Engineer's Handbook - General Part

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Engineer’s
Handbook
General Part
Caterpillar confidential: yellow

Engineer’s Handbook
m General Part c
Edition Service Document of Page

11.11.2004 Caterpillar Motoren GmbH & Co. KG 2
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Engineer’s
Handbook
General Part
User Instructions

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User Instructions for the Engineer’s Handbook
Please notice the following points
1. This Handbook is only to be made accessible to employees of the Caterpillar-

Group and its authorized partners. The explanations are described in a way, that
only qualified employees will carry out the mounting process without mistakes.
Customers should not come into possession of the Engineer’s
Handbook!!!
2. Please consider this Handbook as a supplement to the engine operating

instructions. It should provide a fast and easy overview of the engine-specific
data. This Handbook does not pretend to be all-inclusive nor up to date.
3. This Engineer’s Handbook is only intended for our authorized partners. All rights
reserved for this document. All technical data contained in this Handbook
operating instructions must neither be reproduced, distributed nor utilized for
competitive purposes or disclosed to third parties without our express approval.
4. We will try to keep the Engineer’s Handbook always up to date. To this end we
need your assistance. Please let us know if you recognize any faults or the
described working methods do not meet the requirements of practice.
5. The relevant provisions of the accident safety and prevention

regulations and the regulations of the respective liability insurance
association or institution must be followed for all operating activities.

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Engineer’s
Handbook
General Part
Table of Contents

m General Part c
Table of Contents
User Instructions .................................. 3

User Instructions for the Engineer’s Handbook ........................ 4
Table of Contents ................................. 5

Table of Contents .......................................................................... 6
Operating Media ................................. 19

Operating Media - Engine Fuels ................................................ 20
- Distillate fuel ...................................................................................................................... 21
- Pure distillates .................................................................................................................. 21
- Distillates or mixed fuels ................................................................................................ 21
- Extract of ISO 8217 : 1996 table 1 .................................................................................... 22
- ISO-F-DMB and -DMC ......................................................................................................... 23
- Heavy fuels ......................................................................................................................... 23
- ISO-Specification (ISO 8217) ............................................................................................ 24
- CIMAC-Specifications ...................................................................................................... 24
- BSI-Specification ................................................................................................................ 24
- CCAI ..................................................................................................................................... 25
- Notes to the specification of the permissible limits ................................................ 25
- Chemical components .................................................................................................... 26
- Note cracking ..................................................................................................................... 26
- Fuel additives ..................................................................................................................... 26
- CCAI - limit curves ............................................................................................................ 27
- Admissible limit specification for the operation with heavy fuel ........................ 29

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Table of Contents
Operating Media - Engine Lubricating Oil ................................ 31

- Engine lubricating oil ........................................................................................................ 31
- Base oil ................................................................................................................................ 31
- Additives ............................................................................................................................. 31
- Care of lubricating oil ....................................................................................................... 31
- Lubricating oil filtering (by-pass) .................................................................................. 31
- Lubricating oil brand recommendations - limitation of warranty ......................... 32
- List of brands of lubricating oil for operation with distillate fuel ......................... 32
- List of brands of lubricating oil for heavy oil operation .......................................... 33
- Lubricating oil changing .................................................................................................. 34
- Note serviceability / exchange period: ......................................................................... 35
- Limit lubricating oil dilution by fuel .............................................................................. 36
- Limit alkalinity (TBN) ......................................................................................................... 36
- Limit water content .......................................................................................................... 36
- Limit contamination ......................................................................................................... 36
- Limit lubricating oil for exhaust turbocharger,
hydraulic governor and change-over controls ......................................................... 36
- Summary lubricating oil .................................................................................................. 37
- Multi-purpose grease ...................................................................................................... 38
Operating Media - Recirculating Cooling Water....................... 39

- Recirculating cooling water ............................................................................................ 39
- Requirements for the cooling water ........................................................................... 39
- Water harness, pH value ................................................................................................. 40
- 1.0.0 treatment of cooling water with corrosion inhibitors .................................... 40
- 1.1.0 anti-corrosion oil ..................................................................................................... 41
- 1.2.0 chemical corrosion inhibitors .............................................................................. 41
- 2.0.0 checking and care of the treated water ............................................................. 42
- 2.1.0 anti-corrosion oil ..................................................................................................... 42
- 2.2.0 chemical corrosion inhibitors. ............................................................................. 42
- 3.0.0 changing the cooling water ................................................................................... 43
- 3.1.0 anti-corrosion oil emulsion ................................................................................... 43
- 3.1.1 cleaning the cooling water chambers before changing the emulsion ...... 43
- 3.2.0 chemical corrosion inhibitors .............................................................................. 43
- 4.0.0 cooling water with anti-freeze agent .................................................................. 43
- 5.0.0 cleaning the cooling water chambers ................................................................ 43
- Hazardous note cleaner .................................................................................................. 44
- Determining the cooling water mixture for 10° dGH ................................................. 44
- Emulsion freshening for intensive concentration .................................................... 45
- Emulsion freshening for weak concentration ........................................................... 45

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Table of Contents
Engine Fuel Diagram ......................... 49

- Viscosity-temperature-sheet ........................................................................................ 51
- Requirements for residual fuels for diesel engines ............................................... 52
Operating Media Gas Engine ............ 53

Operating Media Gas Engine ..................................................... 54
- Engine fuels ....................................................................................................................... 54
- Recirculating cooling water ............................................................................................ 54
Operating Media Gas Engine Lubricating Oil .......................... 55

- Engine oil ............................................................................................................................. 55
- Base oil ................................................................................................................................ 55
- Additives ............................................................................................................................. 55
- Lube oil treatment ............................................................................................................ 55
- Engine oil recommendations ......................................................................................... 55
- Index of brands for use with distillate fuel ................................................................ 56
- Changing engine oil ......................................................................................................... 56
Torque Specification .......................... 63

Torque Specification for Bolted Connections ......................... 64
Bearing Judgement, Bearing Outline67

Bearing Judgement / Bearing Type ........................................... 68
- General ................................................................................................................................ 68
- New bearings ..................................................................................................................... 68
- Bearings in operation ...................................................................................................... 68
- Tri-metal bearings ............................................................................................................ 68
- Structure of the tri-metal bearing ................................................................................. 68
- Bi-metal bearings .............................................................................................................. 69
- Structure of the bi-metal bearing ................................................................................. 69
- Miba - Rillenlager ............................................................................................................... 69
- Structure of the Rillenlager ............................................................................................ 69

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Table of Contents
Bearing Judgement / Tri-metal Bearing .................................... 70

- Judgment / kind of abrasion .......................................................................................... 70
- Explanation figure 1 tri-metal bearing .......................................................................... 73
- Tri-metal bearing Fig. 1 .................................................................................................... 75
- Tri-metal bearing Fig. 2, I - VI .......................................................................................... 76
- Tri-metal bearing Fig. 3, A-F ............................................................................................ 77
- Tri-metal bearing Fig. 3, A - C ......................................................................................... 78
- Tri-metal bearing Fig. 3, D - F .......................................................................................... 79
Bearing Judgement / Bi-metal Bearing ..................................... 81

- Possible bearing faces for reassembly ...................................................................... 81
- Possible bearing faces for replacing ........................................................................... 81
- Bi-metal bearing fig. 1 ...................................................................................................... 83
Bearing Judgement / Miba Rillenlager ...................................... 89

- Criteria for replacement of the Rillenlager ................................................................ 89
- Reuse of Rillenlager possible ........................................................................................ 90
- Reuse or replacement of Rillenlager possible .......................................................... 92
- Replacement of Rillenlager necessary ........................................................................ 94
Bearing Judgement / Bearing Steel Back ................................. 96

- Working traces .................................................................................................................. 96
Bearing Outline ............................................................................ 97

- M20 ....................................................................................................................................... 98
- M25 ....................................................................................................................................... 98
- M32 ....................................................................................................................................... 99
- GCM 34 ............................................................................................................................... 100
- M43 ..................................................................................................................................... 101
- M281, M282, M331, M332, M351 ..................................................................................... 102
- M451, M452, M453 ............................................................................................................ 105
- M551 .................................................................................................................................... 110
- M552 .................................................................................................................................... 111
- VM551 ................................................................................................................................. 112
- VM552 ................................................................................................................................. 114
- M35 ...................................................................................................................................... 116
- M601 .................................................................................................................................... 117

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Table of Contents
Oil Mist Detector............................... 123

Oil Mist Detector ........................................................................ 124
- General .............................................................................................................................. 124
Oil Mist Detector VN 115, VN 116, VN 215 ................................ 125

- Installation ........................................................................................................................ 125
- Putting into operation .................................................................................................... 126
- Function tests .................................................................................................................. 126
- Disturbances .................................................................................................................... 127
- Trouble shooting ............................................................................................................. 127
- Further reasons for possible disturbances: ........................................................... 128
Oil Mist Detector MEV 281 ........................................................ 129

- Standard data ................................................................................................................... 129
- Sensors ............................................................................................................................. 129
- Analyzer unit .................................................................................................................... 130
- Display of the analyzer unit ........................................................................................... 130
- Speed sensor .................................................................................................................. 131
- Fuel rack signal ............................................................................................................... 131
- Tube element ................................................................................................................... 131
- Optical line ........................................................................................................................ 131
- Pressure measuring ..................................................................................................... 131
- Programming ................................................................................................................... 132
- Setting of built-in real time clock at first installation ............................................. 132
- Parameterlist ................................................................................................................... 133
- Engine problems ............................................................................................................. 135
- System reaction .............................................................................................................. 135
- System malfunction ....................................................................................................... 136
- Exchanging of the receiver / transmitter .................................................................. 137
- Exchange of the electronic box / sensorbox ............................................................ 137
- Recalibration of the pressure sensor offset ........................................................... 138
- Exchange of the analyzer unit ...................................................................................... 139
- Oil mist alarm test .......................................................................................................... 139
Expansion Joints.............................. 145

Expansion Joints ........................................................................ 146
- Fitting instructions for rubber expansion joints .................................................... 146

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Table of Contents
Instruction Cards ............................. 149
Instruction Cards ....................................................................... 150
- Possibilities for high exhaust gas temperatures ................................................... 150
- Possibilities for exhaust valve damages .................................................................. 150
- Pre-ignition ....................................................................................................................... 151
- Engine does not attain the desired output or even stops. ................................... 151
- Lubricating oil consumption too high ....................................................................... 152
- Retarded ignition ............................................................................................................ 152
- Turbocharger surging ................................................................................................... 153
- Irregular charger surging ............................................................................................. 153
- Overspeed ........................................................................................................................ 154
- Preheating of diesel engines ...................................................................................... 154
- Cold start of the engine in HFO operation ................................................................. 155
- When stopping the engine operation on heavy fuel oil,
particular attention must be paid to the following: ............................................... 155
- Air supply in the engine room ..................................................................................... 155
- Grinding of individual or all main or big end bearing journals ............................. 156
- Drilling of the whole line of main bearing bores ..................................................... 156
- Mounting instructions for exhaust gas expansion joint after turbocharger ... 157
- Blockage of fuel injection pump .................................................................................. 158
- Fuel injection valve ......................................................................................................... 160
- Piston rings ...................................................................................................................... 161
- Lubricating oil pressure too low, checks ................................................................. 164
- Valve rotators .................................................................................................................. 165
- Influence of the turbocharger contamination at exhaust gas end ..................... 166
Speed Governor................................. 171

Speed Governor ......................................................................... 172
- General .............................................................................................................................. 172
- Operation .......................................................................................................................... 172
- Parallel operation of three-phase current generators ......................................... 172
- Points which must be strictly observed in parallel operation ............................... 173
Speed Governor / Woodward UG8D, UG40D ........................... 175

- Setting ............................................................................................................................... 175
- Feedback setting ............................................................................................................ 175
Speed Governor / Woodward PGA Governor ............................ 176

- Basic settings Woodward PGA governor .................................................................. 176
- Flow sheet control circuit ............................................................................................. 177
- Flow sheet control circuit ............................................................................................. 178
- Engine stop ...................................................................................................................... 180
- Engine operation ............................................................................................................. 181
- Speed droop setting ...................................................................................................... 182
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Table of Contents
Speed Governor / Regulareurs Europa Typ1500 ................... 183

- Setting: .............................................................................................................................. 183
- 1. speed stops (min. / max. stop) ............................................................................... 183
- 2. speed droop ................................................................................................................ 184
- 3. stabilization .................................................................................................................. 185
- 4. pneumatic speed setting .......................................................................................... 186
Electronic Speed Governor ..................................................... 187

- General .............................................................................................................................. 187
Electronic Indicator.......................... 191

Electronic Indicator ................................................................... 192
- Safety instructions ......................................................................................................... 192
- Temperature range ........................................................................................................ 192
- Switching on the device ................................................................................................ 193
- Switching off the device ................................................................................................ 193
- Set up adjustments ........................................................................................................ 194
- Background information ............................................................................................... 194
- Clock setup ...................................................................................................................... 196
- Carrying out measurements ....................................................................................... 196
- Measurement on a single cylinder ............................................................................. 197
- Measurement on all cylinders ..................................................................................... 198
- Display of statistical data ............................................................................................... 198
- Displaying statistics of a single cylinder ................................................................... 199
- Display of statistics of all cylinders ............................................................................ 200
- Deletion of measured values and statistical data of a single cylinder ............... 200
- Deletion of measured values and statistical data of the complete engine ...... 201
- Print out of statistics and measurement results ................................................... 201
- Transmission of statistical data and measured values to a PC .......................... 202
- Checking sensor calibration and recalibration ....................................................... 202
- Function ............................................................................................................................. 203
- Recharge of PREMET LS batteries ............................................................................... 204
- Charging of the external battery ................................................................................. 204
- Connection of the PREMET LS printer ........................................................................ 204
- Sending data to a PC ...................................................................................................... 205
- Installation of the PREMET transfer software on the hard disc C ....................... 205
- Starting the software from the hard disc ................................................................. 205
- Starting the software from the diskette ................................................................... 206
Heavy Fuel Operation ...................... 211

Specification for Heavy Fuel Operation .................................. 212
- Care and supervision .................................................................................................... 212
- Principal diagrammatic view of the heavy fuel circulatory system ........................ 212

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Table of Contents
Couplings ......................................... 217

Couplings ................................................................................... 218
- General .............................................................................................................................. 218
- Criteria for judging the VULKAN EZ elements ......................................................... 218
- Replacement of elements ............................................................................................ 220
- Disassembly of the outer element clamping .......................................................... 220
- Disassembly of the inner element clamping ........................................................... 220
- Disassembly of the EZ elements without torsional limit device ........................ 220
- Disassembly of the EZ elements with torsional limit device ............................... 220
- Assembly of the EZ elements without torsional limit device .............................. 222
- Assembly of the EZ elements with torsional limit device .................................... 222
- Assembly of the inner part .......................................................................................... 222
- Assembly of the outer part .......................................................................................... 222
- Bolt tightening torques for inner and outer element clamping .......................... 222
- Alignment instructions ................................................................................................. 223
- Examples of alignment .................................................................................................. 225
- Criteria for judging the VULKAN- Rato-S-/R-couplings ........................................... 228
- A guidance for Rato-S / R couplings ............................................................................ 231
- Interval for checking Rato couplings ......................................................................... 231
- Working instruction grinding ....................................................................................... 231
- Vulkan Rato - S - coupling ............................................................................................. 232
- Disassembly of the flexible part ................................................................................. 232
- Installation of the flexible part ..................................................................................... 233
- Alignment instructions for Rato-S / R couplings ..................................................... 233
- Examples of alignment .................................................................................................. 235
- Operational misfire - protection of the flexible coupling ...................................... 238
- Single-engine installations with fixed or CP- propeller ........................................ 238
Persons to Contact .......................... 245

Contact in Case of Technical Emergency ............................... 246

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m
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Engineer’s
Handbook
General Part
Operating Media

m General Part c
Operating Media - Engine Fuels
For the Caterpillar- MaK-engines used in shore-based and

ship-based operation according to their equipment condition
two product groups of fuels are allowed, these are:
* Distillate fuel *
* Heavy oil *
Operating media for gas engines are shown in a different

chapter.

