-0100-0001
Work Card
2 (2)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
Pressure and temperature
Air Cooler Element • Checking

For the day-to-day checking of the
scavenge air cooler, measure the drop
in pressure and temperature of the scav-
enge air across the cooler while the en-
gine is running.
Compare these measurements with the

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

across the scavenge air cooler indicates
fouling on the air side of the cooler.
A decrease in the air temperature drop

across the scavenge air cooler indicates 5465-0101-0003C01
fouling of the water side of the cooler.
If the measurements indicate fouling of the water side of the air cooler element,
the element must be overhauled/cleaned.
See Overhaul.
If the measurements indicate fouling of the air side of the air cooler element, it is
recommended to inspect the air cooler element as follows:
Access to the air Remove the inspection hole covers on

cooler element the air cooler.
5465-0101-0003
5465-0101-0003C02
2009-07-14 - en
Work Card
1 (13)
HYUNDAI
5465-0101-0003 MAN B&W
MAN Diesel
Visual inspection Visually inspect the air cooler element

Air Cooler Element • Checking
through the inspection holes.
For further information, see Description

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

clean the element using the spray pipe
arrangement fitted above the air cooler
element.
5465-0101-0003C03
See Overhaul.
5465-0101-0003
2009-07-14 - en
Work Card
2 (13)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
The cooler element normally does not need to be dismantled for inspection pur-
Air Cooler Element • Dismantling

poses. It is only in the event that the cooler element has suffered damage that it
has to be dismantled and replaced.
NOTE During dismantling

dismantling, take care not to damage the cooler element
element.
Cooling water Close the cooling water inlet and outlet

valves. Open the drain cocks to drain
off the cooling water and dismantle the
drain pipes.
5465-0101-0003D01
Inlet cover Unscrew the bolts which fasten the wa-

ter inlet and outlet flanges to the inlet
cover, and the inlet cover to the cooler
housing. Disconnect the pipes.
5465-0101-0003D10
5465-0101-0003
2009-07-14 - en
Work Card
3 (13)
HYUNDAI
5465-0101-0003 MAN B&W
MAN Diesel
Sealing flanges end Remove the sealing flanges around the

cover end cover.
Discard the O-ring.
5465-0101-0003M06
Guide rails Fit the pair of guide rails on the cooler

housing below the end cover.
5465-0101-0003D04
Loosen cooler ele- When fitting the guide rails, hold them
ment up against the wheels of the cooler ele-
ment and fit the lowermost bolts without
tightening them. Fit and tighten the up-
permost bolts.
Finally, tighten the lowermost bolts and

the thrust nuts on the uppermost bolts 5465-0101-0003D05
simultaneously. This results in loosening
and lifting the cooler element.
5465-0101-0003
2009-07-14 - en
Work Card
4 (13)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
Freeing the cooler Assemble the lifting bracket to the inlet

element cover.
Fit a travelling trolley on the beam above

the inlet cover.
Install a tackle between the travelling

trolley and the lifting bracket, and use
the tackle to lift the air cooler element
approx. 1-2 mm.
5465-0101-0003D06
Loosening and lifting Fit a second tackle on the lifting bracket,

the cooler element and use it to pull out the air cooler ele-
ment approx. half a metre.
5465-0101-0003D07
Second set of guide Fit the second set of guide rails to the
rails frame around the air cooler element. 5465-0101-0003
2009-07-14 - en
Work Card
5465-0101-0003D08
5 (13)
HYUNDAI
5465-0101-0003 MAN B&W
MAN Diesel
Lifting the cooler Pull out the air cooler element until
element out of the the 4ç

housing front end cover of the air cooler ele-
ment is clear of the air cooler hous-
ing.
Assemble a second travelling trolley

to the beam above the air cooler.
Fit a tackle between the second

travelling trolley and the lifting holes
in the upper corners of the front end
cover of the air cooler element.
Using the tackles, lift the air cooler

element away and land it on a cou-
ple of wooden planks.
5465-0101-0003D09
Depending on the engine and the engine room installation

installation, it may be necessary
NOTE to remove some pipes and floor plates.
5465-0101-0003
2009-07-14 - en
Work Card
6 (13)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
Cleaning the air The air side of the cooler is cleaned by
Air Cooler Element • Overhaul

side injecting a chemical fluid through the
spray pipe arrangement fitted to the air
chamber above the cooler element.
It is recommended to use one of the

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

Chemical Corp., New York, USA
2) Product: 80B, produced by Vecom

Int., Maassluis, Holland
5465-0101-0003O01
Cleaning should be carried out in the fol-
lowing sequence:
Do not start cleaning until the engine has been at a standstill for about 30 min
min-
NOTE utes. Do not disconnect the compressed air supply to the exhaust valve.
Cleaning instructions Follow the detailed

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

process for at least 30
minutes. The time re-
quired depends on the
frequency with which
cleaning is carried out
and on the chemical
product used.
After cleaning, flush the

cooler with clean water
until the water appearing
in the sight glasses is
5465-0101-0003
clean and pure.

2009-07-14 - en
Inspect the element

Work Card
5465-0101-0003O02
either by removing the
cover on top of the cool-
er or by dismantling the
charging air pipe.
7 (13)
HYUNDAI
5465-0101-0003 MAN B&W
MAN Diesel
Cleaning the water

side
Cooling water pipes Close the cooling water inlet and out-
let valves. Drain off the water from the
cooler.
5465-0101-0003O06
Cooling water pipes Disconnect the cooling water inlet and

dismantlling outlet pipes from the inlet cover.
5465-0101-0003O07
5465-0101-0003
2009-07-14 - en
Work Card
8 (13)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
Lifting tools Screw two eyebolts into the upper flange

of the inlet cover. Apply a lifting wire
rope between the eyebolts.
Fit a travelling trolley on the beam above

the inlet cover.
Fit a tackle between the travelling trolley

and the lifting wire rope. Tighten up the
tackle.
5465-0101-0003O08
Tighten up Fit a shackle in each of the two lifting

eyes on the end cover.
Fit two tackles above the end of the air

cooler.
Hook the tackles onto the shackles and

tighten up.
5465-0101-0003O09
5465-0101-0003
2009-07-14 - en
Work Card
9 (13)
HYUNDAI
5465-0101-0003 MAN B&W
MAN Diesel
Dismantling the end Unbolt the inlet and end covers.

covers
Lower both covers and land them on a
couple of wooden planks. Discard the
gaskets.
T54-7 T54-6
D
5465-0101-0003O10
Cleaning the tubes Clean the inside of the tubes, using the
cleaning brush (supplied by the cooler
element manufacturer) assembled to
a drilling machine. In the event of leak-
ages between the cooling tube and tube
plate, the tubes are rolled with the tube
expander (also supplied by the cooler
element manufacturer).
Clean the inside of the front-end and aft-

end covers with a stiff brush and rinse
with fresh water.
Replace the anti-corrosion blocks, if

necessary.
5465-0101-0003O11
If damaged,
damaged the coating inside the covers is to be repaired with the original coat
coat-
NOTE ing or a similar product.
5465-0101-0003
When cleaning is complete, fit the covers in the reverse order to the dismantling.
2009-07-14 - en
Work Card
10 (13)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
Landing the cooler Lift the air cooler element and land the
Air Cooler Element • Mounting

4ç
element end of the element on the guide rails fit-
ted on the inlet end of the air cooler
housing.
Remove the tackle from the end of the

cooler element.
5465-0101-0003D09
Guide rails Push the air cooler element inwards ap-

prox. one metre.
Remove the guide rails from the air

cooler housing.
5465-0101-0003M08
Assemble the ele- Push the cooler element into the hous-
ment ing and fit the bolts holding the inlet
cover. Remove the lifting bracket. 5465-0101-0003
2009-07-14 - en
Before pushing the air cooler element

fully in, make sure that the sealing
Work Card
NOTE flanges and a new O-ring are in position,

5465-0101-0003M04
hanging on the cooling water pipes.
11 (13)
HYUNDAI
5465-0101-0003 MAN B&W
MAN Diesel
Guide rails Remove the second pair of guide rails

on the end of the cooler housing.
5465-0101-0003D04
End cover sealing Assemble the sealing plate, a new

plate O-ring and the frame around the end
cover.
5465-0101-0003D03
5465-0101-0003
2009-07-14 - en
Work Card
12 (13)
HYUNDAI
MAN
MANDiesel
B&W 5465-0101-0003
Cooling water pipes Insert new gaskets between the inlet

cover and the flanges of the cooling wa-
ter pipes.
Fit and tighten the bolts which fasten the

cooling water inlet and outlet pipes to
the inlet cover.
Connect the drain pipes, and open the

cooling water inlet and outlet valves.
5465-0101-0003O07
NOTE Remember to vent trapped air from the air cooler element
element.
5465-0101-0003
2009-07-14 - en
Work Card
13 (13)
HYUNDAI
MAN B&W
MAN B&W 5465-0200-0004

Precautions
Water Mist Catcher, Data

see 0545-0100
Data
T54-11 Water mist catcher 100-200 kg
2013-01-31 - en
5465-0200-0004
Work Card
1 (2)
HYUNDAI
5465-0200-0004 MAN B&W
MAN B&W
Water Mist Catcher, Data
Tools
2013-01-31 - en
5465-0200-0004
Work Card
2 (2)
HYUNDAI
MAN
MANDiesel
B&W 5465-0201-0003
Dismantling and Mounting of Water Mist Catcher
Water Mist Catcher • Dismantling

Normally it is not necessary to remove the water mist catcher from the scavenge
air cooler housing. If, however, the water mist catcher has been fouled or dam-
aged, it must be dismantled for cleaning or repair.
Rectangular covers Dismantle the rectangular covers from

both the front and aft ends of the scav-
enge air cooler housing.
Loosen the screws Loosen the screws at both ends of the

water mist catcher.
Note the position of the water mist

NOTE catcher. During mounting, the water 5465-0201-0003D01
mist catcher must be re-mounted in the
same position.
Mount an eyebolt Pull or push the water mist catcher half-

way out and mount an eyebolt in the top
of the water mist catcher.
Hook a tackle on to the eyebolt and lift

the water mist catcher away. Land it on
a couple of wooden planks.
Take care not to damage the water mist

NOTE catcher during the lift.
5465-0201-0003D02
Water mist catcher Clean the water mist catcher with the same cleaning fluid as used for the scav-
cleaning enge air cooler element.
5465-0201-0003
2009-06-24 - en
Work Card
1 (2)
HYUNDAI
5465-0201-0003 MAN B&W
Silicone paste Apply a thin layer of silicone paste to

Water Mist Catcher • Mounting
the frame of the water mist catcher on

the side which will face away from the
4OWARDæ
engine when the water mist catcher
ENGINE
is mounted (the side opposite to the
screws).
Silicone
5465-0201-0003M01
Correctly mounting Slide the water mist catcher into the

scavenge air cooler housing. 4ç
Make sure to mount the water mist

catcher correctly. The screws of the wa-
NOTE ter mist catcher must face the exhaust
side of the engine.
When the water mist catcher is half-way 5465-0201-0003M02

in, remove the tackle and the eyebolt,
and push the water mist catcher fully
into the scavenge air cooler housing.
Tightening of screws Tighten the screws at both ends of the

water mist catcher.
Apply a thin layer of silicone paste on

the frame and mount the rectangular
covers on the front and aft ends of the
scavenge air cooler housing.
5465-0201-0003
2009-06-24 - en
Work Card
5465-0201-0003M03
2 (2)
HYUNDAI
MAN B&W
MAN B&W 5465-0400-0001

Precautions
Scavenge Air Non-Return Valve, Data

see 0545-0100
Data
Tools
2013-07-18 - en
5465-0400-0001
Work Card
1 (1)
HYUNDAI
MAN
MANDiesel
B&W 5465-0401-0003
Main Non-Return Valve
Non-Return Valve • Overhaul

The non-return valves are accessed from the scavenge air receiver.
Access to the scavenge air receiver must not be attempted until the air in the
NOTE receiver is clean.
Scavenge air receiver Inside the scavenge air receiver, lift up

the valve flap of the valve that is to be
overhauled.
5465-0401-0003O01
Screws behind the Remove the screws behind the valve

valve flap flap. Remove the valve from the engine.
5465-0401-0003O02
5465-0401-0003
2009-06-23 - en
Work Card
1 (2)
HYUNDAI
5465-0401-0003 MAN B&W
MAN Diesel
Spring pin Remove the spring pin from the valve

Non-Return Valve • Overhaul
shaft and knock the valve shaft out of

the valve flap.
5465-0401-0003O03
Further dismantling For further dismantling, remove the two

screws which hold the clamp and the
support together as an assembly.
Clean the valve shaft and the slide bear-

ings inside the valve flaps. Lubricate the
valve shaft and the slide bearings with
molybdenum disulphide (MoS2).
5465-0401-0003O04
Assemble the valve After the overhaul, it must be possible to move the valve flap by the light touch
of a finger.
Reinsert the valve in the scavenge air receiver.

5465-0401-0003
2009-06-23 - en
Work Card
2 (2)
HYUNDAI
MAN B&W
MAN B&W 5465-0500-0003

Precautions
Auxiliary Blower, Data

see 0545-0100
Data
T54-21 Electric motor, impeller and motorplate 360 kg
2013-01-31 - en
5465-0500-0003
Work Card
1 (2)
HYUNDAI
5465-0500-0003 MAN B&W
MAN B&W
Auxiliary Blower, Data
Tools
2013-01-31 - en
5465-0500-0003
Work Card
2 (2)
HYUNDAI
MAN
MANB&W
B&W 5465-0501-0005
When cleaning and inspecting the auxiliary blower, take out the electric motor
Auxiliary Air Blower • Dismantling

and the blower wheel as one whole assembly.
Blower motor Disengage the cable connections to the

blower motor.
Attach a wire rope with shackle to the

eyebolt fitted on the blower flange, and
hookon the tackle suspended from
mountings on the gallery bracket.
Remove the bolts in the blower wheel

flange, and pull the electric motor with
flange and blower wheel out of the end
cover, using the tackle. 5465-0501-0005O01
Inspection Inspect and clean the blower wheel as well as the blower housing.
Blower assembly If the whole blower assembly is to be

removed, the inspection covers on the
scavenge air receiver are to be removed
first.
Make sure that the air in the receiver is

NOTE clean before making the access.
Remove all bolts holding the motor

flange. The complete blower can now
be pulled free of the suction pipe by
means of the tackle. While pulling out
the blower assembly, make sure that the
blower housing disengages from the air
pipe without deforming it.
5465-0501-0005O03
Remounting When fitting the end cover with the

complete blower, the parts are to be
“guided” into place with care.
For overhaul of blower wheel and bear-

5465-0501-0005
ings, see blower manufacturers instruc-

2010-11-22 - en
tions.
Work Card
5465-0501-0005O04
1 (1)
HYUNDAI
MAN B&W
MAN B&W 5465-0600-0001

Precautions
Scavenge Air Receiver Safety Valve, Data

see 0545-0100
Data
2013-01-31 - en
5465-0600-0001
Work Card
1 (2)
HYUNDAI
5465-0600-0001 MAN B&W
MAN B&W
Scavenge Air Receiver Safety Valve, Data
Tools
2013-01-31 - en
5465-0600-0001
Work Card
2 (2)
HYUNDAI
MAN B&W
MAN Diesel 5465-0601-0002
The Scavenge Air Receiver Safety Valve
Scavenge Air Receiver Safety Valve • Checking

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

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

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

smoothly, the safety valve must be dis-
mantled and cleaned. 5465-0601-0002C02
5465-0601-0002
2009-07-14 - en
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1 (5)
HYUNDAI
5465-0601-0002 MANDiesel
MAN B&W
Dismantle Dismantle the safety valve from

Scavenge Air Receiver Safety Valve • Dismantling
the scavenge air receiver.
5465-0601-0002D01
5465-0601-0002
2009-07-14 - en
Work Card
2 (5)
HYUNDAI
MAN B&W
MAN Diesel 5465-0601-0002
Remove Remove the split pin.
Scavenge Air Receiver Safety Valve • Overhaul

Unscrew the nut thereby relieving the
spring tension.
Remove the nut, spring retainer and

washers.
5465-0601-0002O01
Keep count of the washers.
Pull out the spring.
Valve flap Pull out the valve flap with spindle. If the
O-ring seal is damaged remove it with-
out damaging the O-ring groove.
5465-0601-0002O02
Cleaning Clean the metal surfaces thoroughly.
5465-0601-0002
2009-07-14 - en
Work Card
3 (5)
HYUNDAI
5465-0601-0002 MANDiesel
MAN B&W
Loctite type AVX If the O-ring seal has been removed

Scavenge Air Receiver Safety Valve • Overhaul
Loctite type T fit a new one using Loctite type

AVX and Loctite activator type T or
similar.
5465-0601-0002O04
Valve flap and spindle Push in the valve flap and spindle while
taking care not to damage the O-ring
seal.
5465-0601-0002O05
Fitting Mount the spring, spring retainer and all

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

mounted.
5465-0601-0002O01
5465-0601-0002
2009-07-14 - en
Work Card
Checking Check the valve according to checking.
4 (5)
HYUNDAI
MAN B&W
MAN Diesel 5465-0601-0002
Fitting the safety Fit the safety valve on the scavenge
Scavenge Air Receiver Safety Valve • Mounting

valve air receiver.
5465-0601-0002M01
5465-0601-0002
2009-07-14 - en
Work Card
5 (5)
HYUNDAI
MAN B&W
MAN B&W 5465-0700-0001
Safety Precautions
Turbocharger Cleaning, Data

Data
2013-01-31 - en
5465-0700-0001
Work Card
1 (2)
HYUNDAI
5465-0700-0001 MAN B&W
MAN B&W
Turbocharger Cleaning, Data
Tools
2013-01-31 - en
5465-0700-0001
Work Card
2 (2)
HYUNDAI
MAN Diesel
MAN B&W 5465-0701-0002
Dry Cleaning
Turbocharger Cleaning • Cleaning

The dry cleaning method employs compressed air to blow dry, solid, granules
through the turbocharger, thus removing most of the deposits which may have
formed on the nozzle vanes and turbine blades.
On account of their hardness, nutshells, or broken or artificially shaped pieces

of activated charcoal with a size of between 1.0 and max. 1.5 mm are particu
larly suited as blasting agents.
We do not recommend the use of rice or grain as cleaning materials, as

NOTE these may possibly stick in the exhaust gas boiler.
Removing thick It is not always possible to remove thick deposits with this dry cleaning method.
deposits
Therefore, in order to prevent the buildup of thick deposits, the turbine must be
cleaned after every 24 to 50 hours of operation.
Generally, turbocharger cleaning can be carried out without, or with very little,
reduction of the engine load.
Detailed information More detailed information regarding the amount of granules to be used is stated on
the instruction plate located close to the turbocharger.
Regarding water washing of turbocharger turbine, see turbine manufac-

NOTE turer’s instructions.
See also 5445-0100.
5465-0701-0002
2008-11-18 - en
Work Card
1 (3)
HYUNDAI
5465-0701-0002 MAN
MANDiesel
B&W
Cleaning Procedure Amount

TC type
dm3
24-50 hours Carry out cleaning for every 24 to 50 TCR 14 0,1
hours of operation, based on obser TCR 16 0,2
vations. TCR 18 0,2
TCR 20 0,3
TCR 22 0,5
TCA 33 0,5
TCA 44 0,5
TCA 55 1,0
TCA 66 1,5
TCA 77 2,0
TCA 88 2,5
TCA 99 3,0
TPL 61 0,5
TPL 65 0,6
TPL 69 0,9
TPL 73 1,2
TPL 77 1,5
TPL 80 2,0
TPL 85 3,0
MET 33 0,4
MET 42 0,7
MET 53 1,6
MET 60 2,1
MET 66 2,6
MET 71 3,0
MET 83 3,5
MET 90 3,5
A165-L 1,0
A170-L 1,5
A175-L 2,0
A180-L 2,5
A185-L 3,0
A190-L 3,5
5465-0701-0002O03
Preferably Clean the turbocharger at full load. Do

not clean below half load.
A C
5465-0701-0002
B
2008-11-18 - en
Work Card
5465-0701-0001O02
2 (3)
HYUNDAI
MAN Diesel
MAN B&W 5465-0701-0002
Valve A Close valve A.

Valve B/C Open valves B and C, to blow out any deposits and/or condensate in the con
necting pipe.
After about two minutes, close valves B and C.
Relieve the pressure Slowly open valve A to relieve the pressure in the tank.
Fill the tank Fill the tank with the quantity of granules specified in the table.
Valve A Close valve A.
Valve B/C Open valves B and C, to blowin the granules. After one to two minutes, close
valves B and C.
Relieve the pressure Slowly open valve A to relieve the pressure in the tank.
in the tank
The drain openings in the gas casings must remain closed while dry cleaning
the turbine.
CAUTION
It is possible that during dry cleaning of the turbine, some of the blownin solid
particles or sparks will escape through the funnel.
5465-0701-0002
2008-11-18 - en
Work Card
3 (3)
HYUNDAI
MAN B&W
MAN B&W 5465-0810-0002

Precautions
Gas Bypass Valve, Data

see 0545-0100
Data
T54-28 Gas By-Pass Valve 20 kg
T54-30 Max. Valve turning torque Smooth torque ±5 Nm
T54-31 Assembly screws 25 Nm
T54-32 Valve seat screws 25 Nm
T54-33 Valve flap bolts 40 Nm
2013-01-25 - en
5465-0810-0002
Work Card
1 (2)
HYUNDAI
5465-0810-0002 MAN B&W
MAN B&W
Gas Bypass Valve, Data
Tools
2013-01-25 - en
5465-0810-0002
Work Card
2 (2)
HYUNDAI
MAN B&W 5465-0811-0001
Penumatic operation Actuate the valve from the control panel.
Exhaust Gas Bypass Valve • Checking

Look at the coupling and spindle opera-
tion to check that the actuator opens
and closes the valve smooth and prop-
erly.
If the operation is erratic, the cause

should be found and remedied.
5465-0811-0001C01
Manual operation Remove the air supply.
Remove position sensor (if mounted).
Remove the actuator.
5465-0811-0001C02
Turn the valve Look at the coupling and spindle opera-

tion while turning the valve manually.
Check simultaneously that the valve

opens and closes smooth and properly.
If the operation is erratic, the cause

should be found and remedied.
Remount the actuator, pointer air supply

and position sensor.
5465-0811-0001
2013-01-03 - en
Work Card
5465-0811-0001C03
1 (9)
HYUNDAI
5465-0811-0001 MAN B&W
Preperation Remove the insulation from the valve.

Exhaust Gas Bypass Valve • Dismantling
Where applicable, remove the heat ra-

diation shield, taking note of its position.
5465-0811-0001D01
Remember Remove the air supply.
Remove position sensor (if mounted).
Mark off the position of the valve on

the flange by means of punch marks or
similar.
5465-0811-0001D02
Mount ½ ton chain Make sure that the valve is open posi-
tackle tion.
Loosen the actuator screws.
Remove the actuator.

5465-0811-0001
5465-0811-0001D03
2013-01-03 - en
Work Card
2 (9)
HYUNDAI
MAN B&W 5465-0811-0001
Finally Close the valve.
Exhaust Gas Bypass Valve • Dismantling

Mount a wire sling through the actuator T54-28
bracket and suspend it from the engine
room crane.
Remove the flange bolts and lift away

the valve to a workbench or similar.
Place it so that it is accessible from both
sides.
5465-0811-0001D04
5465-0811-0001
2013-01-03 - en
Work Card
3 (9)
HYUNDAI
5465-0811-0001 MAN B&W
Remove bracket Remove the spindle extention.

Exhaust Gas Bypass Valve • Overhaul
Remove the bolts holding the bracket.
Remove the bracket.
5465-0811-0001O01
Dismantling Remove the screws of the valve seat.
Remove the valve seat.
Remove the valve flap bolts.
Remove the valve flaps.
Gradually loosen the bolts that hold the

flanges. Remove the flanges, the tubular
spacers, disc springs and thrust discs.
Pull out the spindles. If necessary, use a

brass mandrel and a hammer to knock
it out.
Remove the packings, seals, etc. and

bushings from the housing.
Clean and inspect all parts, pay special

attention to the valve seat and spindles.
If necessary, minor wear marks may be
ground or polished. Replace parts as
necessary.
5465-0811-0001
2013-01-03 - en
Work Card
5465-0811-0001O02
4 (9)
HYUNDAI
MAN B&W 5465-0811-0001
Assembly

Preface During the assembly process we recommend also to see plate 5472-0810.
Preparing valve spin- Mount the thrust disc, bushing and the
dle packing on the valve spindle.
Lubricate the trust disc and the bushing

NOTE throughly with grease containing graph-
ite before assembly.
5465-0811-0001O03
Assembly lower part Mount the spindle in the valve housing.
Mount the distance pipe, thrust disc,

packing and the end cover.
Lubricate the distance pipe and the trust

NOTE disc with grease containing graphite be-
fore assembly.
5465-0811-0001
2013-01-03 - en
Work Card
5465-0811-0001O04
5 (9)
HYUNDAI
5465-0811-0001 MAN B&W
Assembly upper part Mount the packings, sealing rings,

bushing and thrust disc. T54-31
Lubricate the trust disc and the bushing

NOTE with grease containing graphite before
assembly.
Mount the disc spring.
Mount the distance pipes, the flange

and the screws.
Gradually tighten the screws according

to Data.
5465-0811-0001O05
Valve seat Mount the valve seats and the screws.
Tighten the screws as stated in Data.
Valve flap Mount the valve flaps, camlock wash-

ers, screws and nuts.
Tighten the bolts as stated in Data. T54-33

T54-32
5465-0811-0001
2013-01-03 - en
Work Card
5465-0811-0001O06
6 (9)
HYUNDAI
MAN B&W 5465-0811-0001
Remove the valve Activate the valve 50 times by turning

the square spindle end with a spanner.
This seats the seals.
Check the torque necessary to turn the

T54-30
valve. If data is exceeded, the cause
should be found and remediate action
taken.
5465-0811-0001O07
Spindle extention Close the valve.
Mount the bracket.
Mount the spindle extention.
5465-0811-0001O08
5465-0811-0001
2013-01-03 - en
Work Card
7 (9)
HYUNDAI
5465-0811-0001 MAN B&W
Check before instal- Check that the valve opens and closes
Exhaust Gas Bypass Valve • Mounting
lation smoothly; if not, the cause should be

found and remedied.
Make sure that the valve is in close po-

sition.
5465-0811-0001C03
Installation Lift the valve and install it in the exact

same position as when removed (use
the punch marks as reference). Mount
new gaskets on the flanges.
T54-28
5465-0811-0001M02
5465-0811-0001
2013-01-03 - en
Work Card
8 (9)
HYUNDAI
MAN B&W 5465-0811-0001
Tighten the valve Mount and tighten all the flange bolts.
Exhaust Gas Bypass Valve • Mounting

bolts
Open the valve.
5465-0811-0001M03
Final mountings Mount the actuator.
Mount and tighten the actuator screws.
Connect the air supply.
Mount position sensor.
Check that the actuator opens and clos-

es the valve smoothly and properly by
looking at the spindle operation.
Mount the insulation.
5465-0811-0001M04
5465-0811-0001
2013-01-03 - en
Work Card
9 (9)
HYUNDAI
MAN B&W 5470-0110-0001.0
Scavenge Air Cooler Tools

057
069
5470-0110-0001.0
Plate
Doc-ID: 5470-0110-0001.0 1 (2)

HYUNDAI
5470-0110-0001.0 MAN B&W

057 - Guide rail for air cooler fore end

069 - Guide rail for air cooler fore end
5470-0110-0001.0
Plate
2 (2) Doc-ID: 5470-0110-0001.0

2011-02-07 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Scavenge Air Cooler Tools

5470-0110-0004
1 (2)
5470-0110-0004
HYUNDAI
5470-0110-0004 MANB&W
MAN B&W

070 - Guide rail for air cooler rear end

082 - Guide rail for air cooler rear end
5470-0110-0004
2011-02-07 - en
Plate
2 (2)
HYUNDAI
MAN B&W 5470-0120-0001.0
Scavenge Air Cooler Lifting Tools

045
5470-0120-0001.0
Plate
Doc-ID: 5470-0120-0001.0 1 (2)

HYUNDAI
5470-0120-0001.0 MAN B&W

Scavenge Air Cooler Lifting Tools
045 - Lifting attachment for air cooler, fore end

5470-0120-0001.0
Plate
2 (2) Doc-ID: 5470-0120-0001.0

HYUNDAI
MAN B&W 5470-0700-0001.0
Turbocharger Tools
212
224
5470-0700-0001.0
Plate
Doc-ID: 5470-0700-0001.0 1 (2)

HYUNDAI
5470-0700-0001.0 MAN B&W

Turbocharger Tools
212 - Pulling tool

224 - Eye bolt
5470-0700-0001.0
Plate
2 (2) Doc-ID: 5470-0700-0001.0

2009-05-11
MAN
MAN B&W
HYUNDAI
Diesel
Plate Scavenge Air Cooler

5472-0100-0004
1 (2)
5472-0100-0004
HYUNDAI
5472-0100-0004 MAN
MANDiesel
B&W

Scavenge Air Cooler
015 - Air cooler insert*

5472-0100-0004
2009-05-11
Note: * When ordering spare parts for this item, please state manufacturer's part no.
Plate
2 (2)
2011-12-20 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Scavenge Air Cooler Frame

5472-0110-0014
1 (2)
5472-0110-0014
HYUNDAI
5472-0110-0014 MANB&W
MAN B&W

Scavenge Air Cooler Frame
021 - Nut
045 - Stud
057 - Screw
069 - Nut
082 - Stud
094 - O-ring
104 - Guard
116 - Guard
128 - Flow controller
141 - Screw
153 - Cover
165 - Screw
177 - Screw
189 - Cam lock washer, stainless*
190 - Disc
200 - Frame for air cooler
212 - O-ring
224 - Frame for air cooler
236 - Cover
248 - Screw
5472-0110-0014
2011-12-20 - en

Plate
2 (2)
HYUNDAI
MAN
MAN Diesel
B&W 5472-0120-0001.0
Air Cooler Cleaning System

5472-0120-0001.0
Plate
Doc-ID: 5472-0120-0001.0 1 (2)

HYUNDAI
5472-0120-0001.0 MAN
MANDiesel
B&W

Air Cooler Cleaning System
014 - Stud
026 - Packing, air cooler
038 - Cleaning pipe, air cooler
051 - Nut
075 - Spray nozzle
5472-0120-0001.0
Plate
2 (2) Doc-ID: 5472-0120-0001.0

2013-02-25 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Air Cooler Pipe Connections

5472-0130-0013
1 (2)
5472-0130-0013
HYUNDAI
5472-0130-0013 MANB&W
MAN B&W

Air Cooler Pipe Connections
020 - Steel pipe

068 - Compact Ball valve
103 - Packing ring
115 - Elbow coupling
139 - Straight coupling
140 - Ball valve
152 - Hose connection
176 - Plug screw
223 - Screw
247 - Plug screw
260 - Plug screw
284 - Flange
296 - Butterfly valve
5472-0130-0013
2013-02-25 - en
Plate
2 (2)
2009-05-11
MAN B&W
HYUNDAI
MAN Diesel
Plate Water Mist Catcher

5472-0200-0003
1 (2)
5472-0200-0003
HYUNDAI
5472-0200-0003 MAN
MANDiesel
B&W

Water Mist Catcher
019 - Water mist catcher, complete

032 - Nut
044 - Screw
5472-0200-0003
2009-05-11

Plate
2 (2)
2009-05-15
MAN B&W
HYUNDAI
MAN Diesel
Plate Scavenge Air Cooler Non-Return Valve

5472-0400-0004
1 (2)
5472-0400-0004
HYUNDAI
5472-0400-0004 MAN B&W
Item no
Item Qty Designation
Sc a v en g e A i r Co o l er No n -R et u r n V a l v e
016 - Sealing ring

028 - Sliding bearing
041 - Holder
053 - Spring pin
065 - Clamp
077 - Support
090 - Screw
100 - Valve flap (L=348)
112 - Shaft
115 - Valve flap (L=329)
5472-0400-0004
2009-05-15

Plate
2 (2)
2009-05-04
MAN B&W
HYUNDAI
MAN Diesel
Plate Auxiliary Blower

5472-0500-0005
1 (2)
5472-0500-0005
HYUNDAI
5472-0500-0005 MAN
MANDiesel
B&W

Auxiliary Blower
021 - Auxiliary blower

033 - Auxiliary blower
045 - Screw
070 - Inlet cone
082 - Packing
5472-0500-0005
2009-05-04

Plate
2 (2)
2012-03-08 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Scavenge Air System

5472-0600-0010
1 (2)
5472-0600-0010
HYUNDAI
5472-0600-0010 MANB&W
MAN B&W

Scavenge Air System
013 - Guard
025 - Screw
037 - Screw
049 - Screw
050 - Cover
062 - Screw
074 - Nut
086 - Distance pipe
098 - Packing
108 - Screw
121 - Distance pipe
133 - Dowel
145 - Plug screw
157 - O-ring
169 - Stud
170 - Sectional iron
194 - Stud
204 - Plate
216 - Plate
228 - Nut
5472-0600-0010
2012-03-08 - en
Plate
2 (2)
2011-05-03 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Scavenge Air Receiver, Safety Valve

5472-0620-0002
1 (2)
5472-0620-0002
HYUNDAI
5472-0620-0002 MANB&W
MAN B&W

Scavenge Air Receiver, Safety Valve
012 - Screw
024 - Nut
036 - Valve flap
048 - Sealing ring
061 - Valve seat
073 - Split pin
085 - Spring
097 - Pin with thread
107 - Washer
119 - Disc
120 - Castle and slotted nut
5472-0620-0002
2011-05-03 - en
Plate
2 (2)
2011-03-10 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Scavenge Air Pipe

5472-0630-0009
1 (2)
5472-0630-0009
HYUNDAI
5472-0630-0009 MANB&W
MAN B&W

Scavenge Air Pipe
017 - Screw
029 - Washer
030 - Nut
042 - Compensator, gas type
054 - Plug screw
066 - Packing ring
078 - Charging air pipe
091 - Plug screw
101 - Packing ring
113 - Screw
208 - Insulation cover
5472-0630-0009
2011-03-10 - en
Plate
2 (2)
2012-09-18 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Exhaust Reciever Turbocharger Connection

5472-0750-0009
1 (2)
5472-0750-0009
HYUNDAI
5472-0750-0009 MANB&W
MAN B&W

Exhaust Reciever Turbocharger Connection
021 - Arrangement of insulation

045 - Compensator
069 - Gas inlet
082 - Wire gauze
104 - Packing material
128 - Screw*
141 - Screw*
165 - Washer
177 - Nut
5472-0750-0009
2012-09-18 - en
Note: * These screws are special screws for hot joints, they are marked with a "T", and
Plate
MUST NOT BE USED ELSEWHERE!
2 (2)
2011-12-20 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Exhaust Receiver

5472-0900-0013
1 (2)
5472-0900-0013
HYUNDAI
5472-0900-0013 MANB&W
MAN B&W

Exhaust Receiver
014 - Screw*
026 - Washer
038 - Cover
051 - Packing
063 - Nut
075 - Plug screw
087 - Packing ring
099 - Plug screw
109 - Packing ring
110 - Packing ring
122 - Plug screw
134 - Screw*
146 - Washer
158 - Nut
171 - Packing
183 - Screw*
195 - Compensator
205 - Stud
229 - Arr. of insulation
5472-0900-0013
2011-12-20 - en
Plate
2 (2)
2013-02-27 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Exhaust Gas Bypass Valve

5472-0810-0001
1 (2)
5472-0810-0001
HYUNDAI
5472-0810-0001 MANB&W
MAN B&W

Exhaust Gas Bypass Valve
015 - Cap screw

039 - Valve seat
052 - Screw
064 - Flange
076 - Distance pipe
111 - Sealing ring
123 - Bushing
147 - Valve spindle
160 - Valve housing
184 - Thrust disc
206 - End cover
231 - Screw
255 - Disc spring
279 - Thrust disc
314 - Thrust disc
326 - Distance pipe
351 - Nut
363 - Valve flap
387 - Cap screw
399 - Clamp
410 - Actuator
434 - Valve spindle
458 - Screw
471 - Nut
495 - Blow-off nipel
517 - Pointer
530 - Screw
5472-0810-0001
2013-02-27 - en
Note: * Cam lock washers are to be supplied by MAN Diesel Turbo only.
Plate
2 (2)
2013-02-26 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Exhaust Gas Bypass System

5472-0800-0002
1 (2)
5472-0800-0002
HYUNDAI
5472-0800-0002 MANB&W
MAN B&W

Exhaust Gas Bypass System
010 - I/p converter

022 - Stud coupling
046 - Pipe
058 - Screw*
071 - Nut
117 - Pipe for by-pass
129 - Screw*
154 - Orifice plate
5472-0800-0002
2013-02-26 - en
Plate
2 (2)
HYUNDAI
MAN
MANB&W
B&W
Preface Chapter Performance ... ........................................................... 6340-0100-0002
Performance
Description
IMO NOx Components ... ............................................ 6345-0200-0002
Observations during Operation .... ................................ 6345-0300-0002
Evaluation of Records ... ............................................. 6345-0310-0002
Cleaning Turbochargers and Air Coolers ... ................. 6345-0320-0003
Measuring Instruments .... ............................................ 6345-0330-0002
Pressure Measurements and Engine Power Calcula- 6345-0340-0002
tions .... ........................................................................
Correction of Perforemance Parameters ... ................. 6345-0350-0002
Turbocharger Efficiency .... ........................................... 6345-0360-0002
Estimation of the Effective Engine Power without Indi- 6345-0370-0002
cator Diagrams ... .......................................................
Drawing Load Diagram for Propulsion alone ... ......................... 6355-0100-0001.0

Load Diagram for Propulsion and Main Engine Driven 6355-0105-0001.0
Generator ... ................................................................
Performance Observations .... ...................................... 6355-0110-0001.0
Readings relating to Thermodynamic Conditions .... ..... 6355-0115-0001.0
Synopsis Diagrams for Engine .... ................................. 6355-0120-0002
Synopsis Diagrams for Engine - Pmax ... ..................... 6355-0125-0002
Synopsis Diagrams for Engine - Pe ... ......................... 6355-0130-0002
Synopsis Diagrams for Turbocharger ... ...................... 6355-0135-0002
Synopsis Diagrams for Turbocharger Compressor and 6355-0140-0002
Turbine - Psav.... .........................................................
Synopsis Diagrams for Air Cooler ... ............................ 6355-0145-0002
Specific Fuel Oil Consumption .... ................................. 6355-0150-0002
Normal Indicator Diagram ... ........................................ 6355-0155-0001.0
Correction to ISO Reference Ambient Conditions - 6355-0180-0003
Maximum Combustion Pressure ... .............................
Correction to ISO Reference Ambient - Compession 6355-0205-0001.0
Pressure ... .................................................................
Calculation of Turbocharger Efficiency.... ..................... 6355-0210-0001.0
Power Estimation ... .................................................... 6355-0215-0002
Turbocharger Compressor Wheel Diameter and Slip 6355-0220-0002
Factor ... .....................................................................
Table of contents
1 (1)
HYUNDAI
MAN B&W
MAN B&W 6340-0100-0002
Performance
Performance
This chapter of the instruction book is intended to provide the user with compre-
hensive information regarding the performance of the engine. Information includes
recording, calculation and evaluation of the performance.
2013-06-24 - en
6340-0100-0002
Preface
1 (1)
HYUNDAI
MAN B&W 6345-0200-0002
1. Check of IMO-ID, Markings on Components
IMO NOx Components and Technical File

The components described in the following, have been marked with unam-
biguous identification numbers to enable the relevant drawing and certificate
to be traced. The schematic drawings show where to find the markings on the
individual component types. Information on the important dimensions for each
component type in respect to the NOx characteristic can be found in the engine
instruction book, see references in footnotes **) to Technical File (TF) Chapter
1.4.
The circled part of the number is the only part of the entire number
that is to be defined as the “IMO number”. The component marking may include
a revision reference nnnnnnn-n.n, however, that reference is not part of the de-
fining marking and should be ignored.
See also Production Specification No. 0742980-3 regarding marks and stamps on
components for MAN Diesel two-stroke diesel engines.
The items 6345-0200.02, 03, 07, 08, 09, 10 might not be used on your specific
NOTE engine. Therefore, these items are marked with a designation, referring to the
engine type where the item is used. The designations are: MC, ME, ME-B.
302 To be marked with

Licensee’s name/ Certified markings:
trademark or abbreviation
Part No.
XXX 1261573-1 x 150
Marking instruction:
747 To be stamped:
No. 0742639-1
Part No. and hole diameter
Fig. 6345-0200.01 – Fuel Valve Nozzle
To be marked with Licensee’s name/

302
trademark, Part No. and abbreviation Certified markings:
Part No.
6345-0200-0002
No. 0742845-1
2012-01-06 - en
Description
Fig. 6345-0200.02 – Fuel Pump Plunger (MC)
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6345-0200-0002 MAN B&W
Certified markings:
Part No.
XXXXXXXXXXX
SXXMC/MC-C
111111-1
302 trademark, Part No. and engine type No. 0742843-8
Fig. 6345-0200.03 Fuel Pump Barrel (MC)
Certified markings:
Part No.
307 Marking scratch
432 Camshaft side Marking instruction:

0920352 - 4
To be marked with Licensee’s
302 name/trademark, Part No.
No. 0742637-8
Fig. 6345-0200.04 Cylinder Liner
Certified markings:
302 trademark, Part No. Year and Week
Part No.
309 To be marked with Charge and Serial No.
On manoeuvre side
No. 0742634-2
Fig. 6345-0200.05 Cylinder Cover
Certified markings:
302 trademark, Part No. Year and Week
Part No.
309 To be marked with Charge and Serial No.
6345-0200-0002
On manoeuvre side
No. 0742392-0
2012-01-06 - en
Description
Fig. 6345-0200.06 Piston Crown
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MAN B&W 6345-0200-0002
To be marked with Licensee’s

302 name/trademark or abbreviation Certified markings:

AHEAD AHEAD
XXXXX
XXXXXXX-X.X XXXXX
302 To be marked with Part No.