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- Distillate fuel
The fuel should be a high quality mineral oil product, have good anti-oxidant properties, not
separate in storage or block the filters with wax exudation and should be free of mineral
acids.
One must differentiate between two types of distillate fuels:
- Pure distillates
pure distillates which are known as gas oil, marine gas oil, Diesel etc. These are fuels
with a relatively low sulfur content and very good ignition characteristic.
- Distillates or mixed fuels

Distillates or mixed fuels which are known as marine Diesel oil (MDO), Diesel fuel oil,
marine Diesel fuel (MFD) etc.
These types of fuel differ from the former types in general by their higher viscosity,
specific gravity and, in some cases, considerably larger tolerances.
Normal specifications for fuels:

Fuel type Gas oil Marine Diesel oil
1
ISO 8217 : 1996 ISO-F-DMA ISO-F-DMB-DMC
British Standard
2
MA 100:1996 - ISO 8217:1996 see ISO 8217
British Standard Class A 1 Class A 2

3
2869:1970 Class B 1 Class B 2
ASTMD No. 1 D No. 2 D

975 - 78 No. 2 D No. 4 D
DIN DIN EN 590 ---
Minimum requirement Fine filter Separator, fine filter,

for fuel preparation preheating to 50 °C
1 = International specification for marine-fuels

2 = MA 100 : 1982 was with drawn in September 1989
3 = Cancelled

m General Part c
- Extract of ISO 8217 : 1996 table 1
Requirements for marine distillate fuels
Note:
The values in this table are maximum or minimum values for each property. The actual
values for any batch of fuel may vary within these limits.
Characteristic Test Limit Designation ISO-F

method DMA DMB DMC
Density at 15 °C, kg/m3 ISO 3675 max. 890.0 900.0 920.0
ISO 12185
Kinem. viscosity at 40°C; mm2/s) 2

ISO 3104 min. 1.50 -- --
max. 6.00 11.0 14.0
Flash point, °C ISO 2719 min. 60 60 60
3
Pour point (upper), °C
Winter quality ISO 3016 max. -6 0 0
Summer quality max. 0 6 6
Carbon residue, (micro carbon) % (m/m)

on 10 % distillation bottoms ISO 10370 max. 0.30 - -
Carbon residue, (micro carbon) % (m/m)

ISO 10370 max. - 0.30 2.50
Ash, % (m/m) ISO 6245 max. 0.01 0.01 0.05
Sediment by extraction, % (m/m) ISO 3735 max. - 0.07 -
Total existent sediment, % (mm) ISO 10307-1 max. - - 0.10
Water, % (V/V) ISO 3733 max. - 0.30 0.30

Cetane number ISO 5165 min. 40 35 -
Visual inspection (see 6.2, next page)
Sulfur, % (m/m) ISO 8754 max. 1.50 2.00 2.00
Vanadium, mg/kg ISO 14597 max. - - 100
Aluminium + Silicium, mg/kg ISO 10478 max. - - 25
2
1 mm2/s = 1 cSt
3
Purchasers should ensure that this pour point is suitable for the equipment on board,
especially if the vessel is operating in both the Northern and Southern hemisperes.

m General Part c
6.2 Visual inspection: Inspect the sample in good light and at a temperature between
10°C and 25°C. It shall appear clear and bright.
- ISO-F-DMB and -DMC

have viscosity limit of 11 or 14 mm2/s (cSt)/40°C which is, however, not fully utilized in
commercial fuels from the large international fuel suppliers.
Pre-heating of the fuel can be dispensed with if the viscosity of the bunkered fuel at 40°C
is below 7 mm2/s (cSt).
If this value is exceeded and a pre-heating facility is not installed the next better quality
should be bunkered.
The fuel firms recommend that information about the available quality should be obtained in
good time from the places where bunkering is intended.
- Heavy fuels
(Viscosity in mm2/s (cSt) at 100°C, in the past at 50°C)
All fuels are called heavy fuels that consist in the main of residual oils from oil refining.
General Requirements:
The fuel must represent a homogenous mixture of hydro-carbon coming from the mineral
oil processing. The fuel must not contain other substances (e. g. mineral acids, alcali) if
not explicitly noted in the specification. Minor quantities of additives to improve special
fuel properties are permitted.
Depending on whether it is the highest available viscosity or a mixture with distillates to
abtain the required viscosity, the following designations are still used a lot at the present:
Bunker Fuel Oil (BFO)
Marine Fuel Oil (MFO)
Bunker C Fuel
Intermediate Fuel (IF)
Light Fuel Oil (LFO)
Thin Fuel Oil (TFO)
Various organizations, such as:

BSI - British Standards Institution
CIMAC - Conseil International des Machines á
Combustion
ISO - International Organisation for
Standardisation
are busy to find internationally applicable limit value specifications for marine fuels,
especially for heavy fuel oils, and because of their activities new designations will be
introduced to describe fuel properties.

m General Part c
- ISO-Specification (ISO 8217)
The ISO-Specification for Marine Fuels was issued in April 1987.
A revised edition was published in March 1996.
A classification according to quality characteristics and viscosities was introduced.
The classes differ from
ISO-F-RM1 A2 103 (before, e. g. IF30 with
satisfactory data)
up to ISO-F-RM H55 (before, e. g. IF 700 with in
case using the maximum limit
values)
1
RM = Residual Marine
2
Quality classification
3
Max. viscosity at 100 °C (mm2/s)
- CIMAC-Specifications
On the basis of the ISO-Specification, the CIMAC Working Group „Future Fuels" has
divided the fuels according to their physical and chemical data, which are decisive for a
reliable engine operation.
In accordance with ISO, identical character /figure combinations are used for the
identification of quality and viscosity,
e. g. CIMAC-A10 corresponds to ISO-F-RMA 10.
The CIMAC-Specification does not fully agree with the ISO-Specifications.
The most important differences are as follows:
- CIMAC provides fewer density limits for the A10 - D15 classes.
- Introduction of minimum viscosity with CIMAC.
The CIMAC-specification is the basis for the Caterpillar heavy fuel specification.
- BSI-Specification
The BS MA100 which came into force in 1982 was with drawn in September 1989. Since
then the contents of BS MA 100 conforms with ISO 8217.
The Caterpillar Heavy Fuel Specification indicates the equivalents of the CIMAC-
Specification and the ISO and BSI-Specifications.
The most important change is the limitation of:

Density (separability)
Carbon residue (Conradson) (combustibility)
Vanadium (hot corrosion)
Aluminium + Silicium (scuffing by catfines)
Pour Point (pumpability)
Sediment (stability)
A classification limit about the ignition quality could not be specified up to now in default of
suitable test methods.
The so-called CCAI is a useful indicator when assessing the ignition behaviour. (CCAI =
calculated Carbon aromaticity index).

m General Part c
- CCAI
The CCAI is determined from density D (kg/m3 t 15 degrees C) and vicosity V (mm2/s or
cSt at 50 degrees C) according to the following equation:
CCAI = D-141 log log (V+0.85)-81
In principle, the following applies: the higher the CCAI, the poorer the expected ignition
behaviour. Furthermore, the following applies: When taking a specific CCAI value as a
basis, there is more risk of a poorer ignition behaviour if the viscosity is low. Since the
CCAI is no measurement for the ignition behaviour, but rather an assessment aid,
absolute limit values cannot be specified.
The MaK / Caterpillar assessments make allowances for these factors:
A lower as well as an upper CCAI limit curve is defined depending on the viscosity, the
type of engine and the condition of the fittings and included in page 27 and page 28.
The three sub-ranges which develop in this manner mean the following:
Unrestricted permissible range.

Impairments by insufficient ignition
characteristics are not expected.
Ignition characteristics are predominantly

acceptable. Problematic fuels can,
however, not be excluded.
Range which should be avoided.

Impairments and even damage to the
engine can be expected.
The diagrams permit the determination of the permissible and/or maximum acceptable
density of a fuel in a simple manner, depending on its viscosity. 100°C is to be the
reference temperature for indicating the viscosity of a heavy fuel. The DIN A4 Page
shows the conversion to 50 °C or in Redw. I sec.
The heavy fuel grades permitted for MaK / Caterpillar engines can be found in the table
„Permissible limits for heavy fuels to burnt in MaK / Caterpillar engines" pages 29+30.
In so doing, you should ensure that restrictions with regard to the permissible densities
are possible, according to the valid CCAI limit curves. Pages 27+28.
- Notes to the specification of the permissible limits

The equipment of the engines and the fuel treatment system are decisive for the
determination of the permissible heavy fuel grade. There may be restrictions, for instance,
if the engine has no cylinder lubrication, the exhaust valve seat rings have no cooling or
the pistons are of the monobloc aluminium type. Fuels to CIMAC-A10 are to be used in
such cases. MaK / Caterpillar should be contacted if necessary.

m General Part c
- Chemical components
A high vanadium content accelerates corrosion on the exhaust valves, and this must be
taken into account when fuelling in the Caribbean area.
It will frequently happen in the near future that the limits of the MaK / Caterpillar heavy fuel
specification are reached owing to a general change on the fuel market. If it is intended to
take such fuels for a, lengthy period of time and the owners have no experience with
this, we recommend to contact MaK / Caterpillar first. The sodium and water content should be
kept as low as possible after the separator (water less than 0.2 % weight). The ash
content determines the mechanical wear. So preference should be given to heavy fuel
with a low ash content.
Mixing of fuel components to obtain the desired viscosity should be done in suitable mixing
appliances before bunkering.
A separate filling of the two components into the ship bunker as well as the use of mixed
components that are incompatible can cause a great deal of trouble.
If there are mixing facilities on board ship the compatibility of the components must be
assured by the supplier.
The technical development in handling of crudes has led to a noticeable increase in the
proportion of fuels from new refining processes (catalyst cracking, visbreaking) with
which mixing presents more of a problem than with the established heavy fuels. It is
therefore preferable to bunker ready mixed fuels.
- Note cracking
In the residues from catalyst cracking there can be catfines which lead to extensive
engine wear if they are not separated out very carefully.
The flash point of the heavy fuel must be above 60°C in accordance with the
requirements of the classification societies.
In any case a sample of the heavy fuel should be taken while bunkering. Analyses can be
carried out by MaK / Caterpillar against payment of costs incurred or by the fuel supplier.
Heavy fuel operation makes necessary the use of a medium alkaline lubricating oil in
accordance with our recommendation of lubricating oil brands.
- Fuel additives
Two types of fuel additives, classified here according to their main effects, are used in
various cases as required:
a) Demulsifying additives (emulsion breakers) These additives, put in during
bunkering, can prevent sludge-like agglomerations and break up stable water-heavy
fuel emulsions in heated settling tanks which could not be separated in a simple
separating process (mixing proportions 1 : 3000 to 1 : 6000).
Proven additives can be obtained from most oil or additive suppliers.
b) Additives against high-temperature corrosion
High-temperature corrosion can occur on exhaust valves and turbine blades when
burning heavy fuel containing vanadium and sodium. MaK / Caterpillar does not require
additives against high-temperature corrosion. Should they be used, however, it must at
least be ensured that they are not sensitive to water, compatible with the fuel in any
case and no cause of troubles, in the fuel filters, for instance.

m General Part c
- CCAI - limit curves
applicable for MaK / Caterpillar engines series
M282 - M332 - M452 - M453 - M551 - M552
Density
(kg/l 15° C)
to be avoided *
limited
approved *
permissible
Viscosity (cSt 50° C

m General Part c
- CCAI - limit curves
applicable for MaK / Caterpillar engines series
M20 - M25 - M32 - M43 - M453C - M552C M601 - M601C
Density
(kg/l 15° C)
to be avoided *
limited
approved *
permissible
Viscosity (cSt 50° C

m General Part c
- Admissible limit specification for the operation with heavy fuel
in MaK- / Caterpillar- engines
Limit M20 M25 M32 M43
specification
CIMAC A 10 X X X X
CIMAC B 10 X X X X
CIMAC C 10 X X X X
CIMAC D 15 X X X X
CIMAC E 25 X X X X
CIMAC F 25 X X X X
CIMAC G 35 X X X X
CIMAC H 35 X X X X
CIMAC K 35 (X) (X) (X) (X)
CIMAC H 45 X X X X
CIMAC K 45 (X) (X) (X) (X)
CIMAC H 55 X X X X
CIMAC K 55 (X) (X) (X) (X)
X = admissible (X) = admissible in connection with

suitable treatment system only
(increased density limit)
Caution: Observe CCAI limit curves

m General Part c
- Admissible limit specification for the operation with heavy fuel
in MaK- / Caterpillar- engines
Limit M601C M552C M453C M452 M332C M332
Specification M601 M552 M453 M282
M551
CIMAC A 10 X X X X X X
CIMAC B 10 X X X X X X
CIMAC C 10 X X X * X O
CIMAC D 15 X X X * X O
CIMAC E 25 X X X * X O
CIMAC F 25 X X X * X O
CIMAC G 35 X X X * X O
CIMAC H 35 X X X * X O
CIMAC K 35 (X) (X) (X) * (X) O
CIMAC K 45 (X) (X) (X) * (X) O
CIMAC K 55 (X) (X) (X) * (X) O
X = admissible (X) = admissible in connection with

suitable treatment system only
(increased density limit)
O = on consultation with Caterpillar, * = no admitted

special measures are e. g.
required for „one-fuel ships“
Caution: Observe CCAI limit curves
Provided the other limits defined by the CIMAC specification are met, the following
deviations from the maximum CIMAC viscosities can be admitted in addition:
Viscosity 100° C 22 22 22
mm2/s cSt 180 180 180

m General Part c
Operating Media - Engine Lubricating Oil
- Engine lubricating oil
The quality of the engine oil has a large influence on the service life and engine efficiency
and thus the economical operation.
High demands must therefore be placed on the lubricants to be used in respect of
suitability.
The oil to be used should be selected according to the specifications of the fuel which is
used to run the engine.
When using heavy fuel the effect of the increased amounts of coke-type and acid
deposits which form during combustion as a result of the high ash and sulfur content,
must be rendered harmless and for this reason only lubricating oils which have been
developed for medium-speed trunk piston Diesel engines are approved.
On engines which are equipped with special cylinder lubrication the same oil should be
used in the circulation system and for the cylinder lubrication.
- Base oil
The base oil should be a high-quality solvent refined product from a source suitable for
engine lubricating oil and have a good oxidation stability as well as a good load carrying
capacity and thermo stability.
Regenerated oils are not permitted.
- Additives
The additives in the oil must remain effective and uniformly distributed at all temperatures
occurring in normal operation between pour point and 220°C as well as in storage and
also fulfill the following requirements in MaK / Caterpillar engines:
Good detergent and dispersant properties (which for heavy fuel operation equals at
least the API-CF level) to prevent the depositing of combustion products (coke and
asphalt-like compositions) or dissolves these deposits and keeps them in suspension.
Have an adequate alkalinity in order to be able to neutralize the sulfur acid
compositions which occur during the combustion process. This is usually given as
the Base Number (BN), or as Alkalinity Value (AV) and recorded in mgKOH/g. For
Caterpillar engines operating on heavy fuel this value should be between 30 and
40 mg KOH/ g for fresh oils.
- Care of lubricating oil