Part No.
5 0 0 5 10
201510 15 2025 25
25
Size: 3.5 mm
Size: 5 mm Marking instruction:
0 5 10 15
20
No. 0742635-4
Fig. 6345-0200.07 Exhaust Cam (MC, ME-B)
302 To be marked with To be marked with

Bearing side 302 Part No. Certified markings:
To be marked with
302
Licensee’s name/trademark
Bearing xxxxx or abbreviation Part No.
side xxxxxxxxx xxxxx
307 Marking scratch

5 Marking instruction:
No. 0742636-6
Fig. 6345-0200.08 Fuel Cam (MC)
To be marked with
302
trademark or abbreviation and
Part No.
Part No.
xxxxx-x
No. 0742962-4
Fig. 6345-0200.09 Fuel Oil Pressure Booster Top Cover (ME, ME-B)
To be marked with
302
trademark or abbreviation and
Part No.
Part No.
6345-0200-0002
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xxxxx-x Marking instruction:

Description
No. 0742960-0.1
Fig. 6345-0200.10 Fuel Oil Pressure Booster Housing (ME, ME-B)
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2. Checking Setting Values (MC)

2.1 Checking the VIT-adjustments (Engines with VIT)
Load the engine
• Loading to 75% MCR or 100% MCR:
• Loading to the ‘break-point’:

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

Load the engine until the steel bar touches
the pivoting points (F1 and F2) simultaneously,
see Fig. 6345-0200.11.
Fig. 6345-0200.11
Read the actual VIT-index
Read the actual VIT-index on the scale of the fuel pump timing racks, see Fig.
6345-0200.12.
6345-0200-0002
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Description
Fig. 6345-0200.12
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2.2 Checking the Shims (MC)

Number of shims in fuel pump (Injection timing)
For engines without VIT, visually check

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

Turn the crankthrow towards the exhaust side, to provide access for
measuring the thickness of the shim which is inserted between piston
rod and crosshead pin. See Fig. 6345-0200.14
Fig. 6345-0200.14
6345-0200-0002
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Description
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3. Nameplates
3.1 Turbocharger specifications (nameplate)
Manufacturer
Type
Serial number(s)
Manufacturing date
Specification
Max. cont. speed
Max. cont. gas temperature
3.2 Air cooler specifications (nameplate)
Manufacturer
Type
Contract number(s)
Year build
Water side Air side
Operational gauge pressure bar
Test gauge pressure bar
Operational temperature deg. C
Content L
3.3 Auxiliary blower specifications (nameplate)
Manufacturer
Model Serial number(s)
Capacity Speed
Pressure Power
Temp. Elec. source
3.4 ELFI/FIVA Valve
Manufacturer
Type
Serial number(s)
Manufacturing date
Specification
Max. cont. speed
Max. cont. gas temperature
6345-0200-0002
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Description
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MAN B&W 6345-0200-0002
4. Survey Methods including on-board verification

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

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

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

ter B.2 of the Technical File (TF). And a description with step-by-step proce-
dures of the actual survey is presented in TF Section B.3.
4.2 Definitions and corrections
‘Standard MAN Diesel performance check’
Table 4.2.1 on the next page, lists the parameters necessary as input for the
survey code from a standard MAN Diesel performance check. 6345-0200-0002
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Description
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Table 4.2.1: Input data for survey code *)

Engine Number –
Vessel Name –
T/C inlet temperature ** deg. C
Ambient temperature ** deg. C
Ambient pressure mbar
Relative humidity of ambient air rel. %
Scavenging-air temperature ** deg. C
Scavenging-air pressure ** bar
Sea-water (inlet) temperature ** deg. C
Turbine back pressure ** mm WC
Max. cylinder pressure ** bar
Max. compression pressure bar
Power **, *** kW
Engine speed r/min
Turbocharger speed r/min
Fuel pump index –
VIT index (if applicable) –
* See foot notes **) to TF Chapter 1.4 Comments on calibration of
sensors and apparatus, and correction to ISO ambient conditions
for these measurements
** These items are required in order to calculate the NOx emission
*** See comment in text on power estimation (TF section B.2.1.3.)
Tolerances for ‘load points’

The actual load points are attached a certain tolerance (see ‘NOx Technical
Code,’ Appendix 4.) However, due to propeller lay out or vessel trim a ‘light
or heavy propeller’ may be experienced. In these cases MAN Diesel recom-
mend to select the load point according to the actual measured mean effec-
tive pressure corresponding to the specified load point.
Power
The power is usually derived from torque and speed. If the torque is difficult
to measure directly through torsion measurements, the Charts added in Fig.
B.2 or B.3 of the Technical File, can be used to estimate the brake power.
Alternatively the load could be derived from a MAN Diesel PMI system.
Back pressure
The usual variations in turbine back pressure have been shown only to have
a minor influence on the NOx emission and the measurement of the turbine
back pressure, therefore, could be omitted during a NOx compliance survey.
6345-0200-0002
However, the influence has been included in the survey code as well as in
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the following example due to the influence on the ISO correction on Pmax.
Description
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4.3 Survey cases

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

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

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

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

Tscav.ref(75%)) / 25
3. Pturb.back(100%) = Pt.back(meas load%) + (100 – meas load%) x

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

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

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

5. Relative scavenging-air temperature change
= (Tmeas.scav.air – Tref.scav. air) –
6345-0200-0002
(Tmeas.sea-water inlet – Tref.sea-water inlet)

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Central cooling system – Fixed cooler out temperature (CC-F)

Description
6. Relative scavenging-air temperature change =

Tmeas.scav.air – Tref.scav. air
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Test-bed cooling system

The scavenging-air temperature is on test bed always adjusted similar to a

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

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

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

Based on simultaneous measurements of NOx emission and performance
parameters from several different MAN Diesel two-stroke engines, a special
‘NOx function’ has been formulated to calculate NOx as a function of specific
engine parameters. Together with the MAN Diesel cycle simulation to predict
dependent engine parameters (or simplified in the form of performance cor-
rection factors,) the ‘NOx function’ can be used to calculate the tolerances
on the most common performance parameters.
The measured data have also been used to formulate an equation to cor-
rect emissions at the given ambient conditions to the specified ISO ambient
conditions in order to compare emission values at the same conditions (see
6345-0200-0002
Equation (10).)
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Description
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MAN B&W 6345-0200-0002

10. CorrNOx (Ha , Tamb , pamb) = 1
1 + C1 · (Ha – 10.71) + C2 · (Tamb – 298.15) + C3 · (pamb – 1000)
where: Ha water content in scavenging air (gH2O/kg dry air)

Tamb ambient-air temperature (K)
pamb ambient pressure (mbar)
C1 to C3 coefficients depend on engine load (given in Table 4.4.1)
Table 4.4.1: ISO ambient correction coefficients
Engine load - % C1 C2 C3
100 -0.00994 0.00144 -0.00007
75, 50 and 25 -0.00505 0.00145 -0.00011
Ha can be calculated the following way:
6.220 · Ra · pa
11. H*a =
pb – pa · Ra · 10 -2
6.220 · psc · 100

12. Hsc =
pc – pac
13. If H*a ≥ Hsc then Ha = Hsc else Ha = H*a
where: H*a water content at ambient-air condition (gH2O/kg dry air)

Ra relative humidity of intake air (rel. %)
pa saturation vapour pressure at ambient-air condition (kPa)
pb total barometric pressure (kPa)
Hsc water content at scavenging-air condition (gH2O/kg dry air)
pc scavenging-air pressure (kPa)
psc saturation vapour pressure at scavenging-air condition (kPa)
The saturation vapour pressure is only a function of temperature and can be

calculated the following way:
5325.35
19.008 –
T
14. p = 1.013 · e
where T is the temperature in Kelvin (K).

6345-0200-0002
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Description
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The ISO corrected NOx value is calculated using the equation for the average
weighed NOx emission (IMONOx) given in the ‘IMO-NOx Technical Code:’
Σ i=n Specific _ emission(i) · Power(i) · WF(i)

15. IMONOx = i=1
Σi=n
i=1
Power(i) · WF(i)
where n=4 represents the 4 load points of the E3/E2 cycle (please refer to
the ‘IMO-NOx Technical Code’ for definition of E3/E2.) Using the weight fac-
tor (WF), the power (in kW) and the specific NOx emission (in g/kWh) for the
4 load points, the equation can also be written as Equation (16). However, for
Equation (16) to be valid, the load points of the E3/E2 cycle must correspond
exactly to 100, 75, 50 and 25% of MCR.
16. IMONOx = 0.2909 · NOx (100%) + 0.5455 · NOx (75%) + 0.1091 · NOx (50%) + 0.0545 · NOx (25%)
4.5 Correction to reference performance conditions
The NOx function has also been used to derive a simplified method to cal-
culate the variation in the ISO corrected NOx value as function of maximum
cylinder pressure, scavenging-air temperature and turbine back pressure.
The relative changes are shown in Table 4.5.1 at the four specific cycle-load
conditions. However, the simplified method will predict a slightly higher NOx
emission than the NOx function.
Table 4.5.1: Relative changes in NOx for Pmax, Tscav and Pturb.back
DNOx, Pmax 1) DNOx, Tscav 2) DNOx, Pturb.back 3)

Power (%)
(gNOx/kWh pr. bar) (gNOx/kWh pr. deg.C) (gNOx/kWh pr. mmWC)
100 0.1816 0.0224 0.0004

75 0.1760 0.0209 0.0006
50 0.1760 0.0209 0.0006
25 0.1760 0.0209 0.0006
1. Relative increase in NOx value (corrected to ISO ambient conditions) resulting

from a one bar increase in the cylinder maximum pressure.

from a one degree increase in the scavenging-air temperature.

from a one mmWC increase in the turbine back pressure.
6345-0200-0002
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Description
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5. MAN Diesel Survey Procedures

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

and adjustment verifications in order not to stop and dismantle the engine. The
more extended component and setting adjustment verification can be used,
when the engine is apart. Since a performance check can not be performed in
dock, the ‘missing’ setting values are based on recorded data obtained within
(a recommended) one-month period from a called (or anticipated) survey. How-
ever, it is strongly recommended to perform a performance check to verify the set-
ting values soonest possible after the docking to ensure continuing compliance.
The parameter check method defined through the survey code accounts the influ-
ence of certain parameters, only. Through the cylinder pressure: adjustments of in-
jection timing, VIT, compression shims and exhaust-valve timing, through the scav-
enging-air temperature: a deteriorated scavenging-air cooler performance, and
through the back pressure: eventually blocking up of the exhaust heat exchanger.
5.1 On-board survey code
The on-board survey (parameter check) can be performed using the manufac-
turer supplied survey code as an easy tool to calculate and present the expect-
ed NOx emission. If a computer is not available, a manual evaluation can be
performed following TF Section B.3.2. The procedure is based on a ‘standard
MAN Diesel performance check’ (see necessary parameters in Table 4.2.1 and
the comments in TF Chapter 1.4.)
Two versions of the code exist. The ‘on-board’ version is used as the standard
survey method on board. And, the ‘test-bed’ version, a more detailed version, is
used to show compliance on test bed for member engines. As described in TF
Chapter B.2, the on-board version differs slightly for a sea-water and a central
cooling-water system and, for an engine without VIT or with VIT.
To perform the survey, the following steps are to be taken (see TF flow Chart
Fig. 1 or Fig. B.1,) independent of the survey-code version:
a. Inspect ‘Technical File’ (TF) and ‘record book’ (or pre-TF on test bed.)
b. Perform a ‘performance check’ (the extend follows the survey-code re-
quirement) (for a load estimate see TF Section B.2.1.3.)
c. Estimate NOx for verifying compliance using the dedicated ‘survey code.’
d. Check fuel nozzle (a spare fuel nozzle may suffice.)
e. Check other NOx components on test bed or in dock (or if considered
6345-0200-0002
necessary.)
2012-01-06 - en
f. Check setting adjustments on test bed or in dock (or if considered neces-

sary.)
Description
g. Add output from the survey code to the ‘record book.’
The Tables in Enclosure 1 show input and output from the survey code based
on the parent engine test-bed data, as an example. The actual estimated NOx
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6345-0200-0002 MAN B&W
will be compared in the plot with the measured (and corrected) parent engine
data.
5.2 Manual procedure
All the steps in TF Section B.3.1 are followed except for execution of the survey
code (B.3.1.c.)
To evaluate manually the NOx compliance, the following two steps have to be
performed:
a. Evaluate the performance influence on the ISO corrected NOx values for
each load condition (as specified in TF Chapter B.2 or in the following ex-
ample in TF Section B.3.4 based on the parent engine data.) Performance
data are corrected manually using Equations (7) to (9) in TF B.2.3.1 (or from
Charts in the instruction book specified in foot notes **) to TF Chapter 1.4
Comments.)
b. Calculate the final average IMO NOx (Equations (15) or (16).)
5.3 Comments on component checks
The actual NOx components are specified in TF Chapter 1.1 (or in Enclosure 1, the
last output page from the survey code,) and Appendix A specifies the necessary
verification procedures. The extend of the component verification is discussed
above.
Turbocharger, air cooler and auxiliary blower are verified through their nameplates
(also included in Appendix A). To verify the turbochargers internal parts (marked
by the turbocharger manufacturer) dismantling is necessary (procedures are not
included).
To verify the setting values, a performance check has to be performed using

the on-board survey code (as described in the previous Section B.3.1 of TF.)
When the specified performance data (see TF Table 1.3) corrected to ISO ambi-
ent conditions are within the given tolerances, the setting adjustments are within
compliance.
For spare part changes (only components as listed in TF Table 1.1 are allowed)
a review of the record book would normally be sufficient. Although a standard
performance check will reveal changes to many NOx components, a new com-
bustion chamber or a new fuel nozzle may not be discovered. (The fuel nozzle is the
most important component to affect the NOx emission from an engine). Therefore,
a review of the record book is necessary as a starting point for the survey, and a
fuel nozzle should be inspected.
5.4 Survey example

6345-0200-0002
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Details of the NOx estimate to verify compliance for a testbed survey using a
Description
testbed cooling-water system are described in this Chapter as an example. The

earlier Chapters describe modifications necessary for the slightly different survey
cases.
The NOx emission can be estimated at each load conditions using the following
calculation method:
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MAN Diesel 6345-0200-0002
1. Measure the maximum pressure, scavenging-air temperature, turbine

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

max. pres- change ‘seawater’ scav. change turbback change site ISO-
Power (%) sure (bar- in NOx temp. air temp. in NOx pressure in NOx NOx (g/
abs) (g/kWh) (deg.C) (deg.C) (g/kWh) (mmWC) (g/kWh) kWh)
100 148.8 -0.400 29 41 0.090 230 -0.028 13.83
75 130.7 -0.232 27 33 0.021 121 -0.035 14.70
50 99.3 -0.300 26 29 0.021 63 -0.014 12.32
25 70.8 -0.215 25 32 -0.021 19 -0.003 12.56

E3 cycle 14.07
value
Example of calculation for 100% engine load and test bed cooling (the ap-
proach is similar for the other load conditions:)
Measured scavenging-air temperature (Table 5.4.1) 41 deg.C
Reference scavenging-air temperature (TF Table 1.3) 37 deg.C
Measured ‘sea-water’ inlet temperature (Table 5.4.1) 29 deg.C
‘Sea-water’ reference temperature (TF Table 1.3) 25 deg.C
Relative scavenging-air temperature = 41 – 37 = 4 deg.C

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

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

difference
Measured maximum pressure (Table 5.4.1) 148.8 barabs

6345-0200-0002
Reference maximum pressure (TF Table 1.3) 151 barabs

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Difference (measured – reference) -2.2 barabs

Description
Delta NOx, Pmax (Table 4.5.1) 0.1816 g/kWh

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

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

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

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

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

(0.1091 x 12.32) + (0.0545 x 12.56) = 14.07 g/kWh
This method is used to check NOx compliance for varying measured values
of maximum pressure, scavenging-air temperature and turbine back pressure.
Since the maximum IMO-NOx value for this engine group is 15.1 g/kWh, the
engine fulfils the requirements. This is of course equivalent to the performance
parameters being within the specified tolerances.
It should be emphasized that the survey code, unlike this example, uses Equa-
tion (15) (i.e. the measured load-point powers) to calculate the simulated NOx
emission. And, the survey code will issue a warning, if the performance param-
eters are outside the allowed ranges, or the load point is more than ±5% off the
ideal E3/E2 cycle value.
Performance check:
1) 4 load points (E2/E3 cycle)
2) For engines with VIT: 75% load and one load point above the break point.
6345-0200-0002
Without only the 75% load point.

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Description
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MAN
Survey start
MAN B&W
HYUNDAI
Diesel
Survey
type
Test-bed
Inspection of pre-TF On-board surveys
Sea-trial Inspection of TF and
(EIAPP ) Inspection of TF record book
Parent Member (IAPP)
Engine Yes Performance check 2) :

Flow Chart for Survey Methods
Adj. or
type component a. measure performance
Performance check 1) : Performance check 1) : changes b. estimate NOx (VIT or
a. measure performance a. measure performance non-VIT)
5.5 Flow Chart for Survey Methods
b. measure NOx b. estimate NOx (TB)

No
‘NOx component’ check:
c. check fuel nozzle
‘NOx component’ check: ‘NOx component’ check: ‘NOx component’ check: d. other NOx components
c. check fuel nozzle c. check fuel nozzle c. check fuel nozzle
(as considered necessary)
d. other NOx compnents d. other NOx components d. other NOx components e. verify settings
e. verify settings e. verify settings (as considered necessary) (as considered necessary)
e. verify settings
(as considered necessary)
Print out survey Tables Print out survey Tables Print out survey Tables
(with EIAPP a pplication)
Print out survey Tables
No No No
Perf. & Perf. & Adjust Perf. &

Adjust Adjust component component
component
approval approval approval
Sign documents
Sign documents Add to record book
Yes Yes
Yes
Performance check: Survey end
1) 4 load points (E2/ E3 cycle)
2) For engines with VIT: 75% load and one load point above the break point. Without only the 75% load point.
I : \s dre v\vol-1 \5 0 -1 0 8 M C _ MC -C _ 0 0 0 2 \G ra fik \A ppe ndix B -v4 . doc N ov 2 0 0 1 B 8
Description IMO NOx Components and Technical File

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MAN Diesel 6345-0300-0002
1. Symbols and Units
Observations during Operation

The following designations are used:
Parameter Symbol Unit

Effective engine power Pe kW
Engine speed speed r/min
Indicated engine power pi ikW
Fuel pump index Index %
Specific fuel oil consumption SFOC g/kWh
Fuel oil lower calorific value LCV kJ/kg
Turbocharger speed T/C speed r/min
Barometric pressure pbaro mbar

Pressure drop across T/C air filters ∆pf mbar
Pressure drop across air cooler ∆pc mbar
Scavenge air pressure pscav bar
Mean indicated pressure pi bar
Mean effective pressure pe bar
Compression pressure pcomp bar
Maximum combustion pressure pmax bar
Exhaust receiver pressure pexhrec bar
Pressure after turbine patc mbar
Air temperature before T/C filters tinl °C

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

1 kg/cm2 = 0.981 bar or 980.7 hPa
1 kp/cm2 = 0.981 bar or 980.7 hPa
1 psi = 0.070 bar or 68.9 hPa
1 mmHg = 0.001 bar or 1.3 hPa
1 mWC = 0.098 bar or 98.1 hPa
π
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= 3.14159
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Description
Pressure stated in bar (or Pa) is the measured value, i.e. read from an ordinary
NOTE pressure gauge. Note: the official designation of bar (Pa) is Absolute Pressure.
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2. Operating Range
2.1 Load Diagram
The specific ranges for continuous operation are given in the ‘Load Diagrams’:
• For propulsion alone, drawing 6355-0100.
• For propulsion and main engine driven generator, drawing 6355-0105.
Specific engine calculations (load diagrams) can be ordered by contacting

MAN Diesel A/S.
2.2 Definitions
The load diagram, in logarithmic scales (drawing 6355-0100 and drawing 6355-
0105) defines the power and speed limits for continuous as well as overload
operation of an installed engine having a specified MCR (Maximum Continous
Rating) point ‘M’ according to the ship’s specification.
The service points of the installed engine incorporate the engine power re-
quired for ship propulsion, see drawing 6355-0100, and for main engine driven
shaft generator, if installed, see drawing 6355-0105.
2.3 Limits for Continuous Operation
The continuous service range is limited by four lines:
Line 3: Represents the maximum speed which can be accepted for continu-
ous operation.
Running at low load above 100% of the nominal speed of the engine
is, however, to be avoided for extended periods.
Line 4: Represents the limit at which an ample air supply is available for com-
bustion and gives a limitation on the maximum combination of torque
and speed.
Line 5: Represents the maximum mean effective pressure (mep) level, which
can be accepted for continuous operation.
Line 7: Represents the maximum power line for continuous operation.
2.4 Limits for Overload Operation
Many parameters influence the performance of the engine. Among these is:
overloading. The overload service range is limited as follows:
Line 8: Represents the overload operation limitations.

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The area between lines 4, 5, 7 and the heavy dotted line 8 is available as over-
Description
load for limited periods only (1 hour per 12 hours).
2.5 Recommendations
Continuous operation without limitations is allowed only within the area limited
by lines 4, 5, 7 and 3 of the load diagram.
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The area between lines 4 and 1 is available for running conditions in shallow

water, heavy weather and during acceleration, i.e. for non-steady operation
without actual time limitation.
After some time in operation, the ship’s hull and propeller will be fouled, result-
ing in heavier running of the propeller, i.e. loading the engine more. The propel-
ler curve will move to the left from line 6 to line 2 and extra power is required for
propulsion. The extent of heavy running of the propeller will indicate the need
for cleaning the hull and possibly polishing the propeller.
Point A is a 100% speed and power reference point of the load diagram.
NOTE Point M is normally equal to point A but may in special cases, for exam-
ple sometimes when a shaft generator is installed, be placed to the right
of point A on line 7.
2.6 Propeller Performance
Experience indicates that ships are - to a greater or lesser degree - sensitive to

bad weather (especially with heavy waves, and with head winds and seas), sail-
ing in shallow water with high speeds and during acceleration. It is advisable to
notice the power/speed combination in the load diagram and to take precau-
tions when approaching the limiting lines.
3. Performance Observations
3.1 General
During engine operation, several basic parameters need to be checked and

evaluated at regular intervals. See drawings 6355-0110 (two pages) and 6355-
0115)
The purpose is to follow alterations in:

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

vent the further development of trouble.
This procedure will ensure optimum mechanical condition of the engine com-
ponents, and optimum overall plant economy.
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3.2 Key Parameters

Description
The key parameters in performance observations are:
- Barometric pressure
- Engine speed
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- Ships draught
- Mean indicated pressure
- Compression pressure
- Maximum combustion pressure
- Fuel pump index
- Exhaust gas pressures
- Exhaust gas temperatures
- Scavenge air pressure
- Scavenge air temperature
- Turbocharger speed
- Exhaust gas back pressure in exhaust pipe after turbocharger
- Air temperature before T/C filters
- ∆p air filter (if pressure gauge installed)
- ∆p air cooler
- Air and cooling water temperatures before and after scavenge air cooler.
3.3 Measuring Instruments
The measuring instruments for performance observations comprise:
- Thermometers,
- Pressure gauges,
- Tachometers,
- PMI - On/Off-line Cylinder pressure measurring equipment
- Eventually the engine diagnosis system CoCos-EDS
It is important to check the measuring instruments for correct functioning.
Regarding check of thermometers and pressure gauges,

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see chapter 6345-0330.

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3.4 Intervals between Checks

Description
Constantly: Temperature and pressure data should be constantly monitored,

in order to protect the engine against overheating and failure. In general, auto-
matic alarms and slow-down or shut-down equipment are installed for safety.
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MAN Diesel 6345-0300-0002
Guiding values of permissible deviations from the normal service data are given

in chapter 7045-0100.
Daily: Fill-in the Performance Observation record, drawing 6355-0110.
3.5 Evaluation of Observations
Compare the observations to earlier observations and to the testbed/sea trial

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

in chapter 6345-0310.
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Description
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1. General
Evaluation of Records
Record the performance observations as described in the previous
Chapter 6345-0300.
Use the synopsis diagramsto obtain the best and most simple method of plot-
ting and evaluating the parameters:
Engine: Drawings 6355-0120/0125/0130

Turbocharger: Drawings 6355-0135/0140
Air cooler: Drawing 6355-0145
Drawings 6355-0120/0125/0130 are sufficient to give a general impression of the

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

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

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

model curves for engine parameters which are dependent upon the mean indi-
cated pressure (pi).
6345-0310-0002
Drawing 6355-0120 also includes two charts for plotting the draught of
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NOTE the ship, and the average mean indicated pressure as a function of the
Description
engine running hours.
For calculation of the mean indicated pressure, see Chapter 6345-0340.
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2.1.A Mean The mean draught is depicted here because, for any particular engine speed, it
Draught will have an influence on the engine load.
2.1.B Mean indi- The average calculated value of the mean indicated pressure is depicted in or-
cated Pressure (pi) der that an impression of the engine’s load can be obtained.
Load balance: the mean indicated pressure for each cylinder should not devi-
ate more than 0.5 bar from the average value for all cylinders.
The load balance must not be adjusted on the basis of the exhaust gas
NOTE temperatures after each exhaust valve.
The fuel index must be steady. Unbalances in the load distribution may cause
the governor to be unstable.
2.1.C Engine The model curve shows the relationship between the engine speed and the av-
Speed (pi) erage mean indicated pressure (pi).
The engine speed should be determined by counting the revolutions over a suf-
ficiently long period of time.
Deviations from the model curve show whether the propeller is light or heavy,
i.e. whether the torque on the propeller is small or large for a specified speed.
If this is compared with the draught (under the same weather conditions), see
remarks in Chapter 6345-0300, then it is possible to judge whether the altera-
tions are owing to:
• changes in the draught,
• or an increase in the propulsion resistance, for instance due to fouling of the

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

schedule.
If the deviation from the model curve is large, (e.g. deviations from shop trial to
sea trial), it is recommended to plot the results on the load diagram, see Chap-
ter 6345-0300, and from that judge the necessity of making alterations on the
engine, or to the propeller.
2.1.D Maximum The model curve shows the relationship between the average pmax (corrected
Combustion Pres- to ISO reference ambient conditions) and the average pi.
sure (pmax- pi)
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NOTE For correction to reference conditions, see Chapter 6345-0350.

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Description
Deviations from the model curve are to be compared with deviations in the
compression pressure and the fuel index (see further on).
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Constant pmax in the upper load range is achieved by a combination of fuel in-
jection timing and variation of the compression ratio (the latter by varying the
timing of closing the exhaust valve).
If an individual pmax value deviates more than 3 bar from the average value, the
reason should be found and the fault corrected.
The pressure rise pcomp – pmax must not exceed the specified limit, i.e. 35 bar.
2.1.E Fuel Index The model curve shows the relationship between the average index and the
(pi) average pi.
Deviations from the model curve give information on the condition of the fuel
injection equipment.
Worn fuel pumps, and leaking suction valves, will show up as an increased fuel
index in relation to the mean pressure. Note, however, that the fuel index is also
dependent on:
a. The viscosity of the fuel oil, (i.e. the viscosity at the preheating
temperature). Low viscosity will cause larger leakages in the
fuel pump, and thereby necessitate higher indexes for injecting
the same volume.
b. The calorific value and the specific gravity of the fuel oil. These
will determine the energy content per unit volume, and can
therefore also influence the index.
c. All parameters that affect the fuel oil consumption (ambient

conditions, pmax, etc.)
Since there are many parameters that influence the index, and thereby also the
pmax, it can be necessary to adjust the pmax from time to time.
It is recommended to overhaul the fuel pumps when the index has increased by
about 10%.
In case the engine is operating with excessively worn fuel pumps, the starting
performance of the engine will be seriously affected.
2.2 Parameters related to the Effective Engine Power (Pe)
Drawing 6355-0130 shows model curves for engine parameters which are de-
pendent on the effective power (Pe).
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Regarding the calculation of effective engine power, see Chapter 6345-0340.

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Description
Because the ME-B engine is without indicator drive, the estimated effective en-
gine power is found by using the fuel index and T/C revolutions as parameters,
see Chapter 6345-0370.
It is recommended to apply PMI-system for easy access to P-V-diagrams (work

diagrams) and thereby the effective engine power.
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2.2.A Exhaust The model curve shows the average exhaust temperatures (after the valves),
Temperature corrected to reference conditions, and drawn up as a function of the effective

(texhv– Pe) engine power (Pe).
For correction to ISO reference ambient conditions,

NOTE see Chapter 6345-0350.
Regarding maximum exhaust temperatures, see also Chapter 6345-0350.

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

a. Fuel injection equipment: As these faults occur in individual cyli-
- Leaking or incorrectly working fuel ders, compare:
valves (defective spindle and seat) • fuel indexes
- Worn fuel pumps. If a high wear • PMI readings
rate occurs, the cause for this .
must be found and remedied. Check the fuel valves:
Note: Inadequate cleaning of the • visually
fuel oil can cause defective fuel • by pressure testing.
valves and worn fuel pumps.
These faults occur in individual cylin-
b. Cylinder condition: ders.
- Blow-by, piston rings • Compare the compression pres-
See also Chapter 6645-0140, Run- sures with PMI. See also Chapter
ning Difficulties’, point 6. 6345-0340.
- Leaking exhaust valves • During engine standstill: Carry out
See also Chapter 6645-0140, Run- scavenge port inspection.
ning Difficulties’, point 5. and check the exhaust valves. See
Chapter 2245-0100
c. Air coolers: Check the cooling capability.
- Fouled air side See Chapter 6345-0310.
- Fouled water side
d. Climatic conditions: Check cooling water and engine room
- Extreme conditions temperatures.
Correct Texhv to reference conditions.
6345-0310-0002
e. Turbocharger: Use the turbocharger synopsis methods

- Fouling of turbine side for diagnosing.
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- Fouling of compressor side See Chapter 6345-0310.

Description
f. Fuel oil: Using heavy fuel oil will normally increase

- Type Texhv by approx. 15°C, compared to the
- Quality use of gas oil. Further increase of Texhv will
occur when using fuel oils with particu-
larly poor combustion properties. In this
case, a reduction of pmax can also occur.
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2.2.B Compres- The model curve shows the relationship between the compression pressure
sion Pressure pcomp (corrected to ISO reference ambient conditions) and the effective engine
(pcomp– Pe) power Pe.
For correction to reference conditions, see Chapter 6345-0350.

NOTE
Deviation from the model curve can be due to:
a. a scavenge air pressure reduction,
b. - mechanical defects in the engine components (blow-by past piston

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

sure (pcomp + pbaro) and absolute scav. pressure (pscav + pbaro) which, for a specific
engine, is constant over the largest part of the load range (load diagram area).
Constant pmax in the upper load range is achieved by a combination of fuel injec-
tion timing and variation of the compression ratio (the latter by varying the timing
of closing the exhaust valve).
The ratio is first calculated for the “new” engine, either from the testbed results,
or from the model curve.
See the example below regarding:
• Calculating the ratio
• Determining the influence of mechanical defects.
It should be noted that, the measured compression pressure, for the individual
cylinders, can deviate from the average, owing to the natural consequence of
air/gas vibrations in the receivers. The deviations will, to some degree, be de-
pendent on the load.
However, such deviations will be “typical” for the particular engine, and should
not change during the normal operation.
When evaluating service data for individual cylinders, comparison must be made
6345-0310-0002
with the original compression pressure of the cylinder concerned, at the corre-
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sponding load.
Description
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Example:
The following four values can be assumed read from the model curves:
The barometric pressure was: 1.00 bar
The scavenge pressure was: 2.25 bar
This gave an absolute scavenge pressure of: 3.25 bar
The average (or individual) compression pressure was: 15 bar
which gave an absolute compression pressure of 115 + 1.00 = 116 bar
Pcomp abs 116

= = 35.7
pscav abs 3.25
This value is used as follows for evaluating the data read during service.
Service Values
pcomp : 101 bar (average or individual)
pscav : 2.0 bar
pbaro : 1.02 bar
Calculated on the basis of pscav and pbaro, the absolute compression pressure
would be expected to be:
pcomp abs = 35.7 × (2.0 + 1.02) = 107.8 bar
i.e. pcomp = 107.8 - 1.02 = 106.8 bar
The difference between the expected 106.8 bar and the measured 101 bar
could be owing to mechanical defects or grinding of exhaust valve spindle and
bottom piece.
Concerning the pressure rise pcomp- pmax,

see Item 2.1.D, ‘Maximum Combustion Pressure (pmax-pi )’.
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Description
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Mechanical Defects which can influence the Compression Pressureg
Possible Causes Diagnosis / Remedy
a. Piston rings: Diagnosis: See Table Increased Exhaust Tempera-
- Leaking ture Level - Fault Diagnosing
Remedy: See Chapter 6645-0140.
b. Piston crown: Check the piston crown by means of the tem-

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

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

- Leaking Check:
- The exhaust temperature - Hydraulic oil leakages, e.g. misalignment
rises. of high pressure pipe between exhaust
- A hissing sound can valve actuator and hydraulic cylinder.
possibly be heard at
- Damper arrangement for exhaust valve
reduced load.
closing.
- Timing.
e. Piston rod stuffing box: Small leakages may occur due to erosion of the
- Leaking bronze segments of the stuffing box, but this is
normally considered a cosmetic phenomenon.
- Air is emitted from the
Remedy:
check funnel from the
Stuffing box overhaul, see work card 2265-0501.
stuffing box.
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Description
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3. Turbocharger Synopsis
See Drawings 6355-0135 and 6355-0140 (Turbocharger synopsis diagrams)
Drawing 6355-0135 and 6355-0140 should be filled out in a number of

NOTE copies which corresponds to the number of turbochargers.
Regarding cleaning of the turbochargers, see Chapter 6345-0320.
3.0.A Scavenge The model curve shows the scavenge air pressure (corrected to reference con-
Air Pressure ditions) as a function of the effective engine power (Pe).
(pscav - Pe)
See Chapter 6345-0340 and 6345-0370 regarding the effective engine power.
For correction to ISO reference ambient conditions, see

NOTE Chapter 6345-0350.
Deviations in the scavenge air pressure are, like the exhaust temperature, an
important parameter for an overall estimation of the engine condition. A drop
in the scavenge air pressure, for a given load, will cause an increase in the
thermal loading of the combustion chamber components.
A simple diagnosis, made only from changes in scavenge air pressure, is dif-
ficult.
Fouled air filter, air coolers and turbochargers can greatly influence the scav-
enge air pressure.
Changes in the scavenge air pressure should thus be seen as a “consequential

effect” which is closely connected with changes in:
• the air cooler condition.
• the turbocharger condition.
• the timing.
Reference is therefore made to the various sections covering these topics.
3.0.B Turbocharger The model curve shows the speed of the turbocharger as a function of the scav-
Speed (T/C speed enge air pressure (pscav).
6345-0310-0002
- pscav)
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Corroded nozzle ring or turbine blades will reduce the turbine speed. The same
Description
thing will happen in case of a too large clearance between the turbine blades and
the shroud ring (MAN Diesel) / cover ring (ABB).
Deviation from the model curve, in the form of too high speed, can normally be
attributed to a fouled air filter, scavenge air cooler, turbine side or compressor
side.
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A more thorough diagnosing of the turbocharger condition can be made as out-
lined in the ‘turbocharger efficiency’ Section below.
3.0.C Pressure The model curve shows the pressure drop across the air filter as a function of
Drop across the scavenge air pressure (pscav).
Turbocharger Air
Filter (∆pf - pscav) Deviations from this curve give direct information about the cleanliness of the
air filter.
Like the air cooler, the filter condition is decisive for the scavenge air pressure
and exhaust temperature levels.
The filter elements must be cleaned when the pressure drop is 50% higher than
the testbed value.
If a manometer is not standard, the cleaning interval is determined by visual

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

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

be counteracted by regular cleaning of the turbine side (and possibly compres-
sor side).
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Description
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4. Air Cooler Synopsis

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

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

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

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

CAUTION mental considerations.
Before dismantling the air cooler, for piercing of the tubes, it is recom-
mended that the remaining salt-water system is examined, and the cooling
ability of the other heat exchangers checked.
CAUTION Be careful when piercing, because the pipes are thin-walled. 6345-0310-0002
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Description
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5. Specific Fuel Oil Consumption

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

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

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

units, it will be necessary to know the oil density, in order to convert to weight
units. The density is to correspond to the temperature at the measuring point
(i.e. in the day tank or flow-meter).
The specific gravity, (and thus density) can be determined by means of a hy-
drometer immersed in a sample taken at the measuring point, but the density
can also be calculated on the basis of bunker specifications.
Normally, in bunker specifications, the specific gravity is indicated at 15°C/60°F.
The actual density (g/cm3) at the measuring point is determined by using the
curve on Drawing 6355-0150, where the change in density is shown as a func-
tion of temperature.
The consumed oil quantity in kg is obtained by multiplying the measured vol-

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

ous types of fuel oil, allowance must be made for the differences in the lower
calorific value (LCV) of the fuel concerned.
Normally, on the testbed, gas oil will have been used, having a lower calorific
value of approx. 42,707 kJ/kg (corresponding to 10,200 kcal/kg). If no other in-
structions have been given by the shipowner, it is recommended to convert to
this value.
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Usually, the lower calorific value of a bunker oil is not specified by the oil com-
Description
panies. However, by means of the graph, Drawing 6355-0150, the LCV can be
determined with sufficient accuracy, on the basis of the sulphur content, and
the specific gravity at 15°C.
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The corrected consumption can then be determined by multiplying the “measured
consumption”, by:
LCV
LCV = the specific lower calorific value,
42,707 in kJ/kg, of the bunker oil concerned
Example: (6L60MC)
Effective Engine
Power, Pe : 11,500 kW
Consumption, Co : (over 3 hours) 7.125 m3
Measuring point temperature : 119°C
Fuel data, Specific gravity : (at 15°C, 3% S) 0.9364 g/cm3
Density at 119°C (see Drawing 6355-0150), ρ 119: 0.9364 - 0.068 = 0.8684 g/cm3
Specific consumption:
Co × ρ 119 × 106
(g/kWh)
h × Pe
where:
Co = Fuel oil consumption over the period, m3
ρ 119 = Corrected gravity, g/cm3
h = Measuring period, hours
Pe = Power output, kW
7.125 × 0.8684 × 106

= 179.3 (g/kWh)
3 × 11,500
Correction to ISO reference conditions

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

Consumption corrected for calorific value:
179.3 × 40,700
= 170.9 (g/kWh)
42,707
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Description
The ambient conditions (blower inlet temperature and pressure and scav-
NOTE enge air coolant temperature) will also influence the fuel consumption. Cor-
rection for ambient conditions is not considered important when comparing
service measurements.
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1. Turbocharger
Cleaning of Turbochargers and Air Coolers

1.1 General
We recommend to clean the turbochargers regularly during operation.
This prevents the build-up of heavy deposits on the rotating parts and keeps the
turbochargers in the best running condition between manual overhauls.
The intervals between cleaning during operation should be determined from the
degree of fouling of the turbocharger in the specific plant.
This is because the tendency to form deposits depends, among other things, on
the combustion properties of the actual fuel oil.
Guiding intervals between cleaning are given for each cleaning method in the
following items.
If the cleaning is not carried out at regular intervals, the deposits may not be
NOTE removed uniformly. This will cause the rotor to be unbalanced, and excite vi-
brations.
IF Vibrations occur after cleaning THEN Clean again
Vibrations occur after repeated See chapter 6445-0320

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

1.2 Cleaning the Turbine Side
Intervals between cleaning: 24-50 hours of operation.
See Drawing 5455- The cleaning is effected by injecting a specified volume of crushed nut shells or
0110 similar. The “grain size” is to be about 1.5 mm.
Since the cleaning is mechanical, the highest efficiency is obtained at full load, and
cleaning should not be carried out below half load.
6345-0320-0003
Carry out the cleaning according to the instruction given on the “instruction plate”
2009-10-01 - en
located at the turbocharger, see drawing 5455-0110 and work card 5465.
Description
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1.2.B Water
Intervals between cleaning: Approx. every 50 to 500 operating hours.
Cleaning
(Not TCA, The cleaning is effected by injecting atomised water through the gas inlet, at
TCR and MET- reduced engine load.
Turbochargers)
Carry out the cleaning according to the instruction given on the “instruction plate”
located at the turbocharger, see drawing 5455-0115.
Be aware that water cleaning can cause corrosion on the shroud ring surrounding
the T/C turbine blading.
Note that, during normal running, some of the scavenge air is led through a
three-way cock, from pipe No. 2 to pipe No. 1, at the turbine outlet drainage hole,
whereby this pipe is kept clean.
1.3 Cleaning the Compressor Side
Guiding intervals between cleaning: 25-75 hours of operation.
NOTE Always refer to the maker’s special instruction.
The cleaning is effected by injecting water through a special pipe arrange-

ment during running at high load and normal temperatures.
Regarding the cleaning procedure, see the maker’s special instructions.
If the deposits are heavy and hard, the compressor must be dismantled and
NOTE cleaned manually.
If the in-service cleaning is carried out when the compressor side is too contami-
nated, the loosened deposits can be trapped in the narrow passages of the air
cooler element.
This reduces the air cooler effectiveness.
Regarding air cooler cleaning, see Item 2., ‘Air Cooler Cleaning System’, below.
We recommend to wrap a thin foam filter gauze around the turbocharger intake
filter, and fasten it by straps.
6345-0320-0003
This greatly reduces fouling of the compressor side, and even makes in-
service cleaning unnecessary.
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Description
Replace and discard the filter gauze, when it becomes dirty.
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2. Air Cooler Cleaning System

See Drawing 5455-0120, see also Chapter 7045-0100 regarding the basis for
intervals between cleaning.
Carry out the cleaning only when the engine is at standstill. This is because
NOTE the water mist catcher is not able to retain the cleaning fluid Thus there
would be a risk of fluid being blown into the cylinders, causing excessive liner
wear.
Cleaning of the air side of the scavenge air cooler is effected by injecting a chemi-
cal fluid through ‘AK’ to a spray pipe arrangement fitted to the air chamber above
the air cooler element.
The polluted chemical cleaning agent returns from ‘AM’, through a filter to the
chemical cleaning tank.
The procedure is described in work card 5465.
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Description
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3. Drain System for Water Mist Catcher

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

Mambient
kg/kWh M scavenge
kg/kWh in scavenge air
0.60 Figures of water vapour in ambient and scavenge
0.60
air can be seen in full figur on
drawing 2255-0135.
Rel. Humidity = 100%
Pscav = 2.0 bar abs
Rel. Humidity = 90%
Pscav = 2.5 Bar abs
0.50 0.50
Rel. Humidity = 80% Pscav = 3.0 Bar abs
Rel. Humidity = 50%

0.40 0.40
Rel. Humidity = 40%
0.30
0.30
0.20
0.20
0.10
0.10
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0.00
0.00
0 5 10 15 20 25 30 35 40 45
Description
10 15 20 25 30 35 40 45 50 55
(°c)
Am bie nt air te m perature (c) (°c)
Scave nge air tem perature (c)
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Figure 1 Figure 2
Calculation procedure:
1. The amount of water vapour in the intake air (Mambient) is found in figure
1 based on measurements of ambient air temperature and relative humidity.
2. The maximum amount of water vapour in the scavenge air (Mscavenge) is

found in figure 2 based on measurements of scavenge air pressure and
temperature.
3. The expected amount of condensate is calculated by:
MCondens = k × Engine load × (Mambient - Mscavnege)* [kg/h]
where,
k = 1.05 for K80-K98 type engines

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

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

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

Engine load: 22,700 kW
Ambient air temperature: 30 °C
Relative humidity: 85 %
Scavenge air pressure: 3.25 Bar abs
Scavenge air temperature: 45 °C
Calculation procedure:
1) Mambient = 0.21 kg/kWh found from figure 1 (as outlined)

6345-0320-0003
2) Mscavenge = 0.17 kg/kWh found from figure 2 (as outlined)

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3a) k = 1.05 for K80 type engine

Description
3b) Mcondens = 1.05 x 22700 x (0.21 - 0.17) = 953 kg/h
The condensate amount is estimated to be 950 kg/h (± 10%) or 22.8 t/day for
the 7K80MC-C engine.
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The estimation of condensate amount is based on nominal air amount for the
engine and even distribution of the air outlet temperature from the scavenge air
cooler. The expected condensate amount should, therefore, be taken as rough
guidance in case of small amounts of condensate (between -0.01 and 0.01 kg/
kWh).
3.2 Drain System
Condensed water will be drained off from the water mist catcher through the
sight glass, the orifice and flange AL to bilge.
The size of the orifice in the drain system is designed to be able to drain off the
amount of condensed water under average running conditions.
In case of running under special conditions with high humidity, it can be neces-
sary to open the bypass valve on the discharge line a little.
Close the bypass valve when possible to reduce the loss of scavenge air.
A level-alarm (chapter 7045-0100) will set off alarm in case of too high water
level at the drain.
Check the alarm device regularly to ensure correct functioning.
3.3 Checking the Drain System by the Sight Glass
a. A mixed flow of air and water indicates a correctly working system where
condensation takes place.
b. A flow of water only, indicates malfunctioning of the system.
Check the orifice for blocking.
Check for any restrictions in the discharge pipe from AL.
Check and overhaul the level alarm.
c. A flow of air is only normal when running under dry ambient conditions
A sight glass which is completely filled with clean water, and with no air flow,
NOTE visually looks like an empty air-filled sight glass.
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Description
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1. Thermometers and Pressure Gauges
Measuring Instruments
The thermometers and pressure gauges fitted on the engine are often dupli-
cated with instruments for remote indication.
Owing to differences in the installation method, type and make of sensing ele-
ments, and design of pockets, the two sets of instruments cannot be expected
to give exactly the same readings.
During shoptest and sea trials, readings are taken from the local instruments.
Use these values as the basis for all evaluations.
In case the local and the remote sensors are installed i seperate pockets, a
NOTE temperature difference of up to 50 ˚C can be expected. Consider this when
evaluating performance measurements.
Check the thermometers and pressure gauges at intervals against calibrated

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

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

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

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

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

pression Pressure pcomp, Max. Pressure pmax, and Scavenge Pressure pscav,
including proposed values for index adjustments, etc.
• Software interface for use with MAN Diesel’s engine performance and en-
gine diagnostics software, e.g. CoCos-EDS.
3. Indicator Valve
During the running of the engine, soot and oil will accumulate in the indicator
bore.
Clean the bore by opening the indicator valve for a moment.
To protect the valve against burning:
- Open the valve only partially,
- Close the valve after one or two ignitions.

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Description
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1. Calculation of the Indicated and Effective Engine Power
Pressure Measurements and Engine Power Calculations

NOTE Regarding the diagrams and PMI system, see chapter 6345-0330.
(For engines without PMI-system, see chapter 6345-0370)
Calculation of the indicated and effective engine power consists of the follow-
ing steps:
Calculate:
- The mean indicated pressure, pi
- The mean effective pressure, pe
- The cylinder constant, k 2
- The indicated engine power, Pi
- The effective engine power, Pe
The mean indicated pressure, pi

A
pi = (bar)
L x Cs
where:
A (mm2) = area of the indicator diagram, as found by planimetering.
L (mm) = length of the indicator diagram (= atmospheric line).
Cs (mm/bar) = spring constant (= vertical movement of the indicator

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

stroke, the cylinder would produce the same total work as actually
produced in one complete revolution.
The mean effective pressure, pe
pe = pi - k1 (bar)
where
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k1 = the mean friction loss

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Description
The mean friction loss has proved to be practically independent of the engine
load. By experience, k1 has been found to be approx. 1 bar.
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The cylinder constant, k 2

Pressure Measurements and Engine Power Calculations
k 2 is determined by the dimensions of the engine, and the units in which the
power is wanted.
For power in kW : k 2 = 1,30900 × D2 × S
where:
D (m) = cylinder diameter
S (m) = piston stroke
For power in kW
Engine type
k2
S50ME 0.6250
S50ME-C 0.6545
L60ME 0.9161
S60ME 1.0801
S60ME-C 1.1310
L70ME 1.4547
S70ME 1.7151
S70ME-C 1.7959
L80ME 2.1715
S80ME 2.5602
K80ME-C 1.9268
L90ME 3.0918
K90ME 2.7037
K90ME-C 2.4387
K98ME-C 3.0172
K98ME-C 3.0172
The indicated engine power, Pi
Pi = k 2 × n × pi (ikW)
where
n (rpm) = engine speed.
The effective engine power, Pe
Pe = k 2 × n × pe (kW)
6345-0340-0002
where
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n (rpm) = engine speed.

Description
Due to the friction in the thrust bearing, the shaft power is up to 1% less than
the effective engine power, depending on speed and load conditions and plant
type (FPP/CPP).
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MAN Diesel 6345-0350-0002
1. General
Correction of Performance Parameters

Some measured performance parameters need to be corrected to ISO ambient
conditions to facilitate reliable evaluation.
These parameters are: pmax, texhv, pcomp and pscav. See also chapter 6345-0300.
Making such corrections enables comparison to earlier (corrected) read-

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

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

See also drawing 6355-0145, regarding ∆t (tscav-tcoolinl).
See also chapter 6345-0300.
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Description
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2. Correction
The correction for deviations of tinl and tcoolinl from reference conditions can be
carried out in two ways:
By reading
See drawing 6355-0200, which shows how to use drawing 6355-0180 to draw-
ing 6355-0195 to determine the correction.
By calculation
The corrections can be determined by the general equation:
Acorr = (tmeas – tref ) × F × (K + Ameas)
where
Acorr = the correction to be applied to the parameter, i.e. to pmax, texh,
pcomp or pscav.
tmeas = measured tinl or tcoolinl.
tref = reference tinl or tcoolinl (in case of Standard Conditions, 25°C).
F1, F2= constants, see the table below.
K = constant, see the table below.
Ameas = the measured parameter to be corrected, i.e. pmax, texh, pcomp or pscav.
See drawing 6355-0180 to 6355-0195, which show how to use the formulas.
Parameter to F1: for air inlet F2: for cooling

K
be corrected temp. water inlet temp.
texhv – 2.446 × 10–3 – 0.59 × 10–3 273
pscav + 2.856 × 10–3 – 2.220 × 10–3 pbaro 1 bar or 750 mm Hg

pcomp + 2.954 × 10–3 – 1.530 × 10–3 pbaro 1 bar or 750 mm Hg
pmax + 2.198 × 10–3 – 0.810 × 10–3 pbaro 1 bar or 750 mm Hg
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Description
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MAN Diesel 6345-0350-0002
3. Examples of calculations:

See drawing 6355-0200, which states a set of service readings.
1. Correction of texhv (drawing 6355-0185).
Measured:
Exhaust temperature after valve = 425°C
Air inlet temp. = 42°C
Cooling water inlet temp (air cooler). = 40°C
Correction for air inlet temperature:
(42 - 25) × (-2.466 × 10 –3) × (273 + 425) = -29.3°C
Correction for cooling water inlet temperature:
(40 - 25) × (-0.59 × 10 –3) × (273 + 425) = -6.2°C
Corrected texhv value = 425 - 29.3 - 6.2 = 389.5°C
2. Correction of pscav (drawing 6355-0195):
Measured: Scavenge air pressure = 2.0 bar

Air inlet temp. = 42°C
Cooling water inlet temp (air cooler). = 40°C
Correction for air inlet temp.:
(42 - 25) × (2.856 × 10 –3)×(1 + 2.0) = 0.146 bar
Correction for cooling water inlet temp.:
(40 - 25) × (-2.220 × 10 –3) × (1 + 2.0) = -0.10 bar
Corrected pscav value = 2.0 + 0.146 - 0.10 = 2.046 bar
Alternatively, if pscav is measured in mmHg:
Scavenge air pressure = 1500 mmHg
Correction for tinl:
(42 - 25) × (2.856 × 10 –3) × (750 + 1500) = 109.2 mmHg
Correction for tcoolinl:
(40 - 25) × (-2.220 × 10 –3) × (750 + 1500) = -74.9 mmHg
Corrected pscav value = 1500 + 109.2 - 74.9 = 1534.3 mmHg
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Corrections of pcomp (drawing 6355-0190) and pmax (drawing 6355-0180)

Description
can be made in a similar manner.
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4. Maximum Exhaust Temperature

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

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

• due to fouling of turbocharger (incl. air intake filters),
and exhaust uptake, see also Chapter 7045-0100, item
PT 8708 + 30°C
• due to fouling of air coolers + 10°C
• due to deteriorated mechanical condition (estimate) + 10°C
• due to climatic (ambient) conditions + 45°C
• due to operation on heavy fuel, etc. + 15°C
Total 110°C
Regarding increasing exhaust temperatures, see also chapter 6345-0310.
For new engines it is not unusual to observe a temperature increase of 50-60°C

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

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

Description
tween:
• Exhaust temperature increase due to fouling and mechanical condition, and
• Exhaust temperature increase due to climatic alterations.
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The method to distinguish between the factors is shown in the example:

Example:
According to a model curve, the exhaust temperature (approx. 95% engine

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

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

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

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

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

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

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

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

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

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

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

Barometric pressure pbaro bar 1.022 bar
Pressure drop, air cooler ∆pc bar 0.017 bar
Temperature before compr. tinl °C 21°C
Turbocharger speed n rpm 13350 rpm
Scavenge air pressure pscav bar 2.533 bar*)
6345-0360-0002
Exhaust receiver pressure pexh bar 2.393 bar*)

2008-08-29
Pressure after turbine patc bar 0.026 bar*)

Description
Temperature before turbine tbtc °C 400°C
Table 1: Measurements for calculation of efficiencies *) “Gauge” Pressure
Doc-ID: 6345-0360-0002 1 (4)

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6345-0360-0002 MANDiesel
MAN B&W
Note that the official designation of bar is “absolute pressure”.

Total Efficiency:
The total efficiency ηtot is given by the equation
Example
MF : Fuel mass flow injected for combustion: 0.88 kg/g
MX : Exhaust gas mass flow through turbine: 48.05 kg/g
MA : Air mass flow through compressor
MA=MX – MF
MA × T1 × (R10.286 – 1)
ηtot = 0.9265
MX × T2 × (1 – R20.265)
if MA or MX unknown:
MA
≈ 0.9817
MX
Example of Calculation, ηtot

See measurements in Table 1
T1 = tinl + 273,15 T1 = 21 + 273,15 = 294,15 K

pbaro + pscav + ∆pc 1,022 + 2,533 + 0,017
R1 = R1 =
pbaro 1,022
T2 = tbtc + 273,15 T2 = 400 + 273,15 = 673,15
pbaro + patc 1,022 + 0,026
R2 = R2= = 0,307
pbaro + pexh 1,022+ 2,393
(R10.286 – 1)* (R10,286 –1) = 0,430
(1 – R20.265)* (1 – R10,265) = 0,269
MA × T1 × (R10.286 – 1) M
ηtot = 0.9265 X
= 48,05 kg/g
MX × T2 × (1 – R20.265)
MA= 48,05 – 0,88 = 47,17 kg/g
47,17 × 294,15 × 0,430
η=0,9265 × = 0,635
48,05 × 673,15 × 0,269
6345-0360-0002
2008-08-29
Description
2 (4) Doc-ID: 6345-0360-0002

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MAN Diesel 6345-0360-0002
Compressor efficiency:
The compressor efficiency ηcompr is given by the equation
3628800 × T1 (R10.286 – 1)
ηcompr =
µ × U2
µ = slip factor, see drawing 6355-0220
U2 = (π × D × n)2
D = Diameter of compressor wheel, see drawing 6355-0220
U = π × D × n is the peripheral speed of the compressor wheel.
The turbocharger used in this example is a MAN T/C, type NA57/TO7.
From drawing 6355-0220 is taken:

D = 0.656 m
µ = 0.77
Example of Calculation, ηcomp

See measurements in Table 1
21 + 273,15 = 294,15
T1 = tinl + 273,15 °K
1,022 + 2,533 + 0,017
pbaro + pscav + ∆pc = 3,495
R1 = 1,022
pbaro
= 0,430
(R10.286 – 1)*
(π × 0.656 × 13350)2 = 757000000
U = (π × D× n)
2 2
3628800 × T1 (R10.286 – 1)
ηcompr =
µ × U2 3628800 × 294 × 0.430
= 0.787
0.77 × 757000000
* Determine the values of the expressions (R10.286 – 1) and (1 – R20.265).

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

ηtotal = ηcompr × ηturb
ηtotal 0.635
i.e. ηturb = = = 0.807
ηcompr 0.787
6345-0360-0002
2008-08-29
Description
Doc-ID: 6345-0360-0002 3 (4)

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

MA × T1 × (R10.286 – 1)
The equation ηtot = 0.9265 stated in item 2.1 is based on
MX × T2 × (1 – R20.265)
a situation where the mass flow through the turbine is equal to the mass flow
through the compressor plus the fuel oil amount.
If a TCS or an exhaust by-pass is fitted, the mass flow through the turbine is
reduced by the mass flow through the TCS or the exhaust by-pass.
The mass flows through the turbine and the TCS or through the turbine and the
exhaust by-pass are proportional to the effective areas in the turbines or the
orifice in the exhaust by-pass.
Calculate the turbocharger efficiency as described in Item 2.1 ‘Plants without

TCS and exhaust by-pass’.
Then correct the results in accordance with the following: Total efficiency:
Aeff+aeff
ηtot = ηtot ×
TCS/by-pass Aeff
where
Aeff = Effective area in turbocharger turbine
aeff = Effective area in TCS or exhaust by-pass.
See also ‘Remarks’, below
Turbine Efficiency:
Aeff+aeff
ηturb = ηturb ×
TCS/by-pass Aeff
See also ‘Remarks’, below
Compressor Efficiency:
ηcompr is unchanged, as it is not affected by whether the plant operates with

TCS/ by-pass or not.
Remarks
Aeff+aeff
The relation Aeff can vary from plant to plant, but is most often about 1.07.
This value can be used when evaluating the trend of the efficiency in service.
6345-0360-0002
Aeff+aeff
2008-08-29
When using a computer program in which the relation Aeff is not intro-
duced, the value for ηtot and ηturb will have to be multiplied by the above-men-
Description
tioned factor of about 1.07.
4 (4) Doc-ID: 6345-0360-0002

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MAN Diesel 6345-0370-0002
1. General
Estimation of the Effective Engine Power without Indicator Diagrams

The estimation is based on nomograms involving engine parameter measure-
ments taken on testbed.
The nomograms are shown in drawing 6355-0215. The following relationships

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

6345-0370-0002
However, the accuracy obtained will depend on the condition of the engine and
turbocharger. A fouled or eroded turbocharger will in most cases tend to de-
2008-09-01
crease the turbocharger speed, and thus result in a too low power estimation.
Description
This situation is characterized by increased exhaust gas temperatures and a

decreased scavenge air pressure.
It is recommended to apply PMI-system, for easy access to P-V-diagrams

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

HYUNDAI
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MAN Diesel 6355-0100-0001.0
Engine shaft power,
Load Diagram for Propulsion alone

per cent of power A
110 100% ref. point (A)

105 Specified MCR (M)
A=M
100 7
5
95
90
85
80
75
70
65
55
8 4 1 6 3
50
9
2
45
40
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
per cent of speed A
Line 1: Propeller curve through point A – layout curve for engine
Line 2: Propeller curve – heavy running, recommended limit for fouled hull
at calm weather conditions
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve – light running (range: 3.0–7.0%)

for clean hull and calm weather conditions – for propeller layout
6355-0100-0001.0
Line 7: Power limit for continuous running

2007-12-07
Line 8: Overload limit

Drawing
Line 9: Speed limit at sea trial.
Plant specific calculations can be prepared by contacting MAN Diesel A/S.
Doc-ID: 6355-0100-0001.0 1 (1)

HYUNDAI
MAN B&W
MAN Diesel 6355-0105-0001.0
Engine shaft power,
Load Diagram for Propulsion and Main Engine Driven Generator

per cent of power A
110 100% ref. point (A)

105 Specified MCR (M)
A
100 5 7
95
90
85
80
75
70
65
1)
55 SG
8 4 1 6 3
50
9
2A 2
45
40
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
per cent of speed A
Line 1: Propeller curve through point A – layout curve for engine
Line 2: Propeller curve for propulsion alone – heavy running, recommended

limit for fouled hull at calm weather conditions
Line 2A: Engine service curve for heavy running propulsion (line 2) and shaft
generator (SG)
Line 3: Speed limit
Line 4: Torque/speed limit

6355-0105-0001.0
Line 5: Mean effective pressure limit

2007-12-07
Line 6: Propeller curve for propulsion alone – light running (range: 3.0 – 7.0%),
for clean hull and calm weather conditions – for propeller layout
Drawing
Line 7: Power limit for continuous running
Line 8: Overload limit
Doc-ID: 6355-0105-0001.0 1 (2)

HYUNDAI
6355-0105-0001.0 MANDiesel
MAN B&W
Line 9: Speed limit at sea trial.

Load Diagram for Propulsion and Main Engine Driven Generator
1) Note: The propeller curve for propulsion alone is found by subtracting the actual shaft gen-
erator power (incl. generator efficiency) from the effective engine power at maintained
speed.
6355-0105-0001.0
2007-12-07
Drawing
2 (2) Doc-ID: 6355-0105-0001.0

HYUNDAI
MAN B&W
MAN Diesel 6355-0110-0001.0
SERVICE Engine Type: Name of vessel:
Performance Observations
DATA (ME)
Engine Builder: Engine No.: Yard:
Layout kW: Layout RPM: Engine Mode: Sign.: Test No.:
Turbocharger(s) No. of TC: Serial No. No. of Cyl.: Bore, m: Stroke, m:
Make: Type: 1 Cylinder Constant, (HP,bar): Mean Friction. Press., bar:
Max. RPM: Max. Temp., °C: 2 Lubrication Oil System (Tick box)
Compr. Slip Factor: Compr. Diam., m: 3 Internal External from External from
TC specification: 4 M. E. System Gravity Tank
Observation No :
Fuel Oil Viscosity: a t: °C Brand Type
Bunker Station: Cylinder Oil
Oil Brand: Heat value, kcal/kg: Circulating Oil
Density at 15 °C: Sulphur, %: Turbo Oil
Ambient Fuel Index Speed VIT
Test Date Test Hour Load Engine Total Running
Pressure ECU Setting Control
RPM Hours
(yyyy-mm-dd) (hh:mm) % mbar % RPM
bar
Effective Effective Indicated Eff. Fuel Eff. Fuel Draft Fore, m Log Knots Wind, m/s Direction, °
Power Power Power Consumption Consumption
BHP kW kW g/BHPh g/kWh Draft Aft, m Obs. Knots Wave Height, m Direction, °
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Ave.

Pi, bar
Pmax, bar
Ref. Pmax, bar
Pcomp, bar
Fuel Index Offset, HIGH Load
Fuel Index Offset, LOW Load
Pmax Adjustment, bar
Pcomp Ratio (Pcomp/Pscav)
Exh. Valve Open Timing, °CA
(Correction value)
Exhaust Gas Temp., °C
Cooling Water Outlet Temp., °C
Piston Outlet Lub. Temp., °C
Cooling Water Temperature, °C Exhaust Gas Temp., °C Exhaust Pressure Turbo Aux. Scavenge Air Pressure
Turbine Charger Blower
Air Cooler Main Engine Receiver Turb. Outl. p Filter p Cooler Receiver
Inlet Outlet Inlet Turb. Outlet Inlet Outlet bar mmWC RPM On/Off mmWc mmWc bar
1 1 1 1 1 1 1 1 1
Seaw. mmHg Axial mmHg
2 2 Temp. 2 2 2 2 2 Vibration 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4 4 4 4 4 4 4
Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave.
Scavenge Air Temperature, °C Lubricating Oil Fuel Oil Pressure Hydraulic Pressure
Scav. Inlet Blower Before Cooler After Cooler Pressure, bar Temperature, °C bar bar
Air 1 1 1 System Oil TC Inlet / TC Outlet / Before Filter Before Filter
Temp.
Blower end Turb. end
°C 2 2 2 Cooling Oil 1 1 After Filter After Filter
3 3 3 Turbine Oil 2 2 Temperature, °C Main Pressure

6355-0110-0001.0
Before Pumps
4 4 4 Temperature, °C 3 3 Swash Plate Position, %
2007-12-07
Inlet Engine 1 2
Ave. Ave. Ave. 4 4
Thrust Segment 3 4
Drawing
Ave. Ave.
Remarks:
Doc-ID: 6355-0110-0001.0 1 (2)

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TESTBED Engine Type:

Performance Observations
Water Brake: No.: Constant, K: BHP/Kg.RPM

DATA Engine Builder: Engine No.: Yard:
Layout BHP: Layout RPM: Entry Date: Sign: Test No.:
Turbochargers(s): Nos.: Serial No.: No. of cyl.: Bore (m): Stroke (m):
Make: 1 Cylinder Constant (HP,bar)
Type: 2 Governor: Type:
Max. RPM: 3 TC specification:
Max. Temp. °C: 4 MFP: Compr. Slip Factor: Compr. Diameter:
Lub. Oil System:
Observation No:
Fuel Oil Viscosity: at: °C Brand Type
Bunker Station: Cylinder Oil
Oil Brand: Heat value, kcal/kg: Circulating Oil
Density at 15 °C: Sulphur, %: Turbo Oil
VIT
Ambient Water Brake Governor Speed
Test Date Test Hour Load Engine Control
Pressure Load Index Setting
RPM Press.
(yyyy-mm-dd) (hh:mm) % mbar Kg bar bar
Effective Effective Indicated Eff. Fuel Eff. Fuel Indicated Fuel Indicated Fuel
Power Power Power Consumption Consumption Consumption Consumption
BHP kW kW g/BHPh g/kWh g/IHPh g/kWh
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Ave.

Pi, bar
Pmax, bar
Ref. Pmax, bar
Pcomp, bar
Fuel Pump Index
VIT Index
Exhaust Gas Temp. °C
Cooling Water Outlet Temp. °C
Piston Outlet Lub. Temp. °C
Cooling Water Temperature °C Exhaust Gas Temp. °C Exhaust Pressure Turbo Aux. Scavenge Air Pressure
Charger Blower
Air Cooler Main Engine Turbine Receiver Turb. Outl. p Filter p Cooler Receiver
Inlet Outlet Inlet Turb. Outlet Inlet Outlet bar mmWC RPM On/Off mmWc mmWc bar
1 1 1 1 1 1 1 1 1
Seaw. mmHg Axial mmHg
2 2 Temp. 2 2 2 2 2 Vibration 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4 4 4 4 4 4 4
Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave.
Scavenge Air Temperature °C Lubricating Oil Fuel Oil Pressure

Scav. Air Inlet Blower Before Cooler After Cooler Pressure, bar Temperature, °C Temperature, °C bar
1 1 1 System Oil Inlet Engine TC Inlet / TC Outlet / Before Filter
Blower end Turb. end
2 2 2 Cooling Oil Inlet Camshaft 1 1 After Filter
6355-0110-0001.0
3 3 3 Camshaft Oil Outlet Camshaft 2 2 Temperature, °C

Before Pumps
2007-12-07
4 4 4 Turbine Oil Thrust Segment 3 3
Ave. Ave. Ave. 4 4

Drawing
Remarks:
Ave. Ave.
2 (2) Doc-ID: 6355-0110-0001.0

2007-12-07
EXHAUST TEMPERATURE,
measured at turbocharger
inlet
MAN
EXHAUST TEMPERATURE increasing on
all cylinders indicates: EXHAUST TEMPERATURE increasing
a) Air system fouled. on a single cylinder indicates:
(air filter / blower / cooler / a) Fuel valves need overhaul
scavenge ports) b) Compression pressure too low
MAN B&W
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b) Exhaust system fouled. owing to exhaust valve leakage

(nozzle ring / turbine wheel / or blow-by past piston rings
Diesel
exhaust gas boiler)
MEAN INDICATED PRESSURE

Measured by indicator cards,
which also give compression
and max. combustion pressure
INLET AIR TEMPERATURE

Rising ambient temperature will give
increasing exhaust temperatures.
PRESSURES in combustion chamber.
Will be reduced by piston ring blow-by
burnt piston top; wear; leaking exhaust
valve; defective fuel valves; etc.
PRESSURE DROP across air filter. SCAVENGE AIR TEMPERATURE

Increasing p indicates fouling. Rising scavenge air temperature will
Cleaning required when p is 50% give increasing exhaust temperature.
greater than on testbed.
Doc-ID: 6355-0115-0001.0
PRESSURE DROP across air cooler.
Increasing p indicates fouling of air
side. Cleaning required when p is
50% greater than on testbed.
SCAVENGE AIR PRESSURE

Decreasing air pressure implies
TEMPERATURE RISE of cooling water decreasing air quantity and indicates
increasing temperature difference fouling of air or gas system.
indicates reduced water flow.
TEMPERATURE DIFFERENCE
air after cooler and at water inlet.
Increasing temperature difference
indicates fouled air cooler.
Drawing Readings relating to Thermodynamic Conditions

6355-0115-0001.0
6355-0115-0001.0
1 (1)
2008-08-21
M/V Engine Type Checked by: MAN

Builder No. Time based Deviation Charts
Date:
Yard Built year
MAN B&W
HYUNDAI
Diesel
ge
ng
ght
m8
(full
edmean
6
of pi.
Mean
All the model curves are based on test results 4
draught
(ballasted)
from shop trial or sea trial.

loaded)
1 2
Directions for use: 0 500 1000 1500 2000 2500 Running
hours
Service results are plotted faintly in the Model
Doc-ID:
Bar
Curve diagrams. The vertical deviations are
indicated pressure, pi
transferred to the pertaining Time based 20

Deviation-chart (on the right hand side).
15
cated pressure
Average mean indi-
10
2 500 1000 1500 2000 2500 Running
0 hours
6355-0120-0002
RPM RPM
Draught (full loaded)
130
Draught (ballasted)
120 5
110
100
0
Testbed
Engine revolutions
90
Bar 3 Engine revolution deviation
80 -5
0 5 10 15 20 0 500 1000 1500 2000 2500 Running
Time based deviation charts for: mean draught and average mean indicated
hours
Average mean indicated pressure, pi
pressure (pi). Model curves + time based deviation chart for: r/min as a function
Drawing Synopsis Diagrams - for engine (Pi)

6355-0120-0002
6355-0120-0002
1 (2)
HYUNDAI
6355-0120-0002 MANDiesel
MAN B&W
Time based deviation charts for: mean draught and average mean indicated
Synopsis Diagrams - for engine (Pi)
pressure (pi). Model curves + time based deviation chart for: r/min as a function
of pi.
Checked by:
Running hours
Running hours
Running hours
Date:
Time based Deviation Charts
No.
Engine Type
Built year
Builder
6355-0120-0002
2008-08-21
Drawing
2
4
6
m8
20
Bar
15
RPM
10
-5
5
draught
M/V
Mean cated pressure Engine revolution deviation

Yard
2
1
Average mean indi-
2 (2) Doc-ID: 6355-0120-0002

2008-08-21

Date:
Yard Built year
MAN B&W
HYUNDAI
Diesel
Bar Bar
gg
150
+5
140
130
p
120 0
110
Average Pmax (corrected)

,p
100
90 -5
10 11 12 13 14 15 16 17 Bar 0 500 1000 1500 2000 2500 Running

pmax and fuel index as a function of pi
hours
Average mean indicated pressure, pi
Index Index
Doc-ID: 6355-0125-0002
100
Model curves and time based deviation chart for:
90
+3
80
70 0
60
-3
Average fuel index

50
10 11 12 13 14 15 16 17 Bar 0 500 1000 1500 2000 2500 Running

Average mean indicated pressure, pi hours
Drawing Synopsis Diagrams - for engine (Pmax)

6355-0125-0002
6355-0125-0002
1 (2)
Drawing
2 (2)
Synopsis Diagrams - for engine (Pmax)
6355-0125-0002
M/V Engine Type Checked by:

6355-0125-0002
Date:
Yard Built year
Bar
g
+5
Pmax deviation
0
pmax and fuel index
-5 Running hours
Time based deviation chart for:
Index
Doc-ID: 6355-0125-0002
+3
Fuel index deviation

-3
MAN
Running hours
B&W
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MANDiesel
2008-08-21
2008-08-21

Date:
Yard Built year
MAN B&W
HYUNDAI
Diesel
°C
°C 40
450 gp
,
20
400
350
-20
Average exhaust temp. (corrected)

texhv and pcomp as a function of pe
300
8000 10000 12000 14000 16000 0 500 1000 1500 2000 2500 Running
Effective power, Pe BHP hours
Bar Bar
Doc-ID: 6355-0130-0002
130
120
3
110
100 0
90
-3
80
Average compression pressure (corrected)

70
8000 10000 12000 14000 16000 0 500 1000 1500 2000 2500 Running
Drawing Synopsis Diagrams - for engine (Pe)

6355-0130-0002
6355-0130-0002
1 (2)
Drawing
2 (2)
Synopsis Diagrams - for engine
6355-0130-0002

6355-0130-0002
Date:
Yard Built year
ao
p
m
co
P
tid
vn
3a
r0
B
À
C
20
40a
xh
e
À!À3
Running
40
°C
À!À20 hours
20
texhv and pcomp
texhv deviation
-20
Running hours
Doc-ID: 6355-0130-0002
Bar
Pcomp deviation
MAN
-3
Running hours
B&W
HYUNDAI
MANDiesel
2008-08-21
2008-08-21

Date:
Yard Built year
MAN B&W
HYUNDAI
Diesel
gp
3.5 0.2
Bar Bar
3 0.1
2.5 0 gg p
p,
-0.1
(corrected)
2
1.5 -0.2
Scavenge air pressure

1 -0.3
8000 10000 12000 14000 16000 0 500 1000 1500 2000 2500 Running
rpm rpm
12000 1000
10000 500
8000 0
Doc-ID: 6355-0135-0002
Turbocharger rpm
6000 -500
4000
1 2 3 Bar 0 500 1000 1500 2000 2500 Running
Scavenge air pressure hours

mmWC 50 mmWC
40 20
30
pscav as a function of pe T/C r/min and ∆ pf as a function of pscav
10
20 0
10 -10
T/C air filter intake

Pressure drop across
0 -20
1 2 3 Bar 0 500 1000 1500 2000 2500 Running
Drawing Synopsis Diagrams - for turbocharger (Pscav - Pe)

6355-0135-0002
6355-0135-0002
1 (2)
Drawing
2 (2)
Synopsis Diagrams - for turbocharger (Pscav - Pe)
6355-0135-0002

6355-0135-0002
Date:
Yard Built year
p
0.2
Bar g
0.1
-0.1
-0.2
Pscav deviation
Running hours
-0.3
pscav T/C r/min and ∆ pf
rpm
1000
500
Doc-ID: 6355-0135-0002
T/C rpm deviation
-500
Running hours
mmWC
20
10
0
MAN
T/C air filter

∆ pf deviation
-10
Running hours
-20
B&W
HYUNDAI
MANDiesel
2008-08-21
2008-08-21

Date:
Yard Built year
MAN B&W
HYUNDAI
g
Diesel
η comp η comp
0.82 gg
p
0.80 0.02
0.78
0.76 0
compressor
0.74
0.72 -0.02
1 2 3 Bar 0 500 1000 1500 2000 2500 Running

η turb
η turb
Doc-ID: 6355-0140-0002
0.82
0.80 0.02
0.78
Compressor and turbine efficiencies as a function of pscav
0.76 0
turbine
0.74
0.72 -0.02
1 2 3 Bar 0 500 1000 1500 2000 2500 Running

Drawing Synopsis Diagrams - for turbocharger (Pscav - Compressor)

6355-0140-0002
6355-0140-0002
1 (2)
Drawing
2 (2)
Synopsis Diagrams - for turbocharger (Pscav - Compressor)
6355-0140-0002

6355-0140-0002
Yard Built year Date:

fo
rg
plA
F
vu
e
xd
a
m n
a
tiP
a3
+
!B
À
r+5n
x0
e
d
In
À!À5
η comp
Running hours
0.02
Compressor efficiency deviation

-0.02
Running hours
compressor and turbine efficiencies
Doc-ID: 6355-0140-0002
turb
η
0.02
0
MAN
Turbine efficiency deviation

-0.02 Running hours
B&W
HYUNDAI
MANDiesel
2008-08-21
2008-08-21

Date:
Yard Built year
MAN B&W
HYUNDAI
Diesel
16 °C
°C
gg
14 20
12 10 p
10 0
$t (air-water)
8 -10
outlet and water inlet)

6
(Temp. diff. between air

1 2 3 Bar 0 500 1000 1500 2000 2500 Running
hours
°C °C
20 10
15 5
10 0
tair-water, twater and pair, as a function of pscav
Doc-ID: 6355-0145-0002
5 -5
across cooler
Water temp. diff.
0
1 2 3 Bar 0 500 1000 1500 2000 2500 Running

hours
mmWC mmWC
200 75
150 50
100 25
50 0
drop across cooler

0 - 25
1 2 3 Bar 0 500 1000 1500 2000 2500 Running
Drawing Synopsis Diagrams - for air cooler (Pscav - Tair)

6355-0145-0002
6355-0145-0002
1 (2)
Drawing
2 (2)
Synopsis Diagrams - for air cooler (Pscav - Tair)
6355-0145-0002

6355-0145-0002
Date:
Yard Built year
g
°C
g
20
10
-10
t air-water deviations
Running hours
∆
∆ tair-water ∆ twater and ∆ pair
°C
10
Doc-ID: 6355-0145-0002
-5
t water deviations
Running hours
∆
mmWC
75
50
25
MAN
deviations
0
Running hours
∆ pair
-25
B&W
HYUNDAI
MANDiesel
2008-08-21
2008-08-21
MAN
MAN B&W
HYUNDAI
Diesel
Doc-ID: 6355-0150-0002
Drawing Specific Fuel Oil Consumption (Corrections)
6355-0150-0002
6355-0150-0002
1 (1)
HYUNDAI
MAN B&W 6355-0155-0001.0
K/L-MC Engines:
Normal Indicator Diagram

(
p
p
Indicator diagram
(p-v diagram, Draw diagram
working diagram)
Ignition Ignition
C
om
bu Combustion
n
io
sti
ss
on
p re
Ex
m
Co
pa
ns
p comp
io
p max
n
Exp
a ns
Co
m ion
pr
es
sion
Atmospheric line
Top dead centre
Bottom dead centre
Compression pressure
Maximum combustion
pcomp
pressure p max
Length of indicator diagram =
Length of atmospheric line
S-MC Engines:
For this type of engine it has been necessary to delay the point of ignition to 2-
3° after TDC, in order to keep the pressure rise, pcomp - pmax, within the specified
35 bar, while still maintaining optimum combustion and thereby low SFOC.
Due to this delay in ignition, the draw diagram will often show two pressure
peaks, as shown in the figure below.
cÙ
mÙ
p
6355-0155-0001.0
pcomp
max
2007-12-07
Drawing
Doc-ID: 6355-0155-0001.0 1 (1)

HYUNDAI
MAN B&W
MAN Diesel 6355-0180-0003
Maximum Combustion Pressure
Correction to ISO Reference Ambient Conditions

Correction of measured pmax
because of deviations between tinl / tcoolinl and standard conditions
Correction bar Measured pmax.
160 bar 140 bar
120 bar
t inl.
100 bar
80 bar
t inl
t
coolinl.
Measured p
max
80 bar
100 bar
120 bar
t coolinl.
140 bar
160 bar
Air inlet temp. (t )

inl.
Cooling water inlet temp., air cooling (t coolinl. )
6355-0180-0003
2008-10-13
Calculating the corrections:
tinl : Acorr = (tmeas – 25) x 2.198 x 10 -3 x (1+ Ameas) Bar

Drawing
tcoolinl : Acorr = (tmeas – 25) x -0.810 x 10 -3 x (1 + Ameas) Bar
See also page 5.
Doc-ID: 6355-0180-0003 1 (5)

HYUNDAI
6355-0180-0003 MANDiesel
MAN B&W
Exhaust Temperature (after exhaust valves)

Correction of measured exhaust temperature (texhv)

Correction
°C
t inl
t
coolinl.
Measured t exh
325 °C
tcoolinl. 425 °C
t inl. Measured t exh.
Air inlet temp. (t ) 425 °C 325 °C

inl.
Cooling water inlet temp., air cooling (t linl.
)
6355-0180-0003
2008-10-13
tinl : Acorr = (tmeas – 25) x 2.466 x 10 -3 x (273+ Ameas) ˚C

Drawing
tcoolinl : Acorr = (tmeas – 25) x -0.590 x 10 -3 x (273 + Ameas) ˚C
See also page 5.
2 (5) Doc-ID: 6355-0180-0003

HYUNDAI
MAN B&W
MAN Diesel 6355-0180-0003
Maximum Combustion Pressure

Correction of measured pmax
Correction bar Measured p

comp.
140 bar 120 bar
t inl. 100 bar
80 bar
t inl
t coolinl.
Measured pcomp.
80 bar
tcoolinl.
100 bar
120 bar
140 bar
Air inlet temp. (t inl.)

Cooling water inlet temp., air cooling (t coolinl.)
6355-0180-0003
2008-10-13
tinl : Acorr = (tmeas – 25) x 2.954 x 10 -3 x (1+ Ameas) Bar

Drawing
tcoolinl : Acorr = (tmeas – 25) x -1.530 x 10-3 x (1 + Ameas) Bar
See also page 5.
Doc-ID: 6355-0180-0003 3 (5)

HYUNDAI
6355-0180-0003 MANDiesel
MAN B&W
Scavenge Pressure
Correction of measured scavenge pressure

Correction bar
Measured p
scav.
3.5 bar 3.0 bar
2.5 bar
2.0 bar
t inl.
1.5 bar
1.0 bar
t inl
t coolinl.
Measured p
scav.
1.0 bar
1.5 bar
tcoolinl
t inl. 2.0 bar
2.5 bar
3.0 bar
Air inlet temp. (t inl.) 3.5 bar

6355-0180-0003
2008-10-13
tinl : Acorr = (tmeas – 25) x 2.856 x 10-3 x (1+ Ameas) Bar

Drawing
tcoolinl : Acorr = (tmeas – 25) x -2.220 x 10-3 x (1 + Ameas) Bar
See also page 5.
4 (5) Doc-ID: 6355-0180-0003

HYUNDAI
MAN B&W
MAN Diesel 6355-0180-0003
Example of readings: pmax : 140 bar pscav : 2.0 bar

t exhv : 425 °C t inl : 42 °C
pcomp : 110 bar t coolinl : 40 °C
Correction bar Measured p max. Correction

°C
160 bar 140 bar
120 bar
pmax t inl. texhv

100 bar
80 bar
t inl
t
coolinl.
t inl.
t coolinl. Measured t exh.
Measured pmax
80 bar 325 °C
100 bar tcoolinl. 425 °C
t coolinl. 120 bar

140 bar
160 bar
t inl.
Measured t exh.
Air inlet temp. (t inl.)

Air inlet temp. (t inl.) 425 °C 325 °C
Correction for tinl : +5.3 bar Correction for tinl : -27 °C

Correction for tcoolinl : - 1.7 bar Correction for tcoolinl : - 6 °C
Correction 5.3-1.7 : +3.6 bar Correction -29 -6 : - 33 °C
p()g, p()g,
Correction bar Measured p Correction bar
comp.
Measured p scav.
140 bar 120 bar
3.5 bar 3.0 bar
pcomp 100 bar pscav 2.5 bar

t inl.
2.0 bar
80 bar t
inl.
1.5 bar
1.0 bar
t inl
t coolinl.
Measured p
scav.
t inl
tcoolinl.
1.0 bar
1.5 bar
Measured pcomp.
80 bar tcoolinl
t inl. 2.0 bar
tcoolinl. 2.5 bar

100 bar
3.0 bar
6355-0180-0003
120 bar
Air inlet temp. (t inl.) 3.5 bar
2008-10-13
140 bar
Drawing
Air inlet temp. (t inl. )

Correction for tinl : +5.6 bar Correction for tinl : +0.145 bar
Correction for tcoolinl : - 2.5 bar Correction for tcoolinl : - 0.1 bar
Correction 5.6-2.5 : +3.1 bar Correction 0.145-0.1 : +0.045 bar
Doc-ID: 6355-0180-0003 5 (5)

2007-12-07
MAN
0.286
(R -1)
1
MAN B&W
HYUNDAI
0.4311
Diesel
0.4
0.3
Curve for the factor (R10.286 – 1)
Doc-ID: 6355-0205-0001.0
0.2
0.12
1.5 2.0 2.5 3.0 3.5
3.502 R1
Drawing Calculation of Compressor Efficiency

6355-0205-0001.0
6355-0205-0001.0
1 (1)
2007-12-07
MAN
0.265
(1-R )
2
MAN B&W
HYUNDAI
Diesel
0.4
0.3
Curve for the factor (1 – R20.265)
0.2688
Doc-ID: 6355-0210-0001.0
0.2
0.1
0.307
0.2 0.3 0.4 0.5 0.6 R2
Drawing Calculation of Total Turbocharger Efficiency

6355-0210-0001.0
6355-0210-0001.0
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 6355-0215-0002
The Charts and values, in the example below, refer to a particular 7L60MC engine.
Power Estimation
For a specific plant, see the actual Testbed Report concerned.
Engine RPM
Fuel Pump
Index
kW
Ambient Pressure
Scavenge
Temp.
Deg.C
Air
Estimation of Effective Engine
X
Power for 7L60MC
T/C speed / 100 rpm
6355-0215-0002
2008-09-01
Drawing
Doc-ID: 6355-0215-0002 1 (1)

HYUNDAI
MAN B&W
MAN Diesel 6355-0220-0002
Turbocharger Compressor Wheel Diameter and Slip Factor

Turbocharger Make: MAN Diesel
Type Designation Diameter, D(m) Slip Factor
TCR18 0.264
TCR20 0.318 0.727
TCR22 0.415
TCA44 0.449
TCA55 0.533
TCA66 0.633 0.745
TCA77 0.752
TCA88 0.893
Turbocharger Make: Mitsubishi H.I. (MET)

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

Type Diameter, Slip Factor µ Type Diameter, Slip Factor µ
Designation D(m) Designation D(m)
TPL65-A10 0.3390 VTR254 0.2943
TPL69-BA10 0.3999 VTR304 0.3497
TPL73-B11 0.4879 VTR354 0.4157
TPL73-B12 0.5065 VTR454D-VA12 0.5233
TPL77-B11 0.5799 VTR454D-VA13 0.5756
TPL77-B12 0.6020 0.69 VTR564D-VA12 0.6588 0.77
6355-0220-0002
TPL80-B11 0.6729 VTR564D-VA13 0.7247

2008-08-21
TPL80-B12 0.6985 VTR714D-VA12 0.8294

TPL85-B11 0.8239 VTR714D-VA13 0.9123
Drawing
TPL85-B12 0.8553
TPL91-B12 0.9430
Doc-ID: 6355-0220-0002 1 (1)

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Preface Chapter Operation .... ............................................................... . 6640-0100-0002
Op er a t i o n
Description Checks during Standstill Periods .... ............................. 6645-0100-0001.0
Preparation for Starting ... ........................................... 6645-0110-0002
Starting-up .... ............................................................. . 6645-0120-0001.0
Loading .... .................................................................. . 6645-0130-0001.0
Running ... ................................................................. . 6645-0140-0002
Preparations PRIOR to Arival in Port ... ........................ 6645-0150-0002
Stopping ... ................................................................ .. 6645-0160-0002
Operation AFTER Arrival in Port .... ............................... 6645-0170-0001.0
Engine Control System - ME-B Engine .... .................... 6645-0181-0002
MOP Description .... ..................................................... 6645-0190-0004
Alarm Handling on MOP .... .......................................... 6645-0240-0005
Alarm Reference List ... ............................................... 6645-0241-0001
Engine Operation ... .................................................... 6645-0250-0004
Auxilliaries ... .............................................................. . 6645-0260-0005
Maintenance ... ........................................................... 6645-0270-0004
Admin ... .................................................................... . 6645-0280-0004
Fire in Scavenge Air Box ... ......................................... 6645-0290-0001
Ignition in Crankcase .... ............................................... 6645-0300-0002
Turbocharger Surging - Stalling .... ............................... 6645-0310-0001
Running with Cylinders or Turbochargers out of Opera- 6645-0320-0003
tion ... .........................................................................
Running with Cracked Cylinder Cover Studs/Staybolts 6645-0330-0001.0
Drawing Sequence Diagram - FPP Plant.... ............................... P70305-0002

Sequence Diagram - CPP Plant ... .............................. 6655-0120-0002
MOP Overview ... ........................................................ 6655-0125-0002
MOP Alarm List .... ....................................................... 6655-0130-0004
MOP Event Log ... ....................................................... 6655-0135-0004
MOP Manual Cut-Out List ... ....................................... 6655-0140-0004
MOP Channel List ... ................................................... 6655-0145-0004
MOP Operation .... ....................................................... 6655-0150-0003
MOP Process Information ... ....................................... 6655-0160-0003
MOP Process Adjustment ... ....................................... 6655-0161-0001
MOP Chief Limiters ... ................................................. 6655-0162-0001
MOP Hydraulic System ... ........................................... 6655-0175-0003
MOP Cylinder Lubricators ... ....................................... 6655-0185-0003
MOP System View - I/O Test ... ................................... 6655-0190-0004
MOP Invalidated Inputs ... ........................................... 6655-0195-0004
MOP Network Status ... .............................................. 6655-0200-0004

MOP Function Test ... ................................................. 6655-0203-0001
MOP Troubleshooting ... ............................................. 6655-0204-0001
MOP Set Time ... ........................................................ 6655-0205-0004
MOP Version .... ........................................................... 6655-0210-0004
Cutting Cylinder out of Action .... .................................. 6655-0215-0001.0
Cutting Turbocharger out of Action ... ......................... 6655-0220-0002
1 (2)
HYUNDAI
MAN B&W
Op er a t i o n
Turbochar Surging ................ ...................................... 6665-0225-0002
Work Card Special Running ME, Data ........................ ....................... . 6665-0100-0001

Special Running ............................. ............................. 6665-0101-0009
Tool Plate Tools for Special Running ..................... ...................... 6670-0100-0002

2 (2)
HYUNDAI
MAN B&W
MAN Diesel 6640-0100-0002
Operation This chapter of the instruction book is intended to provide the user with infor-
Operation
mation regarding operation of the engine. Information includes starting, running
and stopping of the engine as well as descriptions of special running conditions.
6640-0100-0002
Preface Chapter
2009-09-04-en
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 6645-0100-0001.0
Checks during Standstill Periods
Operation
1. General
The present chapter describes how to check up on the condition of the engine
while it is at a standstill.
To keep the engine-room staff well informed regarding the operational condi-
tion, we recommend recording the results of the inspections in writing.
The checks mentioned below follow a sequence which is suited to a forthcom-

ing period of major repairs.
Checks 2.1-2.9
should be made regularly at engine standstill during normal service.
Checks 2.1 to 2.9 should be coordinated and evaluated together with the mea-
surements described in Chapter 6345, ‘Engine Performance’.
Checks 3.1-3.5
should be made at engine standstill during the repairs.
Checks 4.1-4.7
should be made at engine standstill after the repairs.
If repair or alignment of bearings, crankshaft or pistons has been carried out,

repeat checks 2.1, 2.2 and 2.6.
Checks to be made just before starting the engine are mentioned in Chapter
6645.
2. Regular Checks at Engine Standstill during Normal Service
The work should be adapted to the sailing schedule of the ship, such that it can
be carried out at suitable intervals – for instance as suggested in Vol. II Intro-
duction ‘Checking and Maintenance Programme’.
The maintenance intervals stated therein are normal for sound machinery. If,
however, a period of operational disturbances occurs, or if the condition is un-
known due to repairs or alterations, the relevant inspections should be repeated
more frequently.
Based upon the results of Checks 2.1-2.9, combined with performance obser-
vations, it is determined if extra maintenance work (other than that scheduled)
6645-0100-0001.0
is necessary.
2007-10-01
Check 2.1: Oil Flow

Description
While the circulating oil pump is still running and the oil is warm, open up the
crankcase and check that the oil is flowing freely from all crosshead, crankpin
and main bearings.
Doc-ID: 6645-0100-0001 1 (5)

HYUNDAI
6645-0100-0001.0 MANDiesel
MAN B&W
The oil jets from the axial oil grooves in the crosshead bearing lower shells
Operation
should be of uniform thickness and direction. Deviations may be a sign of

“squeezed white-metal” or clogged-up grooves, see also Chapter 25.
Check also that oil is flowing freely from bearings, spray pipes and spray noz-
zles in the chain drive.
By means of the sight glasses at the piston cooling oil outlets, check that the oil
is passing through the pistons.
Check also the thrust bearing and camshaft lubrication.
After a major overhaul of pistons, bearings, etc., this check 2.1 should be re-
NOTE peated before starting the engine.
Check 2.2: Oil Pan, and Bearing Clearances

After stopping the circulating oil pump, check the bottom of the oil pan for frag-
ments of white metal from the bearings.
Check crosshead, crankpin, main bearing and thrust bearing clearances with a
feeler gauge, and note down the values, as described in Chapter 25.
Check 2.3: Filters

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

Inspect the condition of the piston rings, cylinder liners, pistons, and piston
rods, as detailed in Chapter 22.
Note down the conditions as described in Chapter 22.
During this inspection, circulate the cooling water and cooling oil through the
engine so that leakages, if any, can be discovered.
Remove any coke and sludge from the scavenge air ports and boxes.
(In case of prolonged port calls or similar, follow the precautions mentioned in
point 4.2).
Check 2.5: Exhaust Receiver

Open up the exhaust receiver and inspect for deposits and/or any metal frag-
ments, (which could indicate a failure elsewhere). Examine also the gas grid to
6645-0100-0001.0
make sure that it is clean and undamaged.