The time between oil changes can be lengthened by the use of separators, oil centrifuges
and by-pass filters.
Mechanical filters suitable for filtering blended oils may be used only. Chemically active
filters are not permitted.
- Lubricating oil filtering (by-pass)

By-pass oil cleaning in separators is specified for heavy-fuel operation because the
finely distributed combustion deposits cannot be removed effectively from the oil in
any other way. The separator capacity should be designed in accordance with the
Instructions for Heavy-Fuel Operation. One stipulation for good separation of the
lubricating oil is a low viscosity which requires a correspondingly high temperature.

m General Part c
When separating the temperature should be between 90 and 95 °C.
For gas oil or MDO operating by-pass filters can be used instead of separators.
Lubricating oil filtering (full flow)
In order to combat the higher amount of contamination in the lubricating oil when
operating on heavy fuel, the installation of an „Automatic back-flush filter" in
conjunction with a following indicator filter as double filter is necessary. (See the
details in the Instructions for Heavy-Fuel Operation.)
For gas oil or MDO operation, a double filter with manual change-over is
sufficient.
Exception: automatic filters
- Lubricating oil brand recommendations - limitation of warranty

In most cases, the firm´s name is part of the brand designation of the lubricating oil and
should, when ordering, be placed in front of the designation to avoid confusion. MaK / Caterpillar
has insufficient experience with brands of lubricating oil listed in column II. The intended
use of any of these oils must therefore be discussed with the engine manufacturer
beforehand as otherwise the warranty is no longer valid.
MaK / Caterpillar has no experience with oils not mentioned here. MaK / Caterpillar cannot give any
guarantee for the oil used because, for example, the composition and manufacture cannot
be influenced by MaK / Caterpillar. Furthermore no guarantee can be given for poor quality
engine and lubricating oil care nor for the use of non-approved fuels. Proof that a defect
has not been brought about by the lubricating oil must be provided by the user.
- List of brands of lubricating oil for operation with distillate fuel

The viscosity class SAE 40 is specified for all MaK / Caterpillar engines.
Lubricating oil firm Lubricating oil brand I II

AGIP DIESEL SIGMA S X
CLADIUM 120 X
BP ENERGOL DS 3-154 X
VANELLUS C3 X
CALTEX DELO 1000 MARINE X
DELO 2000 MARINE X
CASTROL MARINE MLC X
MHP 154 X
TLX PLUS 204 X
CEPSA KORAL 1540 X
CHEVRON DELO 1000 MARINE OIL X
DELO 2000 MARINE OIL X
ELF LUBMARINE DISOLA M 4015 X
AURELIA 4030 1 X
ESSO EXXMAR 12 TP X
EXXMAR CM+ X
ESSOLUBE X301 X

m General Part c
MOBIL MOBILGARD 412 X
MOBILGARD ADL X
MOBILGRAD M430 1 X
MOBILGARD 1-SHC 2 X
SHELL GADINIA X
SIRIUS FB X
ARGINA S X
ARGINA T 1 X
TEXACO TARO 12 XD X
TARO 16 XD X
TARO 20 DP X
TOTAL FINA ELF RUBIA FP X
HMA SUPER X 420 X
I Proven in use
III Permitted for controlled use. When these lubricating oils are used, MaK / Caterpillar must be
informed because at the moment there is insufficient experience available in
MaK / Caterpillar engines. Otherwise the warranty cover is invalid.
1 See also brand list for lubricating oils for heavy fuel operation.
2 Synthetic oil with a high viscosity index (SAE 15W/40). For engines under SAE 40-
regulation only allowed if the oil inlet temperature can be decreased by 5 - 10 °C.
- List of brands of lubricating oil for heavy oil operation

Only the viscosity class SAE 40 is permitted.

AGIP CLADIUM 300 X
CLADIUM 400 X
BP ENERGOL IC-HFX 304 X
ENERGOL IC-HFX 404 X
CALTEX DELO 3000 MARINE X
DELO 3400 MARINE X
CASTROL TLX PLUS 304 X
TLX PLUS 404 X
CHEVRON DELO 3000 MARINE OIL X
DELO 3400 MARINE OIL X
ELF LUBMARINE AURELIA 4030 X
AURELIA XT 4040 X

m General Part c
- List of brands of lubricating oil for heavy fuel oil operation
Only the viscosity class SAE 40 is permitted.
ESSO EXXMAR 30 TP X
EXXMAR 40 TP X
EXXMAR 30 TP PLUS X
EXXMAR 40 TP PLUS X
MOBIL MOBILGARD M430 X

MOBILGARD M440 X
MOBILGARD M50 X
SHELL ARGINA T X
ARGINA X X
TEXACO TARO 30 DP X
TARO 40 XL X
TOTAL FINA ELF HMA SUPER X 430 X

HMA SUPER X 440 X
I Proven in use
II Permitted for controlled use. When these lubricating oils are used, MaK / Caterpillar must be
informed because at the moment there is insufficient experience available in
MaK / Caterpillar engines. Otherwise the warranty cover is invalid.
- Lubricating oil changing

The oil change interval is dependent to a large extent on the quality of the oil used and is
influenced also by the fuel used, the amount circulating in the engine lubricating system,
the operating conditions, the engine oil consumption, the lubricating oil care and engine
maintenance.
The optimal oil circulation quantity should 1.36 l/kW.
If in special exceptions circulation amounts of least 0.3 l/kW cannot be avoided, shorter oil
change intervals are necessary. In such cases the oil change times given below must be
multiplied by the quotient of the actual quantity to the normally required quantity. An oil
change must be made every 6 months at the latest.
The oil level must be checked daily (the level must not drop below the minimum mark) It
must be topped up at the latest when 20 % of the amount in circulation has been used.

m General Part c
- Note serviceability / exchange period:
Modern MaK / Caterpillar engines are characterized by low lubricating oil consumption rates
of < 1 g/kWh, which in individual cases may even be significantly below this value.
Under such conditions and due to the low refilling requirement the usability limit can
already be reached after shorter times depending on the oil grade used (BN) and the
influence of the other operating parameters.
Independent of the kind of treatment it is necessary to replenish by adding new oil when
the BN limit is reached.
We therefore recommended checking of the lubricating oil by means of regular oil

analyses. These analyses will be carried out by the lubricating oil service of the oil
supplier or by Caterpillar/Kiel at cost price. The oil for the analysis must be taken from the
oil circuit before engine during operation. The amount required is approx. 0,5 to 1,0 l.
Oil change after operating hours (h) based on 1.36 l/kW when fitted with:
Pre- and main filter - every 1.500 h*
Additional by-pass filter or oil centrifuge - every 3.500 h*
Separator - every 7.500 h*
attention:
Intermediately pay attention to alkalinity (TBN), water content and
contamination!
* valid for engines with an oil consumption → 1g/kWh

and with a sulfur content of distillate → 1,5% and HFO 3% resp.

m General Part c
The changing times can be lengthened if the oil is continuously checked by lubricating oil
analysis and the following limits are maintained. The analyses are carried out by the
lubricating oil technical service of the oil manufacturers or by Caterpillar for a nominal
charge. The oil for the test must be taken out of the system in front of the engine during
operation. The amount required is approx. 1 to 2 titres.
Limits
- Limit lubricating oil dilution by fuel

Lowering the flash point not below 180°C (measured according to Penski-Martens DIN
51758) or lowering the viscosity (compared with new oil) for SAE 40 (40°C) by approx.
40 mm2/s (cSt), but not below 120 mm2/s (cSt), and for SAE 30 (40°C) by approx. 20 mm2/s
(cSt), but not below 80 mm2/s (cSt).
- Limit alkalinity (TBN)

For heavy fuel operation, the total base number of the circulation oil of engines having a
separate cylinder lubrication must not fall below 15 mg KOH/g. If there is no separate
cylinder lubrication, the limit value will be 18 mg KOH/g.
If the engine is running on gas oil or MDO, the total base number must not fall below 50 %
of the value of the new oil.
If the base number has reached the lower limit and the other analysis values show a
satisfactory oil condition the alkalinity should be increased by the addition of new oil.
- Limit water content

If the water content rises above 0.2 % the cause of the increase should be found and
eliminated immediately. The oil must be separated or it must be changed.
- Limit contamination
When MaK / Caterpillar engines are running on heavy fuel, separators are specified to keep the
oil clean. In this way the content of insolubles can usually be kept well below 1% by
weight. If the content increases to above 1% weight the oil must be separated more
intensively.
The limit is 2 % by weight.
For gas oil operation as well the pentane or heptane insolubles must not exceed 2% by
weight.
- Limit lubricating oil for exhaust turbocharger, hydraulic governor and change-
over controls
A turbine or hydraulic oil with very good anti-oxidation properties of between 68 and 90
mm2/s (cSt) at 40°C should be selected. For highly loaded ABB-turbochargers (with an
own circulation) fully synthetic special oils are recommended.
When selecting the lubricating oil the regulations of the maker such as ABB, Woodward
etc. should be noted.

m General Part c
- Summary lubricating oil
Lubricating oil firm Lubricating oil brand

AGIP OSO 68
OTE 68
DICREA SX 68 1
BP ENERGOL HLP 68
ENERGOL THB 68
ENERSYN TC-S 68 1
CALTEX RANDO HD 68
REGAL R & O 68
CASTROL PERFECTO T 68
HYSPIN AWH-M 68
AIRCOL SR 68 1
CEPSA HD TURBINAS 68
CHEVRON EP HYDRAULIK OIL 68
OC TURBINE OIL 68
ELF MISOLA H 68
TURBINE T 68
BARELF SM 68 1
ESSO TERESSO 68
TROMAR T
FINA HYDRAN TSX 68
TURBINE OIL MEDIUM
MOBIL D.T.E OIL HEAVY
RARUS SHC 1026 1
SHELL TELLUS OIL T 68
TURBO OIL T 68
CORENA OIL AS 68 1
TEXACO RANDO OIL 68
REGAL OIL 68 R & O
CETUS PAO 68 1
TOTAL PRESLIA 68
AZOLLA ZS 68
1 Fully synthetic special oil for extended oil change intervals in highly loaded ABB-
turbochargers with independent lubrication.

m General Part c
- Multi-purpose grease
lithium saponified / cinsistency number 2
(also suitable for pneumatic control instruments)
Lubricating oil firm Lubricating oil brand

AGIP GR MU 2
BP ENEGREASE MP-MG 2
CALTEX MULTIFAK EP 2
CASTROL SPHEEROL SX 2
CHEVRON DURA-LITH GREASE EP 2
ELF EPEXA 2
ESSO BEACON EP 2
FINA MARSON EPL 2
MOBIL MOBILUX EP 2
SHELL ALVANIA R 2
TEXACO MULTIFAK EP 2
TOTAL MULTIS EP 2

m General Part c
Operating Media - Recirculating Cooling Water
- Recirculating cooling water
The cooling system consists of a closed cooling water circuit with a cooling water volume
which must be kept constant by topping up, depending on the evaporation loss. The
checking of the recirculating cooling water level has occur at the expansion tank.
Modern Diesel engines put particular requirements on the recirculating cooling water due
to the increased power density and the consequently increased heat to be dissipated.
These requirements can only be met by proper prepared, monitored and maintained
cooling water. If the preparation, monitoring and maintenance work are not carried out
properly, even a short period of operation may result in damages due to corrosion.
Three decisive facts are to be considered for a proper treatment:
→ suitable fresh water
→ effective corrosion inhibiting agent

- corrosion inhibiting oil, soluble
- chemical corrosion inhibiting agent (chemicals)
→ exact dosing of the corrosion inhibiting agent
- Requirements for the cooling water

Always use clear, clean water. Suitable are:
- natural water (deep well-, well water)
- condensate and
- fully de-ionized water.
The values for the fresh water analysis must be within the following limits:
corrosion- chemicals
inhibiting oil
total - alkaline earths mmol / l 0.5 - 2.2 0 - 1.8
- hardness * ° dGH 3 - 12 0 - 10 ***
pH value ** at 20 °C 6,5 - 8
chloride ion content mg / l max. 100

total chloride + max. 200
sulphide ions mg /l
* water hardness see next page

** pH value see next page
*** see next page

m General Part c
- Water harness, pH value
* Water hardness:
Water which does not fulfil the above requirements must be hardened or softened.
Water with a hardness of < 12° (10°) dGH must be brought within the specified range
y mixing with condensate or fully de-ionized water (by ion exchange), see Diagram I
page 36. Condensate and fully de-ionized water should be hardened up to 3° dPH.
Magnesium sulfate (Mg SO4) should be used for this purpose, if corrosion inhibting
oils are used.
Dosing:
For 1° dPH 21.4 mg Mg SO4 per ton of water are required.
german total hardness = Permanent hardness + Carbonate hardness

dGH dPH + dKH
Comparison with other values:

1° dGH = 0.18° mmol/l
1° dGH = 1.79° French hardness
1° dGH = 1.25° British hardness
1° dGH = 17.9° USA hardness
**pH value:
Concentration of hydrogen ions
< 7 = acid, 7 = neutral, > 7 = alkaline.
***
In general, the corrosion inhibiting effect of chemicals shows the best results with low
water hardness values (-0). At higher hardness values and with missing hardness
stabilization the chemicals may react with water contents, what may result in
recipitations and in reduction of the inhibiting effect.
- 1.0.0 treatment of cooling water with corrosion inhibitors