2007-10-01
Check 2.6: Crankshaft

Description
Take deflection measurements as described in Chapter 25.
Check 2.7: Circulating Oil Samples

Take an oil sample and send it to a laboratory for analysis and comments.
(See Chapter 25).
2 (5) Doc-ID: 6645-0100-0001

HYUNDAI
MAN B&W
MAN Diesel 6645-0100-0001.0
Check 2.8: Turbocharger
Operation
Unscrew the drain plugs or open the cocks at the bottom of the turbocharger
housings. Also drain from the drain box/pipe in the exhaust gas uptake (also
used when cleaning the exhaust gas evaporator).
This prevents the possible accumulation of rain water, which could cause cor-
rosion in the gas ducts, and partial wash-off of soot deposits, which again may
result in unbalance of the turbocharger rotor.
Open inspection covers (if fitted) or remove the gas inlet pipe on the turbine
side of the charger, and check for deposits on the turbine wheel and nozzle
ring. See also Check 4.4 regarding precautions to avoid turbocharger bearing
damage during engine standstill.
Check 2.9: Regular tests of the ME-B control system

Most failures will be indicated by alarms or malfunction during daily use (mal-
function which will not prevent continuous safe operation)
However the following tests listed below have to be carried out regularly in ser-
vice, to secure proper operation and keeping the redundancy.
The tests are:
1. ESC lamp test.
2. Test of shut down signals to all MPC units.
3. Cylinder lubricator level sensor slow down function.

(For plant with level sensor, flow sensor is tested automatically)
4. Leakage test of the hydraulic system.
9. Visual inspection of the inside of the electronic boxes and check

of the tightening torque of the terminals
Preconditions
Test When Action Expected result
and initial state
1 Weekly Engine stopped Press the lamp test bottom and con-
firm that the light is on in all lamps
(after some time)
2 Every 6 Engine stopped Activate emergency stop, check that
month all CCU’s gives alarm for shut down.
(Screen: Alarms Alarm List Drawing
6655-0130-xxxx)
3 Every 6 Engine stopped Close the manual valve for lube oil Cylinder lube oil
month supply on all cylinders and activate alarm for all cylin-
from the MOP (Screen: Auxiliaries Cyl- ders. Slow Down
inder Lubricators Drawing 6655-0185- request activated.
6645-0100-0001.0
xxxx) the Lubricator Test Sequence

for all cylinders. Note: Lubricator
Test Sequence must be All Off when
2007-10-01
checked.
Description
4 After ar- Check the pressure decrease time

rival in (from pump stop to zero pressure) as
Port explained in Chapter 66 ‘Auxiliaries’.
5 Engine stopped As described above. See Chapter 05
‘Safety Precautions’ in this book re-
garding general cleanliness, order and
tidiness.
Doc-ID: 6645-0100-0001 3 (5)

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6645-0100-0001.0 MANDiesel
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3. Checks at Engine Standstill during Repairs

Operation
Check 3.1: Bolts, Studs and Nuts

Check all bolts, studs and nuts in the crankcase and chain casing to make sure
that they have not worked loose.
The same applies to the holding-down bolts in the bedplate. Check that side
and end chocks are properly positioned, see also Chapter 10 ‘Maintenance’.
Check all locking devices.
Check 3.2: Chain Casing

Inspect the chains, wheels, bearing and rubber-bonded guide bars. Check the
hydraulic damper on the chain tighteneer, see also Chapter 10 ‘Maintenance’.
Check 3.3: Leakages and Drains

Remedy any water or oil leakages. Clean drain and vent pipes of possible
blockages by blowing-through.
Check 3.4: Pneumatic Valves in the Control Air System

Clean the filters.
Check 3.5: Bottom Tank

If not done within the previous year, pump the oil out of the bottom tank and
remove the sludge. After brushing the tank ceiling (to remove rust and scale),
clean the tank and coat the ceiling with clean oil.
4. Checks at Engine Standstill after Repairs
If repair or alignment of bearings, crankshaft or pistons has been carried out, repeat
Checks 2.1, 2.2 and 2.6.
Check 4.1: Flushing

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

If the engine is to be out of service for a prolonged period, or under adverse tem-
perature and moisture conditions, coat the piston rods with clean oil, and turn the
engine while the circulating oil pump is running.
Repeat this procedure regularly in order to prevent corrosion attack on piston rods
and crankcase surfaces.
6645-0100-0001.0
Check 4.3: Turning

After restoring normal oil circulation, check the movability of the engine by turning
2007-10-01
it one or more revolutions using the turning gear.

Description
4 (5) Doc-ID: 6645-0100-0001

HYUNDAI
MAN B&W
MAN Diesel 6645-0100-0001.0
Operation
Before leading oil to the exhaust valve actuators, via the main lube oil pump,
NOTE check that air supply is connected to the pneumatic pistons of the exhaust
valves, and that the exhaust valves are closed.
See also Chapter 66.
Check 4.4: Turbocharger

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

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

With the cooling water pump running, check if water can be seen through the
drain system sight glass or at the small drain pipe from the water mist catcher.
If water is found, the cooler element is probably leaking. In that case the ele-
ment should be changed or repaired.
5. Laid-up Vessels
During the lay-up period, and also when preparing the engine for a long time
out at service, we recommend that our special instructions for preservation of
the main engine are followed.
6645-0100-0001.0
2007-10-01
Description
Doc-ID: 6645-0100-0001 5 (5)

HYUNDAI
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MAN Diesel 6645-0110-0002
Preparations for Starting

Generel:
The following descriptions cover the standard manoeuvring system

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

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

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

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

– Piston cooling oil
6645-0110-0002
– Turbochargers
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3. Check that the cylinder lubricator tank is filled with the correct type of oil.
Description
See also drawing 3055-0110.
If the regulating handle is put on STAND-BY, the ECS automatically initiates a cyl-
CAUTION inder prelubrication sequence. When PREPARE START is activated on the MOP,
auxiliary blowers and cylinder prelubrication is started.
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3. Cooling Water Systems

The engine must not be started if the jacket cooling water temperature is below
CAUTION 20°C.
Preheat to minimum 20°C or, preferably, to 50°C. See also chapter 6645-0130
and 6645-0170.
• Start the cooling water pumps.
• Check the pressures. See also chapter 0545-0100.
4. Slow-Turning the Engine

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

Check that it is locked in the out position.
Check that the indicator lamp for TURNING GEAR DISENGAGED turns off.
2. Regulating handle is put from FINISHED WITH ENGINE to STAND-BY.
3. Lift the locking plate of the main starting valve to the SERVICE position.
Check the indicator lamp.
– The locking plate must remain in the upper position during running.
– The locking plate must remain in the lower position during repairs.
4. Open the indicator valves.
5. Turn the slow-turning switch to SLOW-TURNING position.

6645-0110-0002
6. Move the regulating handle to RUN position. Check to see if fluid flows out
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of any of the indicator valves.

Description
7. When the engine has moved one revolution, move the handle back to
STANDBY position.
8. Turn the slow-turning switch back to NORMAL position.
9. Close the indicator valves.
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4.2 Slow-turn with Turning Gear

1. Regulating handle must be in FINISHED WITH ENGINE state.
2. Open the indicator valves.
3. Turn the engine one revolution with the turning gear in the direction indicated
by the regulating handle. Check to see if fluid flows out of any of the indica-
tor valves.
4. Close the indicator valves.
5. Disengage the turning gear.
6. Check that it is locked in the out position. Check that the indicator lamp for
TURNING GEAR ENGAGED turns off. This is seen on the MOP-panel in the
control room.
5. Fuel Oil System

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

6. Hydraulic System. HPS – Hydraulic Power Supply

• Start the electrically driven hydraulic pumps. The ECS states if the oil pres-
sure is correct.
7. Miscellaneous
Check that all drain valves from scavenge air receiver and boxes to drain tank
are open and that test cocks are closed. See drawing 5455-0100.
Set switch for the auxiliary blowers in AUTO mode. The blowers will start at in-
tervals of 6 sec.
See the warning of scavenge air box fire due to incorrectly working auxiliary
NOTE blowers i chapter 6645-0290
The engine is now ready to start.

6645-0110-0002
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If the engine has been out of service for some time, starting-up is usually per-
Description
NOTE formed as a quay trial. Prior to this, it must be ascertained that:

1: The harbour authorities permit quay trials.
2: The moorings are sufficient.
3: A watch is kept on the bridge.
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1. Starting
Starting-up
Start the engine.
If the engine has been out-of-service for some time, starting-up is usually per-
formed as a quay-trial. Prior to this, it must be ascertained that:
CAUTION 1. The harbour authorities permit quay-trial.
2. The moorings are sufficient.
3. A watch is kept on the bridge.
2. Starting Difficulties
Starting Difficulties – See also ‘Supplementary Comments’ in this Section
Difficulty Point Possible Cause Suggested action

Engine fails to 1 Pressure in starting air re- Start the compressors.
turn on starting air ceiver too low. Check that they are work-
after START order ing properly.
has been given
2 Valve on starting air re- Open the valve.
ceiver closed.
3 Valve to starting air dis- Open the valve.
tributor closed.
4 No pressure in the control Check the pressure (nor-
air system. mally 7 bar). If too low,
change over to the other
reducing valve and clean
the filter.
5 Main starting valve (ball Lift locking plate to work-
valve) locked in closed ing position.
position.
6 Main starting valve (ball Release the turning gear
valve) does not function locking device.
owing to activated turning
gear locking device.
7 Control selectors are Correct the setting.
wrongly set.
8 The starting air distributor Lubricate and make the
has not activated its end shaft movable so that the
stop valve. distributor moves easily.
Check and adjust the air
cylinder and end stop
valves.
9 Pistons in starting air dis- Lubricate and make the

tributor sticking. pistons movable. Overhaul
the starting air distributor.
6645-0120-0001.0
10 Distributor wrongly ad- Check the timing marks, see

justed. 3465-0501.
Alternatively, with engine
2007-10-22
piston 1 in TDC, check that

Description
the starting air distributor

piston for cyl. 1 is lifted to
the same height (within a
toler-ance of about 0.2 mm)
by, respectively, the AHEAD
and ASTERN cam of the
starting air distributor.
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Starting Difficulties (Continued) – See also ‘Supplementary Comments’ in this

Starting-up
Section

11 Sticking control valve for Overhaul the control valve
starting air distributor. slide.
12 Starting air valves in cylin- Pressure-test the valves.
der covers defective. Replace or overhaul defec-
tive valves.
13 Control air signal for start- Find out where the signal
ing does not reach the has been stopped and cor-
engine. rect the fault.
13A Propeller blades are not on Set pitch to zero position.
zero-pitch (CPP-plants).
Engine does not 14 Coil of solenoid valve for See the ‘Bridge Control’
reverse when or- the desired direction of instruc-tion book.
der is given. rotation does not receive
voltage.
15 Control air signal for the By loosening one cop-
desired direction of rota- per pipe at a time on the
tion does not reach the signal’s route through the
engine. system, find the defective
valve or pipe which stops
the signal. Repair or re-
place the valve.
Engine turns too 16 ‘Slow-turning’ (option) of Set the ‘slow-turning’ ad-
slowly (or un- engine adjusted too low. justment screw so that the
evenly) on start- engine turns as slowly as
ing air possible without falter-ing.
17 ‘Slow-turning’ (option) is See the ‘Bridge Control’
not cancelled (automatic instructions.
control).
18 Faulty timing of starting air Check the timing, see also
dis-tributor. point 10.
19 Defective starting valves in Pressure-test the valves

cylinder covers. for leakages.
Replace or overhaul the
defective valves.
Engine turns on 20 Shut-down of engine. Check pressure and tem-
starting air but perature.
stops after receiv- Reset ‘shutdown’.
ing order to run
on fuel
21 Fuel Oil Pressure Booster, Check fuel oil pressure
Sticking booster
22 ELFI valve not functioning Check ELFI valve

6645-0120-0001.0
23 Fuel pressure missing Check fuel pressure

2007-10-22
Engine turns on 24 Auxiliary blowers not func- - Stop the engine.

Description
fuel, but runs un- tioning. - Start the auxiliary blow-

evenly (unstable) ers for 10 min.
and will not pick- - Slow-turn the engine by
up rpm. air.
- Start the engine.
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Starting Difficulties (Continued) – See also ‘Supplementary Comments’ in this
Starting-up
Section

25 Scavenge air limit set at Check level of scavenge
too high or too low level. air limiter.
Check the scavenge air
pressure and the exhaust
gas pressure at the actual
load. Compare the pres-
sures with shop or seatrial
observations.
26 Fuel filter blocked. Clean the filter.
27 Too low fuel pressure. Increase the pressure.
28 One or more cylinders not Check suction valve.

firing. See MOP panel and MOP
panel description.
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Description
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3. Supplementary Comments
Starting-up
Item 2, ‘Starting Difficulties’ gives some possible causes of starting failures, on

which the following supplementary information and comments can be given.
Point 1
The engine can usually start when the starting air pressure is above 10 bar. The
compressors should, however, be started as soon as the pressure in the start-
ing air receiver is below 25 bar.
Points 12 and 24
The testing procedure describing how to determine that all starting valves in
the cylinder covers are closed and are not leaking is found in 6645-0170. If
a starting valve leaks during running of the engine, the starting air pipe con-
cerned will become very hot. When this occurs, the starting valve must be re-
placed and overhauled, possibly replacing the spring. If the engine fails to start
owing to the causes stated under 12, this will usually occur in a certain position
of the crankshaft.
If this occurs during manoeuvring, reversing must be made as quickly as pos-

sible in order to move the crankshaft to another position, after which the engine
can be started again in the direction ordered by the telegraph.
Point 13
Examine whether there is voltage on the solenoid valve which controls the
starting signal.
If the solenoid valve is correctly activated or the engine is being manually

controlled, trace the fault by loosening one copper pipe at a time on the route
of the signal through the system, until the valve blocking the signal has been
found. The failure can be due to a defective valve, or to the causes mentioned
under points 8, 9, 10 and 20.
Point 20
If the shut-down was caused by over-speed, cancel the shut-down impulse by

moving the regulating handle to the STOP position, whereby the cancellation
switch closes.
If the shut-down was caused by too low pressures or too high temperatures,
bring these back to their normal level. The shut-down impulse can then be can-
celled by actuating the appropriate “reset” switch on the alarm panel.
4. Checks during Starting

Make the following checks immediately after starting:
6645-0120-0001.0
Check 1: Direction of Rotation

2007-10-22
Ensure that the direction of propeller rotation corresponds to the telegraph or-
Description
der. The current direction of the propeller can be seen on the MOB screen.
Check 2: Exhaust Valves See that all exhaust valves are operating correctly.
Disengage the lifting/rotation indicators after checking the functioning. Check
that the slide valve spindles of the sealing air control units protrude through the
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covers to ensure sealing air supply.
Starting-up
Check 3: Turbochargers
Ensure that all turbochargers are running.
Check 4: Circulating
Oil Check that the pressure and discharge are in order (main engine and turbo-
chargers).
Check 5: Cylinders
Check that all cylinders are firing.
Check 6: Starting Valves on Cylinder Covers

Feel over the pipes. A hot pipe indicates leaking starting valve.
Check 7: Pressures and Temperatures

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

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

YES
��
FPP-plants: ��
90% ��
of MCR ��
speed
��
CPP-plants: ��
80% ��
pitch
• Increase to 100% speed/pitch over a period of
30 minutes or more.
See also drawings 6655-0115 and 6655-0120.
• See table below.

NO
Is the cooling water temperature between 20°C and 50°C?
• Preferably, preheat to 50°C.

YES
• ��
If you start with a cooling water temperature below 50°C,
increase gradually to:
FPP-plants: 90% of MCR speed
CPP-plants: 80% pitch.
• ��
When the cooling water temperature reaches minimum
50°C, increase to 100% of MCR speed/pitch over a
period of 30 minutes or more.
• ��
The time it takes to reach 50°C will depend on the
amount of water in the system and on the engine load.
See also drawings 6655-0115 and 6655-0120.
• Do not start the engine.
NO
• Preheat to minimum 20°C, or preferably to 50°C.
When 20°C, or preferably 50°C, has been reached, start
and load the engine as described above.
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Description
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2. Checks during Loading

Loading
Check 9: Feel-over Sequence

If the condition of the machinery is uncertain (e.g. after repairs or alterations),
the “feel-over sequence” should always be followed, i.e.:
a. After 15-30 minutes’ running on SLOW
(depending on the engine size);
b. again after 1 hour’s running;
c. at sea, after 1 hour’s running at service speed;
stop the engine, open the crankcase, and feel-over the moving parts listed
below (by hand or with a “Thermo-feel”) on sliding surfaces where friction may
have caused undue heating.
During feeling-over, the turning gear must be engaged, and the main starting
valve and the starting air distributor must be blocked.
The starting air distributor is blocked by closing the cross-over valve.
Feel:
• Main, crankpin and crosshead bearings,
• Piston rods and stuffing boxes,
• Crosshead shoes,
• Telescopic pipes,
• Chains and bearings in the chain casing, and in
the moment compensator chain drives (if mounted),
• Camshaft bearing housings,
• Thrust bearing / guide bearing,
• Axial vibration damper,
• Torsional vibration damper (if mounted).
After the last feel-over, repeat Check 2.1: ‘Oil Flow’, in chapter 6645-0100.
Check 10: Running-in

For a new engine, or after:
• repair or renewal of the large bearings,
• renewal or reconditioning of cylinder liners and piston rings, allowance must
be made for a running-in period.
Regarding bearings: increase the load slowly, and apply the feel-over se-
quence, see Check 9. Regarding liners/rings: See chapter 2245-0100.
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Description
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MAN Diesel 6645-0140-0002
1. Running Difficulties
Running
Running Difficulties – See also ‘Supplementary Comments’ in this Section
Difficulty Point Possible Cause Remedy

Exhaust tempera- 1 Increased scavenge air See chapter 6345-0310:
ture rises temperature owing to inad- The chapter entitled ‘Evalu-
a) all cyl. equate air cooler function. ation of Records’, item 4,
) ‘Air Cooler Synopsis’.
2 Fouled air and gas pas- Clean the turbine by
sages. means of dry cleaning/
water washing. Clean the
blowers and air cool-ers,
see chapter 6345-0320.
Check the back pressure
in the exhaust gas system
just after the T/C turbine
side. )
3 Inadequate fuel oil clean- See Chapter 4245-0100 )
ing, or altered combustion
characteristics of fuel.
b) single cyl. 4 Defective fuel valves, or )
fuel nozzles.
5 Leaking exhaust valve Replace or overhaul the
valve.
)
6 Blow-by in combustion )
chamber.
Exhaust tempera- 7 Falling scavenge air tem- Check that the seawater
ture decreases. perature. system thermostat valve is
a) all cyl. functioning correctly.
8 Air/gas/steam in fuel sys- Check the fuel oil supply
tem. and circulating pump pres-
sures. Check the function
of the de-aerating valve.
Check the suction side of
the supply pumps for air
leak-ages. Check the fuel
oil preheater for steam
leakages.
b) single cyl. 9 Defective fuel oil pressure Repair the suction valve.
booster suction valve.
10 Fuel oil pressure booster Replace the fuel oil pres-
plunger or puncture valve sure booster plunger/bar-
sticking or leaking. rel.
11 Reversible roller guide in Check the roller guide
wrong position (reversible mechanism for seized
engines). bearings, roller guide,
6645-0140-0002
roughened rollers or cam

etc. In case of seizure be-
2008-05-28
ing observed, check the

Description
cam shaft lub. oil filter as

well as the by-pass filter
for possible damage.
Engine r/min de- 12 Exhaust valve sticking in Replace the exhaust valve.
crease open position.
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Running Difficulties (Continued) – See also ‘Supplementary Comments’ in this

Running
Section
Difficulty Point Possible Cause Remedy

13 Oil pressure before fuel oil Raise the supply and cir-
pressure boosters too low. culating pump pressures to
the normal level.
14 Air/gas/steam in the fuel See point 8.
oil.
15 Defective fuel valve(s) or Replace and overhaul
fuel oil pressure booster(s). the defective valve(s) and
booster(s).
16 Fuel index limited by See chapter 6345-0300.
torque/scavenge air limit-
ers in the ECS due to ab-
normal engine load.
17 One (or more) reversible See point 11.
roller guides in wrong posi-
tion (reversible engines).
18 Water in fuel oil. Drain off the water and/or
clean the fuel more effec-
tively.
19 Fire in scavenge air box. See Chapter 6645-0290.
20 Slow-down or shut-down. Check pressure and tem-

perature levels. If these are
in order, check for faults in
the slow-down equipment.
21 Combustion characteris- When changing from one
tics of fuel oil. fuel oil type to another, al-
terations can appear in the
r/min, at the same booster
index ).
22 Fouling of hull. Sailing in See chapter 6345-0300.
shallow water.
Smoky exhaust 23 Turbocharger revolutions Some smoke development
do not correspond with during acceleration is nor-
engine r/min. mal; no meas-ures called
for. Heavy smoke during
accelera-tion: Fault in ECS
limiters setting.
24 Air supply not sufficient. See reference quoted under
point 1.
Check engine room venti-
lation.
25 Defective fuel valves (incl. See point 4, and chapter
nozzles). 6345-0340.
6645-0140-0002
26 Fire in scavenge air box. See Chapter 6645-0290.

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Description
) Fuel index (MEP%) must be rectified with the fuel quality, so that the correct
MEP can be obtained.
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MAN Diesel 6645-0140-0002
2. Supplementary Comments
Running
Item 1, ‘Difficulties when Running’ gives some possible causes of operational
disturbances, on which the following supplementary information and com-
ments can be given.
Point 5
A leaking exhaust valve manifests itself by an exhaust temperature rise, and a

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

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

6645-0140-0002
too low compression pressure during the starting sequence.

2008-05-28
Concerning the causes of blow-by, see chapter 2245-0100, where the regular
Description
maintenance is also described.
Points 8 and 14
Air/gas in the fuel oil system can be caused by a sticking fuel valve spindle, or
because the spring has broken.
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If a defective fuel valve is found, this must be replaced, and it should be

Running
checked that no fuel oil has accumulated on the piston crown.
Points 11 and 17
In the normal running condition, the reversible roller guide is in a self-locking

position. (Reversible engine).
However, in the event of increased friction in the roller guide mechanism (sei-
zure), there is a risk that the roller guide link might change position.
Points 10 and 15
If, to obtain full load, it proves necessary to increase an individual fuel pump
index by more than 10% (from sea trial value), then this in most cases indi-
cates that the pump is worn out. This can usually be confirmed by inspecting
the plunger. If the cut-off edge shows a dark-coloured eroded area, the pump
should be sent for repair.
This is usually be done by reconditioning the bore, and fitting a new plunger.
3. Check during Running

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

and temperature sensors.
They must be checked under circumstances for which the sensors are de-
signed to set off alarm.
This means that sensors for low pressure/temperature should be tested with
falling pressure/temperature, and sensors for high-pressure/temperature
should be tested with rising pressure/temperature.
6645-0140-0002
Checking:
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Description
If no special testing equipment is available, the checking can be effected as fol-

lows:
a. The alarm pressure switches in the lubricating and cooling systems may be
provided with a test cock, by means of which the pressure at the sensor may
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MAN Diesel 6645-0140-0002
be decreased, and the alarm thereby tested.
Running
b. If there is no such test cock, the alarm point must be displaced until the
alarm is given. When the alarm has thus occurred it is checked that the
pressure switch scale is in agreement with the actual pressure. (Some types
of pressure switches have an adjustable scale).
Then reset the pressure switch to the preselected alarm limit, which should
cause the alarm signal to stop.
Check 14: Temperature Alarms (Thermostats)

See also Check 13, ‘General’.
Most of the thermostatic valves in the cooling systems can likewise be tested
by displacing the alarm point, so that the sensor responds to the actual tem-
perature.
However, in some cases, the setting cannot be reduced sufficiently, and such
valves must either be tested when the service temperature has been reached,
or by heating the sensing element in a water bath, together with a reference
thermometer.
Check 15: Oil Mist Detector

Check the oil mist detector.
Adjustment and testing of the alarm function is effected in accordance with

the instructions given on the equipment, or in the separate Oil Mist Detector
instruction book.
Check 16: Observations
Make a full set of observations, by means of the PMI system, see drawing 6355-
0110 ‘Performance Observations’ and chapter 6345-0330. Check that pressures
and temperatures are in order.
Check the load distribution between the cylinders, see chapter 6345-0310.
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Description
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1. General
Preparations PRIOR to Arrival in Port

CAUTION See chapter 2245-0100 regarding scavenge port inspection prior to arrival in port.
1. Decide whether the harbour manoeuvres should be carried out on diesel oil
or on heavy fuel oil. See chapter 4245-0120.
Change-over should be carried out one hour before the first manoeuvres are
expected. See chapter 4245-0120.
2. Start an additional auxiliary engine to ensure a power reserve for the ma-
noeuvres.
3. Make a reversing test (FPP-plants). This ensures that the starting valves and
reversing mechanism are working.
4. Blow-off any condensed water from the starting air and control air systems
just before the manoeuvres.
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Description
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1. General
Stopping
Always perform a stop manoeuvre before entering harbour/taking pilot on
board to state that the ECS is functioning as intended.
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1. Operations AFTER Arrival in Port
Operations AFTER Arrival in Port

When the ‘FINISHED WITH ENGINE’ order is received in the control room:
1. Switch over to control room control.
2. Switch-off the auxiliary blowers.
3. Test the starting valves for leakage:
– Obtain permission from the bridge.

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

NOTE through the scavenge air ducts in the cylinder liner.
– Replace or overhaul any defective starting valves.
4. Lock the main starting valve in its lowest position by means of the locking
plate.
Engage the turning gear.
Check the indicator lamp.
Check that the valve to the starting air distributor is closed.
5. Stop the camshaft lube oil pump/booster pumps.
6. Close and vent the control air and safety air systems.
Check that the action of the springs causes the slide valve spindles of the
sealing air control units to move inwards, thus stopping the sealing air sup-
ply.
Do not stop the air supply to the exhaust valve air cylinders, as air draught
through an open exhaust valve may cause the turbocharger shaft to rotate,
thus causing bearing damage, if the lube oil supply to the turbocharger is
stopped.
6645-0170-0001.0
7. Wait minimum 15 minutes after stopping the engine, then:

2007-10-22
– stop the lube oil pumps

Description
– stop the cooling water pumps.
Doc-ID: 6645-0170-0001.0 (2)

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This prevents overheating of cooled surfaces in the combustion chambers,

Operations AFTER Arrival in Port
and counteracts the formation of carbon deposits in piston crowns.
8. Fuel oil pumps:
Did engine run on heavy fuel oil until STOP?
• Stop the fuel oil supply pumps.

YES
• Do not stop the circulating pumps.
• Keep the fuel oil preheated.
The circulating oil temperature may be reduced during engine standstill, as de-
scribed in chapter 4245-0120 ‘Fuel Preheating when in Port’.
Cold heavy fuel oil is difficult or even impossible to pump
• Stop the fuel oil supply and circulating pumps.

NO
9. Freshwater preheating during standstill:
Will harbour stay exceed 4-5 days?
• Keep the engine preheated or unheated.

YES
However, see chapter 6645-0110, item 3 and chapter 6645-0130, item 1.
• Keep the engine preheated to minimum 50°C.
NO
This counteracts corrosive attack on the cylinder liners during starting-up.
• Use a built-in preheater or the auxiliary engine cooling water for preheating
of the engine.
See also chapter 5045-0100 ‘Jacket Water Cooling System’
10. Switch-off other equipment which need not operate during engine stand-
still.
11. Regarding checks to be carried out during engine standstill,

see Chapter 6645-0100
6645-0170-0001.0
2007-10-22
Description
(2) Doc-ID:6645-0170-0001.0
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Engine Control System, ME-B Engines

1. General As described later on in this chapter, the main engine can be controlled from dif-
ferent locations. These being Engine Control Room (ECR), Bridge or Engine Side
(ESC). The pneumatic manoeuvring systems described briefly in the following,
differ mainly in wether propulsion is made by Fixed or Controllable Pitch propel-
ler.
1.1 FPP For plants equipped with fixed pitch propeller (FPP)
The manoeuvring system on Drawing 7055-0155, is shown with the following

status:
Manual Control.
Stop and Ahead Position.
Pneumatic Pressure On.
EL. Power On.
Main Starting Valve Locking Device in Service Position.
See also Sequence diagram Drawing 6655-0155
1.2 CPP For plants equipped with Controllable Pitch Propeller (CPP)
NOTE This description only includes the pneumatic manoeuvring system.
Regarding description of the pitch control equipment, see the suppliers special
instructions.
The manoeuvring system on Drawing 7055-0155 is shown with the following
status:
Manual Control.
Stop Position.
Pneumatic Pressure On.
EL. Power On.
Main Starting Valve Locking Device in Service Position.
See also Sequence diagram Drawing 6655-0120

6645-0181-0002
1.3 Function In the following, a brief exposition of the different components shown in Draw-
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of Valves ing 7055-0155 (FPP plant) and 7055-0155 (CPP plant) is listed.
Description
In MAN Diesels Engine program reversible engines are optional with both FPP
and CPP.
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1. Ball valve. For manual cutting-off of control air supply
2. Pressure transmitter. For alarm if control air supply pressure is too low.
Alarm point 5.5 bar3. Ball valve. For manual cutting-off of air to ex
haust valve.
4. Pressure switch. For alarm if control air pressure is not vented during
FINISHED WITH ENGINE. Alarm point 0.5 bar.
6. Pressure gauge. Indicates control air supply pressure.
20. Air reciever. Reduces time lags in the manoeuvring system.
21. Ball valve. For draining off water from the manoeuvring system.
26. Two-position, three way valve. Is activated by start signal and allows
air to valve (117) and the second part of the distributing groove of the
starting air distributor. Prevents air inlet to starting air distributor in case
of leaking main starting valve.
27. Two-position, five way valve. Controls the main starting valve and slow
turning valve (if installed). (Open or closed).
28. Two-position, three way solenoid valve. Controls slow-turning. Blocks

opening of the main starting valve during slow-turning.
32. Throttle non-return valve. Delays venting of pilot signal to valve (33).
The delay is adjustable. Delay about 1 second.
33. Two-position, three way valve. Leads pilot signal to valves (26) and (27)
when turning gear is disengaged.
48. Pressure switch. Resets shut-down function in safety system, when

STOP valve (102) is activated during control from ESC.
50. Double non-return valve. (Reversible engines only).
55. Two-position, three-way valve (Reversible engines only), Blocks the

START AHEAD signal until starting air distributor is in AHEAD position.
56. Two-position, three-way valve. (Reversible engines only), Blocks the

START ASTERN signal until the starting air distributor is in ASTERN po
sition.
57. Air cylinder. (Reversible engines only), Reverses the starting air distribu
tor from AHEAD to ASTERN and vice versa.
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83. Pressure switch. Gives signal to manoeuvring system when engine is

Description
on remote control. Set point 2 bar.
84. Two-position, three-way solenoid valve. Gives pilot signal to valve (117)
and (160) when STOP is ordered from RCS.
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85. Double non-return valve.
86. Two-position, three-way solenoid valve. (Reversible engines only),
Leads air to valve (55) and to reversing cylinder (57) for reversing to
AHEAD position, when AHEAD is ordered from RCS.
87. Double non-return valve. (Reversible engines only)
88. Two-position, three-way solenoid valve. (Reversible engines only), Leads

air to valve (56) and to reversing cylinder (57) for reversing to ASTERN
position, when ASTERN is ordered from RCS.
89. Double non-return valve. (Reversible engines only)
90. Two-position, three-way solenoid valve. Leads pilot signal to valve (33)
when START is ordered from RCS and the starting air distributor is in
the required position.
100. Two-position, five-way valve, hand operated. Shifts control air from sys
tem for MANUAL control from the engine side to the remote control sys
tems, and vice versa.
101. Two-position, three-way valve, hand operated. During START, leads pilot
air to valve (33) and (as during STOP) to valves (117) and (105). During
RUNNING, deaerates the above mentioned lines.
102. Two-position, three-way valve, hand operated. During STOP, leads pilot
air to valves (117) and (105)
104. Throttle non-return valve. (Reversible engines only), Keeps the AHEAD
and ASTERN signals activated for 6 seconds after START during MANU
AL control from engine side control console
105. Two-position, five-way valve, hand-operated. (Reversible engines only)

Gives AHEAD/ASTERN signal during MANUAL control from ESC.
107. Pressure switch. Gives signal to RCS when engine is on MANUAL con
trol from ESC.
114. Position switch. Gives signal to RCS when shut-off valve (118) is in SER
VICE Start Air Distributor position.
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115. Two-position, three-way valve. Blocks START function when turning

Description
gear is engaged.
116. Position valve. Gives indication to RCS if turning gear is engaged.
117. Two-position, three-way valve. Leads air to starting air distributor
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118. Shut-off valve. For manual cutting-off of control air to the starting air dis
tributor.
119. Position switch. Gives signal to RCS when shut-off valve (118) is in
BLOCKED Start Air Distributor position.
120. Position switch. Gives signal to ECR when Main Starting Valve is in SER
VICE/BLOCKED position.
121. Position switch. Gives signal to ECR and RCS when Main Starting Valve
is in SERVICE/ BLOCKED position.
137. Non-return valve. Prevents back-flow of air from exhaust valve.
138. Pressure transmitter. For alarm if pressure is to low. Set point 5.5 bar.
160. Pressure transmitter. Measuring the pneumatic STOP signal. The ECS
uses these signals to suppress fuel injection.
162. Pressure switch/sensor. Same funktion as pos. 83, but delivers signal to
a different system.
163. Pressure switch/sensor. Same funktion as pos. 107, but delivers signal
1.4 Interlocks to a different system.
1.4.1 Start-block, When the turning gear is engaged, valve (115) is activated, whereupon the air
engaged turning gear supply to valve (33), which forms part of the starting system, is blocked. This
means that when the turning gear is engaged, the engine is unable to start. Ac-
tive in all modes of control.
1.4.2 Position of When the starting air distributor is changed to AHEAD position (only relevant for
starting air distributor FPP), valve (55) is activated, allowing air to be supplied to valve (90), which forms
part of the starting system.
The procedure is the same in the case of an ASTERN order. Valve (56) is acti-
vated before air is supplied to valve (90).
This interlock ensures that the engine is unable to start until the starting air
distributor is in a well-defined position, i.e. in AHEAD or ASTERN position. The
interlock is only active during control room control and bridge control.
1.4.3 Start Disable Start disable when pitch is applied (CPP-Plants only)
If pitch is applied, an interlock in the electronic Engine Control System

(noShown in the manoeuvring diagram), will be activated and the starting pos-
6645-0181-0002
sibility will be blocked until the propeller is in zero position.

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Description
If the CPP-system fails mechanically or electrically, it is possible to by-pass the

interlock by means of a switch on the ECR manoeuvring console. When the
fault has been corrected, reset the switch to the normal service position. Only
active during control room control.
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1.5 Safety systems The safety and protection system of the engine is taken care of by the conven-

tional safety system and the ECS.
1.6 Sequence The two diagrams show the most important signals in the manoeuvring system
Diagram during start, stop, reversing, etc, depending on FPP or CPP. The diagrams
may also be useful for trouble-shooting purposes. See Drawing 6655-0155 and
6655-0120.
2. Engine Control The Engine Control System (ECS) consists of a set of controllers, see Drawing
System (ECS) 7055-0150.
A brief description of the functions of the controllers are:
2.1 EICU The Engine Interface Control Unit handles the interface to
external systems and Hydraulic Power Supply (HPS).
2.2 CCU The Cylinder Control Unit control the ELFI valves, the ME-B
cylinder lubricators (ALS) and the distributed govenor.
2.3 MOP Main Operating Panel, the engineers’ interface to the ECS.
2.4 SCU Scavenge Air Control Unit handles the control of VT and
Exhaust By-pass Actuators. (Optional)
2.5 Control
Stations
Normal Working Sequence
The following is an example of how the control units of the ECS work together
during normal operation.
2.1 EICU The EICU receives navigational inputs from the control stations and selects the
active station based on signals given by the Remote Control System (RCS).
Based on the user input of fuel sulphur content, minimum feed rate etc., the
resulting cylinder lubrication feed rate for each individual cylinder unit is calcu-
lated.
The main navigational command is the speed setpoint (requested speed and
6645-0181-0002
engine running mode.

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Description
In the EICU the raw speed setpoint is processed by a series of protective algo-
rithms. An example of such an algorithm is the desired Pressure-Rise as a
function of engine running mode.
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The desired Pressure-Rise, speed setpoint and the selected engine running
mode request are available via the control network to be used by the CCUs as
a reference for the speed control and engine running mode control.
If the EICU fails, engine control is only possible from the Engine Side Console
(ESC).
2.2 CCU In appropriate time for the next firing, the CCU ensures that it has received new
valid data. Where after the injection profile start angle is set up using the tacho
function. On the correct start angle the injection is initiated and is controlled
according to the fuel amount command and the injection profile command.
The output from the speed controller (CCU) is a “request for fuel amount” to
be injected for the next combustion. This request is run through different algo-
rithms– the fuel limiters – and the resulting “amount of fuel” command is pro-
duced.
Based on the algorithm of the selected engine running mode, the injection pro-
file is selected, the timing parameters for the fuel injection is calculated and the
EICU derives the pressure set point for the hydraulic power supply.
The requested fuel injection profile, timing parameters, resulting cylinder

lubrication feed rate amount and the injection angle are all received from the
EICU via the control network.
The cylinder lubricator is activated according to the feed rate amount received
from the EICU.
The basic safety philosophy is that a single failure must not cause the engine to
become inoperative. However, some failures might require that engine power is
reduced.
The loss of a CCU results in misfiring on one or two cylinders. Also cylinder lu-
bricationis lost on the respective cylinders.
The loss of the EICU results in loss of RCS control stations. Engine control will
only be possible from ESC.
Finally, a failed electronical unit can be located and replaced while the engine
is running. Typical duration of changing is half an hour (see also Chapter 6645-
0320).
2.3 MOP The MOP is the main information interface for the engineer operating the engine.
The MOP communicates with the controllers of the RCS over the Control
Network. However, the running of the engine is not dependant on the MOP, as
all the commands from the RCS are communicated directly to the EICU.
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The MOP is located in the engine control room. It is a PC with a touch screen
Description
as well as a trackball from where the engineer can carry out engine commands,
adjust the engine parameters, select the running modes, and observe the status
of the control system. A back-up MOP is also placed in the engine control
room (see Chapter 6645-0190 for detailed MOP-description).
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2.4 SCU Scavenge Air Control Unit handles the control of VT and Exhaust
By-pass Actuators. For futher details see 6645-0260
2.5 Control During normal operation the engine can be controlled from either the bridge,
Stations the engine control room (ECR) or the Engine Side Console (ESC).
The ESC is as standard placed on the engine.
From the ESC, the basic functions are available, such as starting, engine speed
control, stopping, reversing, and the most important engine data are displayed.
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Description
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MOP Description
MOP Description
The MOP is the Human Machine Interface (HMI), through which the Engine Con-
trol System (ECS) and thus the ME-B engine is operated. The HMI is described
in Chapter 6645-0240 through Chapter 6645-0280.
The MOP units are basically integrated marine approved and certifi ed PCs with
touch-screen:
An actual installation comprises two MOP units (MOP A and MOP B, the backup
MOP), where both are placed in the engine control room (ECR), and are
operationally fully redundant to each other. A third standard designed PC, with
CoCoS EDS, is inter connected with the back up MOP through an ethernet hub.
A printer is also connected to this hub.
1.1 MOP A This MOP type has no ordinary keyboard or mouse, but instead a virtual on-
screen keyboard (when needed) and a trackball.
The touch-screen, for both MOP A and the back-up MOP B, is a frame in
which a capacitive touch is used for detecting touches on the screen. The
screen needs bare skin contact in order to function.
Instead of using the trackball, the operator can touch the graphic elements
on the screen in order to interact with the ECS.
The integrated CD-ROM drives (and service keyboard for MOP A) are used at
engine commissioning to setup the two MOP units with operating system and
program software, using a set of CDs.
The service keyboard and CD ROM drives are under normal circumstances only
to be used by MAN Diesel personnel.
1.2 MOP B The back-up MOP unit is similar to the MOB A type but with a keyboard and
a mouse. Additional Trouble Shooting screens are only on MOP B.
1.3 MOP issues
1.3.1 Ethernet Only MOP B is equipped with an Ethernet card for connection to other systems
connections such as CoCoS-EDS. Special care must be taken when connecting to
6645-0190-0004
networks of any kind to avoid virus and worms on the MOP. Connection to
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other systems is illustrated on Drawing 6655-0125.

Description
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MOP Description
Unauthorised software
NOTE DISCLAIMER: MAN Diesel disclaim responsibility for any event or condition
that originates from installation of unauthorised software. This includes, but is
not limited to, virus.
To emphasize the disclaimer, yellow stickers are placed at suitable places on the
MOP units.
1.3.2 Control Each MOP is connected to the ECS by means of the Control Network that
Network interconnects the nodes in the ECS. The Control Network is implemented as
two independent networks for redundancy as shown on Drawing 6655-0125
Fig.1.
1.3.3 Maintenance Normal PC maintenance tools and cleaning detergents apply.
1.4 Preparations by The CD’s mentioned in Sections 1.1.1 are a part of a CD set installed on the
MAN Diesel MOP units at engine commissioning. This CD set (normally four) must be
kept onboard as back-up.
The commissioning procedure, in brief is as follows.
An engineer from MAN Diesel or the Licensee installs the CD’s as follows:
1. Program Disc 1 named: > Disc 1 of 3 < Operating System Main Operation
Panel > A < is installed in MOP A.
2. Program Disc 2 named: > Disc 2 of 3 < Operating System Main Operation
Panel > B < is installed in MOP B.
3. Program Disc 3 named: > Disc 3 of 3 < Engine Control System Main Opera-
tion Panel > A and B < is the ME-B System Software installed on both MOP A
and B.
4. Data Disc named: > Service Parameter Set <
The parameter set is loaded to the MPC’s via MOP B.

6645-0190-0004
After Sea Trial a copy of the > Service Parameters < are burnt onto a CD
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ROM and must be stored on board

Description
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Alarm Handling on the MOP

1. HMI The HMI ( Human Machine Interface) consists of four fixed areas always shown.
(See Fig. 2 Drawing 6645-0125)
An Alarm Status Bar showing the oldest non-Acknowledged alarm and Alarm
status at the top of the screen.
A Navigation Bar at the right side of the screen, with tabs for main and sec-
ondary menus.
A Toolbar at the bottom of the screen.
A Screen area (rest of the screen)
The HMI operates with two user levels, which are Operator level and Chief level.
Operator level: From the Operator level it is not allowed to set any parameters.
It is for normal operation and monitoring only.
Chief level: in addition to the Operator level, the operator has privileges to set
parameters. A password must be supplied in order to access Chief level.
Changing the access level to Chief level is done by pressing the Access button.
A keyboard appears (See Drawing 6655-0130 page 2(3)) where the actual pass-
word can be entered
There is no limit in the number of unsuccessful attempts to enter the correct

password. The password is hard coded in the system and can therefore not be
changed. The password is to be thought of as an aid to the operator, in order to
prevent unintended input to the ECS
2. Alarm System The alarms displayed on the MOP panel are all related to the ME-B Engine
Control System and thereby surveillance of the engine condition. As seen on
Drawing 6645-0125, Fig. 1, the ordinary alarm system (AMS) and the ME-B-ECS
alarm system are connected and able to interact. In case of an ECS alarm, a
signal is sent to the alarm system
Especially alarms interacting with the engine safety system are common for the
Engine Control System and the ordinary alarm system. As an example could be
mentioned alarms giving Slow Down and Shut Down.
When a Slow-down has been detected by the external Slow-down function, the
Slow down command to the ECS is handled by the safety system.
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Description
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3. Alarm Handling Alarm handling is carried out from one of the following four screens
3.1 Alarm List
3.2 Event Log
3.3 Manual Cut-Out List
3.4 Channel List
These four Alarm Handling screens can be accessed via the secondary navi-
gator by pressing the “ALARM” button in the main navigator. When pressing
this button, the latest selected alarm screen will be shown on the screen. If no
screen has previously been selected, the “Alarm List” is shown. The screen can
then be changed via the secondary navigator.
3.1 Alarm list The Alarm List contains the central facility of the Alarm Handling (see Draw-
ing 6655-0130), allowing for display, acknowledgement and cut-out of raised
alarms. Detailed alarm explanation can be accessed for each of the alarm oc-
currences by pressing the Info button.
The Alarms are displayed in chronological order, with the latest alarm at the top.
If there are too many alarms to be displayed at the same time on the screen, the
remaining alarms can be accessed by pressing the “Page-up/Page-down” but-
tons seen on the Toolbar at the bottom of the Screen.
Alarms presented in the alarm list can be found in three states:
Alarm non acknowledged
Alarm acknowledged
Normal non acknowledged
An alarm can only appear as one line in the alarm list. An acknowledged alarm
going into normal or an alarm changed to normal being acknowledged, is imme-
diately removed from the list.
Acknowledgement of a single or all alarms is allowed on both levels (operator or

chief) from the “Ack/Ack All” buttons on the toolbar at the bottom of the screen.
(When pressing “Ack/Ack All” only the alarms visible on the screen are acknowl-
edged).
To see a detailed alarm explanation, press the relevant alarm line. The alarm
line is then surrounded by a dotted line, and giving the impression that a “light
is switched on behind the field. By pressing the button “Info” on the Toolbar, a
6645-0240-0005
window will appear just above the Toolbar. This window contains: Description
2009-10-06 - en
– Cause – Effect - Suggested Action, of the alarm, so that the engineer is able
Description
to assess the possible consequences for engine performance and start trouble-
shooting on this particular alarm. See Description 6645-0241 for a detailed de-
scription of all ME-B alarms.
(The detailed alarm explanation is removed by pressing the same “Info” button).
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3.1.1 Symbols Alarm Line Fields, Colours and Symbols

Each alarm line is divided into the following fields:
Ack. The acknowledgement status field of non-acknowledged alarms contains

an icon toggling between three states, alerting the operator of a non-aknowl-
edged alarm.
A flashing circle (red) with an exclamation mark = unacknowledged
A circle (green) with an exclamation mark = unacknowledged but state is nor-

mal.
A circle (yellow) with a check mark = acknowledged
An hourglass (yellow) = pending (alarm raised)
An hourglass (grey) = pending ( state normal)
Description. This field contains the alarm text.
Status. This field shows the status of the alarm as one of the following:
Normal
Alarm
Low
High
Not available
Auto cut-out
Manual cut-out
ID. This field contains a unique alarm identity. This ID must always be used for
reference and reporting. (eg. CCUX_010103)
Time. This field shows the time of the first occurrence of the alarm, no matter
the status changes. The time is shown in hours, minutes, seconds and 1/100
sec
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Description
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The status of the alarm can also be identified by the background colour
as well as the graphical identification in the Acknowledgement field on the

Screen as shown below:
Alarm Status Acknowledge Status Background Colour
Alarm Non-Acknowledged RED
Alarm Acknowledgement in progress YELLOW
Alarm Acknowledged YELLOW
Non-Alarm Non-Acknowledged GREEN
Non-Alarm Acknowledgement in progress GREEN
Cut-Out Not
Non-Acknowledged previous alarm LIGHT GREY
Available
Cut-Out Not Acknowledgement of previous Alarm in

LIGHT GREY
Available progress
At the upper right corner of the screen four (4) small icons are shown which are
(from left to right):
A circle (red flashing) with a number = Number of Non-Acknowledged alarms
A circle (yellow) with a number = Active alarms ( both ack. and non.ack.)
A circle (grey) with a number = Number of Manual Cut-Out alarms

(not shown in Alarm List but in Manual Cut-Out List)
A square (grey) with a number = Number of Input Channels Cut-Out.
From the toolbar at the bottom of the Alarm List screen, alarms can be cut-out.
This feature is described in details in Section 3.3.
3.2 Event log The event log (see Drawing 6655-0135) is, for instance, used for viewing the his-
tory of events and to support the operator in troubleshooting. Events stay in the
log even after they have been acknowledged and are no longer active. Alarms
are logged with three events in the Event Log. The events are Alarm, Normal
and Acknowledged. There can be up to 1 million events logged in the event log.
6645-0240-0005
The events are stored in a database on the MOP’s hard disc with both local and
2009-10-06 - en
UTC time stamps. If more than 1 million events are logged, the oldest events are
Description
discarded.
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Each event (with the most recent event on top) is shown as a single line and
each event line is divided into the following fields:
ID Unit Tag. This field contains a unique event identity.
Date. This field contains the date of the event.

Time. This field shows the time of the event. The time is shown in hours, min-
utes, seconds and 1/100 sec.
Description. This field contains the alarm text.
Status. This field shows either Normal or Alarm.
MCo. Shows whether the alarm is Manual Cut-Out or not.
ACo. Automatic Cut-Out.
Ack. The alarm is acknowledged. Searching for an event from a specific date
and time or by tag number.
3.2.1 Data Searching for an event from a specific date and time or by tag number.
This feature might be helpful information to external parties.
When scrolling up or down on the Event Log screen is not sufficient, the button
“Time Span Filter” sorting can be selected. Enter the from/to date and time in
the toolbar by using the popped up keyboard. Press “Apply” to execute. Note
that the entered time has to be in UTC time. As a result the event closest to the
specified date and time will be selected and shown on the screen.
Similarly, it is possible to search for a specific event by tag number pressing the
button Unit/Tag Filter. When the alarm occurs, it is stored with a tag number that
is stored together with the alarm event. By writing this number in the dialog box
and pressing “Apply” the alarm event is shown on the screen.
Pressing the button “Go to Time/Date”, events which took place at/on a specific
time/date can be displayed. Note that the entered time has to be in UTC time.
From the toolbar Export Event Log, displayed when the “Export” button is
pressed, it is possible to print a copy of the Event Log or make a back-up Dump
used for information to external parties or the engine crew themselves.
Should MAN Diesel ask for an Event Log record (for trouble shooting purposes)
the Event Log record is saved on a USB memory stick (or Hard Disc Drive if no
USB memory stick is available) as a zip file.
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The USB memory stick must be placed in the MOP-B.

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Description
The file name will be: EventLog<DateTime>.zip when the file is saved on a USB
memory stick.
(If the Event Log is dumped to a USB memory stick (or Hard disc Drive) the fi-
name will be: EventLogDump<DateTime>.zip).
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In both cases the DateTime is the UTC time when the file was saved.
The USB memory stick (containing the zip file) is handcarried to the ships mail
PC and the zip file mailed to MAN Diesel for evaluation.
3.3 Manual Manual Cut-Out of alarms (see drawing 6655-0140) may be used, if for in-
Cut-Out List stance, a Tacho pick-up is failing (the engine running on the redundant Tacho
system) and is continuously giving an alarm and cannot be replaced immedi-
ately.
(Alarms may also be cut-out automatically by the ECS. Automatic cut-out may
be used by the ECS to suppress alarms which are unimportant in specific
states, e.g. when the engine is stopped, or when a sensor is detected as being
faulty).
The manually cut-out alarms are shown in a separate list, which can be ac-
cessed from the navigation bar. The manual cut-out screen functions in the
same way as the alarm list screen. An alarm can be cut-out manually from the
screens Alarm List, Manual cut-out List or Channel list.
All alarm channels that have the status “Manual cut-out” are shown in the man-
ual cut-out screen.Removing (“activating”) an entry from the Manual cut-out list
is done by highlighting the alarm(s) involved on the screen and thereafter press-
ing the button “Reactivate” in the toolbar.
3.4 Channel list The alarm Channel List screen (see drawing 6655-0145) contains status infor-
mation of all alarm channels within the ECS, no matter the status of the indi-
vidual alarm channel.
As default, the alarm channels are listed in tag-name alphabetic order.
From the alarm channel screen, it is possible to cut out (and activate) alarm
channels.
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Description
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Alarm Reference List

for
ME
ME-C
ME-B
MC-SCU
Quick Search
Description - Cause - Effect - Suggested Action

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Description
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Software Version For details about the specific Software Version installed on your MOP see
Drawing 6655-0210. (e.g ME-B-SW-0906-1.9)
Dieselport For access to the Alarm Reference List for your plant please go to the download
area at MAN Diesel’s Dieselport on the Internet at:
https://dieselport/ServiceSupport/StandardManuals/2-stroke/AssociatedInstruc-
tions/Pages/default.aspx
Searching the The Alarm Reference List in the following, is a complete collection of all the pos-
Alarm Reference sible alarm texts on the MOP.
List The purpose of this file is to provide e.g. superintendents with a tool that makes
it easier to communicate on the same level with the personnel on board ships.
After reading this brief instruction, scroll to the next page.
In the search field, type the alarm ID-tag. It is very important that the ID-tag is
written without the respective MPC designation.
E.g. ECU2-514312 -> 514312, then press [ENTER].
Search fi eld
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Description
Acrobat Reader You may have another version of ADOBE READER than the one used in this ex-
ample.However the exercise is still the same. To quickly find the alarm descrip-
tion and suggested action, use the built-in search function in ADOBE READER.
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Engine Operation
Engine Operation
1. General Engine operation and adjustment is carried out from one of the following five
screens:
1.1 Operation
1.2 Process Information
1.3 Process Adjustment
1.4 Chief Limiters
Screen 1.1 is related to engine start-up preparations and daily running, and 1.2,
1.3 and 1.4 relate to engine adjustments.
The operator can access these four operation and adjustment screens via the
secondary navigator by pressing the Engine button in the main navigator.
1.1 Operation Operation (see Drawing 6655-0150) is the main screen for control of the engine
during voyage. This screen is active most of the time between “Engine ready”
and FWE (Finished With Engine).
On the screen, the displays which can be activated are shown in 3-D graphic
and the inactive displays are in 2-D graphic. Once activated, the display is high-
lighted with a blue line at the outer circumference.
Drawing 6655-0150 shows the full screen. In the following, a detailed descrip-
tion of the individual fields will be given.
NOTE For engines with FPP the ‘Pitch’ field is excluded.
1.1.1 Message The message box contains 3 status fields indicating the current various com-
mand states and the requests of the engine.
The background colours on the graphics are specified as:
Blue = Normal state

Yellow = Warning state
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Red = Alarm state

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Grey/dimmed = Not in use

Description
The top field indicates if increased fuel limiter has been chosen.
The text reads “INCREASED LIMITER” on yellow background, if limiter is ON.
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The middle field indicates whether or not the ECS requests a Slow Down.:
Engine Operation
The text reads “ESC SLOW DOWN REQ” and is displayed on yellow back-
ground, when Slow-down is requested by the ECS.
The bottom field indicates a command prompted via external alarm system:
The text reads “SLOW DOWN COMMAND” and is displayed on yellow back-
ground, when the external alarm system indicates that a Slow Down should be
carried out. This field also indicates an active Shut-Down and will cover an al-
ready active Slow Down.
1.1.2 Command The command box contains six status fields. Two fields (highlighted), indicating
[RPM] the current active control station (Bridge, ECR or ESC) and the actual speed
command setting for each of the control stations. The actual selected control
station is indicated by dark blue.
The Bridge Control and ECR Stations are parts of the RCS (Remote Control
System). Only one control station at a time is active.
The active control station is normally selected via the RCS request acknowledge
system.
If the active control station selection is inconsistent, the ECS keeps the last valid
active control station until a new valid selection is available, and raises an alarm.
ESC has first priority and therefore overrides RCS.
1.1.3 Running Mode The engine running mode and governor mode buttons each contain a status
Governor Mode. field indicating the current active running and governor modes.
Available running mode can be either Economy or Emission; or both.
The governor mode can be either RPM Control, Torque Control or Index Control.
Changing the running mode is done by pressing the running mode button. This
brings up a toolbar. On the toolbar, the current running mode is selected. Press-
ing a button representing any available mode will issue a command to the con-
trol system requesting a change to the corresponding mode.
Changing governor mode is done similar to changing running mode.
1.1.4 Pressure The pressure indicators consists of a bar graph and a status field.
Indicators
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Both the bar graph and the status field indicate the actual pressure of the actual
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medium.
Description
Scav. air pressure

Hyd. oil pressure
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1.1.5 HPS Status The system status indicators display information of the operation mode of the
Engine Operation
hydraulic power supply controlled by the ME-B ECS. These are all indicators and
do not allow changing mode or status. Possible control is made on the panel for
the actual system (see Drawing 6655-0175).
Indicators are:
Setpoint
Mode (auto/manual)
Pump 1 (running/stopped)
Pump 2 (running/stopped)
NOTE When HPS pumps are stopped, ‘pumps’ field background turns yellow.
1.1.6 Speed [RPM] The speed indicator consists of a bar graph, a status field (Astern/Ahead) and
two fields for speed setpoint/actual speed. When Astern, the bar graph turns
yellow as well as Ahead/Astern field.
FPP: Bar graph is centered at “0” and Ahead/Astern is up/down, respectively.
NOTE CPP: Bar graph “0” is at the bottom as engine does not reverse. In case of
reversible engine with CPP a status text field on the speed indicator will
read “Astern” on yellow background when this is the case.
Most engines have two barred ranges and the ranges are identical in the ahead
and astern directions (FPP systems). When operating from ECR and Bridge, the
speed set is automatically kept outside these range(s).
1.1.7 Pitch Indicator The pitch indicator is only shown on ships with CPP systems.
The pitch indicator consists of a label and a bar graph, indicating the current
pitch setting. The label uses + (plus) or − (minus) to indicate positive (ahead) or
negative (astern) pitch. The bar graph is centred at 0 and ahead and astern is up
and down, respectively.
The pitch indicator bar graph uses a pointed graph to underline the direction of
the current pitch. Furthermore, when pitch is astern, the bar graph turns yellow.
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1.1.8 Fuel Index [%]

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The fuel index indicator consists of a bar graph and a set of status fields. The
Description
top status field indicates the current effective or nearest limiter. The electronic
governor will limit the fuel index command according to the actual engine op-
erating conditions. If no limiter is currently active the nearest limiter is displayed
on a light blue background. When a limiter is active it is displayed on a dark blue
background.
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Available limiters are:

Engine Operation
The start limiter defines a fixed amount of fuel to be used for the first in-
Start
jections during start.
The chief limiter defines a maximum amount of fuel to be injected accord-

Chief
ing to the settings done by the operator at the screen Mean Pressure .
The scavenge air pressure limiter defines a maximum amount of fuel to
Scavenge air
be injected based on the actual scavenge air pressure, in order not to
pressure
overfuel the engine.
The torque limiter defines a maximum amount of fuel to be injected ac-
Torque cording to actual engine speed. This is to ensure that the engine torque
does not exceed recommended levels.
The hydraulic power supply pressure limiter defines a maximum amount
of fuel oil to be injected according to actual hydraulic power supply re-
Hydraulic
quirements, in order to ensure that the hydraulic power supply pressure
power supply
does not drop below a minimum operation limit.
This limiter is only active in case of malfunction of the HPS.
Below the limiter status field is a set of dynamic labels displaying the actual fuel
index and the current fuel index limit.
1.2 Process This screen (see Drawing 6655-0160) gives the user an overview of both esti-
Information mated and actual values related to Governor Mode and Speed setting.
When engine load is under 15% of MCR, the fields for estimated values (maxi-
mum pressure, compression pressure and estimated engine load) are dimmed.
The estimated values are based on algorithms and parameters determined dur-
ing engine commissioning which continiously determines the fuel injection pa-
rameters.
NOTE In case of engine with FPP the ‘pitch’ field is excluded.
1.3 Process In Chief level (see Drawing 6655-0151), the operator can adjust the balance of
Adjustment the engine (injection timing) related to MIP and Fuel Oil Properties.
Before taking a cylinder out of operation the restrictions in Chapter 6645-0320

must be taken into consideration. The operator can adjust the settings on
all cylinders at one time or adjust settings on each individual cylinder. Target
value is shown only when »All« is selected.
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Description
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1.3.1 Mean Pressure The settings of the Mean Pressure Level and Balance (see Drawing 6655-0151)
Engine Operation
are combined into a single screen view called Mean Pressure. The Offsets are
shown in percent and can be set for an individual cylinder or all cylinders at
once.
1.3.2 Max Pressure In Chief level, the operator can adjust the maximum pressure offset. The Off-
sets are shown in Bar and can be set for an individual cylinder or all cylinders at
once.
1.3.3 Fuel Quality On this screen a function for in- or decrease fuel oil index (FQA = Fuel Quality
Adjustment) is available, e.g. in case of poor fuel quality. The specific calorific
value and fuel oil density must be checked in the actual fuel oil specification de-
livered with the fuel samples at bunkering.
1.4 Chief Limiters In Chief Index Limit [%] press down the cylinder bar graph involved. A tool bar
at the bottom of the screen allows the operator to cut-out fuel injection on the
chosen cylinder.
When the cylinder is to be reenabled, the bar graph of the cylinder involved is
pressed down and the fuel injection is raised to the previous value using the ar-
rows on the tool bar followed by [apply].
In case of ‘ELFI feedback alarm’ resulting in fuel injection cut-out on the cylinder
NOTE involved, re-enabling fuel injection is done from this screen.
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Description
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Auxiliaries
Auxiliaries
The Hydraulic System, Scavenge Air and Cylinder Lubrication are monitored in
the Auxiliaries main navigator.
From each menu, the operator can control and monitor these systems. The
screens are:
1.1 Hydraulic System
1.2 Scavenge Air ( option for VT or Exhaust By-Pass )
1.2 Cylinder Lubricators
1.1 Hydraulic This screen is a simple schematic drawing of the hydraulic system. The screen
System shows the 2 (two) electrically driven pumps.
A bypass valve from pump pressure side to suction side is also shown.
The following tool bars can also be activated directly from the screen: The oper-
ating mode must be chief level.
HPS (Hydraulic Power Supply) Mode ( Auto or Manual)
Set Point
A feature on the Auxiliaries > Hydraulic System screen is the evaluation of the
actual hydraulic pressure decay time compared to test bed decay time (See
Drawing 6655-0175).
At engine commissioning the time it takes the hydraulic pressure to drop from
normal running pressure to a certain defined lower pressure, as the HPS is
stopped, is noted and displayed as the bar graph to the far right in the diagram;
this bar is fixed.
Every time the HPS (entire unit) is stopped and the pressure has dropped to a
certain predefined level a bar will appear next to the fixed reference bar. E.g. a
small growing leak in the hydraulic system will therefore produce a set of bars
decreasing in length from left to right (as the previous bars move to the left a
new bar appears)
1.1.1 HPS Mode Pressing the HPS Mode button activates a toolbar at the bottom of the screen.
At Chief level, it is possible to switch between Auto and Manual mode.
In Auto mode, ECS controls HPS pump pressure
In Manual mode (only Chief level) HPS pump pressure can be altered.
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Description
Manual mode is only for test purpose or in special situations. When Manual
NOTE mode is chosen an alarm is raised.
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1.2 Scavenge Air The scavenge air screen, See Drawing 6655-0180 contains information
Auxiliaries
and controls for monitoring and operating the Variable Turbocharging (VT) Sys-
tem and Exhaust Gas By-pass (engine dependent).
VT Functional description:
The reason for the development of Variable Turbine Area (VTA) system was the
increasing popularity of single-pipe exhaust systems for diesel engines. Using
conventional turbochargers with this system tends to make part-load operation
difficult and results in poor load response and high particle and smoke emis-
sions.
A turbocharger with VT system is more flexible in plants with varying operat-

ing or ambient conditions. Precise control of the air-to-fuel ratio (“lambda
regulation”),is achieved with a nozzle ring that enables the effective turbine area
to be varied without any significant drop in turbine efficiency.
Therefore the point of installing VT system is the option to keep a constant/

increased scavenge air pressure at part load of the engine and also to limit the
scavenge air pressure at high engine load. These two factors makes it possible
to lower the fuel oil consumption at part load of the engine, whilst avoiding over-
loading of the engine at high load.
VT gives a possibility to adjust the exhaust gas flow parameters at the turbin
exhaust inlet during engine operation.
Depending on the control parameter VT may have an effect on fuel consump-

tion or exhaust gas emissions.
VT has also an effect on smoke development especially at low load.
In the following the different functions that can be activated by pressing

the different “buttons” on the screen, are explained.
1.2.1 TC Mode When TC mode is activated (see Drawing 6655-0180, two buttons appear
on the toolbar. “Automatic” and “Manual”. This function relates to the VT system.
So when ever it is necessary to control the Variable Turbine Nozzle Ring manu-
1.2.2 TC in manual In manual mode the nozzle set point can be adjusted to enable the engine per-
Mode sonnel to suppress the VT function.
This means that if it is desirable to reduce the energy of the turbocharger e.g. in
rough sea, the nozzle ring can be restricted to only close to a certain point, so
as to reduce the range of scavenge air pressure
6645-0260-0005
The nozzle actuator can also be reset to normal function range from this screen.
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Description
1.2.3 Min. Nozzle In automatic mode this function automatically prevents the turbocharger from
Area stalling in rough seas by keeping the nozzle ring open at a minimum. The set
point is defined by the user via the screen. In both modes the Min. nozzle area
can be turned either On or Off.
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1.3 Cylinder The ME-B lube Control System (See Drawing 6655-0185) provides the opera-
Auxiliaries
Lubricators tional monitoring and control of the ME-B cylinder lubrication plant which lubri-
ME-B Lube cates the cylinders in the ME-B type engine.
The following displays can be monitored:
1.3.1 Flow
1.3.2 Total
1.3.3 Basic Feed Rate
1.3.4 Actual Feed Rate (each cylinder)
1.3.1 Flow The Flow display shows the ordered lube oil amount in litres/hour.
If one or more lubricators are malfunctioning (e.g. Feedback Failure) the actual
amount applied will differ.
1.3.2 Total The Total display shows the total ordered amount of lubricating oil used since
last power up of the EICU involved. It is however possible to reset the total
amount value.
Both of the values Flow and Total are based on the actual feed rate of all the cyl-
NOTE inders. Minor differences are to be expected between total and measured feed
rate value.
1.3.3 Basic Feed The Basic Feed Rate is a calculated rate for the complete lubricator system in
Rate g/kWh shown with two (2) decimals (if the minimum feed rate is set higher than
the product of the calculated rate, this value is the valid, e.g in case of running-in
cylinders) . The formula for calculating the Basic Feed Rate is = S% x (feed rate
factor).
1.3.4 Actual Feed The bar graphs for each individual cylinder shows the actual feed rate per cyl-
Rate inder, after the influence of limiters, load control, etc. If the feed rate due to low
load exceeds the maximum display capacity, the upper display on the bar graph
shows “Low Load”. Also, the calculated feed rate is presented with two decimals
but the value presented on the bar graphs is rounded off as only one decimal is
used here.
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Description
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Auxiliaries
Chief Level The following displays can be operated at chief level:
1.3.5 Prelube
1.3.6 LCD Functionality Enable/Disable
1.3.7 S%
1.3.8 Feed Rate Factor
1.3.9 Min. Feed Rate
1.3.10 Feed Rate Adjust Factor
1.3.11 Running in %
1.3.12 Lubricator Test Sequence
By activating the different buttons, the pertaining tool-bar is shown al the bot-
1.3.5 Prelube This button is only used for test purposes.
When the “Prelube” is activated, a prelubrication on all cylinders and evaluation

feedback from the lubricators is triggered.
As default, each lubricator is activated a preset number of times at the fastest

possible speed.
Prelubrication can only be activated if hydraulic pressure is present. This de-

NOTE mands that the engine (Telegraph) is put in the state “Standby” or that the HPS
Hydraulic pumps are set at manual operation and started.
1.3.6 LCD Enable/ Load Change Dependent - Functionality Enable/Disable

Disable When LCD is Enabled the program increases the feedrate during manuovering
and load change according to predefined parameters. It is possible to turn this
function Off. This might be relevant during manouvering.
1.3.7 S % Activating the display S % (Chief level) enables adjustment of the Sulphur con-
tent equal to the sulphur content in the HFO used. The principle of how to adjust
the feed rate according to the sulphur content is explained in Chapter 3045-
0110 in this book.
1.3.8 Feed Rate Activating the display Feed Rate Factor (Chief level) enables adjustment of the
Factor feed rate for all cylinders. The display shows the feed rate with 2 decimals and
“g/kWh%S”.
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1.3.9 Min.Feed Rate The display Min. Feed Rate enables adjustment of the minimum feed rate for all
Description
cylinders.
The value is displayed in g/kWh and is normally set to 60% of the basic recom-
mended feed rate (chief level).
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Auxiliaries
1.3.10 Feed Rate Activating the display Feed Rate Adjust Factor (chief level) enables adjust-
Adjust Factor ment of the feed rate for each cylinder separately.
1.3.11 Running in When a single cylinder is under run-in, the feed rate is adjusted at this display
[g/kWh ] (chief level). Running-in of a single cylinder is described in Chapter 2245-0100 in
this book.
1.3.12 Lubricator Pressing the Lubricator Test Sequence (chief level) starts a continuous activa-
Test Sequence tion of the lubricator at fixed injection rate (different from “Prelube” 1.4.6 where
the injection of oil is made at the fastest possible speed and a preset number of
times)
This feature is used after repairs, etc. on the lubricator(s), enabling the engineer
to manually check the lubricator for leaks and injection.
If a single button (cylinder 1,2,3, etc.) is pressed, a toolbar is shown on the

screen. The toolbar enables the engineer to start lubrication on the particular
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Description
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Maintenance
Maintenance
The maintenance screens give an overall view of the status of the ECS system
seen on the following five screens.
1.1 System View I/O Test
1.2 Invalidated Inputs
1.3 Network Status
1.4 Function Test
1.5 Trouble- Shooting
The above-mentioned five maintenance screens can be accessed via the sec-
ondary navigator by pressing the “Maintenance” button in the main navigator.
They are mainly used at engine commissioning, during fault finding on I/O ca-
bling/ channels and external connections to sensors and during engine opera-
tion. The use of these screens is therefore relevant for engine crew as well.
MAN Diesel does not currently recommend “Preventive Replacement of Elec-

tronics”, and there is no urgent reason to introduce such recommendation as
aging failures do not have any critical consequences for the operation of the en-
gine. However, we will consider and evaluate this continuously in preparation for
setting a future upper limit of when the electronics are to be considered ready
for replacement.
1.1 System View To understand the use of this screen (See Drawing 6655-0190), an explanation
I/O Test of the layout of the Multi Purpose Controller (MPC) is appropriate. The EICU and
CCUs are MPCs.
The MPC is a computer unit which has no user interface such as a display or
a keyboard, but has a wide variety of inputs/outputs (I/O) for interfacing to sen-
sors and actuators of the engine, e.g.: (see drawing next page).
• Inputs for e.g. tacho signals, standard (0)4-20mA transducers, ±10V sig
nals, switches and 24V binary signals
• Duplicated Control Network for security
• Serial communication controller for either a Remote I/O Network or

point-to-point serial communication
• Service channel to be connected to a laptop PC for service purposes.

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Description
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Maintenance
ID
Dongle
The main processor of the Multi Purpose Controller, includes an on-chip timing
coprocessor for synchronisation with the crankshaft rotation and speed mea-
surement.
To ease the production of the Multi Purpose Controller, all programmable com-
ponents are in-circuit programmable, which also allows field update of the
controller by means of relatively simple tools. The MPC contains no harddisk or
other sensitive mechanical components, and the software is stored in a non-
volatile Flash-PROM memory, i.e. the application software may be sent to and
programmed into the Multi Purpose Controller through the network, and thereby
restore the functionality after the Multi Purpose Controller has been exchanged
with a spare unit from stock.
The MPC is, as shown on the picture below equipped with a battery. This bat-
tery is used for Back-up power to the clock-watch of the MPC in the event that
the 24 V power is turned-off. All clocks of all MPC’s are synchronised via the
network. Synchronisation is done regularly and always after power is on after a
possible power off. Regarding battery in MPC: see Work Card 4765-1901.
When a new MPC is mounted in the cabinet, the dongle in the cabinet is mount-
ed in the ID-dongle, after reconnection of all wires. The ID-dongle tells the “new”
MPC in which cabinet it is mounted and, in that way, which software and pa-
rameters it should upload from the MOP harddisk (e.g. CCU1 or EICU).
The MPC is also equipped with a light diode, capable of showing green, yellow
or red light. This light tells the engineer in what state the MPC is.
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Description
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During normal running the diode is green.
Maintenance
When the diode is yellow, the MPC is uploading engine running parameters from
the harddisk in the MOP. Normally, this takes a few minutes.
When the diode is red, the MPC is unavailable.
Battery
Light Diode
ID Dongle
The use of the screens on Drawings 6655-0190, -0195 and -0200 also becomes
relevant. When MPC change is to be done, detailed LED (light-diode) indications
are shown in the maintenance Work Card 4765-1901, Multi Purpose Controller,
Appendix. A red light diode is not clearly the situation/status that triggers a re-
placement of an MPC, but only a hint in that direction.
If in doubt, the engineer can use the screens to explain the status to skilled per-
sonnel at MAN Diesel. The communication with engineers at MAN Diesel is less
complicated, and possible misconceptions can be ruled out when exact pic-
tures are communicated to MAN Diesel.
The idea of the Maintenance screens is to help the engineer run and monitor the
ECS of the engine.
The icons (See Drawing 6655-0190) shown on the controllers, show the status
of each single controller, e.g. whether it is in mode:
Active
Controlling
Test
Configuration
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Not accessible
Description
e.g. the screen shown indicates that MOB B is not accessible (could be due
to repair).
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Maintenance
By pressing the single controller on this screen, the actual inputs/ outputs on
the selected controller are shown. (See Drawing 6655-0190).
The screen shows Info, ID and Descriptions and processes values of each single
channel on the MPC.
To perform a view of each single channel or manually set the output of a chan-
nel, the button “MPC Mode” can be pressed (Chief Level). Doing this, reveals a
toolbar at the bottom of the screen. On this toolbar “Test” must be chosen.
CAUTION Changing to TEST Mode will STOP the MPC from controlling the system.
By pressing the channel number to the left on the individual channel, a screen
similar to Drawing 6655-0190 is shown. Here we see a single channel and the
status and values of this channel is listed on this screen.
From this screen, input channels can be invalidated and validated again (Chief
Level). (See Drawing 6655-0190).
CAUTION Changing the status of a channel may cause the system to malfunction.
It may be relevant to invalidate an input channel on an MPC if the sensor linked

to the channel, for some reason or another, occasionally or continuously is giv-
ing alarm. (See Drawing 6655-0190).
The reason for alarm could for instance be a defective sensor or loose wiring
from the sensor to the MPC.
We recommend that channels only are invalidated in agreement with skilled per-
sonnel from MAN Diesel.
If a channel is invalidated, the channel involved will appear in the invalidated In-
puts screen. At the same time, the ECS will continue to operate in the best pos-
sible way, without the invalidated input sensor value.
1.2 Invalidated If an input channel is invalidated (as described in Section 1.1 above), it is listed
Inputs on the screen “Invalidated Inputs” (See drawing 6655-0195). ID number, signal
ID and a short description to easily overview and recognise the channel(s) in-
volved are shown on this screen.
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The “Invalidated Inputs” screen is a “Quick View” helping the engineer look
Description
through and control which channels have been invalidated.. This could be help-
ful, for instance after an MPC change.
Input Channels invalidated can be validated from this screen (Chief Level).
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1.3 Network This screen (See 6655-0200) gives the operator an overall view and exact status
Maintenance
Status of the Control Network of the ECS (as opposed to Drawings 6655-0190 and
-0195 that shows the state of each single MPC).
From this screen, it is possible to see the status of the Network using the icons
named below: (Icons are visible on Drawing 6655-0200)
• This MOP
• OK
• No Reply Single Channel
• No Communication
• Not Accessible
• On-line But No Information
• Not Relevant
• Reference
• Cross Connection
When all fields are shown with a green √ (check mark) everything is okay.
The use of the screen becomes especially relevant when manual checks for
earth fault is performed.
The feature “Reconfigs” numbers can be used to indicate whether the Network
wiring is in good condition. This could be helpful if comunication regarding trou-
ble-shooting where MAN Diesel personnel is involved.
CAUTION Engine must be stopped when check for earth fault is performed.
1.4 Function Test
1.4.1 Tacho Tests This feature is mainly used during commissioning and as such is to be con-
6645-0270-0004
(Pre-Start Test) cidered an information screen regarding the offset of the tacho sensors (See
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Drawing 6655-0203. However, in case of an alarm relating to tacho error, the

Description
MAN Diesel consultant might ask for parameters from this screen, for trouble-
shooting purposes.
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This screen (see drawing 6655-0203) is solely to be used in case of tacho prob-
Maintenance
lems or if an encoder has been changed and therefore needs calibrating.Chang-

ing a faulty sensor see Work Card 7065-1101.
The on-screen test is simply made by pressing the START button for Pre-Start
Test and performing the test step by step. When pressing the START button a
toolbar is shown at screen bottom. For everytime an item task is fulfilled press
the DONE button. This is of special importance, as the test system needs to
verify each value before continuing to the next item task.
When Setting of Fine Adjust Parameters The Trig offset AH value can be found
in the CoCoS PMI Manual.
If a valid PMI 0-diagram with a Trig Offset AH value is present for the engine, i.e.
test bed trial scheme, there is no need to produce a new one. However pressing
the DONE button, the engine must have been run at more than 50% load.
In case Delta Tacho-B exceeds limits stated on the tool bar, try realigning the
encoder once more. If the problem persists, contact MAN Diesel.
1.4.2 Cabling Test This screen is used to indicate the state of tacho pick-up cables. Green lights
indicate no faults eg. such as loose connections.
1.5 Trouble The Trouble-Shooting screen shows the actual movments of the ELFI valves
Shooting over time. This can be used to indicate and survey the injection process with re-
gards to trouble shooting.
1.6 ECS Failure The Failure Mode and Effect Analysis (FMEA) can be used to get an overview
Mode and Effect of what to expect when performing maintenance on the ECS MPCs/MOPs, or
Analysis what happens if an MPC or a MOP unexpectedly fails.
The FMEA consists of a table including the following fields:
Failing Component The specific component for which the subsequent

fields apply.
Precaution Describes whether or not alarms are released (indi

cated by a ), if manual actions are required (indi
cated by a 1 ) and what the ECS does automatically
(indicated by a )
Effect on Engine An overview of how a failure of a single compo

nent affects the running of the engine, including
the ECS.
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Generally any SCU, CCU, MOP or the EICU may always be stopped and restart-
Description
ed independently of the other units, also while the engine is running. However,
the FMEA table should be consulted for details pertaining to the specific MPC/
PC.
When an MPC is started it will automatically receive all the necessary informa-
tion from the other units (any available MOP) before its actual application (control
functionality) is started.
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Maintenance
Failling Component Precaution Effect on Engine
Any CCU Alarm is released Fuel and cylinder lube oil injec-
tions are lost on two (2) cylinders.
The remaining cylinders share
the load On some engines, start perfor-
mance might be reduced due
1 In case of prolonged down- to loss of fuel injections on two
time time (>½ hour), backup lu- cylinders.
brication cables from other CCUs
should be connected (see descrip- Slowdown is requested.
tion 6645-0321).
CCU 2 As above As above, and in addition:

If the fault is caused by power
failure, tacho signal set B is no
longer available to any CCU
CCU 1 As above for any CCU, and in ad- As above for any CCU, and in ad-
dition: dition:
1 In case of engine side control, If the fault is caused by power

switch to ECR or RCS. failure, tacho signal set A is no
longer available to any CCU.
ESC is no longer available.
The scavenge air pressure sensor

signal is no longer available to the
ECS which may cause changes
in fuel injection timing. Fuel will
be injected on a fail safe angle.
Several values on the MOP will

be unavailable, including engine
speed and fuel index.
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Description
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Maintenance
EICU Alarm is released. Both ECR and RCS control stations

are no longer available. Only engine
The cylinder lubrication oil side control can be used in this situ-
amount goes to a fail safe value. ation.
1 Monitor MOP for possible HPS set point and supervision are
new alarms, including slowdown lost. The HPS will go to a fail safe
requests. pressure level.
1 In case of ECR or RCS The ECS’ connection to the ship’s

control, switch to engine side alarm system is no longer avail-
control. able for possible further alarms and
slowdown requests. ECS alarms
1 In case of problems with and slowdown requests are still dis-
maintaining/achieving desired played on the MOP.
speed, activate Increased Limi-
tation from ESC or change to Cylinder lubrication will be speed
manual control of HPS and in- proportional.
crease pressure.
Fuel injection timing will go to a fail
safe value.
Indication of “loss of remote control”

on bridge.
Apart from the alarm handling

screens, the MOP will mostly be
non-functional.
Any MOP Alarm is released. Continuous operation with no load

restriction.
The MOP in question is unavailable

for adjustments, commands and
ECS alarms.
Both MOP units Alarm is released. Continuous operation with no load

restriction.
The MOP Units are unavailable for

adjustments, commands and ECS
alarms. However, any adjustments
made on the MOP Units prior to their
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failures, are stored on the MPCs.

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Description
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Maintenance
SCU An alarm is released If the ‘lock in last’-position is a

closed position then engine load
Unit fails (power) should be limited to
(power failure/system fail- 80% for protection.
ure)
1 The VT/bypass can be
with: Self-locking actuator opened manually => no limita-
type ( VT control or Electric tions on load
bypass control)
SCU An alarm is released Bypass will open (fail safe)

Continuous running with no limi-
Unit fails (power failure/sys- tation
tem failure)
with: Spring return actuator

type ( Pneumatic bypass +
on/off bypass)
Actuators
Too high Pscav / T/C RPM While actuators are stuck in
will first give an alarm and if level closed position, the engine load
Fails/sticks in closed posi- increases give a cancellable (power) should be limited to
tion slow down 80% for protection.
SCU Sensors: No restrictions

Fuel Index,
Meas. Torque Alarm.
System relies on remaining sig-
nal (torque or Index)
Sensor error
(System with Torquemeter)
SCU No restrictions
Sensors: Pscav, RPM, Alarm for sensor error.
Fuel Index Actuator ‘lock in last’ (failsafe
position).
Sensor error
(System with no torque-
meter)
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Description
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Admin
Admin
In the Admin main navigator, time set and in table format, all controllers in the
ECS are listed and version numbers displayed.
The screens are:
1.1 Set Time
1.2 Version (software and IMO Check Sum)
1.1 Set Time At the Set Time screen (See Drawing 6655-0205), the operator is able to set the
time/date for UTC (Chief Level required) or to set the time offset for Local Time in
intervals down to 5 minutes.
Pressing on either button “UTC Date/Time” or button “Local Date/Time” will dis-
play the relevant toolbars. From these toolbars, Date and Time can be set.
Pressing the buttons “UTC Time displayed” or “Local Time Displayed” gives the
operator the opportunity to choose between the time that is displayed at the
MOP panel (upper right corner) and in the lists (alarm list, event log etc.)
Alarms and logs are recorded with both Local Time/Date and UTC Time/Date
regardless of which time/date you set as default.
1.2 Version
1.2.1 Background This screen displays the version type of the ECS controlling the ME-B engine
(See 6655-0210). It is used to obtain the configuration information of the Elec-
tronic Control System (ECS) in an ME-B engine. It displays, in table format, all
the controllers that comprise the system, including specific information relating
to each controller.
1.2.2 Screen In the upper system information line, general information of the ECS system for
Items this particular engine is shown. The fields are: (No data shown on Drawing 6655-
0210)
Product Name & Version The release version name
Engine Group No. Engine builders engine number
IMO No. Engine IMO number (former Lloyds number)
Engine Builder Name of engine builder
Eng. No. Engine Serial number

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Description
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1.2.3 Controller In the Controller information pane, data for each Controller in the system is dis-
Admin
information played. The pane contains the following:
1.2.4 Controller unit ID Name of MPC (controller)
Addr. Network Address of MPC
Type Application group the MPC belongs to (CCU or EICU)
1.2.5 Parameter User

Checksum
Chief
Service
Design
IMO Design
IMO Chief
No data is shown, because specific data may vary.
1.2.6 Using the When the screen is first displayed, no information appears on the table. Press
Screen the “Refresh” button to retrieve the system information and parameter check-
sums of all controllers connected to the ECS. (See Drawing 6655-0210.) (No
data is shown on the Drawing, because specific data may vary).
If at least one controller supplies information on the system that does not agree
with the other controllers, a warning message is displayed in yellow at the tool
bar (screen bottom) (see Drawing 6655-0210).
Pressing the Export button generates a hardcopy of the information displayed

in the table that can be saved to a hard drive or USB memory stick.
1.3 Power Off The Power Off button acts the same way as the “Shut Down” button in Windows
Operating Systems on PC’s. It turns the MOP display off but does not switch off
6645-0280-0004
the system controlling the engine.

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1. Cause
Fire in Scavenge Air Box

If flakes of burning or glowing carbon deposits drop into the oil sludge at the
bottom of the scavenge air box, this sludge can be ignited and serious damage
can be done to the piston rod and the scavenge air box walls, possibly reduc-
ing the tension of the staybolts.
Ignition of carbon deposits in the scavenge air box can be caused by:
• prolonged blow-by,
• “slow combustion” in the cylinder, owing to incorrect atomization, incor-

rect type of fuel valve nozzle, or “misaligned” fuel jets.
• “blow-back” through the scavenge air ports, due to an incorrectly adjusted

exhaust cam disc or large resistance in the exhaust system (back pres-
sure).
To keep the exhaust resistance low, heavy deposits must not be allowed to col-
lect on protective gratings, nozzle rings and turbine blades, in addition the back
pressure after the turbocharger must not exceed 350 mm WC.
2. Warnings of Fire
If the auxiliary blowers do not start during low-load running, on account of a fault,
WARNING or the switch for the blowers not being in “Auto”-position, unburned fuel oil may ac-
cumulate on top of the pistons.
This will involve the risk of a scavenge air box fire.
In order to avoid such fires:
• obtain permission to stop the engine
• stop the engine
• remove any unburned fuel oil from the top of the pistons
• re-instate the supply of scavenge air
• start the engine.
The switch for the auxiliary blowers should be in “AUTO”-position during all
CAUTION modes of engine control, i.e.:
• remote control
6645-0290-0001
• control from engine side control console.