Anticorrosive agents to be used in Caterpillar engines must have been tested for their
effectiveness according to the rules of „Forschungsvereinigung Verbrennungs-
kraftmaschinen e. V." (Research Association for Internal Combustion Engines Inc).
Caterpillar will issue a recommendation on the basis of the results of the test. No
liability for the anticorrosive agent used will be accepted because Caterpillar is unable to
control the recipe and treatment. Caterpillar has received positive test results for the
agents mentioned in 1.1 and 1.2 or they have proven effective over a long period of
operation.
Safety note !
No a n t i - c o r ro s i o n o i l em u l s i o n must be used in case of systems heating living
quarters by engine cooling water or in case of shell cooling! In this cases use only
chemicals!

m General Part c
- 1.1.0 anti-corrosion oil
The fresh water is mixed outside the engine with anti-corrosion oil to form stable
emulsion. For the initial filling or after cleaning the coolant circuit a 1.5%
emulsion should be used and for the subsequent filling a 1.0% emulsion
should be used.
The following anti-corrosion oils known to us to be effective (alphabetical order,
not complete):
BP: FEDARO-M
CASTROL: SOLVEX WT3
ESSO: KUTWELL 40
SHELL: DROMUS B
SHELL OIL 9156
The preparation of the emulsion can generally be carried out as follows:
Add oil to the water (15 - 25 °C) and stir vigorously. For initial filling take so much
water that a 10% emulsion can be prepared with the required amount of anti-
corrosion oil. This 10% emulsion is added to the cooling circuit which is already
filled with 75% of the necessary cooling water amount, via the expansion tank.
Topping up can be done with the engine running.
- 1.2.0 chemical corrosion inhibitors

The chemical corrosion inhibitors have some advantages over the anti-corrosion
oils e. g. no danger of sludge formation due to breaking down of the emulsion and
are simplier to prepare and control.
Attention !
It is important to avoid too low concentration, because this may result in crevice
corrosion !
As far as we know, the following materials are being used in MaK- / Caterpillar-
Dieselengines at the moment:
Manufacturer Additive Limit value of
nitrite content as
NO2 in mg / l
Bedia Bedia liquid BL 1 1200 - 1500
Rohm + Haas Dia-Prosim RD 11 1400 - 2100
Ashland
(Drew Ameroid) DEWT-NC (Ship) 1500 - 2250
CWT-110 (Station)
Maxigard 800 - 1100
Liqui dewt 500 - 700
Maritech Marisol CW 1000 - 2000
Nalfleet 9-108 750 - 1000
9-111 750 - 1000
Nalcool 2000 750 - 1000
Unitor Dieselguard NB 1500 - 2500
Rocor NB Liquid 1500 - 2500
Vecom CWT Diesel / CQ2 (D99) 1500 - 2500
Arteco Havoline XLC

m General Part c
Safety note !
Chromates are not recommended despite of their good properties due to their
poisonous nature !
Using and checking procedures must be obtained from the manufacturers, taking
particular care not to use any poisonous substance it fresh water plants are
connected into the cooling circuit.
Note:
A chemical anticorrosive agent is added to the delivery scope (fittings) of some
stationary engines. In any case, a filling with this chemical is to be implemented
prior to commissioning.
- 2.0.0 checking and care of the treated water
- 2.1.0 anti-corrosion oil

A daily check of the coolant level in the sight glass on the expansion tank is just as
important as checking the anti-corrosion oil contents every 600 operating
hours. During prolonged operating breaks, a monthly check should be made.
Take the emulsion sample out of the supply line from expansion tank to pump and let it
stand for 1 h. Pour off oil which rises to the surface.
Carry out emulsion test e.g. with hand refractometer (specialist shop laboratory
equipment).
0% - Cooling water change and cleaning necessary see 1. changing
the cooling water
< 0.5% - Emulsion freshening required
0.5 - 1% - Emulsion in order
> 1% - Concentration too high, possibly incorrect measurement
In case the measurement values are higher than 1.5%, test again with fresh sample
water. If the result confirmed a correction of the emulsion is necessary.
Emulsion freshening in case of concentration too low
Mix required amount of oil according to diagram II page 45 with conditioning water
to a highly concentrated emulsion.
Always add oil to water
Fill in the mixed emulsion via the compensator reservoir, also possible with engine
running.
Emulsion correction in case of concentration too high
Drain cooling water emulsion according to diagram II page 45 and refill the circuit
with conditioning water.
- 2.2.0 chemical corrosion inhibitors.

The maintaining of the determined concentration is of decisive importance for a
proper corrosion protection.
A concentration check of the chemical corrosion inhibitors under consideration of
the limit values (see 1.2) is to be carried out with the relevant testing equipment
every 150 h in accordance with the instructions of the supplying companies.
After a freshening up of the concentration mix well with engine running.

m General Part c
- 3.0.0 changing the cooling water
- 3.1.0 anti-corrosion oil emulsion
The anti-corrosion emulsion must be changed at the latest every 7500 operating
hours, at least annually if the 7500 operating hours are spread over a period of
more than one year due to long breaks in operation.
- 3.1.1 cleaning the cooling water chambers before changing the emulsion
Stop engine and let cooling water cool down to 30 °C. First drain expansion tank
with floating oil then drain the entire system.
Remove water inlets on the crankcase and flush out any sludge which may have
formed.
Fill engine with an alkali solution (e. g. P3T 308 from Messrs. Henkel 0.5% solution)
and run it for approximately 12 hours. Stop engine and let it cool down to 30°C.
Drain the cleaning solution and flush engine thoroughly with fresh water.
Then put in 90% of the required amount of water. With the remaining 10% and the
required amount of anti-corrosion oil according to diagram II page 45 prepare a
highly concentrated emulsion.
Attention!
Always add oil to water !
Add the emulsion to system via the expansion tank.
- 3.2.0 chemical corrosion inhibitors

When recirculating cooling water has chemical corrosion protection the cooling
water does not need changing.
- 4.0.0 cooling water with anti-freeze agent
In case of temperatures at or below the freezing point of the cooling water an anti-
freeze agent must be added to the coolant.
Only an anti-freeze agent with a corrosion protective effect may be used.
To obtain adequate corrosion protection, a 30% concentration is necessary. The
highest concentration is 50%.
This agent must be changed annually.
When an anti-freeze agent is used, a reduction in cooling efficiency must be
expected. In cases of doubt MaK / Caterpillar should be contacted.
For summer operation, it is advisable to drain off the cooling water with anti-freeze
in it and replace it with cooling water with chemical corrosion protection in order to
guarantee adequare radiator performance at higher ambient temperatures.
- 5.0.0 cleaning the cooling water chambers

Before badly scaled cooling water chambers can be cleaned, they must be
precleaned as described and flushed well with water under pressure. This will
remove loose foreign matter such as sand and sludge which may have been
deposited at places where the water flow speed is low.
The firm which supplies the anti-corrosion material will usually be able to offer a
good cleaning agent scale, such as:
Drew Chemical: SAF - ACID
Rohm + Haas: RD 13 M

m General Part c
- Hazardous note cleaner
Keep to the manufacturer´s instructions! Improper use of the cleaning agents may cause
damages to your health! Flush cooling water chambers or cooling system with a 1%
sodium carbonate solution after draining off the cleaning agent. Afterwards flush the
water chambers with fresh water.
Diagram l
- Determining the cooling water mixture for 10° dGH
amount used (litres)
Hardness = dGH
Cooling system capacity (litres)

Example:
Cooling system capacity: 2300 l
Hardness of available fresh water: 19° dGH
To determine the fresh water mixture, proceed from the abscissa „Cooling system
capacity“ (2300l) via the intersection of the 19° dGH line to the ordinate „Amount used“
and read off the amount of water with 19° dGH which is to be used and which is to be
mixed with the difference of 2300-1200=1100 litres of condensate or fully de-ionized
water.

m General Part c

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Engine Fuel Diagram

m General Part c

Monteurhandbuch - Engineer ´s Handbook
m allgemein - General Part c
Servicedokument der - Service Document of

Caterpillar Motoren GmbH & Co. KG d/e
Engineer ´ Handbook - Monteurhandbuch
m General Part - allgemein c
CIMAC - Requirements for RESIDUAL FUELS for diesel engines (as delivered)
- Anforderungen an Rückstands-Kraftstoffe für Dieselmotoren (wie geliefert)
Designation: Bezeichnung: CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
A 10 B 10 C10 D15 E25 F25 G35 H35 K35 H45 K45 H55 K55
Characteristic Related to ISO8217 (96):F- RMA10 RMB 10 RMC 10 RMD15 RME 25 RMF 25 RMG 35 RMH 35 RMK 35 RMH 45 RMK 45 RMH 55 RMK 55
Dim. Limit
Density at:/Dichte bei:15°C kg/m3 max 950 2 975 3 980 4 991 991 1010 991 1010 991 1010
Kin. viscosity at 100 °C max 10 15 25 35 45 55
Kin. Visk. bei 100 °C cSt 1 min 65 15 5
Flash point
Flammpunkt °C min 60 60 60 60 60 60
Pour point (winter) 0

(summer)
Stockpunkt °C max 6 24 30 30 30 30 30
Carbon Residue
(Conradson)
Koksrückstand % (m/m) max 12 6 14 14 15 20 18 22 22 22
Ash
Asche % (m/m) max 0.10 0.10 0.10 0.15 0.15 0.15 7 0.15 7 0.15 7
Total sedim. after ageing

Totaler Sedimentanfall
nach Alterung % (m/m) max 0.10 0.10 0.10 0.10 0.10 0.10
Water
Wasser % (V/V) max 0.5 0.8 1.0 1.0 1.0 1.0
Sulphur
Schwefel % (m/m) max 3.5 4.0 5.0 5.0 5.0 5.0
Vanadium mg/kg max 150 300 350 200 500 300 600 600 600
Aluminium + Silicon mg/kg max 80 80 80 80 80 80
1
An indication of the approximate equivalents in kinematic viscosity at 50°C and Redw. I sec.100°F is given below:
Eine ungefähre Zuordnung der kin. Viskositäten bei 50°C sowie in Redw. I sec. bei 100°F enthält die nachstehende Tabelle:
Kinematic viscosity at 100°C mm 2/s (cSt 7 10 15 25 35 45 55

Kinematic viscosity at 50°C mm2/s (cSt) 30 40 80 180 380 500 700
Kinematic viscosity at 100°F Redw. I sec. 200 300 600 1500 3000 5000 7000
2
ISO : 975
3
ISO : 981
4
ISO : 985
5
ISO : not limited - nicht begrenzt
6
ISO : Carbon Residue Koksrückstand 10
7
ISO : 0.20
Service Document of - Servicedokument der

Caterpillar Motoren GmbH & Co. KG e/d
m
c
Engineer’s
Handbook
General Part
Operating Media Gas Engine

m General Part c
Operating Media Gas Engine
- Engine fuels
Generally natural gas with a high constituent part of methane is used for gas engines.
Hitherto the decision which engine fuel has to use in a special case, was done while project
management together with the customer. This commitment has to be notice. On principle
Caterpillar can’t give any guarantee if a not permitted engine fuel is used.
- Recirculating cooling water

The recirculating cooling water of the gas engine must comply the same technical
requirements as the recirculating cooling water of the diesel engine. Because of this the
same commitments, definitions, principles and materials take place. For further information
see chapter:
„operating media - recirculating cooling water“

m General Part c
Operating Media Gas Engine Lubricating Oil
- Engine oil
The quality of the engine oil has a significant influence on the service life and performance,
and therefore on the economic operation of the engine. For this reason, the lubricants to be
used are subject to high requirements. The oil used should cause as little deposits in the
engine and in the heat exchangers as possible, allow for long oil change intervals and low
oil consumption and should prevent wear to the greatest extent possible.
The sulfur ash content should be between 0.4% and 0.6 % by weight.
- Base oil
The base oil should be a high-quality solvent raffinate from a source suitable for use as an
engine lubricant, should be highly resistant to oxidation and nitration, should be highly
pressure resistant and have a high thermal stability. Regenerated oils may not be used.
- Additives
The additives in the engine oil must fulfill the following requirements in Caterpillar engines at
all temperatures that can occur in normal operations between the setting point and 220 °C
and must remain effective and evenly fluid in bearings:
• Good cleaning (detergent) effect and dispersing power to prevent combustion product
deposits and to dissolve and carry these products.
• Sufficient alkalinity to neutralize the acidic sulfur compounds produced during combustion.
• Good wear and corrosion protection.
• Low ash deposit formation tendency.
- Lube oil treatment

Only mechanical filters suitable for the filtering of doped oils may be used. Chemically
active filters may not be used.
• Oil filtering (full flow)
Manually switchable double filters are sufficient for diesel engines.
Exception: automatic filters.
- Engine oil recommendations

- guarantee limitations -
The name of the company is normally part of the name of the oil and should be indicated
before the oil designation in all orders in order to prevent confusion. Caterpillar-Kiel has
not been able to gather sufficient experience on the oil brands listed in column II. For this
reason, the planned use of any of these oils must be coordinated with the engine
manufacturer in order to ensure that the guarantee is not voided. Caterpillar has no
experience with any oils not listed here. Caterpillar-Kiel can provide no guarantee on the
oil used, as the mixture and production cannot be influenced by Caterpillar. No guarantee
can be provided in the event of poor engine oil maintenance or the use of non-approved
fuels. The operator is responsible for proving that any damage to the engine cannot be
traced back to the oil used.

m General Part c
Operating Media Gas Engine Lubricating Oil
- Index of brands for use with distillate fuel
Viscosity SAE 40 is required for all Caterpillar engines.
Engine oil Company Oil brand I II

Caterpillar CAT NGEO 40 X
CHEVRON CHEVRON HDA X
Low Ash Engine Oil X
EXXONMOBIL ESSO ESTOR HPC 40 X
EXXONMOBIL MOBIL PEGASUS 805 X
EXXONMOBIL MOBIL PEGASUS 705 X
SHELL SHELL MYSELLA LA 40 X
I Proven in operation
I I Approved for monitored use. Caterpillar must be informed if these oils are used, as there
is currently no information on the use of these oils in Caterpillar engines. Failure to inform
Caterpillar / Kiel of the use of these oils will void the guarantee.
- Changing engine oil

The oil change interval is significantly influenced by the circulating oil volume in the engine
lubrication system, the operating conditions, the oil consumption of the engine and the
maintenance of the engine.
The minimum oil circulating volume is 0.5 l/kW.
It is recommended that the oil level be checked daily (24 h) (the oil level may not fall below
the minimum alarm limit). The oil should be topped off once per week, in any case no later
than when 20% of the circulating volume is used. The recommended oil change interval for
a system with a circulating oil volume of 0.5 l/kW is 4,500 h. The actual time of the oil
change is dependent on compliance with the following limiting values. This requires the
continual monitoring of the engine oil by means of oil analyses. These analyses are
completed by the technical service department of the oil manufacturer or by Caterpillar/Kiel
for a nominal fee. The oil for the analysis must be drawn during operation, ahead of the
engine. Approximately 0.5 to 1 liter is required for the analysis. The oil should be analyzed
every 100 h for the first 500 hours of operation, after which an analysis interval of 150 h is
sufficient.
value interpretation limiting value

viscosity / 40°C Increase as a result + 50 mm²/s
of oxidation/nitration (min. level:120 mm²/s)
basen number BN reduction due to high acidity = 2,5 mg KOH/g
total acid number TAN increase due to oil oxidation = 3,0 mg KOH/g
and acidity
pH value presence of acids = 4,0
water condensation, leaks = 0,2 VOL.% (v/v)
n-heptane insolubles contamination from
combustion residue
IR WN1710 oil oxidation = 20 A/cm
IR WN1630 oil nitration = 20 A/cm