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A fire in the scavenge box manifests itself by:

• an increase in the exhaust temperature of the affected cylinder,
• the turbocharger may surge,
• smoke from the turbocharger air inlet filters when the surging occurs,
• the scavenge air box being noticeably hotter.
If the engine stops on shut-down or if the operator performs a safety stop, the
CAUTION auxiliary blowers are stopped independently of the operating mode (automatic or
manual).
If the fire is violent, smoky exhaust and decreasing engine revolutions will oc-
cur.
Violent blow-by will cause smoke, sparks and even flames to be blown out
when the corresponding scavenge box drain cock is opened - therefore keep
clear of the line of ejection.
Monitoring devices, see Chapter 7045-0100, in the scavenge air space give
alarm and slow-down at abnormal temperature increase.
For CPP-plants with shaft generator engaged, an auxiliary engine will be start-
ed automatically and coupled to the grid before the shaft generator is disen-
gaged and the engine speed reduced (see Drawing 6655-0120).
3. Measures to be taken
Owing to the possible risk of a crankcase explosion, do not stand near the relief
valves - violent flames can suddenly be emitted.
1. Reduce speed/pitch to SLOW, if not already carried out automatically, see

above, and ask bridge for permission to stop.
2. When the engine STOP order is received, stop the engine and switch-off the
auxiliary blowers.
3. Stop the fuel oil supply.
4. Stop the lub. oil supply.
5. Put the scavenge air box fire extinguishing equipment into function.
See Drawing 5455-0105. To prevent the fire from spreading to adjacent
cylinder(s), the ball valve of the neighbouring cylinder(s) should be opened
in case of fire in one cylinder.
Do not open the scavenge air box or crankcase before the site of the fire has
6645-0290-0001
cooled down to under 100 °C. When opening, keep clear of possible fresh
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spurts of flame.
Description
6. Remove dry deposits and sludge from all the scavenge air boxes.
See also Chapter 0545-0100.
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7. inder liners, and inspect their surface condition, alignment, and whether

distorted. If in order, coat with oil.
Continue checking and concentrate on piston crown and skirt, while the
engine is being turned (cooling oil and water on). Inspect the stuffing box
and bottom of scavenge box for possible cracks.
8. If a piston caused the fire, and this piston cannot be overhauled at once,
take the precautions referred to in Chapter 6645-0120
If the scavenge air box walls have been heated considerably, the staybolts
should be retightened at the first opportunity.
Before retightening, all engine parts must be returned to normal operating

temperature.
4. Scavenge Air Drain Pipes

To ensure proper draining of oil sludge from the scavenge air boxes, thereby
reducing the risk of fire in the scavenge air boxes, we recommend:
• Daily check with the engine running
• Cleaning of drain pipes at regular intervals
4.1 Daily checks with the engine running:

1. Open the valve between the drain tank and the sludge tank.
2. Close the valve when the drain tank is empty.
3. Check the pipes from flange AV to the drain tank venting pipe:
Does air escape from the drain-tank venting pipe?
YES This indicates free passage from flange AV to the drain tank venting pipe.
NO Clean the pipes as described below, at the first opportunity.
4. Check the pipes from the test-cocks to flange AV:
Open the test cocks, one by one, between the main drain pipe and the
scavenge air boxes and between the main drain pipe and the scavenge air
6645-0290-0001
receiver/auxiliary blowers.
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Begin at flange AV, and proceed towards flange BV.

Description
Use the procedure on the next page to locate any blockages.
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Does air or oil blow-out from the individual test-cock?

The scavenge air space is being drained correctly.

Air This indicates free passage from the actual test cock to flange AV.
The scavenge air space is not being drained correctly.
Oil
This indicates that the main drain pipe is blocked between the test cock which
blows-out oil, and the neighbouring test cock near the flange AV.
Clean the drain pipe as described below, at the first opportunity.
4.2 Cleaning of drain pipes at regular intervals:

The intervals should be determined for the actual plant, so as to prevent block-
ing-up of the drain system.
Clean the main drain pipe and the drain-tank discharge pipe by applying air,
hot water or steam during engine standstill.
CAUTION If leaking valves are suspected, dismantle and clean the main drain pipe manually.
If hot water or steam is used, the risk of corrosion on the piston rods must be
considered, if a valve is leaking.
1. Check that the valve between flange AV and the main drain pipe is open.
2. Close all valves between the main drain pipe and the scavenge air boxes,
and between the main drain pipe and the scavenge air receiver/auxiliary
blowers.
If hot water or steam is used, it is very important to close all valves, to

prevent corrosion on the piston rods.
3. Open the valve at flange BV on the main drain pipe.
This channels the cleaning medium to the main drain pipe.
4. When the main drain pipe is sufficiently clean, open the valve between the
drain-tank and the sludge tank.
This will clean the drain tank discharge pipe.
5. When the drain tank discharge pipe is sufficiently clean, close the valve
between the drain tank and the sludge tank.
6. Close the valve at flange BV.

6645-0290-0001
7. Finally, open all valves between the main drain pipe and the scavenge air
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boxes, and between the main drain pipe and the scavenge air receiver/
Description
auxiliary blowers.
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1. Cause
Ignition in Crankcase
When the engine is running, the air in the crankcase contains the same types
of gas (N2-O2-CO2) in the same proportions as the ambient air, but there is also
a heavy shower of coarse oil droplets that are flung around everywhere in the
crankcase.
If abnormal friction occurs between the sliding surfaces, or heat is otherwise

transmitted to the crankcase (for instance from a scavenge air fire via the piston
rod/ stuffing box, or through the intermediate bottom), “Hot spots” can occur
on the heated surfaces which in turn will cause the oil droplets falling on them
to evaporate.
When the oil vapour condenses again, countless minute droplets are formed
which are suspended in the air, i.e. a milky-white oil mist develops, which
is able to feed and propagate a flame if ignition occurs. The ignition can be
caused by the same “hot spot” which caused the oil mist.
If a large amount of oil mist has developed before ignition, the burning can
cause a tremendous rise of pressure in the crankcase (explosion), which forces
a momentary opening of the relief valves. In isolated cases, when the entire
crankcase has presumably been filled with oil mist, the resulting explosion
blows off the crankcase doors and sets fire to the engine room.
In the event that a crankcase explosion has occurred, the complete flame arrester
CAUTION of the relief valves must be replaced.
Similar explosions can also occur in the scavenge air box and gear box (only
NOTE ME/ME-C) or chain casing (only ME-B and MC/MC-C).
Every precaution should therefore be taken to:

A) avoid “hot spots”
B) detect the oil mist in time.
A. “Hot Spots” in Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearing
journal surfaces become too rough (owing to the lubricating oil becoming cor-
rosive or being polluted by abrasive particles).
For these reasons, it is very important to:
- purify the lubricating oil correctly,
- make frequent control analysis (see Chapter 2245 and 3045),

6645-0300-0002
- ensure that the filter gauze is maintained intact.

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Due to the high frictional speed of the thrust bearing, special care has been
Description
taken to ensure the oil supply to this bearing.
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Monitoring equipment is included to give an alarm in the event of low circulat-

ing oil pressure and/or high temperature of thrust bearing segments. Keep this
equipment in tip-top condition. (See Chapter 7045-0100).
Feel over moving parts (by hand or with a “thermo-feel”) at suitable intervals
(15-30 minutes after starting, one hour later, and again at full load, (see Chapter
6645-0130).
The checks in Chapter 6645-0100 are still the best safeguard against “hot
spots” when starting up after repairs or alterations affecting the moving parts,
and should never be neglected. If in doubt, stop and feel over.
B. Oil Mist in Crankcase

In order to ensure a fast and reliable warning of oil mist formation in the crank-
case, constant monitoring is provided using an “Oil Mist Detector”, which sam-
ples air from each crankcase compartment.
The detector gives alarm and slow-down, see Chapter 7045-0100, at a mist
concentration which is less than the lower explosion limit, LEL, to gain time for
stopping the engine before ignition of the oil mist can take place.
See also the special instructions from the supplier of the oil mist detector.
For CPP-plants with shaft generator engaged, an auxiliary engine will be start-
ed automatically and coupled to the grid, before the shaft generator is disen-
gaged and the engine speed reduced (see Drawing 6655-0120).
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2. Measures to be Taken when Oil Mist has Occurred
Do not stand near crankcase doors or relief valves, nor in corridors near doors to the
WARNING engine room casing, in the event of an alarm for:
a. oil mist
b. high lube oil temperature
c. no piston cooling oil flow, or
d. scavenge box fire
Alarms b, c and d should be considered as pre-warnings of a possible increasing

oil mist level.
See also our Service Letters SL97-348/ERO and SL00-377/CEE.
1. Reduce speed/pitch to slow-down level, if not already carried out automati-

cally, (see Chapter 7045-0100), see above.
2. Contact the bridge for permission to stop.
3. When the engine stop order is received:

- stop the engine
- close the fuel oil supply.
4. Switch-off the auxiliary blowers and engine room ventilation.
5. Open the skylight(s) and/or “stores hatch”.
6. Leave the engine room.
7. Lock the casing doors and keep away from them.
8. Prepare the fire-fighting equipment.
Do not open the crankcase until at least 20 minutes after stopping the en-
gine. When opening up, keep clear of possible spurts of flame. Do not use
naked lights and do not smoke.
9. Stop the circulating oil pump. Take off/open all the lowermost doors on one
side of the crankcase. Cut off the starting air, and engage the turning gear.
10. Locate the “hot spot”. Use powerful lamps from the start.
Feel over, by hand or with a “thermo-feel”, all the sliding surfaces (bear-
ings, thrust bearing, piston rods, stuffing boxes, crossheads, tel-
escopic pipes, vibration dampers, moment compensators, etc.).
See also item 14.
6645-0300-0002
Look for signs of squeezed-out bearing metal and discolouration caused by

2008-09-29
heat (blistered paint, burnt oil, oxidized steel). Save possible bearing metal
Description
found at bottom of oil tray for later analyzing.
11. Prevent further “hot spots” by preferably making a permanent repair. In case
of bearings running hot, see Chapter 2545-0100 and Chapter 0545-0100.
Ensure that the respective sliding surfaces are in good condition. Take
special care to check that the circulating oil supply is in order.
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12. Start the circulating oil pump and turn the engine by means of the turning
gear.
Check the oil flow from all bearings, spray pipes and spray nozzles in the
crankcase, chaincase and thrust bearing (Chapter 6645-0100).
Check for possible leakages from pistons or piston rods.
13. - Start the engine.
After:
- 15-30 minutes,
- one hour later,
- when full load is reached:
- Stop and feel over.
- Look for oil mist.
Especially feel over (by hand or with a “thermo-feel”) the sliding surfaces
which caused the overheating. See Chapter 6645-0130.
14. In cases where it has not been possible to locate the “hot spot”, the pro-
cedure according to item 10 above should be repeated and intensified
until the cause of the oil mist has been found and remedied.
There is a possibility that the oil mist is due to “atomization” of the circulat-
ing oil, caused by a jet of air/gas, e.g. by a combination of the following:
- Stuffing box leakages (not air tight).
- Blow-by through a cracked piston crown or piston rod (with direct con-
nection to crankcase via the cooling oil outlet pipe).
- An oil mist could also develop as a result of heat from a scavenge fire
being transmitted down the piston rod or via the stuffing box. Hot air
jets or flames could also have passed through the stuffing box into the
crankcase.
6645-0300-0002
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Description
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1. General
Turbocharger Surging (Stalling)

During normal operation, a few sporadic surges will often occur, e.g. at crash
stop or other abrupt manoeuvrings. Such surges are normally harmless, pro-
vided the turbocharger bearings are in a good service condition.
However, continuous surges must be avoided, as there is a risk of damaging

the rotor, especially the compressor blades.
All cases of turbocharger surging can be divided into three main categories:
1. Restriction and fouling in the air/gas system.
2. Malfunction in the fuel system.
3. Rapid variations in engine load.
However, for convenience, the points in the “check lists” below are grouped ac-
cording to specific engine systems. See also Drawing 6655-0225
2. Causes
2.1 Fuel Oil System
• Low circulating or supply pump pressure.
• Air in fuel oil
• Water in fuel oil
• Low preheating temperature
• Malfunctioning of deaerating valve on top of venting tank
• Defective suction valve
• Sticking fuel pump plunger
• Sticking fuel valve spindle
• Damaged fuel valve nozzle
• Defect in overflow valve in fuel return pipe
• Faulty load distribution (this will be monitored in the ECS.
2.2 Exhaust System

• Exhaust valve not opening correctly
• Damaged or blocked protective grating before turbocharger
• Increased back pressure after T/C.

6645-0310-0001
• Pressure pulsations after T/C.

2008-10-03
Description
• Pressure pulsations in exhaust receiver
• Damaged compensator before T/C.
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6645-0310-0001 MANDiesel
MAN B&W
2.3 Turbocharger
Turbocharger Surging (Stalling)
• Fouled or damaged turbine side
• Fouled or damaged compressor side
• Fouled air filter boxes
• Damaged silencer
• Bearing failure.
2.4 Scavenge Air System

• Fouled air cooler, water mist catcher, and/or ducts
• Stopped water circulation to cooler
• Coke in scavenge ports
• Too high receiver temperature.
2.5 Miscellaneous
• Rapid changes in engine load.
• Too rapid rpm change:

a. when running on high load
b. during manoeuvring
c. at shut downs/slow downs
d. when running ASTERN.
e. due to “propeller racing” in bad weather.
3. Countermeasure
Continuous surging can be temporarily counteracted by “blowing-off” from the
valve at the top of the air receiver. However, when doing this the exhaust tem-
peratures will increase and must not be allowed to exceed the limiting values,
6645-0310-0001
2008-10-03
Description
2 (2) Doc-ID:6645-0310-0001
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MAN B&W 6645-0320-0003
1. General
Running with Cylinders or Turbochargers out of Operation

The engine is designed and balanced to run with all cylinders as well as all tur-
bochargers working. If a breakdown occurs which disables one or more cylin-
ders, or turbochargers, repair should preferably be carried out immediately.
If this is not possible, the engine can be operated with one or more cylinders or
turbochargers out of operation, but with reduced speed owing to the following:
1. As, in such cases, the air supply is no longer optimal, the thermal load will
be higher.
Therefore, depending upon the actual circumstances, the engine will have
to be operated according to the restrictions mentioned in Items 4 and 5
further on in this chapter.
Sometimes high exhaust temperatures can occur at about 30-40% load, cor-
NOTE responding to 67-73% of MCR speed. Avoiding to operate the engine with in
this range may be necessary.
2. Pressure pulsations may occur in the scavenge and exhaust receivers,

which can give a reduced air supply to any one of the cylinders, and as a
result cause the respective exhaust temperatures to increase.
The fuel pump index for these cylinders must therefore be reduced to keep
the exhaust temperatures (after valves) below the value stated in Chapter
7045-0100. However, see “Note” in item 1 above.
3. Since the turbochargers will be working outside their normal range, surg-
ing may occur.
This can generally be remedied by “blowing off from the scavenge air re-
ceiver. The increased temperature level caused by this must be compen-
sated for by reducing the engine revolutions, until the exhaust tempera-
tures are in accordance with the values stated in Chapter 7045-0100.
If more than one cylinder must be cut out of operation, and the engine has
two or more turbochargers, it may be advantageous to cut out one of the
turbochargers. However, see “Note” in item 1 above.
4. When cylinders are out of operation, hunting may occur. When this hap-
pens, the load limit must be limited on the MOP.
5. With one or more cylinders out of operation, torsional vibrations, as well as

other mechanical vibrations, may occur at certain engine speeds.
The standard torsional vibration calculations cover the following condi-

tions:
- normal running
6645-0320-0003
2013-04-04
- misfiring of one cylinder

Description
The latter leads to load limitations, see Item 4, which in most cases are ir-
respective of the torsional vibration conditions; additional restrictions may
occur depending on the specific conditions.
The above-mentioned calculations do not deal with the situation where

reciprocating masses are removed from the engine or where the exhaust
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6645-0320-0003 MAN B&W
valve remains open. In such specific cases the engine maker has to be
contacted.
Should unusual noise or extreme vibrations occur at the chosen speed,

the speed must be further reduced.
Because the engine is no longer in balance, increased stresses occur in

crankshaft, chain and camshaft. However, if no abnormal vibrations occur,
the engine can usually be run for a short period (for instance some days)
without suffering damage.
If the engine is to be run for a prolonged period with cylinders out of operation, the
engine builder should always be contacted in order to obtain advice concerning
possible recommended barred speed ranges.
When only the fuel for the respective cylinders is cut off, and the starting air
connections remain intact, the engine is fully manoeuvrable.
In cases where the starting air supply has to be cut off to some cylinders, start-
ing in all crankshaft positions cannot always be expected.
If the engine does not turn on starting air in a certain crankshaft position, it
must be immediately started for a short period in the opposite direction, after
which reversal is to be made to the required direction of rotation.
Should this not give the desired result, it will be necessary to turn the engine
to a better starting position, by means of the turning gear. Remember to cut off
the starting air before turning and to open the indicator cocks.
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Description
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MAN B&W 6645-0320-0003
2. How to Put Cylinders Out of Operation.

The following points (A-E) describe five different “methods” of putting a single
cylinder out of operation.
The extent of the work to be carried out depends, of course, on the nature of
the trouble.
In cases where the crosshead and crankpin bearings are operative, the oil
NOTE inlet to the crosshead must not be blanked-off, as the bearings are lubricated
through the crosshead.
A summary of the various cases is given on Drawing 6655-0215.
A. Combustion cut out. Piston and exhaust actuator (ELVA/FIVA) still working
Compression on
Reasons:
Preliminary measure in the event of, for instance: blow-by at piston rings or ex-
haust valve; bearing failures which necessitate reduction of bearing load; faults
in the injection system.
Procedure:
Cut out the fuel pump (see Chapter 6645-0250).
The piston cooling oil and cylinder cooling water must not be cut off. See
NOTE also Item 4.
B. Combustion and compression cut out. Piston still working in cylinder

Reasons:
This method is permitted in the event of, for instance, water leaking into the cyl-
inder from the cooling jacket/liner or cylinder cover.
Running with the above it must be superseded as soon as possible by the pre-
cautions mentioned under D or E. See also Item 3.
Procedure:
1. Cut out the fuel pump

(see Chapter 6645-0250).
2. Put the exhaust valve out of action and lock it in open position.
(see Chapter 6665-0101).
Shut-off the air supply to the exhaust valve and stop the lube oil pumps.
6645-0320-0003
Dismantle and block the actuator oil pipe.

2013-04-04
Restart the lube oil pumps.

Description
3. Close the cooling water inlet and outlet valves for the cylinder. If neces-
sary, drain the cooling water spaces completely.
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6645-0320-0003 MAN B&W
4. Dismantle the starting air pipe, and blank off the main pipe and the control
air pipe for the pertaining cylinder.
5. When operating in this manner, the speed should not exceed 55% of MCR
speed. See also ‘Note’ below.
The joints in the crosshead and crankpin bearings have a strength that, for
NOTE a short time, will accept the loads at full speed without compression in the
cylinder.
However, to avoid unnecessary wear and pitting at the joint faces when
running a unit continuously with the compression cut-out, it is recommended
that the engine speed is reduced to 55% of MCR speed, which is normally
sufficient for manoeuvring the vessel.
During manoeuvres, if found necessary, the engine speed can be raised to

80% of MCR speed for a short period, for example 15 minutes.
In order to ensure that the engine speed is kept within a safe upper limit un-
der these circumstances, the over-speed level of the engine must be lowered
to 83% of MCR speed.
In case the reason for cylinder cut-out is a broken relief disc due to too high
combustion pressure, then follow this procedure:
1. Cut out the fuel pump. See MOP Description.
2. Put the exhaust valve out of action and lock it in open position. See
Vol. II, Procedure 906-28 (Special Running).
Shut-off the air supply to the exhaust valve, and stop the lube oil pumps.
Restart the lube oil pumps.
3. Disconnect the signal to the starting air valve from the CCU.
4. When operating in this manner, the speed should not exceed 55% of
MCR speed.
C. Combustion cut out. Exhaust valve closed. Piston still working in cylinder.
Reasons:
This measure may be used if, for instance, the exhaust valve or the actuator is
defective. See also Item 4.
Procedure:
1. Cut out the fuel pump (see Chapter 6645-0250).

6645-0320-0003
2. Put the exhaust valve out of action (see Work Card 1465-0701) so that the
2013-04-04
valve remains closed. (Stop the oil supply and remove the hydraulic pipe).
Description
3. Engines entering service in 2012 or later can have high compression pres-
sure when running with one closed exhaust valve. The compression pressure
can be significantly higher than the normal maximum cylinder pressure. The
maximum allowable load in this condition is 35% load, corresponding to 70%
of MCR speed for a fixed pitch propeller.
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NOTE
The cylinder cooling water and piston cooling oil must not be cut off.
D. Piston, piston rod and crosshead suspended in the engine.

Connecting rod out.
Reasons:
For instance, serious defects in piston, piston rod, connecting rod, cylinder cover,
cylinder liner and crosshead. See also Item 3.
Procedure:
1. Cut out the fuel pump (see Chapter 6645-0250)
2. Put the exhaust valve out of action (see Work Card 1465-0701) so that the
valve remains closed.
3. Dismantle the starting air pipe. Blank off the main pipe and the control air
pipe for the pertaining cylinder.
In this case the blanking-off of the starting air supply is particularly impor-
NOTE tant, as otherwise the supply of starting air will blow down the suspended
engine components.
4. Suspend the piston, piston rod and crosshead, and take the connecting
rod out of the crankcase, in accordance with the directions in Chapter
2540.
5. Blank off the oil inlet to the crosshead.
6. Set the cylinder lubricator for the actual cylinder, to “zero” delivery.

E. Piston, piston rod, crosshead, connecting rod and telescopic pipe out
Reasons:
This method is only used if lack of spare parts makes it necessary to repair the
defective parts during the voyage. See also Item 3.
Procedure:
1. Cut out the fuel pump Chapter 6645-0250.
2. Put the exhaust valve out of action (See Work Card 1465-0701) so that the
valve remains closed.
3. Dismantle the starting air pipe, and then blank off the main pipe and the
control air pipe for the actual cylinder.
6645-0320-0003
2013-04-04
In this case the blanking-off of the starting air supply is particularly impor-
NOTE
Description
tant, as otherwise the supply of starting air will blow down the suspended
engine components.
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6645-0320-0003 MAN B&W
4. Dismantle piston with piston rod and stuffing box, crosshead, connect-
ing rod and crankpin bearing. Blank off the stuffing box opening with two
plates (towards scavenge air box and crankcase). Minimum plate thickness
5 mm.
5. Blank off the oil inlet hole from the telescopic pipe.
6. Set the cylinder lubricator for the actual cylinder to “zero” delivery.
3. Starting After Putting Cylinders Out of Operation

After carrying out any of the procedures described under points B, C, D and E,
it is absolutely necessary before starting to check the oil flow through the bear-
ings, and the tightness of blanked-off openings.
After 10 minutes’ running, and again after one hour, the crankcase must be
opened for checking:
• the bearings,
• the temporarily secured parts,
• the oil flow through bearings,
• the tightness of blanked-off openings.
Load Restrictions:
Cases A and C, see Item 4 below. Cases B, D and E, always contact the engine
builder for calculation of allowable output and possible barred speed range.
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Description
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4. Running with one (1) Cylinder Misfiring (Cases A and C)

Misfiring is defined as:
• no injection and
• compression present.
If only one cylinder is misfiring, it may be possible to run the engine with the
remaining and working cylinders, under two restrictions:
1. The thermal load of the cylinders.
2. The torsional vibration in the propeller shaft system.
Ad 1) Thermal load restriction: The following r/min and shaft powers may be
obtained with a fixed pitch propeller given by the thermal load of the cylinders:
Total No. of % r/min % Load

Cylinders (of MCR) (of MCR)
4 83 57
5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 92 78
14 93 80
Ad 2) Torsional vibration restrictions: These restrictions, given as barred

speed range, may be found from the class-approved report on the torsional vi-
bration of the actual propeller shaft system.
Only valid for misfiring, i.e. Item 2, cases A and C.

NOTE See also Drawing 6655-0215.
With a CP-propeller, the same restrictions apply when running according to the
design pitch. During the misfire operation keep the CP-propeller pitch fixed at
the design pitch.
If more than one cylinder is misfiring, the engine builder must be contacted.
Running limitations in Cases B, D and E

In cases B, D and E, the engine builder must always be contacted for calcula-
6645-0320-0003
tion of allowable output and possible barred speed range.

2013-04-04
2008-02-12
Description
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5. How to Put Turbochargers Out of Operation

(See also special instruction book for turbochargers).
If heavy vibrations, bearing failure or other troubles occur in a turbocharger,

preliminary measures can be taken in one of the following ways:
A. If the ship must be instantly manoeuvrable:

Reduce the load until the vibrations cease.
B. If the ship must be instantly manoeuvrable,

but the damaged turbocharger cannot run even at reduced load:
This mode of operation is only recommended if no time is available for carry-

NOTE ing out the procedures described in Item ‘C’, Running for an extended period
with a Turbocharger out of Operation’.
Refer to the T/C manual regarding the maximum time of operation in condition
‘B’, before the bearings will be damaged.
Engines with one turbocharger:

1. Stop the engine.
2. Lock the rotor of the defective turbocharger. (See T/C manual).
3. Remove the compensator between the compressor outlet and the scav-
enge air duct. This reduces the suction resistance.
4. Load restrictions: See Drawing 6655-0220
Engines with two or more turbochargers:
1. Stop the engine.
2. Lock the rotor of the defective turbocharger. (See T/C manual).
3. Insert an orifice plate in the compressor outlet.
A small air flow is required through the compressor to cool the impeller.
4. Load restrictions: See Drawing 6655-0220.
The load limit can be increased considerably if an orifice plate is also in-
NOTE serted in the turbine inlet, as described in Item C, ‘Engines with two or more
Turbo-chargers’.
C. Running for an extended period with a turbocharger out of operation

Engines with one turbocharger:
• Engines with exhaust by-pass (Option).

6645-0320-0003
The blanking plates mentioned in item 3 below, are optional for ABB TPL and
NOTE
2013-04-04
MHI turbochargers.
Description
1. Stop the engine.
2. Lock the turbocharger rotor. (See T/C manual).
3. Remove the blanking plate from the exhaust by-pass pipe.
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• Engines without exhaust by-pass.
1. Stop the engine.
2. Remove the rotor and nozzle ring of the turbocharger. (See T/C manual)
3. Insert blanking plates. (See T/C manual)
1. Stop the engine.
2. Lock the rotor of the defective turbocharger. (See T/C manual)
3. Insert orifice plates in the compressor outlet and the turbine inlet.
A small air flow is required to cool the impeller, and a small gas flow is desir-
able to prevent corrosion.
D. Repair to be carried out during voyage.

1. Stop the engine.
2. Insert blanking plates in compressor outlet, turbine inlet and turbine outlet.
Engines with one turbocharger. equipped with exhaust by-pass (Option):
1. Stop the engine.
2. Insert blanking plates in turbine inlet and turbine outlet.
3. Remove the blanking plate from the exhaust by-pass pipe.
enge air duct.
5. Load restrictions: See Item C, ‘Engines with exhaust by-pass (Option)’.

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6. Putting an Auxiliary Blower Out of Operation

Description
If one of the auxiliary blowers becomes inoperative, it is automatically cut out

by the built-in non-return valve, and there are no restrictions in the operation of
the engine. See Work Card 5465.
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MAN Diesel 6645-0330-0001.0
1. Cylinder Cover Studs
Running with Cracked Cylinder Cover Studs/Staybolts

• 8 studs; one stud cracked, reduce cylinder pressure to 85 % of pmax
• 8 studs; two studs cracked, reduce cylinder pressure to 75 % of pmax
• 16 studs; one stud cracked, no reduction
• 16 studs; two studs cracked, reduce cylinder pressure to 85 % of pmax
Always ensure that no gasleak occurs from the cylinder with cracked bolts.
Gas-leaks will cause burnings on the joint surfaces of the cylinder cover and
liner.
2. Staybolts, Mono and Twin Staybolts

• Engine end staybolts; one bolt cracked (located ahead of cylinder No. 1
or the aft cylinder), reduce the cylinder pressure in the nearest cylinder
to 75 % of pmax.
• Staybolts in between cylinder No. 1 and the aftmost cylinder, including the
bolts located by the chain drive at the centre; reduce the cylinder pressure
in the both adjacent cylinders to 80 % of pmax (by the centre chain drive,
only the nearest cylinder is affected).
Cylinder cover studs and staybolts must be replaced at first opportunity. For
end mono-staybolts we recommend that both staybolts (manoeuvring side and
exhaust side) are replaced.
In all other situations (than the above-mentioned) involving cracked cylinder

cover studs or staybolts, MAN Diesel or the engine builder must be contacted.
If a crack in a cylinder cover stud/ staybolt occurs, replacement should prefer-

NOTE ably be carried out immediately.
If this is not possible, the engine can still be operated at reduced speed ac-
cording to the guidelines specified above.
6645-0330-0001.0
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Description
Doc-ID: 6645-0330-0001.0 1 (1)

2008-09-30
MAN B&W
HYUNDAI
Doc-ID: 6655-0115-0002
Drawing Sequence Diagram, FPP Plant
6655-0115-0002
P70305-0002
1 (1)
P70305-0002
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MAN Diesel 6655-0120-0002
Sequence Diagram, CPP Plant

6655-0120-0002
2008-09-30
Drawing
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MAN Diesel 6655-0125-0002
ECS Network A
Fig. 1
Operation
ECS Network B
MOP A MOP B
PMI/CoCoS PC HUB
Ship LAN Ethernet Ethernet
Ethernet
Serial AMS
Ethernet (AMS)
Printer
Fig. 2
6655-0125-0002
2009-09-10 - en
Drawing
1 (1)
2009-10-06 - en
MAN
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Diesel
Drawing MOP Alarm List

6655-0130-0004
6655-0130-0004
1 (3)
2 (3)
6655-0130-0004
6655-0130-0004
MAN B&W
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MANDiesel
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MAN
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HYUNDAI
Diesel

6655-0130-0004
6655-0130-0004
3 (3)
2009-10-06 - en
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Diesel
Drawing MOP Event Log

6655-0135-0004
6655-0135-0004
1 (1)
2009-10-06 - en
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MANDiesel
B&W
HYUNDAI
Drawing MOP Manual Cut-Out List

6655-0140-0004
6655-0140-0004
1 (1)
2009-10-06 - en
MAN
MANDiesel
B&W
HYUNDAI
Drawing MOP Channel List

6655-0145-0004
1 (1)
6655-0145-0004
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Drawing MOP Operation

6655-0150-0003
6655-0150-0003
1 (1)
2009-10-06 - en
MAN
MANDiesel
B&W
HYUNDAI
Drawing MOP Process Information

6655-0160-0003
6655-0160-0003
1 (1)
2009-11-30 - en
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B&W
HYUNDAI
Drawing MOP Process Adjustment

6655-0161-0001
6655-0161-0001
1 (5)
Drawing
2 (5)
MOP Process Adjustment
6655-0161-0001
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Diesel
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6655-0161-0001
6655-0161-0001
3 (5)
Drawing
4 (5)
MOP Process Adjustment
6655-0161-0001
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Diesel
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HYUNDAI

6655-0161-0001
6655-0161-0001
5 (5)
2009-10-06 - en
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Drawing MOP Chief Limiters

6655-0162-0001
6655-0162-0001
1 (1)
2009-10-06 - en
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Drawing MOP Hydraulic System

6655-0175-0003
6655-0175-0003
1 (1)
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Drawing MOP Cylinder Lubrication

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1 (1)
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Drawing MOP System View I/O Test

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1 (4)
2 (4)
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HYUNDAI

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3 (4)
4 (4)
6655-0190-0004
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MAN
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HYUNDAI
Diesel
2009-10-06 - en
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MAN
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B&W
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Drawing MOP Invalidated Inputs

6655-0195-0004
1 (1)
6655-0195-0004
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Drawing MOP Network Status

6655-0200-0004
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1 (1)
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Drawing MOP Function Test

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1 (2)
Drawing
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MOP Function Test
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Drawing MOP Trouble Shooting

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1 (2)
Drawing
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MOP Trouble Shooting
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Diesel
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Drawing MOP Set Time

6655-0205-0004
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Drawing MOP Version

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1 (1)
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MAN B&W 6655-0215-0001.0
Cutting Cylinders out of Action

Case A Case B Case C Case D Case E
Nature of Combus- Compres- Combus- All recipro- All recipro-
the action tion to be sion and tion to be cating parts cating parts
stopped combus- stopped suspended out
tion to be (due to or out
stopped faulty ex-
haust valve)
Some rea- Blow-by Leaking cyl- Exhaust Quickest Only of
sons for the at piston inder cover valve, or ex- and safest interest if
action rings or ex- or liner haust valve measure in spare parts
haust valve. actuating the event are not
Reduction gear mal- of faults in available
of load on function large mov-
bearings. ing parts,
Faulty injec- or cylinder
tion equip- cover or
ment. cylinder
liner
ELFI (fuel Cut out Cut out Cut out Cut out Cut out
pump)
Exhaust Working Held open Closed Closed Closed
valve
Air for air Open Closed Open Open Open
spring
Exhaust Working Out or lifted Out or lifted Out or lifted Out or lifted
valve ac-
tuator with
roller guide.
Starting Working Blanked Working Blanked Blanked
valve
Piston with Moving Moving Moving Suspended Out
rod
Crosshead Moving Moving Moving Suspended Out
Connecting Moving Moving Moving Out Out
rod
Crankpin Moving Moving Moving Out Out
bearing
Oil inlet to Open Open Open Blanked Blanked
crosshead
Cooling oil Open Open Open
outlet from
crosshead
Cylinder Working Working Working “zero” de- “zero” de-
lubricators livery livery
6655-0215-0001.0
2007-10-22
Drawing
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MAN Diesel 6655-0220-0002
Case B Case C1) Case D
Cutting Turbochargers out of Action

Compo- Engines Engines Engines with one T/C Engines (Engines
nent with one with two with two with two
T/C or more With by- Without or more or more
T/C pass by-pass T/C T/C)
Rotor 2) Locked Locked Locked Removed Locked
Nozzle Removed
ring 2)
Compres- Orifice Orifice Blanking
sor outlet plate plate plates
Turbine Orifice Blanking
inlet plate plates
Turbine Blanking
outlet plates
Compen- Removed Removed Removed
sator after
compres-
sor outlet
By-pass Removed
blanking
plate
T/C hous- Blanking
ing 2) plates
Max % of
MCR load/
(speed):
1 T/C of 1 15/(53) 3) - 20-(58) 4) 15/(53) 3) - -
3) 5) 3) 6
1 T/C of 2 - 15/(53) - - 50/(79) ) 50/(79) 3) 6)
1 T/C of 3 - 20/(58) 3) 5) - - 66/(87) 3) 6) 66/(87) 3) 6)
1 T/C of 4 - 20/(58) 3) 5) - - 75/(91) 3) 6) 75/(91) 3) 6)
1 Aux.bl. 10/(46) 4) 15/(53) 4) 10/(46) 3) 10/(46) 3) 8) 8
)
of 2 7)
1 Aux.bl. - 15/(53)4) - - 8
) 8
)
of 37)
1 Aux.bl. - 15/(53) 4) - - 8
) 8
)
of 47)
1) The engine builder will, in each specific case, be able to give further information
about engine load possibilities and temperature levels.
2) See T/C manual.
3) The exhaust temperatures must not, exceed the value(s) stated in Chapter 70. See
also the Note in Chapter 6645-0320, ‘1. General’.
4) The exhaust temperature must not exceed 430°C.
5) This is due to the loss of exhaust gas through the damaged turbocharger.
6655-0220-0002
2008-09-16
6) The mentioned exhaust temperature limit is an average value for the whole load
range.
7) Simultaneous with 1 T/C out of operation. There are no load restrictions with 1
Drawing
aux. blower out of operation and all T/C’s in operation.

8) See the limits given under ‘1 T/C of 2’, ‘1 T/C of 3’, and ‘1 T/C of 4’, above.
Doc-ID: 6655-0220-0002 1 (1)

2008-09-16
Observations: Temporary stop of surging: Check of engine performance: Investigations of surging T/C: Corrective actions:
See Chapter 63 (See notes below) (See Chapter 63)
MAN
START T/C Clean the turbine, 6345-0320.
Y
Record: speed Check that the exh. receiver is free from
- Engine load A), B)
loose parts, that the protecting grating to
- Engine speed N
MAN B&W
HYUNDAI
- Open one exhaust by-pass valve the turbine is free for passage and that
- T/C speed
Diesel
(if installed), or the compensators are OK.

Y - reduce engine load, or - pmax
Y
Surging tbtc - tatc
at constant - open the relief valve on the scav. air - pcomp
C)
load? receiver, until surgigng just stops *) - pi (if possible)
N
N - texhv Clean the air cooler, 6345-0320
- tbtc
pc Y
- Open one exhaust by-pass valve - tatc
(if installed), or C) Check for:
-patc - Fuel pump / valve failure
Surging Y - open the relief valve on the scav. air - pc N
while run- receiver, or - Low fuel oil pressures, Chapter 70
ning up? - start the aux. blowers, if possible, to
- pf pmax - Low fuel oil temp., Chapter 70
‘help’ the charger pass the critical point - tcoolinl pcomp pi Y - Back press. valve failure in return pipe
N t exhv - Exhaust valve failure
until surgigng just stops *) - tcoolout
D) - Liner / ring failure
- tscav N
Repair if possible
- pscav
Surging Y If possible: - pexhrec pexhrec Y
at fluctuating - Stabilise the engine load Check that the gas passage from turbine
load? - Adjust the load C) to funnel is free
- Switch over to index regulation N
N
Check the water supply to the cooler(s)
Doc-ID: 6655-0225-0002
twater Y
NOTES:
Surging Y C) Clean or renew the filter
while running Reduce the engine load more slowly A) Deviating from normal N
down? B) Deviating from the other T/C’s
C) Higher than normal tscav Y Check that the scav. ports are free from
D) Abnormal or deviating from
Has C) coke, that silencer conditions is OK and
Y surging the other cyl.
END stopped ? N that the air passage in the air duct is
free, if the plant has direct air intake
*) Note: The exhaust temperatures must N pf Y

not be allowed to exceed the C) If surging has not stopped:
limiting values, see Chapter 70 N Inspect the turbocharger turbine, cover
ring, nozzle ring, compressor and
diffusor, as described in the T/C manual
Drawing Turbocharger Surging

6655-0225-0002
6655-0225-0002
1 (1)
HYUNDAI
MAN B&W
MAN B&W 6665-0100-0001

Precautions
Special Running ME, Data

see 0545-0100
O Shut off fuel oil
Data
2013-01-31 - en
6665-0100-0001
Work Card
1 (2)
HYUNDAI
6665-0100-0001 MAN B&W
MAN B&W
Special Running ME, Data
Tools
2270-0200 125 Tool for emergency opening exhaust valve
6670-0100 013 Cable, complete
2013-01-31 - en
6665-0100-0001
Work Card
2 (2)
HYUNDAI
MAN B&W 6665-0101-0009
Disengagement or re-engage-
Exhaust Valve • Special Running

WARNING ment of the exhaust valve roller
guide must only take place at en-
gine standstill.
Engine trouble might require that a

cylinder be taken out of action. The
engine can continue operation with
the fuel and exhaust systems of a
single cylinder disconnected. See De-
scription 6645-0320
6665-0101-0001C03
This can take place with the exhaust

valve locked in either the open or the
closed position. Either way, carry out
the following procedure:
1. Stop the engine.
Stop the lubricating oil pump.
Stop fuel in section on the MOP

panel.
2. Dismantle the hydraulic high-

pressure pipe and the connecting
sleeve. See Workcard 2265-0101
1465-0801-0001C02
3. Dismantle the non-return valve on the oil inlet pipe. Loosen the union nut
in the exhaust side of the oil pipe and turn the pipe to one side. Mount the
non-return valve on the oil pipe and blank off the non-return valve with the
plug from tool panel 2270-0200.
4. Remove the inspection cover of the camshaft housing. Turn the engine until
the exhaust roller guide is at TDC.
5. Position the lifting tool on the ac-

tuator and screw the spindle into
the top of the actuator piston.
Tighten the lowermost nut on the

tool to pull up the roller guide as
6665-0101-0009
far as possible.
2009-07-02
Tighten the upper nut of the tool

Work Card
against the lower nut to secure

the roller guide in this position.
6665-0101-0004C05
Doc-ID: 6665-0101-0009 1 (6)

HYUNDAI
6665-0101-0009 MAN B&W
6. If the cylinder is to operate with the exhaust valve closed, the air supply
must remain connected to the air cylinder of the exhaust valve. No further
action is required.
If the cylinder is to operate with the exhaust valve open, continue the procedure
as follows:
7. Shut off and disconnect the ex-

haust valve air supply.
Use a small screwdriver to punc-

ture the non-return valve. Cover
the valve with a cloth to protect
against oil spray.
6665-0101-0001C07
8. Dismantle the rotation indicator

on the air cylinder and mount the
tool for opening of the exhaust
valve.
The tool will keep the piston of the

air cylinder in the bottom position
and thus keep the exhaust valve
open.
6665-0101-0009
2009-07-02
6665-0101-0001C08
Work Card
2 (6) Doc-ID: 6665-0101-0009

HYUNDAI
MAN B&W 6665-0101-0009
After overhaul of the cylinder unit, re-engage the exhaust valve gear as follows:

9. Loosen the nuts of the lifting tool
to lower the roller guide on to the
exhaust cam. Remove the tool.
10. If the engine has been running

with the exhaust valve open, re-
move the tool mounted in the air
cylinder and mount the rotation
indicator and the safety valve.
The rotation indicator should only

NOTE be left in the engaged position
for short periods of time during
operation of the engine.
Leaving the rotation indicator in

the engaged position continu-
ously might damage the exhaust
valve due to the formation of a
wear groove in the air piston of
the exhaust valve.
Re-connect the air supply to the

air cylinder. 6665-0101-0004C05
11. Remove the plug from the non-

return valve and re-connect the oil
inlet pipe on the actuator housing.
12. Mount the hydraulic high-pressure

pipe.
See Workcard 2265-0101
13. Engage the exhaust valve roller-

guide.
See Workcard 1465-0801
6665-0101-0001C11
6665-0101-0009
2009-07-02
Work Card
Doc-ID: 6665-0101-0009 3 (6)

HYUNDAI
6665-0101-0009 MAN B&W
CCU Failure:
14. In case of CCU failure (and the CCU can not be changed immediately), acti-
vation of the ME lubricator on the two cylinders controlled by the CCU can
be achieved by one of the following three procedures, depending on the
back-up cable and the CCU design :
NOTE In case of CCU failure, the engine is running in »Slow Down« mode.
Case 1: Back-up cables from lubrica-

tors to CCUs
15. Remove the plugs from the cyl-

inder lubricator solenoid valves.
Connect the plug on the tempo-
rary backup cables for lubricator
with the solenoid valves.
Connect the other end of the

temporary backup cables with
the CCU MPC boards joining the J51
defective CCU.

The backup cables should be con-
NOTE nected to the non-defective CCU’s 6665-0101-0006C10
placed next to the defective CCU.

So if for instance CCU2 fails, then
two backup cables must be con-
nected: One from CCU1 and one
from CCU3.
16. When the CCU has been re-

placed, restore the cylinder lubri-
cator to normal by removing the
temporary backup cables and re-
connecting the normal plugs with
the cylinder lubricator solenoid
valves.
6665-0101-0006C14
6665-0101-0009
2009-07-02
Work Card
4 (6) Doc-ID: 6665-0101-0009

HYUNDAI
MAN B&W 6665-0101-0009

Case 2: Back-up cables from lu-
bricators to CCUs via extension
cables.
17. Remove the lubricator plugs from

the defective CCU.
J52 J49
6665-0101-0009C10
18. Connect the two plugs from the Temporary backup cable
lubricators to the temporary back-

up cables. 6665-0101-0006C11
19. Connect the other ends of the

temporary back-up cables to slot
J51 on the CCUs next to the de-
fective CCU .
J51
6665-0101-0009
2009-07-02
Work Card
6665-0101-0006C12
Doc-ID: 6665-0101-0009 5 (6)

HYUNDAI
6665-0101-0009 MAN B&W
Case 3: Back-up cable from lubri-

cator to CCU via extension cable,

using MPC10.
20 In case the CCU board is of the

type MPC10, the temporary back-
up cable is to be connected from
a non-defective CCU next to the
defective CCU.
Disconnect the cable from the
lubricator on the defective CCU
slot J51.
Connect the plug to the small
plug on the temporary back-up
cable.
Connect the big plug to slot J53
J53
on the non-defective CCU.
J51
6665-0101-0009
2009-07-02
Work Card
6665-0101-0009C14
6 (6) Doc-ID: 6665-0101-0009

2013-01-08 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Tools for Special Running

6670-0100-0002
1 (2)
6670-0100-0002
HYUNDAI
6670-0100-0002 MANB&W
MAN B&W

Tools for Special Running
013 - Cable, complete

6670-0100-0002
2013-01-08 - en
Plate
2 (2)
HYUNDAI
MAN B&W
Co n t r o l Sy s t em
Description Guidance Value Automation ................. ................. 7045-0100-0004
Instrumentation .......................... .......................... 7045-0200-0002.0
Drawing Engine Control System Diagram .............. ............. 7055-0150-0001.0

Diagram Manoevering System ............... ............... 7055-0155-0001.0
Work Card Angle Encoder, Data ...................... ...................... 7065-1100-0003

Angle Encoder ........................... .......................... 7065-1101-0001.0
Plate PMI System ............................. ............................. 7072-0800-0005

Angle Encoder ........................... ........................... 7072-1100-0008
1 (1)
HYUNDAI
MAN Diesel
MAN B&W 7045-0100-0004
General Basis for Guidance Values
Guidance Value Automation

The values stated in the list on the following pages refer to layout point L1
(Nominal max. continuous rating), and are for engines running on UNI-lubricating
oil system, with out lubricating oil booster pump and with common turbocharger
lubricating.
Furthermore, the lubrication oil inlet pressure sensors Nos. 8108 and 8109,
refer to a level 1800 mm above crankshaft centre line. In case sensor(s) is(are)
placed at a different level the alarm slow down and shut down setpoints are to
be corrected correspondingly. The values must only be used as a guidance in
connection with the ‘List of Capacities of Auxiliary Machinery’ for dimension-
ing of auxiliary systems, and must not be used for determining the extent of the
alarms or actions.
The item numbers refer to the drawings showing the extent and placement of
sensors for standard alarms and indicators on the engine, if the signal equip-
ment is fitted. See chapter 7045-0200, further on.
For sensors placed in the systems outside the engine, see the actual pipe ar-
rangements in the appropriate chapters.
If the engine is provided with special equipment, some values may differ from
this list. The correct values shall in such a case be obtained from the Plant In-
stallation Drawings.
The engine slow-down level corresponds to 40% of nominal MCR r/min.
Unless otherwise specified, the pressures are stated in bar gauge. Engines
specified and optimised at derated power may have other normal service val-
ues depending on layout power/revolutions and application.
For de-rated engines, the testbed/trial values should be used.
Attention must be paid to the temperature levels stated under Nos. 8123 to 8125
CAUTION (incl.), as two different values have been indicated, one value for metal tempera-
ture and another for oil outlet temperature.
When setting the limits, maximum limits must be set at rising parameter and
minimum limits at falling parameter.
7045-0100-0004
��
2009-12-21 - en
Description
1 (1)
The values stated in this list refer to layout point L1 and
are for engines running on UNI-lubricating oil system without
lubricating oil booster pump and with common turbocharger lubricating.
The values are for guidance only in connection with

'List of Capacities of Auxiliary Machinery' for the
dimensioning of auxiliary systems, and for determining the
extend of alarms or actions.
The item numbers refer to the drawing showing the extent

and position of sensors for standard alarms and indications
on the engine, if the signal equipment is fitted.
If the engine is provided with special equipment, some values

may differ from this list. The correct values are in such a
case to be obtained from the engine builder instruction book.
The engine slow-down corresponds to 40% of the MCR[r/min]
Unless otherwise specified, the pressures are stated in bar gauge.
Please note that JCW replaces the text 'Jacket cooling water'.
For de-rated engines, the shop test and sea trial values
should be used.
For Identification of instruments and signal-related functions

see separate drawing:
'Codes for Instruments and Functions'

Ident No. A14-228183-2
Basic Standards (MBD SB) & Suppl. Drawing No.: EN21C Surf. roughness Material / Blank:
EN21F-m Tolerances
Mass (kg) Final User Matrial:
Date Des. Chk. Appd. A.C. Change / Replacement

* Replaced by Ident No.: 9
* 8
* 7
* 6
* 5
* 4
* 3
* 2
1
2013.02.14 SSH OJS KSL * 0
Similar Drawing no.: Replacement for Ident no.:
Scale: Size: Type Page No.:

1:1 A4 G50ME-B9 1 (10)
Info No. Description Ident. No.
This drawing is the property of HHI-EMD and is to be treated as confidential by the party to whom it has been submitted 3 41 910 Guidance Values Automation A12-502251-5
By HHI-EMD and is not to be disclosed to any third party without the specific prior written permission of HHI-EMD Final User Info No. Final User Description Final User Ident. No.
Fuel oil system
Symbol Ident Secondary Description Unit Normal Service Value Alarm Delay Slow down Delay Shut down Delay
No letter Pos./ Low - High Pos./ Low - High Sec. Pos./ Low - High Sec. Pos./ Low - High Sec.
PT 8001 I AL Fuel oil pres. inlet engine after filter bar 305/ 7 - 8 306/ 6.5 --- 6 – 8
Fuel oil viscosity max. 700 cSt/50 °C
measured at Fuel oil pressure booster
level
PT 8002 AL Fuel oil pressure before filter bar 307/ 6.5 --- 6 – 8
Fuel oil viscosity max. 700 cSt/50℃
PDI 8003 Pressure drop across fuel oil filter bar 308/ 0.2 - 0.5
VT 8004 I AH AL Fuel oil viscosity at inlet engine after cSt 302/ 10 - 15 303A/ 7 20 6 – 8
filter +303 +304
Or at the corresponding temperature
according to chapter 705 of the
Instruction book, Volume 1 "Operation"
TE 8005 I Fuel oil, inlet engine ℃ 309/ t1 - t2
t1,t2 = temperature according to chapter
705 of the Instruction book, Volume 1
“Operation”
LS 8006 AH Leakage from high pressure pipes l 301/ --- High 6 - 8

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 2 (10)
Lubricating oil system
PT 8103 I AL Lub. oil inlet to turbocharger
MAN/TCA COM bar 371/ 1.2 - 1.7 372/ 1.2 --- 6 – 8 368/ 1.0 --- 6 – 8 ---/ --- --- 6 – 8
MHI/MET COM bar 371/ 0.6 - 1.5 372/ 0.6 --- 0 368/ 0.6 --- 6 – 8 ---/ --- --- 6 – 8
ABB/TPL&A100(Inlet Temp.:30~70℃) bar 371/ 1.0 - 2.5 372/ 0.9 --- 0 368/ 0.9 --- 6 – 8 ---/ --- --- 6 – 8
ABB/TPL&A100(Inlet Temp.:70~85℃) bar 371/ 1.0 - 2.0 372/ 0.9 --- 0 368/ 0.9 --- 6 – 8 ---/ --- --- 6 – 8
ABB/TPL&A100(Sep. LO Sys & turbine bar 371/ 1.1 - 2.5 372/ 1.0 --- 0 368/ 1.0 --- 6 - 8 ---/ --- --- 6 - 8
oil with viscosity below 45cSt
PS 8104 Z Lub. oil inlet to turbocharger
MAN/TCA COM bar ---/ --- --- ---/ --- --- --- ---/ --- --- --- 374/ 0.8 --- 6 – 8
MHI/MET COM bar ---/ --- --- ---/ --- --- --- ---/ --- --- --- 374/ 0.4 --- 6 – 8
ABB/TPL&A100(Inlet Temp.:30~70℃) bar ---/ --- --- ---/ --- --- --- ---/ --- --- --- 374/ 0.8 --- 6 – 8
ABB/TPL&A100(Inlet Temp.:70~85℃) bar ---/ --- --- ---/ --- --- --- ---/ --- --- --- 374/ 0.8 --- 6 – 8
ABB/TPL&A100(Sep. LO Sys & turbine bar ---/ --- --- ---/ --- --- --- ---/ --- --- --- 374/ 0.9 --- 6 - 8
oil with viscosity below 45cSt
TE 8106 I AH Y Thrust bearing segment temperature ℃ 349/ 55 - 70 350/ --- 75 6 - 8 351/ --- 80 6 – 8
TS 8107 Z Thrust bearing segment temperature ℃ 352/ --- 90 6 – 8
PT 8108 I AL Y Lub. oil inlet to main engine. bar 330/ 1.8 - 2.4 331/ 1.6 --- 6 – 8 334/ 1.4 --- 6 – 8
Measured on pressure gauge placed
1800mm above crankshaft centre line
PS 8109 Z Lub. oil inlet to main engine. bar 335/ 1.2 --- 6 - 8
Measured on pressure gauge placed
1800mm above crankshaft centre line
TE 8112 I AH AL Y Lub. oil inlet temp. to eng. System oil ℃ 311/ 40 - 47 312&13/ 35 55 6 - 8 314/ --- 60 6 – 8
TE 8113 I AH Y Piston cooling oil outlet/cyl. ℃ 317/ 50 - 65 318/ --- 70 6 - 8 319/ --- 75 6 – 8
FS 8114 AL Y Piston cooling oil outlet/cyl. fl 320/ No flow 6 - 8 321/ No flow 6 - 8
TE 8117 I AH Y Lub. oil outlet from turbocharger/TC
MAN/TCA COM ℃ 369/ 70 - 90 370/ --- 95 6 – 8 ---/ --- --- 6 – 8 --- --- ---
MHI/MET COM ℃ 369/ 70 - 80 370/ --- 85 6 – 8 ---/ --- --- 6 – 8 --- --- ---
ABB/TPL&A100(LO inlet temp. : 45℃) ℃ 369/ 70 - 90 370/ --- 110 0 370A/ --- 110 6 – 8 --- --- 120 60
TE 8118 I AH Lub. oil outlet from engine ℃ 315/ 50 - 60 316/ --- 65 6 – 8
(Inlet to lub. oil cooler)
TE 8120 I AH AL Y Main bearing metal temperature *) ℃ 340/ 50 - 70 341/ --- 75 6 - 8 342/ --- 80 6 – 8
TE 8121 I AH AL Y Crankpin bearing metal temperature *) ℃ 343/ 50 - 70 344/ --- 75 6 - 8 345/ --- 80 6 – 8
TE 8122 I AH AL Y Crosshead bearing metal temperature *) ℃ 346/ 50 - 70 347/ --- 75 6 - 8 348/ --- 80 6 – 8

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 3 (10)
TE 8123 I AH AL Y Main bearing oil outlet temperature. *) ℃ 340/ 50 - 60 341/ --- 65 6 - 8 342/ --- 70 6 – 8
Deviation from average -5 +5 -7 +7
a) To be stated at seatrial
TE 8124 I AH AL Y Crankpin bearing oil outlet temp. *) ℃ 343/ 50 - 60 344/ --- 65 6 – 8 345/ --- 70 6 – 8
TE 8125 I AH AL Y Crosshead bearing oil outlet temp. *) ℃ 346/ 50 - 60 347/ --- 65 6 – 8 348/ --- 70 6 – 8
XC/XS 8126 AH Y Bearing wear High 6 – 8 High
XC/XS 8127 A Bearing wear failure 6 – 8
LS 8130 AL Y Lub. oil level in tank 367/ low level 6 – 8
For separate lubricating system of the
turbochargers
PDS 8140 AH Differential pressure across lubricating Bar 367/ 0 - 0.6 0.8 6 - 8
oil filter(Boll & Kirch)
XC 8150 AH Water in lubrication oil <50%RH 50%RH 6 - 8
AW sensor
If analog sensor 4-20mA = 0-100%RH
XC 8151 AH Water in lubrication oil-level to high 90%RH 6 – 8
AW sensor
If analog sensor 4-20mA = 0-100%RH
XC 8152 A WIO sensor not ready Fail 6 - 8
*) Please note that the ‘Normal service value’ is to be stated at sea trial, but,
in between the range stated. With regard to the ‘Alarm’, ‘Slow down’ and ‘Shut
down’ levels they should be 5°C, 10°C and 20°C above the sea trial finding
respectively, however, max. the value stated.

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 4 (10)
Cylinder Lubricating Oil System
TE 8202 C AH Cylinder lubricating oil temperature ℃ ---/ 40 - 60 ---/ --- 70 6 – 8

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 5 (10)
Cooling water systems
PT 8401 I AL Y JCW inlet pressure bar 386/ 4.0 - 5.0 383/ 3.5 --- 6 - 8 384/ 2.5 --- 6 – 8
PS 8402 Z JCW inlet pressure Bar 6 - 8 384B/ 1.6 --- 6 – 8
PDT 8403 I AL Y JCW pressure loss across engine bar 390/ 0.8 - 1.4 391/ 0.2d) --- 6 - 8 392/ 0.4d) --- 6 - 8
The set point for normal service value
to be stated on the sea trial
d) Lower than normal service value
TE 8407 I AL JCW inlet temperature ℃ 385/ 65 - 90 385A/ 57 --- 6 - 8
※ Temperature difference between inlet
and outlet must be lower than 15℃
TE 8408 I AH Y JCW outlet temperature/ cylinder ℃ 387A/ 88 - 92 388/ --- 95 6 - 8 389/ --- 98 6 – 8
without waste heat recovery
TE 8408 I AH Y JCW outlet temperature/ cylinder ℃ 387A/ 80 - 92 388/ --- 95 6 - 8 389/ --- 98 6 – 8
with waste heat recovery
Load dependent set-point
TE 8409 I AH JCW outlet temp. at turbocharger ℃ 393/ 88 - 92 394/ --- 95 6 - 8
TI 8411 JCW outlet temperature, exhaust valve ℃ 387B/ 80 - 120
LS 8412 AL JCW, de-aerated l 395 low level 6 – 8 6 - 8
PI 8413 JCW outlet common pipe bar 396/ 2.6 - 4.2
JCW outlet pressure should be adjusted
by an orifice to meet normal service
value, 2.6 ~ 4.2bar.
PT 8421 I AH AL Cooling water inlet to air cooler(s) 382/ 378,77/ 6 - 8
Conventional sea water cooling system bar 2.0 - 2.5a) 1.0 3.5
Central cooling water system bar 2.0 - 4.5a) 1.0 5.5
a)To be stated at sea trial
TE 8422 I AH Cooling water inlet to air cooler(s) 375/ 376/ 6 – 8
Conventional sea water cooling system ℃ >10 - 32 --- 40
Central cooling water system ℃ >10 - 36 --- 40
TI 8423 I Cooling water outlet from air cooler(s) 379/
Conventional sea water cooling system ℃ >10 - 50
Central cooling water system ℃ >10 - 63
PDT 8424 I Pressure drop of cooling water across bar 398/ 0.25 - 0.8
air cooler/ air cooler
TE 8431 I AL Cooling water inlet to lub. oil cooler ℃ 380/ >10 - 32 381/ 10 --- 6 - 8

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 6 (10)
Compressed air system
PT 8501 I AL Staring air inlet pressure *) bar 401/ --- - 30 402/ 15 --- 6 – 8
PT 8503 I C AH AL Control air inlet *) bar 403/ 6.5 - 7.5 404/ 5.5 0.5f) 6 - 8
f)Finished with engine +409
PT 8505 I AL Air inlet to air cyl. for exhaust valve bar 407/ 6.5 - 7.5 408/ 5.5 --- 6 – 8 ---/ 4.5 --- 6 - 8
Scavenge air system
PT 8601 I Scavenge air press. in receiver(bar abs) bar 417/ --- - 3.65
The set point of scavenge air pressure +417A
depends on the engine load and shall be
set during sea trial
TE 8605 I Scavenge air temp. before each cooler. ℃ 411/ 170 - 210
Value based on MCR, depending on engine
load and ambient conditions
PDT 8606 I AH Scavenge air pres. Drop across each air bar 420/ See note h) 421/ See note i) 6 - 8
cooler.
h)According to shop trial results
i)AT 50% increase
PDT 8607 I AH Scavenge air pressure drop across filter bar 422/ See note h) 423/ See note i) 6 – 8
h)According to shop trial results
i)AT 50% increase
TE 8608 I Scavenge air temperature after each air ℃ 412/ Coolant in-
cooler let + 12℃
TE 8609 I AH Y Scavenge air temperature in receiver 413/ 414/ 6 - 8 414A/ 6 - 8
Conventional sea water cooling system ℃ >25 - 47 --- 55j) --- 65j)
Central cooling water system ℃ >25 - 51 --- 55j) --- 65j)
j)To be cut during stop. To remain cut
out until 3-5min. after start.
TE 8610 AH Y Scavenge air box – fire alarm/cylinder ℃ 415/ --- 80 6 - 8 416/ --- 120 6 - 8
LS 8611 AH Water mist catcher – water level l 434/ --- high 6 – 8
TE 8612 I Compressor inlet temp./turbocharger ℃ 336/ -10 - +45
PT 8613 I Compressor scroll housing, pressure at bar 337/ 0 - 3.0
outlet for each turbocharger(NA type)
PDT 8614 I
Differential pressure across compressor bar 338/ 0 - 0.3
scroll housing/each turbocharger(NA type)
*) Alarm handled by Main Operation Panel (MOP)

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 7 (10)
Exhaust gas system
TC 8701 I AH Y Exhaust gas temp. before turbocharger. ℃ 425/ 380 - 500 425A/ 520 6 - 8 425B/ 540 6 - 8
Normal exhaust gas temperatures depend
on the actual engine load and ambient
condition.
TC 8702 I AH AL Y Exhaust gas temp. after valves. Average ℃ 426/ 320 - 430 427/ --- 450 6 - 8 428/ --- 470 6 - 8
Deviation from average ℃ 429&30/ -50 +50 431/ -60 +60
Normal exhaust gas temperatures depend
on the actual engine load and ambient
condition.
When operating below 200℃ average temp.
deviation alarm is cut off.
TC 8704 I Exhaust gas temperature in receiver ℃ 363/ 100 - 500
PT 8706 I Exhaust gas pres. In receiver(bar abs) bar 424/ 3.4
Normal exhaust gas pres. Depends on the
actual engine load and ambient condition
TC 8707 I AH Exhaust gas temp after each ℃ 432/ 220 - 300k) 433/ --- 350 6 – 8
turbocharger
k)The service values apply under the
following condition:
Ambient temperature in engine room 25℃
Scavenge air temp. in receiver 35℃
PT 8708 I AH Exhaust gas pres. After each T/C at MCR mmWC 433A 300 433A/ 450 6 – 8
PDI 8709 I Exh. Gas pres. Drop across boiler at MCR mmWC 441/ 150
ZT 8721 I Exhaust gas by-pass valve angel position ° 364/ 0 - 90
Hydraulic power supply
XC 1231 A Filter failure bar 0 - 0.6 ---/ --- 0.8 6 - 8

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 8 (10)
External Hydraulic Control Oil Supply System
PI 1301 I Fine filter unit indicator bar
PDS 1302 AH Lub. oil difference press. across filter Bar ---/ --- high 6 – 8
PI 1303 I Lub. oil pressure at engine inlet bar ---/ 2.5
TI 1310 I Lub. oil temperature at engine inlet ℃ ---/ 40 - 55
LS 1320 AH AL Level alarm in tank L ---/ low high 6 – 8
XS 1350 AH WIO water in hydraulic oil system - 0 - 0.7 0.8 6 – 8
0 - 0.2% 0.3%
XS 1351 AH WIO water in hydraulic oil system to 0 - 0.7 1.0 6 – 8
High 0 - 0.2% 0.5%
XS 1352 A WIO sensor not ready fail
MECS to/from Safety System
XC 2001 Z Emergency stop to engine control units - ---/ --- --- 0
XC 2002 Z Emergency stop cylinder control units - ---/ --- --- 0
and InFi amplifier
XC 2010 Y Slow down from safety/alarm system - ---/ --- --- 0
XC 2020 Z Non-cancellable shut down - ---/ --- --- 0
XC 2021 Z Cancellable shut down - ---/ --- --- 0
MECS to/from Alarm system
XC 2201 A Power failure - ---/ --- alarm 6 – 8
XC 2202 A System failure - ---/ --- alarm 6 – 8
XC 2205 A Slow down prewarning - ---/ --- alarm 6 – 8
XC 2206 A Slow down request - ---/ --- alarm 6 – 8
Tacho/Crankshaft Position System
ZT 4020 Z Tacho for safety r/min 438/ MCR X 1.09 0
2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 9 (10)
Power Supply Units to Alarm System
XC 2901 A Low voltage ME power supply A
XC 2902 A Low voltage ME power supply B
XC 2903 A Earth failure ME power supply Kohm 70 - 1000 24
Miscellaneous
ZT 8801 I AH Turbocharger speed, each unit r/min 439/ See note l) See note l)
l)according to the manufacture
PT 8802 I AH Engine room pressure(bar abs.) bar 325/ 0.95 - 1.05
PI 8803 Air inlet for dry cleaning, turbocharger bar 435A/ 4.5 - 10
PI 8804 Water for cleaning, inlet turbocharger bar 435B/ Min. 0.5m)
m)Higher than exhaust gas pressure
WT 8805 AH Vibration of turbocharger, each unit mm 440/ --- high 6 - 8
(Not standard equipment)
XC 8807 I Pmax. control pressure bar 476/ 0.0 - 5.0
WT 8812 I AH Y Crank shaft longitudinal vibration mm
Axial vibration monitor
Peak to peak
5G50ME-B 471/ 0.0 - 2.04 472/ --- 2.72 6 – 8 473/ --- 3.4 6 – 8
6G50ME-B 471/ 0.0 - 2.43 472/ --- 3.25 6 – 8 473/ --- 4.06 6 – 8
7G50ME-B 471/ 0.0 - 2.83 472/ --- 3.78 6 – 8 473/ --- 4.72 6 - 8
8G50ME-B 471/ 0.0 - 3.23 472/ --- 4.31 6 – 8 473/ --- 5.38 6 – 8
9G50ME-B 471/ 0.0 - 3.63 472/ --- 4.84 6 – 8 473/ --- 6.05 6 - 8
XS 8813 AH Y Oil mist in crankcase, each cylinder mg/l 436/ High density 6 – 8 437/ High density 6 – 8
or 0.5 or 0.5
XS 8814 A Oil mist detector failure(no value)437A 437A ---- ---- 6 - 8
XS 8816 I Shaft earthing device mV <50 --- >80 6 - 8

2013.02.14 SSH OJS KSL 0

1:1 A4 G50ME-B9 10 (10)
HYUNDAI
MAN B&W
MAN Diesel 7045-0200-0002.0
Instrumentation
Control System
1. Measuring Instruments, Identification
Remote Indication
Codes for identification of instruments and signal-related functions
PT 8108 AH
First letters Identification number Secondary letters
Measured or indicating variable The first two digits indicate the point of Function
measurement, the next two are serial
numbers
DS: Density switch 11. Manoeuvrring system A: Alarm

DT: Density transmitter 12. Hydraulic power supply C: Control
GT: Gauging transmitter 14. Combustin pressure supervision H: High
(load/index transmitter) 20. ECS to/from safety system I: Indication
FT: Flow transmitter 21. ECS to/from remote control system (remote)
FS: Flow switch 22. ECS to/from alarm system L: Low
LS: Level switcch 30. ECS Miscellaneous input/output R: Recording
LI: Level indication (local) values S: Switching
LT: Level transmitter 40. Tacho/crankshaft pos. sytem Y: Slow-down
PDI: Pressure difference 41. Engine cylinder components X: Unclassified
indication (local) 50. VOC: supply system function
PDS: Pressure difference switch 51. VOC: sealing oil system Z: Shut-down
PDT: Pressure difference 52. VOC: control oil system
transmitter 53. Other VOC related systems
PI: Pressure indication (local) 54. VOC engine related components
PS: Pressure switch 80. Fuel oil system
PT: Pressure transmitter 81. Lubrication oil system
ST: Speed transmitter 82. Cylinder lub. oil system
TC: Thermo couple (NiCr-Ni) 83. Stuffing box drain system
TE: Temperature element (Pt-100) 84. Cooling water system
TI: Temperature indication (local) e.g. central cooling water
TS: Temperature switch e.g. sea cooling water
WS: Vibration switch e.g. jacket cooling water
WT: Vibration transmitter 85. Compressed air supply system
VS: Viscosity switch e.g. control air
VT: Viscosity transmitter e.g. starting air
ZV: Position valve (solenoid valve) 86. Scavenge air
ZS: Position switch (limit switch) 87. Exhaust gas system
ZT: Position transmitter 88. Miscellaneous functions
(e.g. proximity sensor) e.g. axial vibration
XC: Unclassified control 90. Project specific
XS: Unclassified switch Note:
XT: Unclassified transmitter ECS: Engine Control System
VOC: Volatile Organic Compound
7045-0200-0002.0
2008-03-06
Description
Doc-ID: 7045-0200-0002.0 1 (7)

HYUNDAI
7045-0200-0002.0 MANDiesel
MAN B&W
The first link (first letter) indicates what is measured or the indicating variable.
Control System
The second link is the Ident. No., in which the first two digits indicate the point
of measurement or the indicating variable, followed by a serial number. The
third link (secondary letter(s)) indicates the function of the measured value.
Example
TE 8026 I AH Y
Slow down
Alarm high
Indicator
Measurement No. 26
Fuel oil system
Temperature element
Repeated signals:
Signals which are repeated, such as per cylinder measurement or per tur-
bocharger measurement, etc. are provided with a suffix number. The suffix
number is identical with the place of measurement, such as 1 for cylinder 1, etc.
Where signals are redundant, suffix A or B may be used.
Examples
Cylinder or Turbocharger-related Signals
ZV 1120-1 C
e.g. Cyl. No./TC No.

Aux. Blower No.
Redundant Signals
PT 8603-A I AH C PT 8603-B I AH C
System A System B
Cylinder-related Redundant Signals
ZT 8203-A-1 C
7045-0200-0002.0
e.g. Cyl. No./TC No.

2008-03-06
System A
Description
Graphical presentation in PI-diagrams according to ISO 1219 I - II
2 (7) Doc-ID: 7045-0200-0002.0

HYUNDAI
MAN B&W
MAN Diesel 7045-0200-0002.0
2. List of Instruments
Control System
Fuel Oil System
PI 8001 Fuel oil, inlet engine

PT 8001 Fuel oil, inlet engine (After filter) (Alarm low)
TI 8005 Fuel oil, inlet engine (After filter)
TE 8005 Fuel oil, inlet engine (After filter)
LS 8006 Leakage from high pressure pipes (Alarm high)
Lubrication Oil System
PI 8103 Lubricating oil inlet to turbocharger

TI 8106 Thrust bearing segment
TE 8106 Thrust bearing segment (Alarm high + slow down)
TE 8107 Thrust bearing segment (Shut down)
PI 8108 System lubricating oil inlet 1800 above cl. of crankshaft
PT 8108 Lubricating oil inlet to main bearing and thrust bearing
(Alarm low + Slow down)
PT 8109 Lubricating oil inlet to main bearing and thrust bearing (Shut down)
TI 8112 System lubricating oil inlet
TE 8112 System lubricating oil inlet (Alarm high/low + Slow down)
TI 8113 Piston cooling oil outlet, cylinder depend
TE 8113 Piston cooling oil outlet, cylinder depend (Alarm high + Slow down)
FS 8114 Piston cooling oil outlet, cylinder depend (Alarm low + Slow down)
TI 8117 Lubricating oil outlet Turbocharger/Turbocharger
TE 8117 Lubricating oil outlet Turbocharger/Turbocharger
(Alarm high + Slow down))
TE 8123 Main Bearing Oil Outlet Temp. Cylinder depend. (Cyl no. + 2)
XC 8126 Bearing Wear
Electronic Cylinder Lub.Oil System

Alpha cylinder lubricators
TE 8202 Cylinder lub. oil temperature

XC 8281A Lubrication activation, cylinder depend
XC 8281B Lubrication activation, cylinder depend
XC 8282A Lubricator feedback (movement), cylinder depend
XC 8282B Lubricator feedback (movement), cylinder depend
XC 8283A Lubricator feedback (flow), cylinder depend
XC 8283B Lubricator feedback (flow), cylinder depend
PI 8401 Jacket cooling water inlet ( At local manoeuvring console)

PT 8401 Jacket cooling water inlet (Alarm Low + Slow Down)
7045-0200-0002.0
PT 8402 Jacket cooling water inlet ( At manifold)

PDS 8403 Jacket cooling water across engine (Alarm Low - USE INSTEAD
2008-03-06
SENSOR PT8402 / PT8413)

Description
TI 8407 Jacket cooling water inlet

TE 8407 Jacket cooling water inlet (Alarm Low)
TI 8408 Jacket cooling water outlet, cylinder depend
TE 8408 Jacket cooling water outlet, cylinder depend (Alarm High + Slow Down)
PT 8413 Jacket cooling water outlet, common pipe
PI 8421 Cooling water inlet air cooler ( At local manoeuvring console)
Doc-ID: 7045-0200-0002.0 3 (7)

HYUNDAI
7045-0200-0002.0 MANDiesel
MAN B&W
TI 8422 Cooling water inlet air cooler

Control System
TE 8422 Cooling water inlet air cooler (Alarm High)

TI 8423 Cooling water outlet air cooler/air cooler
TE 8423 Cooling water outlet air cooler/air cooler
Compressed Air Supply System

Control, starting air
PI 8501 Starting air to main starting valve ( At local manoeuvring console)

PT 8501 Starting air inlet (Alarm Low)
PI 8503 Control air inlet ( At local manoeuvring console)
PI 8503 Control air inlet
PS 8503 Finish with engine
PT 8503 Control air inlet (Alarm Low)
PT 8505 Air inlet to air cylinder for exhaust valve (Alarm Low)
Scavenge Air
PI 8601 Scavenge air receiver (At local manoeuvring console)

PI 8601 Scavenge air receiver (Located at pressure gauge panel, with PI 8706)
PT 8601B Scavenge air receiver (ME-B)
PT 8601A Scavenge air pressure
PS 8603 Scavenge air receiver, Auxiliary blower control
PS 8604 Scavenge air receiver, Auxiliary blower failure (Alarm Low)
TI 8605 Scavenge air before air cooler/air cooler
TE 8605 Scavenge air before air cooler/air cooler
PDI 8606 Pressure drop of air across air cooler
TI 8608 Scavenge air after air cooler/air cooler
TE 8608 Scavenge air after air cooler/air cooler
TI 8609 Scavenge air receiver
TE 8609 Scavenge air receiver (Alarm High + Slow Down)
TE 8610 Scavenge air box-fire alarm, cylinder depend (Alarm High + Slow Down)
LS 8611 Water mist catcher – water level (Alarm High)
Exhaust Gas System
TI 8701 Exhaust gas before turbocharger

TC 8701 Exhaust gas before turbocharger (Alarm High + Slow Down)
TI 8702 Exhaust gas after exhaust valve, cylinder depend
TC 8702 Exhaust gas after exhaust valve, cylinder depend (Alarm High + Slow
Down)
PI 8706 Exhaust gas receiver ( Located at pressure gauge panel, with PI 8601)
TI 8707 Exhaust gas outlet turbocharger
TC 8707 Exhaust gas outlet turbocharger (Alarm High)
Manoeuvring System
7045-0200-0002.0
PS 1101-1 Stop signal given

2008-03-06
PS 1101-2 Stop signal given

Description
PS 1106 Reset shut down function during emergency control - RS system

PS 1118-1 Manoeuvring system on emergency control - CCU 1
PS 1118-2 Manoeuvring system on emergency control - RS system
PS 1130-1 Manoeuvring system on remote control - CCU 2
PS 1130-2 Manoeuvring system on remote control - RS system
4 (7) Doc-ID: 7045-0200-0002.0

HYUNDAI
MAN B&W
MAN Diesel 7045-0200-0002.0
ZS 1109 Turning gear -disengaged
Control System
ZS 1110 Turning gear –engaged
ZS 1111 Main starting valve – blocked
ZS 1112 Main starting valve – Open
ZS 1116 Pilot air to starting valve-open
ZS 1117 Pilot air to starting valve-closed
Hydraulic
PT 1201-A Pressure after non return - EICU

PT 1201-B Pressure after non return - For local instrument MTB 30
XC 1244 HPS pressure setpoint
XC 4107 ELFI pilot valve set point
LS 4112 Baseplate drain alarm
Miscellaneous
E 1180 Aux. Blower

E 1181 Turning gear
E 1185 LOC, local control panel
ST 8801 Turbocharger speed/turbocharger
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Cleaning water inlet to turbocharger
WT 8812 Axial vibration monitor (Alarm High + Slow Down)
WI 8812 Axial vibration monitor
XS 8813 Oil mist in crankcase/cylinder (Alarm High + Slow Down)
TSA-A Tacho box A
TSA-B Tacho box B
TEST Test valve for local instrument
Tacho/Crankshaft Pos. System
ZT 4020 Tacho for safety

ZT 4025 Encoder for crankshaft
7045-0200-0002.0
2008-03-06
Description
Doc-ID: 7045-0200-0002.0 5 (7)

HYUNDAI
7045-0200-0002.0 MANDiesel
MAN B&W
3. Instrumentation on Engine
Control System
7045-0200-0002.0
2008-03-06
Description
6 (7) Doc-ID: 7045-0200-0002.0

HYUNDAI
MAN B&W
MAN Diesel 7045-0200-0002.0
Control System
7045-0200-0002.0
2008-03-06
Description
Doc-ID: 7045-0200-0002.0 7 (7)

HYUNDAI
MAN B&W
MAN Diesel 7055-0150-0001.0
Engine Control System Diagram

On Bridge
Bridge Panel
In Engine Control Room
MOP B MOP A ECR PANEL
EICU
In Engine Room/On Engine

ESC
CCU 1 CCU ½n
Pressure
Pressure
Booster
Booster
Pressure
Pressure
Booster
Booster
ALS ALS ALS ALS

ELFI ELFI ELFI ELFI
HCU (cyl 1+2) HCU (cyl m+n)

M PUMP 1
M PUMP 2
Pressure
Control
HPS
MPC - Multi Purpose Controller

EICU - Engine Interface Control Unit (MPC)
CCU - Cylinder Control Unit (MPC)
7055-0150-0001.0
MOP - Main Operating Panel

CRANKSHAFT
HPS - Hydraulic Power Supply
POSITION
CPS - Crankshaft Position Sensors
2007-10-22
SENSORS - CPS
LOP - Local Operating Panel
ALS - Alpha Lubricator System
- Actuator
Drawing
Doc-ID: 7055-0150-0001.0 1 (1)

HYUNDAI
MAN B&W
MAN Diesel 7055-0155-0001.0
Diagram of Manoeuvring System

7055-0155-0001.0
Drawing
Doc-ID: 7055-0155-0001.0 (2)

HYUNDAI
7055-0155-0001.0 MANDiesel
MAN B&W
Diagram of Manoeuvring System
7055-0155-0001.0
Drawing
(2) Doc-ID: 7055-0155-0001.0

HYUNDAI
MAN B&W
MAN B&W 7065-1100-0003

Precautions
Angle Encoder, Data

see 0545-0100
Data
T70-01 Angle encoder cover 11 kg
T70-02 Angle encoder bracket 40 kg
2013-01-31 - en
7065-1100-0003
Work Card
1 (2)
HYUNDAI
7065-1100-0003 MANB&W
MAN B&W
Angle Encoder, Data
Tools
7670-0410 078 Dial gauge and stand tool
2013-01-31 - en
7065-1100-0003
Work Card
2 (2)
HYUNDAI
MAN B&W
MAN Diesel 7065-1101-0001.0
1. Check that power is supplied to the
Angle Encoder • Checking

Tacho Signal Amplifier box.
Turn the crankthrow for cylinder 1

towards TDC. The LED indicator
on TSA-A lights up when TDC is
reached.
7065-1101-0001C01
2. Check the TDC of cylinder 1

against the mark on the turning
wheel.
3. Turn the engine a further 45 de-

grees in the engines rotational di- 7065-1101-0001C02
rection. The LED on TSA-B should
now turn on.
7065-1101-0001.0
2007-10-22
Work Card
Doc-ID: 7065-1101-0001.0 1 (7)

HYUNDAI
7065-1101-0001.0 MANDiesel
MAN B&W
1. Remove the shield.

Angle Encoder • Dismantling
7065-1101-0001D01
2. Tag the electical plugs “Inner en-

coder” and “Outer encoder” before
disconnecting them.
Loosen the screws as shown and

pull the outer encoder off.
7065-1101-0001D02
3. Loosen the locking washer and

use a hook wrench to unscrew the
locking nut on the bearing adapter
sleeve. The locking nut should be
unscrewed so far that the nut cov-
ers the thread on the end of the
sleeve.
Slide a piece of pipe onto the axel.

Tap the end of the pipe with a mal-
let to loosen the bearing adapter
sleeve.
7065-1101-0001.0
7065-1101-0001D03
Unscrew the locking nut and re-
2007-10-22
move the locking washer.

Work Card
2 (7) Doc-ID: 7065-1101-0001.0

HYUNDAI
MAN B&W
MAN Diesel 7065-1101-0001.0
4. Unscrew the outer screws on the
Angle Encoder • Dismantling

flange and remove the compesator.
Dismount the outer compensator

and flange.
5. The inner encoder and compensa-

tor is dismantled in the same way
as the outer encoder and compen-
sator.
7065-1101-0001D04
6. If it is necessary the mounting

bracket can be dismantled.
Use a tackle and lifting strap to se-

cure the bracket.
Unscrew the screws in the base

plate and remove the bracket.
Due to the need for realignment

7065-1101-0001D06
NOTE the mounting bracket should only
be dismounted when it is abso-
lutely necessesary.
7065-1101-0001.0
2007-10-22
Work Card
Doc-ID: 7065-1101-0001.0 3 (7)

HYUNDAI
7065-1101-0001.0 MANDiesel
MAN B&W
1. Turn the crankthrow for cylinder 1

Angle Encoder • Adjustment
to TDC.
2. Check the TDC position with the

pin gauge on the crankthrow.
Before using the pin gauge, check

NOTE the measurement from tip to tip
with the value stamped on the pin
gauge, and/or the check-marks 7065-1101-0001A01
stamped on the fore end of the
cylinder frame.
3. Loosen the clamping ring on the inner encoder (TSA-A).
4. Use a mandrel or a drill to turn the encoder hollow shaft in the ahead direc-
tion until the indicator light turns on.
If the indicator light allready is on, turn in the ahead direction until it goes off
and then until it turns on again. Tighten the clamping ring.
5. Turn the engine 45 degrees in the

engines rotational direction and
repeat the procedure in section 4
and 5 on the outer angle encoder
(TSA-B).
When adjusting the outer angle

NOTE encoder a CLOCKWISE turning
engine must be turned 45 degrees
in the CLOCKWISE direction and
an ANTICLOCKWISE turning en-
gine must be turned 45 degrees in
the ANTICLOCKWISE direction. 7065-1101-0001A04
This concludes the mechanical adjustment of the angle encoders.

7065-1101-0001.0
If the software settings need to be adjusted please contact MAN Diesel A/S
2007-10-22
Work Card
4 (7) Doc-ID: 7065-1101-0001.0

HYUNDAI
MAN B&W
MAN Diesel 7065-1101-0001.0
1. Mount the mounting bracket.
Angle Encoder • Mounting

7065-1101-0001M01
2. Loosely assemble the bearing

sleeve, locking washer, locking nut
and compensator. Slide the assem-
bly onto the axel and mount the
screws.
Tighten the locking nut to surface

contact, then tighten a further 60°
using a hook wrench.
7065-1101-0001M02
3. Perform a basic adjustment of the

angle encoder by turning the hol-
low shaft to a position where the
dot; in case of a clockwise turning
engine or the two dots in case of a
counter clockwise turning engine,
are in line with the arrow.
7065-1101-0001M03
7065-1101-0001.0
2007-10-22
Work Card
Doc-ID: 7065-1101-0001.0 5 (7)

HYUNDAI
7065-1101-0001.0 MANDiesel
MAN B&W
4. Mount the inner encoder on the

shaft.
Adjust the encoder according to

the adjustment section.
5. Mount the outer compensator with

bearing in the same way as shown
in section 2. Ensure that the fit pins
are in place.
Mount the mounting bracket. Use

a dial gauge caliper to ensure a
maximum deviation from “X” of
±0.3 mm around the center shaft.
“X” is the distance between the

center shaft and the rim of the
compensator mounting recess on
the flange.
X
7065-1101-0001M05
6. Perform a basic adjustment on the

outer encoder as shown in section
3 and mount the encoder on the
shaft.
7. Adjust the encoder according to

the adjustment section.
7065-1101-0001D02
7065-1101-0001.0
2007-10-22
Work Card
6 (7) Doc-ID: 7065-1101-0001.0

HYUNDAI
MAN B&W
MAN Diesel 7065-1101-0001.0
8. Mount the shield.

7065-1101-0001M08
7065-1101-0001.0
2007-10-22
Work Card
Doc-ID: 7065-1101-0001.0 7 (7)

2012-01-12 - en
MAN
MANB&W
B&W
HYUNDAI
Plate PMI System

7072-0800-0005
1 (2)
7072-0800-0005
HYUNDAI
7072-0800-0005 MANB&W
MAN B&W

PMI System
021 - Data acquisition unit

033 - Support for enclosures
045 - Handle
057 - Pressure transducer for calibration
069 - Adapter module
070 - Scavenging Air Receiver Pressure
082 - PMI calibration box
094 - Cable
104 - Calibration junction box
116 - PMI software
7072-0800-0005
2012-01-12 - en
Plate
2 (2)
1 (2)
Angle Encoder Plate
7072-1100-0008
7072- 1100- 0008

HYUNDAI
MAN B&W
HYUNDAI
7072-1100-0008 MAN B&W

Angle Encoder
017 - Flange screw

030 - Bracket
042 - Stop pin
054 - Angle encoder
066 - Screw
078 - Flang
091 - Bell bearing
101 - Bearing sleeve 1)
113 - Screw
125 - Flange
137 - Bell bearing
149 - Bearing sleeve 1)
150 - Distance ring
162 - Distance pipe
174 - Screw
186 - Flange shaft
198 - Sleeve
208 - Screw
221 - Compensator
233 - Shaft seal
257 - Screw
269 - Guide pin
270 - Flange
1) Nuts, washer, etc., included.