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Torque Specification
for
Bolted Connections

m General Part c
Torque Specification for Bolted Connections
torque specification for bolted connections with following bolt specifications
DIN 835 - DIN 938 - DIN 939 - DIN 960 - DIN 961
ISO 4762(DIN912)-ISO 4014 (DIN931)-ISO 4017(DIN933) -ISO 8785(DIN960)-ISO 8676 (DIN961)
This table is only valid for bolts which torque specification is not specified in respective
drawings.
torque specification oil torque specification Molykote
material: 8.8 10.9 12.9 8.8 10.9 12.9

standard
thread
M 8 20 29 35 15 23 27
M10 40 59 68 30 45 52
M12 68 100 120 52 77 89
M14 110 160 185 84 125 145
M16 170 250 295 130 190 220
M18 245 345 405 185 265 310
M20 340 490 570 260 375 435
M22 470 670 780 355 510 600
M24 590 840 980 455 640 750
M27 870 1250 1450 660 930 1100
M30 1200 1700 1950 890 1300 1500

m General Part c
Torque Specification for Bolted Connections
torque specification for bolted connections with following bolt specifications
DIN 835 - DIN 938 - DIN 939 - DIN 960 - DIN 961
ISO 4762(DIN912)-ISO 4014 (DIN931)-ISO 4017(DIN933) -ISO 8785(DIN960)-ISO 8676 (DIN961)
This table is only valid for bolts which torque specification is not specified in respective
drawings.
toque specification oil toque specification Molykote
material: 8.8 10.9 12.9 8.8 10.9 12.9

fine
thread
M 8x1 21 32 37 16 24 28
M10 x 1 44 65 76 33 49 57
M10 x 1.25 42 61 72 32 47 55
M12 x 1.25 75 110 130 57 83 98
M12 x 1.5 72 105 125 55 80 93
M14 x 1.5 120 175 205 89 135 155
M16 x 1.5 180 265 310 140 200 230
M18 x 1.5 270 385 455 205 290 340
M20 x 1.5 380 540 630 280 400 470
M22 x 1.5 520 740 850 380 540 630
M24 x 2 640 930 1050 480 680 800
M27 x 2 930 1350 1550 690 980 1150
M30 x 2 1300 1850 2200 980 1400 1600

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Bearing Judgement, Bearing Outline

m General Part c
Bearing Judgement / Bearing Type
- General
The big end and crankshaft bearings belong to the most important components in diesel
engine installations. Their lifetime particularly depends on the lub. oil quality and the lub. oil
treatment (in this connection see lubricants in the register operating media).
85 % of all bearing damages are due to dirty oil, foreign bodies and water.
In general tri-metal and in modern engines Al-grooved bearings are used.
- New bearings
Characteristic for tri-metal bearings is a very bright, silvery running surface whereas Al-
grooved bearings have a darker, dull running surface with clearly visible grooves.
- Bearings in operation
According to their running time tri-metal bearings show a shiny or reddish appearance.
Grooved bearings remain dark and dull.
- Tri-metal bearings
Tri-metal bearings consist of a lead bronze-lined steel back with a nickel dam and a plated
overlay.
- Structure of the tri-metal bearing
Plated overlay
PbSnCu
or Snsb7 0,03 - 0,06 mm
Nickeldam
Nickel 0,002 - 0,003 mm
Lead bronze cast
G-CuPb22Sn 0,7 - 1,1 mm
Steel back
Steel C10 4 - 10 mm
Shell thickness

m General Part c
Bearing Judgement / Bearing Type
- Bi-metal bearings
Bi-metal bearings consist of a steel back with aluminium-tin lining and a corrosion
protection flash.
- Structure of the bi-metal bearing Corrosion protection flash

Sn - Flash 3µm
AlSn. layer
0.7 - 1.1 mm
Steel back
Steel C.. up to 10 mm
Shell thickness
- Miba - Rillenlager
- Structure of the Rillenlager
Overlay (~ 75%)
Bearing alloy (~ 25%)
Ni intermediate layer
(max.5%)

m General Part c
Bearing Judgement / Tri-metal Bearing
- Judgment / kind of abrasion
- 1. Uniform dull grey surface

The bearing functions
perfectly. A uniform running
pattern can be seen in the
main load carrying area.
- 2. Glossy areas along the two edges of the bearing

The bearing is overloaded
along the two edges. A slight
gloss will disappear after a
fairly long time of operation. If
the gloss is very intense, the
hard high spots should be
touched up with a scrapper to
ease running-in. Do not use
emery cloth! If the crankshaft
has been reground check the fillet radius between the web and journal or crank pin.
- 3. Heavy pressure on one bearing edge with lead bronze exposed over a
large area
This is not permissible and
the bearing must be
renewed. If such a wear
pattern can already be seen
after a short period of
operation, it is very importante
to find the cause. Check the
crank web deflection values.
- 4. Scratches in the plated overlay and lead bronze

The scratches are caused by dirt or foreign matter in the lubricating oil. If such
scratches are not
concentrated or do not reach
far into the bronze they will
be harmless. If there are a lot
of scratches, the shells
should be renewed.

m General Part c
- 5. plated overlay worn over a large area (bronze exposed)
If the bearing has been in
operation for a long time and
its surface and transition
areas at the edges are
smooth, there will be no
danger. Check the shaft for
wear. If such wear pattern
canalready be seen after a
short period of operation, lack
of oil supply could be the cause. Check the journal or crank pin surface for increased
roughness or scores. Polish if necessary.
If the main bearings are concerned, check the crank web deflection. Realign the
engine if necessary (the alignment made by the yard should be checked by an MaK- /
Caterpillar- service engineer) renew the shells as a precaution.
- 6. plated overlay worn over

a large area, bronze and
nickel dam exposed,
deep score marks both in
the plated overlay and
bronze layer.
Renew the bearing. Check
the surface condition of the
journal or crank pin and
smooth it if necessary. Check
the oil filter and piping between the filter and engine. If further bearings are fed with
oil from this bearing, these must be inspected, too.
Ensure extreme cleanliness during assembly.
- 7. heavy pressure below the relief area near the parting line
These areas are sometimes
marked by heavy pressure.
Glossy areas should be
touched up with steel wool
or scraper.
Check the expansion of the
free bearing shells. If there
are small cracks with some
scaling of the plated overlay,
the shells must be renewed.

m General Part c
- 8. Cracks in the plated overlay (particularly of the big end bearings)
Minor cracks are harmless.
The bearings can be fitted
again unless a very marked
accumulation of cracks
exists in the loaded area and
the plated overlay scales off.
-9. Depressions caused by erosion or cavitation (particularly of the big end

bearings)
These depressions are
generally sickle or kidney-
shaped.
They are recognized by the
stepped edges of the
damaged areas. The
borderline itself is very
irregular and, generally, small
areas with depressions exist next to the borderline. These depressions are
harmless. However, if they are accompanied by damage in the lead bronze layer or if
bronze particles are scattered and embedded over the bearing surface like freckles,
the bearing must be renewed.
- 10. Diagonal areas of heavy pressure

Make sure that the shells and
bearing cap are fitted
accurately.
Measure the crank web
deflection. If the plated
overlay contains cracks and
scaling, renew the shells.

m General Part c
11. The plated overlay is very smeary, the lead bronze is partly exposed
(mainly along the
transverse centre line),
(11 a inner surface-, 11 b
outer surface of the
bearing)
Galling due to lack of oil. Very
often the outer surface of
bearing is quite black with
carbon deposits along the
transverse centre line. The
bearing shells have
contracted as a result of
overheating (negative
expansion) Check the bearing
housing and journal or crank
pin for cracks. The shells must
be renewed and it is essential
to trace the cause.
The figures correspond to the wear pattern found in heavy fuel operation. Bearing shells
with a corrosion resistant galvanized zinc layer is hardly affected in the event of
corrosion, which leads to considerably better running patterns. The mechanical wear is
dominant here.
- Explanation figure 1 tri-metal bearing

Perfect bearing shell, good uniform running pattern, hardly any wear, minor scratches and
corrosion in plated overlay. Proper lubricating oil treatment. The shell can be used again.
Typical wear pattern with transition areas after a long period of heavy fuel operation.
Area I
Plated overlay completely conserved near the parting line. Protective tin flash still existing.
Area II
Plated overlay still existing, but darkened and roughened by corrosion.
Area III
Transition area to the running surface proper. Narrow, almost black rim with plated
overlay heavily damaged by corrosion.
Area IV
Plated overlay almost completely removed by corrosion and, partly, by abrasion. Silvery
bright nickel dam exposed.
Area V
Nickel dam worn away, bronze becoming visible.
Area VI
Bronze becoming visible through minor scratches from dirt.

m General Part c
Various wear stages caused by corrosion and abrasion of the plated overlay in heavy
fuel operation.
A - minor corrosion of the plated overlay. A narrow strip of the nickel dam is exposed
on one side. The shell can be used again.
B - heavier corrosion of the plated overlay. Nickel dam exposed on both sides. The
shell has nearly reached the wear limit. A perfect adaptation is no longer fully
ensured. The bearing can operate another 50 % of the time reached.
C - a large area of the plated overlay has been removed by corrosion as far as the
nickel dam. The running pattern is otherwise good. Although the bronze layer has not
yet been exposed, the bearing is to be renewed because it can no longer embed and
adapt itself.
D - heavy corrosion of the plated overlay. Lubricating oil contaminated by solid foreign
matter causing additional mechanical wear of the plated overlay with scratches down
into the bronze. Check the journal or crank pin for scratches and smooth it with an oil
stone if necessary. This bearing condition is a considerable risk for the engine.
Inspect further bearings.
E - heavy corrosion and abrasion of the plated overlay. Lubricating oil contaminated by
solid foreign matter causing additional mechanical wear of the plated overlay with
scratches down into the bronze. Check the journal or crank pin for scratches and
smooth it with an oil stone if necessary. This bearing condition is a considarable risk
for the engine. Inspect further bearings.
F - plated overlay almost completely by corrosion and mechanical wear. The running
pattern shows partial scoring by a lot of dirt in the danger of heavy consequential
damage. Check the journal or crank pin for scratches and try to smooth it with an oil
stone. Inspect all the other bearings immediately. Clean the lubricating oil circuit.
Inspect the filters and lubricating oil separators.
points A - B = reinstallation
points C - F = exchange

m General Part c
- Tri-metal bearing Fig. 1

m General Part c
- Tri-metal bearing Fig. 2, I - VI
VI
IV
III
II

m General Part c
- Tri-metal bearing Fig. 3, A-F
F
E
D
C
B
A

m General Part c
- Tri-metal bearing Fig. 3, A - C
C
B
A

m General Part c
- Tri-metal bearing Fig. 3, D - F
F
E
D

m General Part c
Notes

m General Part c
Bearing Judgement / Bi-metal Bearing
- Possible bearing faces for reassembly
Figur 1
The contact reflection is uniformly formed on the entire bearing width. From experience
the dirt scratches caused by a foreign matter in the lubricating oil do not influence the
further safety of operation of the slide bearings. This bearing shell can be reused.
Figur 2
The contact reflection is uniformly formed on the entire bearing width. This bearing shell
can be reused.
Figur 3
The contact reflection is uniformly formed on the entire bearing width. The scratches
running radially are caused by fine solid matter particles contained in lubricating oil. If the
depth of these scratches is neither to be measured nor to be sensed, the bearing shell
can be reused.
If the number, depth and a large circumference length affects the production of the
grease film, the bearing is to be exchanged.
- Possible bearing faces for replacing
Figur 4
The contact reflection shows the presence of heavy pressure on one bearing edge with
scratches in the sliding surface made from aluminium alloy. This bearing shell is not
reusable. The cause for this damage has to be determined and eliminated.
Figur 5
The contact reflection shows a large area of damage with various degrees of scratching.
This bearing shell is not reusable.
The cause for this slide bearing damage has to be determined and eliminated. Further
bearing shells are to be inspected.
Figur 6
The load bearing area of the bearing shell shows breakages in the breaking metal,
provoked by fatigue of the sliding surface made from aluminium alloy. Several bearing
metal pieces are loose in the fatigue zone. The surface structure in the base of the
breakage indicates a firm composition of steel and aluminium alloy.
This bearing shell must be exchanged. Further shells are to be inspected.

m General Part c

m General Part c
- Bi-metal bearing fig. 1

m General Part c

m General Part c

m General Part c

m General Part c

m General Part c

m General Part c
Bearing Judgement / Miba Rillenlager
- Criteria for replacement of the Rillenlager
The running surface of new bearings consists of approx. 75 % electroplated overlay and
approx. 25 % aluminium alloy ridges.
First signs of running surface wear appear on the electroplated running layer. The
overlay in the groove is worn down by a few 0.001mm. As wear increases, the
difference between the aluminium alloy ridges and the overlay remains more or less the
sam, at approx. 0,005 mm.
For precise evaluation of the degree of wear of the running surface, a
magnifying glass (minimum magnification 30x) is necessary.
Under the magnifying glass, the overlay appears as a dark area, and the aluminium alloy
ridge as a light area.
The ratio of the aluminium alloy ridge width to the groove width, as well as the
size of the worn surface, are the most important criteria for evaluating the
degree of wear of the Rillenlager.
The Rillenlager can still function when the overlay in the grooves has partly worn away.
In actual pratice it has been proven that the Rillenlager can continue to function without
any ill effects, even with partially empty grooves.
When evaluating the condition of the grooves, the running surface in the area
subject to the lowest load (condition of groove generally as new) should be
used as a point of comparison.
The condition of the Rillenlager is evaluated according to five different categories:
1. Reuse possible
2. Borderline case - wear
3. Borderline case - local levelling of the ridges
4. Borderline case - fatigue rupture of overlay
5. Borderline case - empty grooves
Should more than one of the conditions described appear together, the
respectively lowest limits apply.

m General Part c
- Reuse of Rillenlager possible
condition: Geometry of the groove is as new. The overlay inside the groove is
intact. The dark points are predominantly embedded oil coke particles.
judgment: The ratio between the aluminium alloy ridges and the overlay is
25 % to 75 %.
condition: The overlay in the grooves has worn through uniformly by about
0.005 mm. The aluminium alloy ridges show no sign of wear. The dark points are
predominantly embedded oil coke particles.
judgment: As a result of overlay wear, the aluminium alloy ridges appear slightly
wider.

m General Part c
condition: Small foreign particles spread over the entire running surface. No
significant alteration of the aluminium alloy ridges is eveident.
judgment: Reusable
condition: The overlay has been locally displaced and smeared over the bearing
alloy ridges. The bearing alloy ridges can nolonger be seen in some places
judgment: Reusable

m General Part c
- Reuse or replacement of Rillenlager possible
wear
condition: In some places the bearing has been worn down to such an extent that
the bearing alloy ridges and the overlay grooves have reached a ratio of 1:1. The
width of the bearing alloy ridges has increased from 25 % (when new) to 50 %.
Some overlay still exists in the grooves.
judgement: The bearing is operable.
running layer groove

bearing material ridge
max. 70 % of width max. 35 % of width

of circumference/shell
max. 30 %
max. 50 %
If a condition as depicted in „ Borderline case - cracks in the overlay, empty grooves“ is

anticipated within the next service interval, then the bearing should be replaced for safety
reasons.

m General Part c
cracks in the running layer

Fatigue of the electroplated overlay due to local overload.
judgment: Reusable
max. 70 % of width max. 35 % of width

max. 50 %
max. 25 %
If a condition as depicted in „Borderline case - cracks in the overlay, empty grooves“ is

anticipated within the next service interval, then the bearing should be replaced for a
safety reason.

m General Part c
- Replacement of Rillenlager necessary
borderline case - wear and local leveling of the ridges
The bearing material ridges are worn locally.
When the level of wear as defined above is reached, the bearing needs to be replaced.
judgment: replace
max. 20 % of width max. 10 % of width max. 10 % of width strip-shaped wear

vom Umfang der Schale
vom Umfang der Schale

max. 35 %
max. 5 %

m General Part c
borderline case - cracks in the overlay, empty grooves

Empty grooves. Empty grooves are visible due to a washing out of the broken running
layer. Local wear of the bearing material ridges might be visible.
judgment: When a condition as defined above is reache, the bearing needs to be

replaced.
max. 40 % of width max. 30 % of width max. 15 % of width

max. 40 %
max. 10 %

m General Part c
Bearing Judgement / Bearing Steel Back
- Working traces
1. Heavy working traces on the outer surface of the bearing and some areas
of fretting corrosion.
Cause : Insufficient prestress
of bolts, faulty assembly. The
bearing must be exchanged
paying particular attention to
the assmbly instructions for
tightening the bearing bolts.
Check the crash of the bearing and inspect further bearings.
2. Working traces on the joint

faces (parting line) of the
bearing shells.
Check the prestress of the
bearing shells. Follow the
instructions for tightening the
bearing bolts exactly. Check the
crush. If such working traces occur on several bearings, notify the After-Sales
Service.
3. Working traces on the joint faces (parting line) of the bearing cap and
bearing housing (not available as figure)
Exactly observe the instructions for the assembly, especially those for tightening the
bearing bolts. Try and smooth any roughness on the joint faces. If there warking
traces notify the After - Sales service.

m General Part c
Bearing Outline
Bearing Outline
When fitting undersize bearings, the bearing journals must be

ground to the respective size.
Furthermore, it is necessary to contact our department VK4 for

availability and vibration check-up.

m General Part c
Bearing Outline
- M20 M20
Big-end bearing, outside standard measure
Big-end bearing bore Ø 161 H6
Standard bearing Ø 152 h6
Undersize bearing Ø 151,5 h6
Undersize bearing Ø 151 h6
Normal main bearing, outside standard measure

Main bearing bore Ø 190 H6
- M25 M25


m General Part c
Bearing Outline
- M32 M 32 In-line engine - M 32 Vee-engine
Undersize bearing Ø 279.5 h6

M 32 In-line engine
Crankshaft bearing, outside standard measure

Crankshaft bearing, outside 1mm oversize
Ø 300 h6

M 32 Vee-engine

m General Part c
Bearing Outline
M 32 Vee-engine
Crankshaft bearing, outside outside 1mm oversize
GCM 34 gas-engine
- GCM 34

GCM 34 gas-engine

GCM 34 gas-engine

m General Part c
Bearing Outline
- M43 M 43
M43
Undersize bearingØ 409,5 h6
Undersize bearingØ 409 h6
M43
Ø 410 h6

m General Part c
Bearing Outline
- M281, M282, M331, M332, M351
8 M281 - M282 - M331 - M332 - M332 C

6 M281 - M351

M351 - M281 - M282 - M331 - M332 - M332 C

M351 - M281 - M282 - M331 - M332 - M332 C
Standard bearing, outside 1mm oversize
Ø 180 h6

m General Part c
Bearing Outline
12 M281 - 12 M282

Normal main bearing, outside 1mm oversize
Ø 200 h6

M351 - M281 - M282 - M331 - M332 - M332C
Located main bearing, outside standard measure

Located main bearing, outside 1mm oversize
Ø 180 h6 VM 157 BHW
Undersize bearing Ø 179,5 h6 VM 157 BHW
Undersize bearing Ø 179 h6 VM 157 BHW

m General Part c
Bearing Outline
12 M281 - 12 M282
Standard bearing Ø 200 h6 VM 157 BHW
Undersize bearing Ø 199,5 h6 VM 157 BHW
12 M281 - 12 M282
Ø 200 h6

m General Part c
Bearing Outline
- M451, M452, M453 RM453 - VM453

Z + M451 - M452
Normal main and big-end bearing, outside standard measure
on bedplate 1.53.7-12.10.00-01
Normal main and big- end bearing, outside standard measure

Main bearing bore Ø 238,90+003
Big-end bearing bore Ø 238,94+003

Z + M451 - M452
Main bearing bore Ø 239,90+0,029
Ø 225 h6

m General Part c
Bearing Outline
M453 - M453 C

Ø 245 h6
VM453 - VM453 C
Bedplate GG-25 (var. -01,-02,-03) Main bearing bore Ø 316 H6
Bedplate GGG-50 and GGV-30 (var.-04,-05)
Main bearing bore Ø 315,98 H6

m General Part c
Bearing Outline
VM453 - VM453 C
Bedplate GGG-50 und GGV-30 (var.-04,-05)
Main bearing bore Ø 316.98 H6
Ø 300 h6
M 453 - M 453 C

Ø 245 h6
M 453
Located main bearing, faced, outside standard measure

m General Part c
Bearing Outline
Z + M 451 - M 452
on bedplate 1.53.7-12.10.00-01
Z + M 451 - M 452
Located main bearing, faced outside standard measure
Located main bearing, partially faced outside standard measure
Main bearing bore Ø 238.90 + 0.029
In this cases the standard type of the located main bearing must be faced.
Z + M 451 - M 452
Z + M 451 - M 452
Ø 225 h6

m General Part c
Bearing Outline
VM 453 - VM 453 C
VM 453 - VM 453 C
Ø 300 h6
VM 453
Located main bearing, faced, outside standard measure

To obtain the faced located main bearing, lathe the standard type.

m General Part c
Bearing Outline
- M551 In-line M551
Normal main and big end bearing without lip, outside standard measure
Big-end bearing bore Ø 326 H6 - Main bearing bore 325.94+0.04

Should the above bearings not be available, bearings with lip can be used. The lip must then
be removed.
Normal main bearing with lip, outside standard measure
for crankshaft with flat fillet
Main bearing bore Ø 325,94+0,04
Following engines are equipped with this:
Engine No. 55116 - 55128 - 55148 - 55150 - 55153 - 55172 - 55176 - 55177 - 55181
In this connection see TI.
Normal main and big end bearing with lip, outside standard measure
Big-end bearing bore Ø 326 H6 - Main bearing bore 325.94+0.04
Normal main bearing with lip, outside 2mm oversize

Main bearing bore 327.92+0.04
Ø 310 h6 BHW
Undersize bearing Ø 309.5 h6 BHW
Undersize bearing Ø 309 h6 BHW
Located main bearing with and without lip, outside standard measure
Main bearing bore Ø 325.94+0.04
Standard bearing Ø 310 h6 with and without lip
Undersize bearing Ø 309 h6 with lip

When replacing the new bearing, rework the bearing cap or remove the lug.

m General Part c
Bearing Outline
In-line engine M551

Located main bearing, outside oversize;
oversize 1mm - main bearing bore Ø 326.94+0.04,
oversize 2mm - main bearing bore Ø 327.94+0.04
Ø 310 h6

In-line engine M552 + M552C
- M552 Big-end bearing with lip, outside standard measure

Located main bearing with with lip, outside standard measure


m General Part c
Bearing Outline
In-line engine M552 + M552C

Normal main bearing with lip, outside oversize
Main bearing bore 371 H6
Ø 350 h6
Located main bearing with with lip, outside 1mm oversize

Ø 350 h6
Vee-engine M551
- VM551 Big-end bearing without lip, outside standard measure
Big-end bearing without lip are not available. In case of replacement big-end bearing with lip
are delivered which then must be removed.
Big-end bearing with lip, outside standard measure


m General Part c
Bearing Outline
Vee-engine M551
Normal main bearing with lip, outside oversize

Main bearing bore 371 H6
Ø 350 h6
Located main bearing with with lip, outside standard measure

Located main bearing with with lip, outside oversize

Ø 350 h6

m General Part c
Bearing Outline
- VM552 Vee- engine M552
Big-end bearing with lip, outside standard measure

Main bearing bore 400.5 +0,04

Main bearing bore 401.05 +0,04
Ø 380 h6
Located main bearing with lip, outside standard measure

Main bearing bore Ø 400.5 +0,04
Standard bearing Ø 380 h6 BHW

m General Part c
Bearing Outline
Vee- engine M552

Located main bearing with lip, outside 1mm oversize
Main bearing bore Ø 401.5 +0,04
Ø 380 h6

m General Part c
Bearing Outline
- M35 M35


Ø 310 h6


Ø 310 h6

m General Part c
Bearing Outline
- M601 M601 - M601 C
Big-end bearing bore Ø 424,92+0,05


Ø 430 h6


Ø 430 h6

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Oil Mist Detector

m General Part c
Oil Mist Detector
- General
Machining operations in crankcases of internal combustion engines lead to formation of oil
mist. Points of formation are gear wheels, bearings etc. The oil leaks out at the supply
oilholes, is mechanically atomized and vaporized to tiny droplets. The resulting oil mist is
not dangerous.
Dangerous oil mist may cause crankcase explosions. Deficiency of oil at overheated
engine components leads to oil steam, recondensating to oil mist in the colder crankcase
atmosphere. This oil mist is drained off and measured.
Oil mist detectors continuously drain off the oil mist, evaluate it and release an alarm in
case of danger.
Our engines are equipped with the oil mist detectors VN 115, VN 116 and Vn215 of
Messrs. Schaller. Also the oil mist detector TUFMON MEV 281 of Dr. E. Horn are used.

m General Part c
Oil Mist Detector VN 115, VN 116, VN 215
Clamping bolts
Measuring unit
8 pieces altogether Sight window
Measuring unit
Measuring unit
with quick lock Indication
Alarm
Connection for
U-pipe pressure gauge Alarm LED
Measuring unit Test LED
Clamping bolts
Measuring unit Ready LED
Connection for Connection for

drain pipe drain pipe
Connection for Connection for

supply and alarm line supply and alarm line
Plug measuring unit
- Installation
Suction pipes in the crankcase.
The suction funnels must be laid in a way that no oil from the bearings or cooling oil from
the pistons overflow the suction funnels.
Drain pipes.
These pipes must be laid upwards to the device - without - oil sacks.
Air supply
The exhaust air pipe must be fitted without reductions.
To avoid contaminations a drain funnel with a connection to the leak oil tank should be
installed.
Electric supply
24 V DC, min. 18 V, max. 30 V, current consumption 3 A.

m General Part c
Alarm outputs
a) Detector not ready for work
b) Oil mist alarm for alarm system
c) Oil mist alarm for safety system
- Putting into operation

For putting into operation switch on driving air supply and supply voltage.
The detector is not ready for work before the „ready“ lamp lights up. This can take up to
30 seconds.
- Function tests
Before engine start:
1. Shortly interrupt the operating voltage (e.g. remove the plug and put it on again).
Consequence: „Ready“ lamp extinguishes and lights up again after abt. 30 seconds.
Test and alarm lamps must not light up.
2. Open cover at measuring unit.
Consequence: „Ready“ lamp extinguishes after max. 10 seconds. Test and alarm
lamps must not light up.
3. Close cover at measuring unit.
Consequence: After abt. 30 seconds „ready“ lamp lights up again. Test and alarm
lamps must not light up.
During the following tests with running engine an engine stop can be released:
1. Open cover once more and interrupt the optical measuring track by an opaque small
plate or cloth in a way that the cover can be closed subsequently, but the optical
measuring track is completely interrupted.
2. Close cover
Consequence: After abt. 1 sec. Test LED on. If existing, analogue opacity tele-
indication runs to the left into the alarm range on stop and remains there.
After max. 30 sec. Alarm LED on (attention engine stop).
Ready LED remains off. Test LED off. External analogue indication at left stop.
3. Open cover.
Consequence: After max. 10 seconds alarm LED off, test LED on.
4. Release optical measuring track.
Consequence: Indication runs over 0 % according to the adjusted threshold value.
Test LED extinguishes after max. 20 seconds.
5. Close cover.
Consequence: After max. 30 seconds ready LED on.
Function test with test smoke (only at engine standstill) e.g. steam distillate or cigarette
smoke. Pay attention to the labels on the measuring unit.
Open crankcase cover at the engine so that a suction line is accessible. Lead the smoke
into the plastic bag out of the service box. Now connect the filled plastic bag to the
suction socket and let it suck through the device out of the bag for at least 15 seconds.
Whether the oil mist alarm is released or not depends on the thickness of smoke, the time
of opacity increase and the set threshold value.

m General Part c
- Disturbances
In case of disturbances the „ready“ lamp extinguishes and the alarm signal „disturbance
oil mist detector“ is released in the engine control room. This can happen in case of:
1. Voltage failure
2. Temporary interruptions of the supply voltage > 5 msec.
3. Readjustment of brightness has compensated abt. 55 % of contamination (turbidity).
4. Failure of driving air supply.
5. Dirty filter in the pressure reducer.
6. Open cover at the measuring unit.
7. Dirty air filter in the measuring unit.
8. Leakiness at the device (cover measuring unit, gasket between bedplate and
measuring unit, defective siphon)
9. Damaged flow monitor or defective electronic module.
10. Failure of the external and internal fuse.
11. Damages at the measuring unit (supply cable damaged etc.).
- Trouble shooting
1. Repair of the supply voltage, if necessary renewal of the external fuse.
If necessary, renewal of the internal fuse by turning out the cap of the fuse holder
and inserting a new fuse out of the service box.
2. Stabilization of the supply voltage, possibly by a stabilizing module.
3. Open cover of measuring unit, impregnate Q-tip with alcohol.
Clean infrared filter several times with Q-tip, repolish with dry Q-tip. Close cover.
Generally, this work is to be done together with an exchange of the air filter as stated
under point 7.
4. Repair supply in the mains power supply, possibly by draining water out of the air line
or by cleaning the present prefilter.
5. Renew bronze filter in the pressure reducer. For this purpose stop driving air supply,
turn out the screw (spanner size 19), remove O-ring, exchange filter and mount again
in reverse order.
6. Check cover seals for perfect condition, close cover.
7. Remove guard rings, pierce the filter and remove it. Mount new filter (both sides,
coarse side to the outside). Insert guard rings, close cover.
8. Check the connected pipes and all seals for leakages, replace damaged seals and
repack leaky pipes.
9. Sole possibility, complete exchange against the spare module.
10. Renew defective fuses.
11. Exchange the complete measuring unit.