Note:
7072- 1100- 0008
Plate
2 (2)
HYUNDAI
MAN B&W
MAN B&W
Preface Chapter Tools .................................. .................................. 7640-0100-0002
Tools
Work Card Hydraulic Tools .......................... .......................... 7665-0101-0001
Standard Tightening Torque ................. ................. 7665-0201-0001
Torque Spanner .......................... .......................... 7665-0301-0001
Tightening Gauge ......................... ......................... 7665-0401-0001
Screws and Nuts ......................... ......................... 7665-0501-0001
Lubricating Procedures .................... .................... 7665-0901-0001
Tool Plate Hydraulic Tools .......................... .......................... 7670-0100-0004

Torque Spanners ......................... ......................... 7670-0200-0004
Open-Ended Spanners .................... .................... 7670-0210-0003
Open-Ended Slugging Spanners ............. ............. 7670-0220-0001
Combination Spanners .................... .................... 7670-0230-0001.0
Ring Slugging Spanners .................... .................... 7670-0240-0001.0
Miscellaneous Spanners ................... ................... 7670-0250-0001.0
Open-Ended Spanners .................... .................... 7670-0260-0001.0
Lifting Tools ............................. ............................. 7670-0300-0007
Lifting Tools ............................. ............................. 7670-0300-0016
Pliers .................................. .................................. 7670-0400-0003
Instruments ............................. ............................. 7670-0410-0001.0
Instruments ............................. ............................. 7670-0410-0002
Working Platforms ......................... ........................ 7670-0600-0010
Table of contents
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 7640-0100-0002
Tools This chapter of the instruction book is intended to provide the user with infor-
Tools
mation regarding all the special tools and standard tools necessary for correct
maintenance of the engine.
Information includes operation and maintenance of hydraulic tools, tightening

and locking of screws and nuts as well as tool plates to be used when ordering
spare tools.
In addition tool plates relevant only to specific parts of the engine may be found
in the back of each chapter of the instruction book.
7640-0100-0002
Preface Chapter
2009-09-04-en
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 7665-0101-0001
Studs or bolts provided with threads for attaching hydraulic tools and with cir-
Hydraulic Tools • Maintenance

cular nuts must only be loosened and tightened up by means of the hydraulic
tools supplied.
The jack(s) is/are connected, via a distributor block, to a high-pressure pump,

which is able to deliver hydraulic oil at the pressure indicated on the jack and on
the data sheet in the relevant section of this instruction book. The stud or bolt
concerned is thereby lengthened relative to the oil pressure applied and the
piston area, and the nut can be loosened or tightened, as required, with the aid
of a tommy bar.
The jacks must not be exposed to blows or impacts.
The jacks are marked with a “Max. lift”, which can be measured on the protrud-
ing guide pin on top of the jack (see picture 4).
The hydraulic jacks are fitted with piston return springs to ensure the correct
retraction af the piston when pressure is released.
7665-0101-0001
2008-06-16 - en
Work Card
Doc ID: 7665-0101-0001 1 (19)

HYUNDAI
7665-0101-0001 MANDiesel
MAN B&W
1. The hydraulic tools consist of

a set of jacks with an internal

thread to suit the tool attach-
A
ment thread on the stud or bolt,
and a support rings.
B
D
A. Cover
B. Snap-on coupling
E
C. Bleed screw
D. Piston Return Spring C
E. Guide pin F
F. Overstroke valve
G. Piston G
H. Sealing rings
I. Cylinder
J. Support ring
K. Nut
L. Stud
M. Tommy bar H
N. Milled recess for feeler gauge
O. Coupling
P. Guide screw
Q. Clearance I
S
J M
L N
7665-0101-0001C01
7665-0101-0001
2008-06-16 - en
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2 (19) Doc ID: 7665-0101-0001

HYUNDAI
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MAN Diesel 7665-0101-0001
2. For the main bearings, the

hydraulic tool consists four sets
of an upper and a lower jack
stacked on top of each other and
a support ring.
P
P
I
C
G
7665-0101-0001C02
7665-0101-0001
2008-06-16 - en
Work Card
Doc ID: 7665-0101-0001 3 (19)

HYUNDAI
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3. The hydraulic jacks are so Depressurized

designed that, in the event that

the “Max. lift” limit is exceeded,
the pressure is relieved by an
E
overstroke valve mounted in the
piston. The overstroke valve re-
leases the oil pressure into the
cavity beneath the cover.
The oil can then be seen
seeping out of the openings in
the jack.
If the overstroke valve has been

activated, it may be necessary
NOTE to overhaul the valve, see Main-
tenance 7665-0101. F
The oil used must be pure hy-
draulic oil or turbine oil (with a
viscosity of about SAE 20). Oils
such as, for instance, lubricating
oil (system oil) or cylinder lubri-
cating oil must not be used, as Overstroke valve activated
these oils are normally alkaline
and can thus damage the back-
up rings.
E
The following instructions must
be closely followed to prevent
accidents or damage, and after
use the jacks should be cleaned
and kept in the wooden boxes
supplied.
Eye protectors and gloves must

WARNING be used when using hydraulic
tools.
F
7665-0101-0001
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7665-0101-0001C03
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4 (19) Doc ID: 7665-0101-0001

HYUNDAI
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MAN Diesel 7665-0101-0001
Loosening of Nut

Single Hydraulic Jack
4. Carefully clean the tool attachment

thread, the nut and the surrounding
parts.
Grease the tool attachment thread

with molybdenum disulphide
grease or with graphite and oil or
similar.
Place the support ring around the

nut in such a position that the tom-
my bar can be applied through the
slot when the nut is to be loosened.
7665-0101-0001C04
5. Screw the jack on to the tool at-
tachment thread of the bolt/stud,
until the cylinder of the jack bears
firmly against the support ring.
Connect the hydraulic jack, the

distributor block and the high pres-
sure pump by means of high pres-
sure hoses.
Unscrew the jack ¾ of a turn to

create a clearance between the
jack and support ring. When loos-
ening nuts on staybolts it is neces-
sary to unscrew the jack 2,5 turns.
The clearance between the

jack and support ring ensures
dismantling of the jack after loos-
ening the nut.
Loosen the bleed screw in the jack

and fill up the system with oil until
7665-0101-0001
oil without bubbles, flows out of

2008-06-16 - en
the bleed hole. Then tighten the

7665-0101-0001C05
bleed screw again.
Work Card
After adjustment, check that the parts are guided correctly together and that
there is no clearance between the piston and cylinder of the jack.
Doc ID: 7665-0101-0001 5 (19)

HYUNDAI
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6. Increase the oil pressure to the

prescribed value. Use the tommy

bar during the pressure increase
to determine when the nut is
loose. If the nut does not come
loose, the pressure may be in-
creased by 10% of the working
pressure marked on the jack.
7665-0101-0001C06
7. Unscrew the nut with the tommy bar, making sure that the nut is not
screwed up against the jack.
7665-0101-0001
2008-06-16 - en
Work Card
6 (19) Doc ID: 7665-0101-0001

HYUNDAI
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MAN Diesel 7665-0101-0001
8. Relieve the system of pressure,

disconnect the high-pressure
pump, and remove the hydraulic
tools.
7665-0101-0001C08
7665-0101-0001
2008-06-16 - en
Work Card
Doc ID: 7665-0101-0001 7 (19)

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Loosening of Nut
Double Hydraulic Jack
9. Carefully clean the main bearing

studs, the nuts and the surrounding
parts. Use the lifting handle to lift the
upper and lower jacks and the sup-
port onto the main bearing nuts. Take
care that the upper and lower jacks
are screwed all the way together in
order to ensure correct oil flow.
7665-0101-0001C09
10. Turn the jacks ¾ of a turn back

making a clearance “S”.
The clearance between the jack

and support ring ensures dis-
mounting of the jack after loos-
ening the nut.
Connect the hydraulic jacks, the

distributor block and the high
pressure pump by means of
high pressure hoses.
Loosen the bleed screws in

both jacks, and fill up the sys-
tem with oil until oil, without
bubbles, flows out of the bleed
holes. 3
7665-0101-0001
2008-06-16 - en
Re-tighten the bleed screws.

Work Card
7665-0101-0001C10
8 (19) Doc ID: 7665-0101-0001

HYUNDAI
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MAN Diesel 7665-0101-0001
11. Increase the oil pressure to

the prescribed value. Use the
tommy bar during the pressure
increase to determine when the
nut is loose. If the nut does not
come loose, the pressure may
be increased by 10% of the
working pressure marked on
the jack.
Unscrew the nut with the tom-

my bar, making sure that the
nut is not screwed up against
the jack.
7665-0101-0001C11
12. Relieve the system of pressure, disconnect the high-pressure pump, and
unscrew the hydraulic jack.
13. Disassemble the hydraulic jacks into two parts and lift the jacks out of the
crankcase.
7665-0101-0001
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Tightening of Nut
Single Hydraulic Jack
14. Thoroughly clean the nut, the

thread, the contact faces, and the
surrounding parts. Clean and lu-
bricate the tool attachment thread
and the thread in the nut with mo-
lybdenum disulphide grease or with
graphite and oil or similar.
Fit the round nut on the thread and

tighten it with the tommy bar.
Check with a feeler gauge that the

contact face of the nut bears on the
entire circumference.
Place the support ring around

the nut in such a position that the
tommy bar can be applied through
the slot for the purpose of tighten-
ing the nut. 7665-0101-0001C04
15. Screw the hydraulic jack on to the

stud. Make sure that the jack bears
firmly against the support ring and
that the parts are guided correctly
together.
Connect the hydraulic jack, the

distributor block and the high-
pressure pump by means of high-
pressure hoses.
Loosen the bleed screw in the jack

and fill up the system with oil, until
oil without bubbles flows out of the
bleed hole.
Re-tighten the bleed screw.

7665-0101-0001
2008-06-16 - en
Work Card
7665-0101-0001C05
10 (19) Doc ID: 7665-0101-0001

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MAN Diesel 7665-0101-0001

prescribed value, and tighten the
nut by means of the tommy bar
applied through the slot of the
support ring. Depressurize and
pump up to the prescribed pres-
sure again.
7665-0101-0001C17
7665-0101-0001
2008-06-16 - en
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Doc ID: 7665-0101-0001 11 (19)

HYUNDAI
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17. While maintaining the pressure,

check with a feeler gauge intro-

duced through the recess at the
bottom of the support ring that
the nut bears against the contact
face.
7665-0101-0001C18
18. Relieve the system of pressure, disconnect the pump, and remove the hy-
draulic jack.
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12 (19) Doc ID: 7665-0101-0001

HYUNDAI
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MAN Diesel 7665-0101-0001
Tightening of Nut

Double Hydraulic Jack
19. Thoroughly clean the nut, the

thread, the contact faces, and
the surrounding parts. Clean
and lubricate the tool attach-
ment thread and the thread in
the nut with molybdenum disul-
phide grease or with graphite
and oil or similar. Mount the nuts
and tighten till face contact.
7665-0101-0001C20
20. Lower the jacks on to the nuts

of the main bearing. Connect
the hydraulic jacks, the distrib-
utor block and the high pres-
sure pump by means of high
pressure hoses.
Loosen the bleed screws in

both jacks, and fill up the sys-
tem with oil until oil, without
bubbles, flows out of the bleed
holes.
Re-tighten the bleed screws.
7665-0101-0001C11
7665-0101-0001
2008-06-16 - en
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HYUNDAI
7665-0101-0001 MANDiesel
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prescribed value, and tighten the

nuts by means of the tommy bar
applied through the slots of the
support ring. Depressurize and
pump up to the prescribed pres-
sure again. Keep count of how
many holes the nuts are turned to
assure equal tightening
7665-0101-0001C22
22. While maintaining the pressure, check with a feeler gauge introduced
through the recesses at the bottom of the support ring that the nuts bear
against the contact face.
23. Relieve the system of pressure, disconnect the pump, and unscrew the ex-
tension studs from the main bearing studs.
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14 (19) Doc ID: 7665-0101-0001

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MAN Diesel 7665-0101-0001
24. Remove the hydraulic jacks

from the crankcase.
7665-0101-0001C25
7665-0101-0001
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Maintenance
25. The hydraulic jacks require no mainte-

nance except cleaning of overstroke valve
and replacement of defective sealing rings,
each of which consists of an O-ring and
a back-up ring fitted in ring grooves in the
piston and cylinder.
The piston and cylinder are easily separat-

ed by taking off the cover and piston return
spring, and pressing the parts apart with
the help of compressed air.
Make sure that there are no marks or

scratches on the sliding surfaces of the
parts. The presence of metal particles will
damage the sealing rings.
Keep the sliding surfaces and O-rings

coated with molybdenum disulphide
grease.
Air
7665-0101-0001C26
7665-0101-0001
2008-06-16 - en
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16 (19) Doc ID: 7665-0101-0001

HYUNDAI
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MAN Diesel 7665-0101-0001
26. If the overstroke valve leaks oil Spring clip

without being activated the hy-
draulic jack has to be dismount-
ed and disassembled. Disas-
Plunger
sembly is done by removing the
two spring clips. Take care not
to loose the ball and spring. Steel ball
Clean the overstroke valve with
compressed air. If this does not Disc
remedy the fault the overstroke
valve has to be replaced.
The pistons and cylinders of the

Spring clip
7665-0101-0001C27
double jacks are separated in
the same easy way as
described for the single jack.
WARNING Always use eye protection when working with compressed air.
7665-0101-0001
2008-06-16 - en
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Doc ID: 7665-0101-0001 17 (19)

HYUNDAI
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27. To disassemble the two halves,

unscrew the four tailstock screws

holding the lowermost cylinder as-
sembled with the uppermost cyl-
inder.
Unscrew the tailstock screw in the

vertical slot.
Unscrew the uppermost jack from

the lowermost jack.
The piston and cylinder of the

cylinder cover jacks are separated
in the same way as described for
the single jack.
7665-0101-0001
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Work Card
7665-0101-0001C28
18 (19) Doc ID: 7665-0101-0001

HYUNDAI
MAN B&W
MAN Diesel 7665-0101-0001
28. When changing the sealing

rings, first mount the back-up
ring and then the O-ring.
See the sketch for the correct

mounting of both the upper Back-up ring
and the lower sealing rings. The
same principle applies to all the
jacks.
O-ring
Back-up ring
7665-0101-0001C29
29. After fitting the sealing rings, coat the piston and cylinder with molybdenum
disulphide grease or spray lubricant and press the piston and cylinder to-
gether. See that the rings do not get stuck between the piston and cylinder.
7665-0101-0001
2008-06-16 - en
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Doc ID: 7665-0101-0001 19 (19)

HYUNDAI
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MAN Diesel 7665-0201-0001
When tightening screws, studs or nuts for which no torque is specified in the
Standard Tightening Torques • Checking

instruction procedure or the related data sheet, the standard torques specified
in this procedure are to be applied.
1. Standard screws and nuts lubricated with a Molybdenum Disulphide (MoS2)

based lubricant.
Thread Tightening Thread Tightening

torque torque
M8 17 Nm M22 400 Nm
M10 35 Nm M24 460 Nm
M12 50 Nm M27 610 Nm
M14 80 Nm M30 950 Nm
M16 135 Nm M33 1200 Nm
M18 190 Nm M36 1650 Nm
M20 260 Nm M39 2100 Nm
2. Self-locking nuts.

torque torque
M8 20 Nm M22 430 Nm
M10 40 Nm M24 490 Nm
M12 60 Nm M27 650 Nm
M14 90 Nm M30 1000 Nm
M16 150 Nm M33 1250 Nm
M18 210 Nm M36 1700 Nm
M20 290 Nm M39 2200 Nm
3. Screws and nuts locked with glue/Loctite.

torque torque
M8 23 Nm M22 580 Nm
M10 50 Nm M24 680 Nm
M12 70 Nm M27 900 Nm
M14 115 Nm M30 1350 Nm
M16 190 Nm M33 1700 Nm
M18 270 Nm M36 2350 Nm
M20 380 Nm M39 3000 Nm
7665-0201-0001
2008-05-29
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Doc ID: 7665-0201-0001 1 (2)

HYUNDAI
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4. Screws and nuts locked with camlock washers.

Standard Tightening Torques • Checking
For correct fitting of washers, see Procedure 7665-05

torque torque
M8 20 Nm M22 470 Nm
M10 40 Nm M24 550 Nm
M12 70 Nm M27 800 Nm
M14 110 Nm M30 1100 Nm
M16 165 Nm M33 1500 Nm
M18 230 Nm M36 1900 Nm
M20 320 Nm M39 2500 Nm
5. Screwing-in of studs.
The intention of this procedure is to ensure that the studs are screwed right
to the bottom of the threaded holes.
Carefully clean off any burrs and loose particles from the thread and con-
tact faces, and coat the thread with a lubricant having a particle size of ap-
prox. 0.5 µm, for instance MoS2 (molybdenum disulphide) or a non-synthetic
graphite mixed with oil.
The studs are to be screwed-in applying the torque specified in the instruc-
tion procedure in use. If nothing is mentioned in the instruction procedure,
Fig. 4 indicates the torque. For thread sizes > M36 the curve indicates a
screwing-in torque of 680 Nm.
Screwing-in torque curve

1000
800
600
To r q u e (Nm )
400
200
100
10 20 40 60 80 100
Major diameter of thread (mm)
7665-0201-0001C04
7665-0201-0001
2008-05-29
Work Card
2 (2) Doc ID: 7665-0201-0001

HYUNDAI
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MAN Diesel 7665-0301-0001
Preparing
Torque Spanner • Checking

Before screwing the nuts on, the
threads and the contact faces should
be greased with a mixture of graphite
and oil or molybdenum disulphide with
a friction coefficient µ = 0.1-0.12 (e.g.
MOLYKOTE paste type G).
The nuts should fit easily on the thread,

and it should be checked that they bear
on the entire contact face.
In the case of new nuts and studs, the

nuts are to be tightened and loosened
two or three times so that the thread
may assume its definite shape; thus ob-
viating the risk of loose nuts.
100
Nuts secured with a split pin are to be
tightened to the stated torque and then
to the next split-pin hole.
200
The torque spanner must not be used
for torques higher than those stamped
on it, and it must not be damaged by 300
hammering on it or the like.
400
Rahsol Torque The handle of the torque spanner is pro-
Spanner vided with a scale indicating the torques
at which the spanner can be set. 500
For setting the spanner at the required

torque, there is a ball on a small arm at
the end of the handle.
When the ball is pulled, a small crank

handle appears. A spring-loaded slide
in the handle is provided with a mark
which, when the crank handle is turned,
7665-0301-0001C01
can be set at the required torque on the
scale. The torque spanner works as fol-
lows:
The above-mentioned spring acts on a pawl system in the handle. When the
7665-0301-0001
pre-set torque has been reached, the pawl system is released, at which mo-
2008-11-11 - en
ment a small jerk is felt in the spanner, and a small click is heard.
Work Card
When the torque spanner is not in use, the spring inside should be released by
adjusting to minimum torque.
1 (1)
HYUNDAI
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MAN Diesel 7665-0401-0001
Preparations Before screwing on the nuts,
Tightening Gauge • Checking

grease the threads and the contact fac-
es with a mixture of graphite and oil or
molybdenum disulphide with a friction
coefficient.
µ = 0.1-0.12 (e.g. MOLYKOTE paste type

G)
The nuts should fit easily on the thread,

and it should be checked that they bear
on the entire contact face.
Pre-tightening Before tightening the nuts according

with a torque to a tightening gauge or tightening an-
spanner gle, they must be pre-tightened with a
torque spanner.
Apply a pre-tightening torque of:

- thread M8 - M20 = 50 Nm
- thread M22 - M27 = 100 Nm
B
- thread M30 - M39 = 150 Nm
- thread M42 - M48 = 200 Nm
A
This is in order to ensure a uniform ba-
sis for the subsequent tightening with
gauge or tightening angle.
Tightening with a After pre-tightening, place the tightening

tightening gauge gauge round the nut, and mark off with
chalk on the nut at slot A on the tight-
ening gauge, and make another chalk
mark on the contact face at slot B. Then
tighten the nut until the two chalk marks
coincide.
60°
7665-0401-0001C01
7665-0401-0001
2008-10-16 - en
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HYUNDAI
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Tightening without For tightening angles of e.g. 30°-45° and 60°, we usually do not deliver a tight-
Tightening Gauge • Checking
a tightening gauge ening gauge. Therefore, after pre-tightening, mark the angle on a corner of the
nut and on the contact face, respectively. Then tighten the nut until the two
marks coincide.
When tightening new studs or bolts for the first time, loosen again and repeat
the procedure -including pre-tightening with a torque spanner, to allow the
parts to settle.
7665-0401-0001
2008-10-16 - en
Work Card
2 (2)
HYUNDAI
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MAN Diesel 7665-0501-0001
Locking Devices
Screws and Nuts • Locking

Some screwed and bolted connections on the engine, as well as some movable
joints, are secured against untimely loosening by means of different types of
locking devices.
When reassembling the engine after overhauls, it is vital that all such screws
and nuts are again locked correctly.
Make sure only to mount locking devices on nuts and screws which
NOTE have been mounted with locking devices by the engine manufacturer.
Lock Washers Lock washers, tab washers, locking

plates, etc., must always be replaced.
The tab-like projections, etc., on the
washers are to be bent back over one of
the flats of the screw or nut concerned.
7665-0501-0001C01
Spring Washers Used spring washers must be replaced.
7665-0501-0001C02
Self-Locking nuts Self-locking nuts may only be used five

times. Therefore, give the nut a centre
7665-0501-0001
punch mark each time it is loosened.

2008-11-04 - en
To tighten a self-locking nut to a specific

Work Card
torque, first measure the torque required

to turn the nut itself, and then add this 7665-0501-0001C03
torque to the torque value stated on the
data sheet of a procedure.
1 (4)
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Locking wire Locking wire should be fitted after the screws or nuts have been tightened to
the correct torque. Do not overtighten or loosen the units to get a correct align-
ment of the wire holes. Always fit new wire after tightening-up the units.
Any tendency of the screws or nuts to loosen will be counteracted by a tighten-

ing of the locking wire. Do not secure more than four units in a series, unless
otherwise specified.
Fig 1 Insert wire, grasp the upper end of the

wire and bend it around the head of Fig. 1 Fig. 2
the screw, then under the other end of
the wire, be sure that the wire is tight
around the head.
Fig. 2 Twist the wire clockwise until it is just

short of the hole in the second screw.
Keeping the wire under tension, twist
it until tight. When the wire is tight, Fig. 3 Fig. 4
the wire shall have approximately 7-10
twists per 25 mm. One twist is a twist of
the wires through an arc of 180°, equal
to half of a complete turn.
Fig. 3 Insert the uppermost wire in the second

screw, and pull it tight.
Fig. 5 Fig. 6
Fig. 4 Bend the lower wire around the screw,
and under the end protruding from the
screw.
Fig. 5 Keeping the wire under tension, twist

7665-0501-0001C04
it min. 3 twists, counterclockwise until
tight.
Fig 6 During the final twisting motion, bend

the wire along the screw head.
Cut off excess wire.
Figs. 7-9 Show the preferred ways of mounting

the locking wire on screws with wire
holes oriented in different angles.
Fig. 7
Fig. 8
7665-0501-0001
2008-11-04 - en
Work Card
Fig. 9
7665-0501-0001C05
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HYUNDAI
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MAN Diesel 7665-0501-0001
Fig. 10 Shows how to route the locking wire

on screws in different planes.
Fig. 10
Fig. 11 Wire that passes over the top of a nut is
an acceptable alternative only if it routes
around the protruding screw thread.
Fig. 12 Wire that passes over the top of a nut is Fig. 11

also an acceptable alternative if the hole
is located as shown in the figure.
Fig. 13 Where drilling of locking wire holes has Fig. 12

caused a thin wall section, route the
wire as shown in the figure, to prevent
damage to the nut.
Fig. 13
Fig. 14 Locking wire can be mounted to any
other part of the assembly if nothing
else is possible.
Fig. 14
7665-0501-0001C06
Cam Lock Washers Cam lock washers with rising cams on one side and radial teeth on the other.
Fig. 15 The washers are installed in pairs, Fig. 15

cam face to cam face. When the bolt
and/or nut is tightened the teeth grip
and seat the mating surfaces. The cam
lock washer is locked in place, allowing
movement only across the face of the
cams. Any attempt from the bolt/nut to
rotate loose is blocked by the wedge
effect on the cams.
7665-0501-0001C07
7665-0501-0001
2008-11-04 - en
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3 (4)
HYUNDAI
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Fig. 16 Different uses of the cam lock washers.

Fig. 16
7665-0501-0001C08
Fig. 17 Don not use the cam lock washers in Fig. 17

conjunction with other loose washers.
Cam lock washers must be in-

NOTE stalled in pairs and are not to be
substituted by other types of wash-
ers.
7665-0501-0001C09
7665-0501-0001
2008-11-04 - en
Work Card
4 (4)
HYUNDAI
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MAN Diesel 7665-0901-0001
Molybdenum The following procedure is to be followed prior to the mounting of metal sur-
Lubricating Procedures • Checking

Disulphide (MoS2) faced parts which are to function as seals.
• Clean the surface with a cleaning fluid and ensure that the entire surface
is completely free of grease.
• Allow 5 minutes for the cleaning fluid to evaporate.
• With a clean leathercloth, and using circular movements, rub a mixture
of finegrained particles of Molybdenum Disulphide (MoS2) and mineral oil
(e.g. Moly-cote G-n Plus, or the like) hard onto the metal surface.
• Remove any excessive paste and ensure that the metal surface is only
coated with a thin, uniform, layer of the above mixture.
• Protect the wet paste and cloth from dust or other foreign particles.
7665-0901-0001
2008-10-13 - en
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2013-01-16 - en
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Plate Hydraulic Tools

7670-0100-0004
1 (2)
7670-0100-0004
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Hydraulic Tools
011 - Pump for pneumatic and hydraulic

023 - Hydraulic pump and hand opereted
047 - Hose with 2 unions, 1500mm
106 - Distributor block, 1 to 4
155 - Distributor block with valves
167 - Angle union
202 - Quick coupling, male
214 - Quick coupling, female
226 - Disc
238 - Venting screw
240 - Disc
251 - Elbow couplings
7670-0100-0004
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Plate Torque Spanners

7670-0200-0004
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7670-0200-0004
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Torque Spanners
014 - Torque wrench, 5-33Nm

027 - Adapter for socket wrench, 12.5/10
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Diesel
Plate Open-Ended Spanners

7670-0210-0003
1 (2)
7670-0210-0003
HYUNDAI
7670-0210-0003 MAN
MANDiesel
B&W

Open-Ended Spanners
010 - Open-ended spanner, size 65mm

7670-0210-0003
2009-04-14
Plate
2 (2)
2009-04-15
MAN
MAN B&W
HYUNDAI
Diesel
Plate Open-Ended Slugging Spanners

7670-0220-0001
1 (2)
7670-0220-0001
HYUNDAI
7670-0220-0001 MAN
MANDiesel
B&W

Open-Ended Slugging Spanners
122 - Open-ended slugging spanner, size 65mm

7670-0220-0001
2009-04-15
Plate
2 (2)
HYUNDAI
MAN B&W
MAN Diesel 7670-0230-0001.0
Combination Spanner
019
020
032
044
056
068
070
081
093
103
115
127
139
140
152
164
176
188
190
200
211
223
235
7670-0230-0001.0
Plate
Doc-ID: 7670-0230-0001.0 1 (2)

HYUNDAI
7670-0230-0001.0 MANDiesel
MAN B&W

Combination Spanner
019 - Combination spanner, size 10mm

7670-0230-0001.0
Plate
2 (2) Doc-ID: 7670-0230-0001.0

HYUNDAI
MAN B&W
MAN Diesel 7670-0240-0001.0
Ring Slugging Spanner

025
037
049
050
062
074
086
098
108
110
121
133
145
7670-0240-0001.0
Plate
Doc-ID: 7670-0240-0001.0 1 (2)

HYUNDAI
7670-0240-0001.0 MANDiesel
MAN B&W

Ring Slugging Spanner
025 - Slugging spanner, ring size 30mm

7670-0240-0001.0
Plate
2 (2) Doc-ID: 7670-0240-0001.0

HYUNDAI
MAN B&W 7670-0250-0001.0
Miscellaneous Spanners
018 100
020 102
043
151
031
163
7670-0250-0001.0
Plate
Doc-ID: 7670-0250-0001.0 1 (2)

HYUNDAI
7670-0250-0001.0 MAN B&W

Miscellaneous Spanners
018 - Tool set, complete

020 - Tool set, complete
031 - Hex key tool set, complete
043 - Adapter for socket wrench
100 - Extension bar 30
102 - Extension bar 30
151 - Hex key, size 22mm
163 - Hex key, size 24mm
7670-0250-0001.0
Plate
2 (2) Doc-ID: 7670-0250-0001.0

HYUNDAI
MAN B&W
MAN Diesel 7670-0260-0001.0
Open-ended spanners
012
024
7670-0260-0001.0
Plate
Doc-ID: 7670-0260-0001.0 1 (2)

HYUNDAI
7670-0260-0001.0 MANDiesel
MAN B&W

Open-ended spanners
012 - Open-ended ring wrench, size 14/17mm

024 - Open-ended ring wrench, size 19/22mm
7670-0260-0001.0
Plate
2 (2) Doc-ID: 7670-0260-0001.0

2011-06-26 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Lifting Tools

7670-0300-0007
1 (2)
7670-0300-0007
HYUNDAI
7670-0300-0007 MANB&W
MAN B&W

Lifting Tools
019 - Roundsling, 5000kg

020 - Roundsling, 1500kg
032 - Chafing device for roundslings
7670-0300-0007
2011-06-26 - en
Plate
2 (2)
2013-03-05 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Lifting Tools

7670-0300-0016
1 (2)
7670-0300-0016
HYUNDAI
7670-0300-0016 MANB&W
MAN B&W

Lifting Tools
020 - Forged-bent screw shackle. 10mm

032 - Forged-bent screw shackle, 12mm
115 - Eye bolt, 10mm
211 - Chain tackle, 500kg
223 - Chain tackle, 1000 kg
296 - Pull lift,3000 kg
7670-0300-0016
2013-03-05 - en
Plate
2 (2)
HYUNDAI
MAN Diesel
MAN B&W 7670-0400-0003
Pliers
7670-0400-0003
2009-04-14
Plate
1 (2)
HYUNDAI
7670-0400-0003 MAN
MANDiesel
B&W

Pliers
010 - Plier for retaining rings, size 0.9mm

7670-0400-0003
2009-04-14
Plate
2 (2)
HYUNDAI
MAN B&W 7670-0410-0001.0
I n s t r u m en t s
042
057
078
066
7670- 0410- 0001.0
Plat e
Doc-ID: 7670-0410-0001.0 1 (2)

HYUNDAI
7670-0410-0001.0 MAN B&W
Item
Ite m no Qt y Des
esiignatio
nationn
I n s t r u m en t s
042 - Autolog, measuring tool for crankshaft

057 - Feeler gauge
066 - Slide caliper
078 - Dial gauge and stand tool
7670- 0410- 0001.0
Plat e
2 (2) Doc-ID: 7670-0410-0001.0

HYUNDAI
MAN
MAN Diesel
B&W 7670-0410-0002
Instruments
7670-0410-0002
2008-07-25
Plate
Doc-ID: 7670-0410-0002 1 (2)

HYUNDAI
7670-0410-0002 MAN
MANDiesel
B&W

Instruments
012 - Pressure gauge

7670-0410-0002
2008-07-25
Plate
2 (2) Doc-ID: 7670-0410-0002

2013-02-26 - en
MAN
MANB&W
B&W
HYUNDAI
Plate Working Platforms

7670-0600-0010
1 (2)
7670-0600-0010
HYUNDAI
7670-0600-0010 MANB&W
MAN B&W

Working Platforms
010 - Platform board

021 - Platform board
7670-0600-0010
2013-02-26 - en
Plate
2 (2)
HYUNDAI
MAN B&W
MAN Diesel 7940-0100-0002
Spare Parts This chapter of the instruction book is intended to provide the user with infor-
Spare Parts
mation regarding spare parts and the ordering of spare parts.
Please not that spare part plates are also found in the back of all relevant chap-
ters of the instruction book.
7940-0100-0002
Preface Chapter
2009-09-04-en
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 8240-0100-0002
Installation This chapter of the instruction book is intended for information related to the in-
Installation
stallation of the engine in the vessel (or power plant).
8240-0100-0002
Preface Chapter
2009-09-04-en
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 8540-0100-0002
Delivery This chapter of the instruction book is intended for information related to the
Delivery
delivery of the engine to the ship yard (or power plant).
8540-0100-0002
Preface Chapter
2009-09-04-en
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 8840-0100-0002
This chapter is intended for service documentation supplied by MAN Diesel af-
Service Info
ter the initial delivery of the engine.
8840-0100-0002
Preface Chapter
2009-09-04 - en
1 (1)
HYUNDAI
MAN B&W
MAN Diesel 9140-0100-0002
This chapter is intended for documentation regarding units on the complete
Sub Suppliers Info

MAN Diesel product which is not documented by MAN Diesel (MAN Diesel’s
Sub-suppliers), supplied by the Engine builder.
9140-0100-0002
Preface Chapter
2009-09-04 - en
1 (1)
HA NM I POW ER HDFD-1100
ISO 9001 MANUAL NO : HDFD-1100-0.15(2014.01)HHI
INSTRUCTION MANUAL
FUEL VALVE TEST DEVICE
MODEL : HDFD-1100
HANMI HYDRAULIC MACHINERY CO., LTD.

(Sam nak-dong) 24, Nakdong-daero 1420beon-gil
S a s a n g - k u , B u s a n , K o r e a
Tel. +82 51 305 2511 / Fax. +82 51 301 1721
E - m a i l : h m p @ h a n m i h y d . c o m
PAGE : 1
ISO 9001
CONTENTS
A. SPECIFICATIONS PAGE 2
B. OPERATION INSTRUCTIONS PAGE 3
C. TROUBLE-SHOOTING FOR THE HDFD-1100 TEST RIG PAGE 7
D. OUTLINE OF THE HDFD-1100 PAGE 8
E. OIL CHART PAGE 9
APPENDIX
- GENERAL ASSEMBLY (DWG NO. M12-7100-0)
- CIRCUIT DIAGRAM (DWG NO. M12-7100-1)
- ASSEMBLY DRAWING (DWG NO. M12-1100-0)
- TOOLS (DWG NO. M12-7112-0)
- SPARE PARTS (DWG NO. M12-7113-0)

PAGE : 2
ISO 9001
A. SPECIFICATIONS
1. MODEL NO : HDFD-1100
2. OUTPUT PRESSURE : 0~1300 BAR AT 10 BAR AIR INPUT
.0~900 BAR AT 7 BAR AIR INPUT
3. AIR CONSUMPTION : 60.5 LITERS/CYCLE AT 10 BAR INPUT
.44 LITERS/CYCLE AT 7 BAR INPUT
4. MAX. FLOW AT NO PRESSURE : APPROX. 1.2 LITERS/MIN AT 7 BAR AIR INPUT

5. DISPLACEMENT PER CYCLE . : 17.2㎤
6. PUMP SPEED : APPROX. 60 CYCLES/MIN. AT 7BAR AIR INPUT
7. OIL TANK CAPACITY : 6 LITERS
8. WEIGHT : ABT. 115kg AT EMPTY
9. DIMENSION : 885mm X 638mm X 1700mm
10. POWER SUPPLY : SINGLE PHASE 90~260V AC
11. CLASSIFICATION : GAUGE-CLASS 1.0, DISPLAY 0.2
PERFORMANCE CURVES
PAGE : 3
ISO 9001
B. OPERATION INSTRUCTIONS
The HDFD-1100 ensures the correct testing of MAN B&W Diesel slide fuel valve.
The atomizing test cannot be executed.
The below procedure for fuel-valve testing is to be in compliance with the MAN B&W Diesel A/S guidelines
for testing of fuel injection valves. Please refer to the MAN B&W manual for general fuel valve
maintenance.
All numbers in the text refer to the numbers found on the HDFD-1100 front panel
(see the figure 1, Unit Layout illustrated overleaf.)
Pre-testing preparations :
Before performing any of the tests, the slide-valve must be completely filled with test-oil :
! CAUTION
"A coupling is separately packed when a product is supplied"
When a product is supplied, the coupling is separately packed under an unassembled state.
Assemble the coupling packed in tool box to the product.
(see the figure of page 8, No 10 " fuel outlet" coupling)
Turn Switch  to position OPENING PRESSURE
Close Pressure Release Valve  by turning clockwise
Turn Pressure Control Valve  clockwise, until the WORKING PRESSURE Display  shows a
pressure above zero*
The valve is now filled with oil. When clear oil without air-bubbles tickles from the venting hole
through the breathing-pipe, the valve is full
! Please connect vent hose to valve venting hole in advance. ( See next page picture:
vent hose)
But in case of O-ring seal test, remove the vent hose, then block vent hole to use plug.
Turn Pressure Control Valve  counter-clockwise to switch off air supply
Open Pressure Release Valve  by turning counter-clockwise

* NOTE: The HDFD-1100 FUNCTION may be activated during this process, which stop operation.
Turn Switch to RESET and back to OPENING PRESSURE to resume pre-testing preparations.
PAGE : 4
ISO 9001
VENT HOSE SPRING HOUSING

Refer to the page.13 (No.1-21).
! In case of following function test

please make sure to connect vent hose
to fuel valve.
- Venting function.
- Opening pressure.
- Leak test.
! If fuel valve vent hole is blocked

by plug Oil is not spray.
( Figure. VENT HOSE)

Test A : Venting function
Before performing any of the tests, the slide-valve must be completely filled with test-oil, as
described in the section "Pre-testing preparations".
Turn Switch  to RESET position
Close Pressure Release Valve 

Turn Switch  to VENTING PRESSURE position
Slowly adjust Pressure Control Valve  until the system automatic turns off the Air pump
approx. 160 bar
The pressure will slowly decrease on the WORKING PRESSURE Display . When the internal
leak slide valve opens, the venting pressure is shown on OPENING + VENTING PRESSURE
Display .
Close pressure control valve - turn it counter-clockwise
Open Pressure Release Valve  - turn it counter-clockwise

PAGE : 5
ISO 9001
VENT HOSE
❽
❼
❺ ❻
❶ ❷ ❸
( Figure 1, Unit Layout )
.ⓛ Full Stroke Push Button

② Pressure Release Valve
③ Pressure Control Valve
⑤ Switch (VENTING / RESET / OPENING)
⑥ Air Pressure Gauge (0~10bar)
⑦ Pressure Display (VENTING + OPENING PRESSURE)
⑧ Pressure Display (WORKING PRESSURE)
PAGE : 6
ISO 9001
Test B : Opening pressure The atomizing test cannot be executed.
Turn Switch  to RESET position.

Turn Switch  to OPENING PRESSURE position
Slowly adjust Pressure Control Valve  until WORKING PRESSURE  is around 150bar
Press FULL STROKE Push Button 
Increase pressure using Pressure Control Valve  until opening pressure is reached
The opening pressure is shown on the OPENING + VENTING PRESSURE Display 
.the pump stops automatically
Close Pressure Control Valve  - turn it counter-clockwise
Test C : Leak Test

Turn Switch  to OPENING PRESSURE position
Press FULL STROKE Push Button 
Slowly Adjust pressure using Pressure Control Valve  until displayed WORKING PRESSURE
 is .10-20bar below the opening pressure measured in Test B
Test D : O-ring Seal Test

Dismantle breathing pipe from the venting hole in the fuel-injection valve head/fixture
Plug venting hole with plug supplied with the valve holder
Turn Switch  to VENTING PRESSURE position
Decrease air pressure using Pressure Control Valve  until manometer ⑥ reads 0bar
Read pressure from WORKING PRESSURE Display . The displayed pressure should remain
.stable for a few minutes
PAGE : 7
ISO 9001
C. TROUBLE-SHOOTING FOR THE HDFD-1100 TEST RIG
Problem Possible solution Explanation Remark
No tests can be preformed Turn Switch  to RESET and

When the electronic blocking
Inlet pressure reads 0bar back to OPENING PRESSURE
system in the HDFD-1100 is
at all times (air pressure
activated, air supply to the
gauge ⑥ although air
unit is blocked. The magnet
supply is working
valve is"released" by resetting
the unit.
Make sure that the valve is Air inside the fuel valve
Air supply is turned off
filled with oil (clear oil is tickling results in malfunction of the
almost immediately after
from venting hole when electronic pressure
test is started
Pressure Control Valve is transmitter.
turned a few times(clockwise)
before attempting to run a test.
Follow instruction above test A
before attempting to run the
desired test again
Reset the unit, and start the

Air supply is turned off test again. press the "FULL
when Full Stroke Button
STROKE" Button  while the
is pressured
Turn Switch  to Reset and
back to OPENING PRESSURE
The HDFD-1100 is plugged Consult with Maker HANMI for

in and turned on, but air maintenance advice.
supply is never blocked
The display on the HDFD-1100 Check power supply

box is not working
PAGE : 8
ISO 9001
D. OUTLINE OF HDFD-1100



 


Pos. 1 Full Stroke Valve (Push Button) . (HM-FD01-01)

Pos. 2 Pressure Release Valve .. (HM-FD04-02)
Pos. 3 Pressure Control Valve / pneumatic reducing valve . (HM-FD04-03)
Pos. 4 Pressure transducer (inside HDFD unit) . . .(HM-FD04-04)
Pos. 5 Switch (VENTING PRESSURE/RESET/OPENING PRESSURE) . . (HM-FD04-05)
Pos. 6 Air Pressure Gauge for "Inlet air pressure"(0~10bar) . (HM-FD04-06)
Pos. 7+8 Pressure Display with two displays . . ..(HM-FD04-07)
Pos. 9 Adapter "air inlet"M42x2
Pos. 10 High Pressure Outlet "fuel outlet" .(HM-FD04-10)
Pos. 11 Filler cap with strainer (inside HDFD unit) .. (HM-FD04-11)
Pos. 12 Oil filter (inside oil tank) .(HM-FD04-12)
Pos. 13 2-Way pneumatic valve(inside HDFD unit) ..(HM-FD04-13)
Pos. 14 Pump AHP-1100(inside HDFD unit) . . . (12-1100-0.0)
PAGE : 9
ISO 9001
E. OIL CHART
1. Recommendable Oil for Testing

Rust-preventing hydraulic oil with viscosity of 7-10 cST at 50℃.
2. Initial Filling Quantity

Fill the oil until the level gauge indicates between High and Low.
No further replenishment of the oil is required thanks to the close circuit.
(see figure 2, Oil level gauge)
3. Draining oil
(see figure 3, Oil tank)
Filter cap with

strainer
(Filling oil)
Oil Filter
( figure 2, Oil level gauge ( figure 3, Oil tank )

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HYUNDAI

Preface Chapter Fuel System ... ............................................................ 4240-0100-0001

Drawing Residual Fuel Standards ... ......................................... . 4255-0100-0003

Tool Plate Fuel System Panel Tools ... ......................................... 4270-0010-0020

Plate Fuel Oil System ... ....................................................... 4272-0010-0007

Fuel valve ... ............................................................... . 4272-0200-0006

Electronically controlled fuel injection

01. Fuel Oil High Pressure Pipes

02. Fuel Valve

Functioning The functioning of the fuel valve is as follows:

Doc. ID: 4240-0100-0001  (2)

05. Fuel Oil Pressure Booster

The booster housing is attached to the HCU-block by studs and nuts.

13. Shock absorber

 (2) Doc. ID: 4240-0100-0001

For reference purposes, an extract from relevant standards and specifications is

water settled during the stop.

3.2 Analysis of Samples

3.3 Sampling Equipment

4 Guiding Fuel Oil Specification

4.1 Heavy Fuel Specifications

Based on our general service experience we have, as a supplement to the above-

Carbon residue %(m/m) 20

Ash %(m/m) 0.15

Guiding specification (maximum values) Unit Fuel Oil

Pressurerised Fuel Oil System

Drawing 4255-0105 shows the fuel system.

In addition, a spring-loaded overflow valve is fitted, which functions as a by-pass

This is carried out by:

• Changing to diesel oil in due time before the engine is stopped,

2 Fuel Oil Pressure

Carry out the same adjustment with supply pump No. 2.

These impurities can:

Effective cleaning can only be ensured by means of centrifuges.

To obtain optimum cleaning, it is of the utmost importance to:

For efficient removal of water by means of a conventional purifier, the correct

Centrifuge Capacity: Series or Parallel Operation

However, it is recommended to follow the maker’s specific instructions,

Regarding the determination/checking of the centrifuging capacity, we generally

1.3 High Density Fuels

Improved centrifuges, with automatic de-sludging provides adequate separation of

The centrifuges should be operated in parallel or in series according to the maker’s

1.5 Fine Filter

A homogeniser should be inserted before a possible fine filter in order to minimise

1.6 Super Decanters

As a supplement only, a super decanter may be installed. This is, in principle, a

2 Fuel oil stability

As a consequence, fuel mixing should be avoided to the widest possible extent.

Service tank stratification can be counteracted by recirculating the contents of the

3 Preheating before Injection

The necessary preheating temperature is dependent upon the specific viscosity of

Inadequate preheating (i.e. too high viscosity):

• will influence combustion,

Depending upon the viscosity/temperature relationship, and the viscosity index of

Recommended viscosity meter setting is 10-15 cSt.

3.2 Fuel Preheating during engine standstill

3.3 Starting after engine standstill

4 Other Operational Aspects

4.2 Fuel change-over

Change-over can be performed at any time:

it is very important to carefully follow the temperature / load requirements of the

filter operation in case of incompatibility.

During change-over two factors are to be kept under observation:

Doc. ID: 4240-0100-0001 (2)

(2) Doc. ID: 4240-0100-0001