m General Part c
- Further reasons for possible disturbances:
Due to cooling below dew point, in very warm or extremely cold regions water might
condense thus leading to sudden faulty alarms.
Elimination by setting the suction underpressure to a minimum. Turn any supply or exhaust
fans which are directed on the device and its suction lines away from the device or fit
orifices so that detector and pipes are outside the air flow.
Clogged siphons.
To avoid any clogging, the siphons must be blown through with working air of max. 2 bar
every 6 - 8 weeks.
In case of faulty alarms after a longer operating time, the work as described under points
3 and 7 is to be carried out by all means because clogged air filters increase the
sensitivity.

m General Part c
Oil Mist Detector MEV 281
- Standard data
Power supply: 2 x24VDC +/- 25%, max. permissible ripple =< 5%
Power consumption: approx. 25W
Operating temperature: 0 ... +70°C
Storage temperature: -10 ... +80°C
Enclosure acc. DIN 40050: analyzer IP54, speed- fuel rack- and optical sensors IP67
supply box and connectors IP64
Connection cross section: connectors up to max. 1mm2
Housing material: tube element steel, analyzer and supply box aluminum
sensors stainless steel
Weight (approx. kg): analyzer 1.3, supply box 0.9, speed sensor 0.5,
fuel rack sensor 0.6, tube element depending on size
between 13 to 25
EMC-standard: generics no. 50 081-1 and 50 082-2
safety rules acc. EN 61 010
rules for the type approval test acc. to
Germanischer Lloyd
Certificates: GL, ABS, LR, DNV, RINA,BV
- Sensors
engine speed information (synchronized every 360° crank-angle by a coding on the fly-
wheel) is always shown on the display, if there is no problem.
engine load information taken from a contactless sensor mounted on the fuel rack
pressure information taken by a high precision sensor placed in the crankcase venti-
lation tube to avoid distortions by turbulences produced by the
engine crankgear and the pistons
oil mist information taken by an optical line mounted in the crankcase ventilation tube

m General Part c
- Analyzer unit
The analyzer unit is mounted elastically on the tube element supplies the electrically isolated
power to all system components, records their, analyzes it and sends the corresponding
signals. The analyzer offers the following outputs:
RELAYS : Autostop(R) / Load Reduction(R1) / Pre-Alarm(R2) / Alarm(R3) /

System Reaction(R4) / Blow valve(R5)
ANALOGOUS : 1x 4 ... 20mA (from crankcase pressure information for engine
alarm system
CONNECTORS : X2 Speed pick-up
X3 Fuel rack sensor
X4 Connection to ventilation tube sensor box
X5: CAN bus (optional)
X11 Relay and blow valve control
X12 4 ... 20 mA pressure output
X13 Service BUS (RS232)
X14 Power supply
The analyzer requires supply with 24VDC and offers the possibility of 2x24VDC supply
covering the classification requirements for independent supply out of battery and mains.
The speed- and fuel rack sensors as well as the supply box on the ventilation tube are
connected by plugs to the analyzer allowing in case of a necessary exchange a fast
replacement.
- Display of the analyzer unit

If there are no system reactions or malfunctions, the display will show the engine speed
information. Before working with the instrument date and time must be set. The instrument
can be programmed by means of three push buttons. The push buttons are also useable to
confirm an alarm in case of an system intervention.

m General Part c
- Speed sensor
The sensor has M18x1.5mm thread and needs an air-gap of at least 3 to 5mm depending on
the module of the gear wheel. The connection to the analyzer unit is made by a plug-
connector. By one reduced tooth on the flywheel the analyzer can deliver information for
the constant synchronization of the speed measuring to identify possible failures. The
sensor needs no supply but by means of a constant minimized current flow to the coil a
ripp-off control is achieved.
- Fuel rack signal
The value of the load signal the system gets is delivered by a capture card. The signal has
to be edited for the analyzer, therefore the analyzer has to be calibrated to the signal.:
Set fuel rack to 0%. Enter the parameterization mode by pressing UP/DOWN. P00 appears on
the display. After the display has prompted for the password, P01 appears on the display.
Enter „P66“ press ENTER. Value 00XXX is displayed; if value is within the window of 00120
and 00225 press ENTER, 00XXX is displayed, set 1 for the blinking figure and press ENTER,
value is now accepted. If the sensor is not in the window, loosen the sensor and turn until
value is within the window. Fix than the sensor again and repeat the instructions. The
system has now calibrated the 0% fuel rack position and the display shows again „P00->
Set fuel rack to 100% Enter P67 and press ENTER; value 00XXX is displayed; if within a
window of 00400 and 01000 press ENTER; 00XXX is displayed, set 1 for the blinking figure
and press ENTER, value is now accepted. The system has now calibrated the 100% fuel
rack position and the display shows „P00“.Press UP/DOWN to return to operation mode.
- Tube element
The tube element with 4 different dimensions for the various engine types is a electric
welded seemless steel tube with loose eternal flanges .
The tube contains the following items:
- Intake tube for crankcase pressure which is internally welded into the main tube with
flexible steel hose for connection of the intake tube. The pressure sensor is mounted in the
supply box.
- Elastically mounted tube sensor box containing all necessary items for the supply and the
receipt of data from the pressure- and the optical measuring line. In case of an eventually
replacement the supply box needs no adjustment.
-The optical receiver and transmitter are mounted at the upper end of the tube. The
supply is delivered by the supply/sensor box.
- The blow tube for measuring the pollution of the optical track is mounted above the optical
line and consists out of a tube welded into the inner part of the main tube
- Optical line
The optical line (photo transmitter and receiver) delivers measuring values to the analyzer.
Consistent cleaning of the lenses is necessary.
- Pressure measuring
- The pressure measuring measures the crankcase pressure and delivers the values first
to the sensor box and then to the analyzer for control. The analyzer delivers the average
pressure information received over 720° crank-angle to the alarm system if requested.

m General Part c
- Programming
Normally the system needs no programming, except the setting of date and time after a
period of no power supply for more than 14 days.
The date and time information can be set to the instrument by means of three push buttons
placed in the front plate: Please make sure that the input frequency is 0 Hz, i.e. the control-
led engine is stopped, otherwise the programming mode can’t be reached. By pressing
DOWN and UP at the same time the display mode changes into the programming mode, at
first the input of a password under P00 is necessary. The display P00 shows now that the
parameter number P00 (meaning of the parameters see parameter list) is selected for pro-
gramming. By pushing ENTER as long as the display changes from P00 to 00000 a param-
eter value can be set. Please note: You always can get from the displayed number Pxx to
the parameter values by longer pressing ENTER. After the input of the desired value you
can leave by the same method (long push of ENTER-button). Setting of a value (parameter
number or -value): in general always the blinking digit can be adjusted with DOWN or UP.
After pressing of ENTER shortly the display jumps to the next digit. After programming the
numbers XXXXX (password respectively value for parameter number P00) in this way and
quitting the value level by pressing ENTER the next higher parameter number is shown, e.g.
P01. Any parameter setting is possible only after input of the correct password!
ATTENTION:
The system is not able to verify your programmed values!! Wrong values can end
in a destruction of the engine and endanger human lives!! For this reason please
re-check after programming your values by a control run through the program.
- Setting of built-in real time clock at first installation

The system is equipped with a real time internal clock which is backed up by a special
capacitor which last min. 14 days without connection to the mains. Therefore it is
necessary to start-up the clock at first engine start up on-site or in the ship. To do this it is
necessary to enter the parameter mode (at engine standstill) and activate the relevant
parameters P37 to P39.

m General Part c
- Parameterlist
ATTENTION: The system is not able to verify your programmed values!! Wrong values can
end in a destruction of the engine and endanger human lives!! For this reason please re-
Pxx- default possible meaning / explanation Adjusted
No. values set range values
user legitimization
check after programming your values by a control run through the program.
P00 XXXXX XXXXX password-input
pick up adjustment
P01 998 80 ... 300 No. of Teeth per revolution (incl. coded teeth) 998
998 998: autodetect & save
P02 750 300 ... 1800 Nominal engine speed 575
P03 60 10...80 time in s for opticalline blocking before reset of oilmist after 30
adjustment of ω deviation supervising
P04 13 5 ... 200 ω reduction in XX,x% for alarm H01 50
P06 220 5 ... 255 No. of revolutions without ω-supervising after fuel rack 255
decrease
P07* 350 150 ... 2000 min. speed for ω supervising 420
P08 2) 120 1 ... 600 time in s for blocking of the ω supervising after engine starts 120
P09 2) 6 1 ... 50 variation in rpm tolerable for speed <= 550 rpm 6
P10 2) 8 1 ... 100 variation in rpm tolerable for speed > 550 rpm 8
adjustment of the oil mist detector
P11 10 1... 250 blocking time before alarms H09/H10/H11 activated 10
P12 30 1 ... 100 oil mist increase in XX,x% before warning (H09) 60
P14 35 1 ... 150 oil mist increase in XX,x% before alarm H10 (load reduction) 70
P15 40 1 ... 150 oil mist increase in XX,x% before alarm H11 (auto-stop) 80
P16 2) 200 5 ... 2000 tolerable oil mist increase in X,xxx% for 0,8 s 700
P17 2) 60 1 ... 600 time (s) before activation of oil mist supervising after reset 60
P18 2) 25 1 ... 600 time (s) before activation of oil mist supervising after engine 25
P19 2) 20 1 ... 600 time (s) before activation of oil mist supervising after open 10
blow valve
P20 2) 10 2 ... 32 dig. low pass filter coefficient for oil mist 13
P21 2) 10 1 ... 200 resolution of oil mist (digits) 10
P22 2) 2 0 ... 250 IR power regulation factor 125
(lower values: faster, higher values: more exactly)
P23 2) 8 2 ... 15 opening time blow valve for cleaning optical line in s 5
P24 2) 86400 300...86400 time interval between operation of blow valve in s 43200
adjustment of the crankcase pressure supervising
P25 4 1 ... 50 limit for pressure peak in mmWC for alarm H06 3
P26 20 1 ... 50 limit for pressure increase in mmWC for alarm H04 12
P27 25 1 ... 50 limit for pressure increase in mmWC for alarm H05 15
P28 2) 6 1 ... 255 Dig. low pass filter coefficient for pressure output 125
*) To avoid uneccessary H01 alarms please act as follows: For generatorsets please set
P07 to a speed 50rpm below nominal engine speed. For propulsion drives with gearbox
transmission please set P07 100rpm above clutch-in speed.
2)
These parameters are used internally. Please do not change the values without
our confirmation! Irregular values may cause malfunction of the system!

m General Part c
Pxx- default possible meaning / explanation Adjusted
ATTENTION: The system is not able to verify your programmed values!! Wrong values can end in
No. values set range values
Adjustment of the relay type
a destruction of the engine and endanger human lives!! For this reason please re-check after
P32 1 0 / 1 R1 action: 0=NO / 1 = NC (Reduce Engine load) 1
P33 1 0 / 1 R2 action: 0=NO / 1 = NC (Pre Warning) 1
P34 1 0 / 1 R3 action: 0=NO / 1 = NC (System or Component failure) 1
P35 0 0 / 1 R4 action: 0=NO / 1 = NC (Blow valve) 0
P36 0 0 / 1 R5 action: 0=NO / 1 = NC (system-Action) 0
Real time clock
P37 1200 0 ... 2359 Clock: hour / minute (e.g. 1430 = 2:30pm)
P38 101 101 ... 3112 Date: Day/month (e.g. 0312 = december,3 thd)
P39 97 0 ... 99 Date: Year
system parameter
P40 0 0/1 Monitormode: On/Off (cycle-time: 1s) 0
0 = monitor mode off
programming your values by a control run through the program.

relay settings
P44 1) 4 0 ... 63 Relay active for w-deviation 1 (H01): 4
P47 1) 4 0 ... 63 Relay for crankcase pressure high (H04) 4
P48 1) 1 0 ... 63 Relay for crankcase pressure high/high (H05) 1
P49 1) 4 0 ... 63 Relay for starting blow-by (H06) 4
P52 1) 4 0 ... 63 Relay for starting oil mist (H09) 4
P53 1) 2 0 ... 63 Relay for increasing oil mist high (H10) 2
P54 1) 1 0 ... 63 Relay for increasing oil mist high/high (H11) 1
P62 1) 16 0 ... 63 Relay for cleaning procedure optical line (H19) 16
P64 1) 8 0 ... 63 Relay for system or component failure (Exx) 8
fuel rack
P65 2) 35 10 ... 255 min. deviation for fuel rack in XX,x% be used as input to the 50
system
P66 174 00174 .... Adjust fuel rack to 0% load (see chap. 2.3):
00225 -> Set fuel rack to 0%
-> Set P66 and press E; value 00XXX is displayed; if within
window 00120 and 00225 press E; 00XXX is displayed, set
1 for the blinking figure and press E, value is now accepted
P67 998 00650.... Adjust fuel rack to 100% load (see chap. 2.3):
00999 -> Set fuel rack to 100%
-> Set P67 and press E; value 00XXX is displayed; if within
window 00400 and 01000 press E; 00XXX is displayed, set
1 for the blinking figure and press E, value is now accepted
P68 457 00450... Recalibrate offset pressure sensor (see chap. 6.4)
00560 Set P68 and press E; value 00XXX is displayed; set 1 for the
blinking figure and press E, value is now accepted
P69 XXXXX 5400...7200 Calibration value for optical line (see chap. 6.2 / 6.3) 16300
1)
values for P44...P64 0 = no relay active
1 = autostop relay active 8 = system or component failure relay active (R3)
2 = load reduction relay active (R1) 16 = blow valve relay active (R4)
4 = pre warning relay active (R2) 32 = System action relay active (R5)
to activate any a combination of the relay add the single values from each relay
(e.g. for a combination of R1 and R5 set the value to 2+32 = 34 !)
m General Part c
- Engine problems
In case of system or system component failure the system activates a ready/alarm relay
which initiates a relevant information in the plants-or ships alarm system. The indicated
information in the display of the system can be cleared by pressing „E“ (Enter) for approx.
3s. If a starting engine problem is detected the system initiates a code alterning with the
engine speed information in the display and an alarm will be given.
The system reaction is programmable. The activated relay can be selected for each failure
code (H01...Exx) in the parameter P44 ... P64. The following table shows the reaction of the
system with the default values for P44 ... P64!
R = Trip Relay (Auto-stop) (value for activation: 20 = 1)

R1 = Load reduction (value for activation: 21 = 2)
R2 = Pre-alarm (value for activation: 22 = 4)
R3 = Ready/ Alarm (value for activation: 23 = 8)
R4 = Blow valve (value for activation: 24 = 16)
R5 = System Action (value for activation: 25 = 32)
to activate any a combination of the relay add the single values from each relay (e.g. for a
combination of R1 and R5 set the value to 2+32 = 34 !)
- System reaction
In case of a system reaction by initiating a pre-alarm load reduction or auto-stop the system
creates a code displayed on the digital display of the analyzer.
H01 Piston running problem (ω deviation) relay R2 parameter no 44 value 4

H04 Crankcase pressure high relay R2 parameter no 47 value 4
H05 Crankcase pressure high/high relay R parameter no 48 value 2
H06 Starting blow-by relay R2 parameter no 49 value 4
H09 Starting oil mist relay R2 parameter no 52 value 4
H10 Increasing oil mist high relay R1 parameter no 53 value 2
H11 Increasing oil mist high/high relay R parameter no 54 value 2
cleaning procedure optical line relay R4 parameter no 62 value 16
Exx System or component failure relay R3 parameter no 64 value 8
notice system reaction H01 piston running problem

At this code the system notices that there is a significant speed drop and simultaneous the
controller is transmitting blockaged or more loading. In this case it is possible that there is a
significant movement problem of a drive device. Attention: If the engine controller is not in a
proper working condition, the code H01 can also be in the display. In fact of this check
always also the controller, if this code is shown.
Please pay special attention to the fact that opening of the crankcase doors
in case of a overheated engine is not permissible before 10 minutes after the stop
has been initiated. You risk the danger of injuries!!

m General Part c
- System malfunction
In case of a failure the system will initiate a code on the digital display of the analyzer.
The code is as follows:
E01 System failure

This failure is caused by a watchdog reset or a checksum failure of the E2PROM. In case of
a watchdog reset, the error message can be quit by pressing the „ENTER“-key. In case of a
checksum failure there are 2 possibilities: the first possibility is, that the programming of the
unit was not done in a correct way. Enter the parameter mode again and check all
parameter values. If the error still occurs after the parameters have been checked, the
second possibility happened: the calibration data is no longer valid!. Therefore the main unit
must be sent back to the manufacturer for recalibrating!
E02 Speed sensor ripp-off

If this information is present the speed sensor is not longer able to deliver signals to the
system. In this case please control the fixing of the sensor in the mounting flange at the
flywheel and tighten if necessary. The air gap must be = 3.5mm. If O.K. control the plug-in
connector X2 and measure the resistance between connection pins X2/1 and X2/6. If the line
is closed and a value around 1500 to 1900 W can be measured the sensor is O.K. If the
signal is moving up/down or the line is open please exchange the sensor.
ATTENTION: In such a case the system is still working but with reduced detection
possibility. The warning codes H01 and H03 can not longer be displayed.
E03 Failure pressure sensor

If this failure is detected and displayed the crankcase measurement is not longer possible.
Check at first if the flexible hose from the tube to the supply box on the tube element is
tighten and look for damages on the hose. If this is O.K. please check the connections in the
plug-in connector X41 at the sensorbox. Control the cabling and measure if from the
connector socket 24VDC is available between X41/4 and X41/5. If yes and failure still
existing after re-setting of the connector please contact the customer service.
E04 Failure fuel rack sensor

Attention: Detection of this failure limits the availabilty of the system to identify a load change.
Therefore all load dependent detections are out of order. Notice: In the signal entrance of
the fuel rack sensor at the analyzer an electronic fuse is mounted to avoid damages inside
the circuitry in case of a short. Please note that it may take up to 300s for the fuse to reset
after the fuse was triggered.
After a replacement a adjustment of the new mounted sensor is necessary. For
recalibrating the analyzer unit to the new fuel rack sensor, please see - fuel rack sensor.
E05 Failure optical line

This failure stops the measurement of the optical line and oil mist detection is not longer
possible. The first step in control is to check the plug-in connectors of the sensor box. If all
connections are O.K. and no cable break can be detected a change of the transmitter and
receiver is necessary (see next page).

m General Part c
- Exchanging of the receiver / transmitter
First remove the connector X41. Then remove the connector X42 / X43. Remove the outer
fixing ring (g). Use fork wrench 46mm for the fixing ring and fork wrench 20mm to avoid
any turning of the receiver / transmitter. After removal of the fixing ring please secure the O-
ring (a) under the fixing ring. Now take the cable gland in the hand and softly remove the
transmitter out of the protection tube.
ATTENTION: The receiver mustn’t pulled by the cable !!!
Take care of the O-ring (b) at the front of the transmitter / receiver and the O-rings (c) and
(d) inside of the protection tube. Clean now the inner part of the protection tube. Use a little
amount of water-pump grease to grease the outer surface (f) of the new transmitter and
insert him softly by hand into the protection tube. Take now the fixing ring (g) and insert the
fresh delivered O-ring (a) in his seat area and tighten the ring. Connect X41, X42 / X43
again and the system failure should be off.
E06 Failure oil mist sensor

This failure stops the oil mist detection. The first step in control is to check the plug-in
connector X4 at analyzer and X41 at the sensorbox. If all connections are O.K. and no
cable break can be detected a change of the sensorbox is necessary.
- Exchange of the electronic box / sensorbox

If the electronic box was found defect, the box must be exchanged.
1. The analyzer unit has to be deenergized.
2. Disconnect the connectors.
3. Disconnect now the flexible steel tube from the box, pay attention to the copper. (open
carefully)
4. Screw out all 4 screws, pay attention to the securing rings and take off the box.
Installation of the new box in reverse mounting. Attention: After an exchange of the sensor
box a recalibration of the pressure sensor offset is necessary. (next page)

m General Part c
- Recalibration of the pressure sensor offset
After an exchange of the analyzer unit or tube element / sensorbox, the offset of the
pressure sensor must be recalibrated:
Make sure that the analyzer is connected to the sensorbox an the display shows „0“
(Engine at standstill and no errors occurred). Enter the parametrization mode by pressing UP
and DOWN. „P00“ appears on the display. After the system has prompted for the password
(see chap.4), „P01“ appears on the display. Enter P68 with the UP, DOWN and ENTER key
and press ENTER for approx. 2s. Then the display shows for example „00425“. Change this
value with the UP key to „10425“, and press ENTER. (Values between 00390 and 00500
are normal).The system has now recalibrated the pressure offset and the display shows
„P00“. Press UP and DOWN to return to operation mode.
E07 Failure blow valve optical line (is not in all variations onhand)
This failure code is initiated if the solenoid valve for the blow valve operation is out of order
so that in the cleaning moment no air is delivered to the tube. In this case please control the
electrical and air connections to the solenoid valve. Check if the air line is not blocked. If
everything is O.K. exchange the solenoid valve. This error can only occur when the engine
load is above 50%.
E08 Cleaning optical line requested
If this code is displayed the end of the back-up current for pollution compensation is
reached. In this case the correct measurement of the oil mist is not longer possible and
cleaning is therefore requested. Both parts of the optical line transmitter and receiver must
be taken out. For disassembling please use info as described under - exchanging of the
receiver / transmitter. Clean the surface of the optical elements in the front of the
sensors carefully with a cotton ear-stick dipped in technical alcohol. ATTENTION: Don´t
use consumable alcohol because the sugar inside will create problems for the light beam
of the optical line. After cleaning please insert the elements again tighten correct the
fixing rings and plug-in the connectors X42 and X43. The failure code should be off after
replacement of the cleaned elements.
E09 wire break autostop solenoid
This failure code is initiated if the system detects a broken line to the autostop solenoid. To
control this line it is necessary that the +24V power line for the autostop solenoid is routed
to X11/11 and the connection X11/5 is routed to the +24V input of the autostop solenoid. The
0V power line for the autostop solenoid must be routed to the 0V input of the autostop sole-
noid.
E10 no voltage supply to build in clock
If this code is displayed the system power must be activated for min 30 minutes to charge
the built in clock supply. Although the time and date must be set as described in - setting of
built-in real time clock at first installation.
E17 no automatic detection for the number of teeth
(is not in all variations onhand)
After the first start of the engine you can see this code. After the engine turned about 20
revolutions in a confirm way, the code will disappear. The system reacts with a slowly flash
of the code E17 and then there is no signal in the display for a short moment. After this
8.8.8.8.8. appears and again a short moment later the driving speed will be shown. If there
won’t be the driving speed and the code E17 isn’t deleted, the difference of the sensor
might be wrong or there isn’t any marking / coding on a tooth. If the codes E17 and E02 are
shown together, first correct the sensor problem.

m General Part c
- Exchange of the analyzer unit
In case of system malfunctions that cannot be redressed, the analyzer unit can be
exchanged.
1. take off power supply
2. disconnect all connectors
3. take off the 4 mounting screws and remove the analyzer unit
Install the new analyzer in reverse way. Maybe the parameter values must be adapted.
Attention: After an exchange of the analyzer unit a recalibration of the pressure sensor
offset is necessary.
- Oil mist alarm test

ATTENTION: Before you can start the following programming for the test the engine must
be completely stopped!!!
The system is able to perform an oil mist alarm test during operation. The following steps are
necessary:
- Press simultaneously at engine standstill UP/ENTER for min. 10 seconds.P42 will come up.
- Press now ENTER. Display went blank, 8.8.8.8.8. will be displayed and 0 comes up.
-Start now the engine and keep at nominal speed.
ATTENTION: Make sure you have 5% fuel rack position.
- Wait 2 minutes and press simultaneously UP/DOWN until H09/H10/H11 will come up in the
display and engine is stopped. The system will autostop the engine if the autostop relay is
activated in P54, so please take care that the engine does run at not too high speed to avoid
any engine problems caused by the autostop.
Attention: After H11 is displayed and engine stopped the oil mist test is deactivated. If you
want to make an additional test please activate the test mode as described before.

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Expansion Joints

m General Part c
Expansion Joints
- Fitting instructions for rubber expansion joints
Flexible pipe connections (for lubricating oil and cooling water) from a nominal width of 50
and more are provided by fitting rubber expansion joints. These rubber expansion joints
are directly flanged at the engine connecting points.
Mounting
1. Check the mounting space
dimension.
a. Mounting space
136± 5mm
b. Flanges in parallel.
c. Pipe ends aligned.
2. Put on the supplied

3.00 mm gasket at both
sides and insert the
expansion joint into the
mounting space
3. Insert the bolts from the

side of the bellows and
tighten crosswise until
Counterflange DIN / ISO
the flat gaskets are Z
frictionally connected with
the flanged surfaces. (Z)
4. Do not paint rubber bellows.
Operating temperature:
max.100° C
Flat gasket

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Instruction Cards

m General Part c
Instruction Cards
- Possibilities for high exhaust gas temperatures
The following irregularities may lead to high exhaust gas temperatures:
1. Suction temperature too high.
2. Commencement of delivery of injection pumps too late.
3. Injection nozzles defect.
4. Dirty valve ports in cylinder head.
5. Deficiency of charge air due to:
5.1 Dirty turbocharger at air and exhaust gas end.
5.2 Worn turbocharger cover ring.
5.3 Peeled off felt in suction duct.
5.4 Dirty suction filter.
5.5 Dirty charge air cooler at the air end, measure differential pressure in mm water
column.
5.6 Exhaust gas counter pressure too high, measure in mm water column.
- Possibilities for exhaust valve damages
1. Incorrect seat geometry.

Remedial measure: No manual grinding. Exclusive use of grinders and valve seat
milling cutters recommended by MaK (regular maintenance).
2. Thermal overload of the valve seats caused by too high cylinder temperatures.
Important is sufficient air supply, correct charge air temperature, sufficient seat
cooling and correct injection. Improper injection may lead to a layer on the seats
hindering a proper heat flow.
3. High-temperature corrosion caused by an unfavorable mass ratio of the sodium and

vanadium content in the fuel. Can only be remedied by using a better fuel quality.
4. Improperly working valve rotators. The rotators must keep the valves rotating in order
to avoid one-sided wear and tear, hindering coke deposits and consequential local
overheat.
5. Wrong valve clearance leading to mechanical overload. A too large valve clearance
hinders soft closing against the spring pressure.

m General Part c
Instruction Cards
- Pre-ignition
Pre-ignition causes an extreme increase of the mechanical engine load. Typical
characteristics of pre-ignition are:
1. Increased delta and firing pressure.
2. Low exhaust gas temperature.
3. Less fuel consumption.
- Engine does not attain the desired output or even stops.

The following causes are possible:
1. Compression too low, piston rings seized, damaged or broken.
2. Inlet or exhaust valves leaky or burnt.
3. Injection nozzles clogged, nozzle needle seized.
4. Deficiency of fuel, filter clogged, fuel pump defective, drive broken.
5. Fuel injection pump defective: Pump element seized, pressure-relief valve defective.
6. Fuel quality deficient, afterburning or gasification.
7. Commencement of delivery not correct, check it.
8. No valve clearance existing, valves do not shut.
9. Exhaust gas temperatures too high due to deficiency of charge air or too high charge
air temperature after cooler. Turbocharger, charge air cooler air end, charge air
manifold or inlet valve ports in the cylinder heads dirty.
10. Full speed is not reached because fuel rack incorrectly adjusted, because control air
does not reach the final value, because speed governor is defective.
11. If some cylinders connected at the same exhaust gas line have scarcely output and
the deficient output is taken over by the others, the exhaust gas pipe for the cylinders
with deficient output is blocked (shifted compensator plate). Also turbocharger
surging might be the consequence.
12. If there is no output on one cylinder: Pressure screw in roller tappet body has turned
down, fuel cam is distorted or damaged, roller tappet body is stuck.
13. Engine cooling is out of order.

m General Part c
Instruction Cards
- Lubricating oil consumption too high
The following measures are to be taken:
1. Check all lub. oil pipes for tightness.
2. Check lub. oil separator for correct setting of the regulating ring and proper function.
Max. throughput 20%. Flushing times 1.5 to 2 hours.
3. Check crankcase ventilation for free passage. Crankcase pressure max. 15 mm/wc.
4. Check lub. oil cooler (stuffing box packing) under pressure for tightness.
5. Check oil outlets in the bedplate. If oil outlets are clogged, the oil in the bedplate rises,
the crank hits into the oil with each engine turn, the oil consumption rises.
6. Check automatic lub. oil filter for proper function.
7. Draw one piston at first:

Check oil scraper ring.
Open clogged oil outlet bores in the piston.
Loosen seized piston rings.
Measure piston and liner (pay attention to pockets)
In case of high liner wear the oil consumption rises particularly at heavy sea.
8. Check lub. oil pressure, readjust if too high.
9. Take a lub. oil sample from the circulating tank and have it analyzed.
10. The consumption via the circulating tank must always be measured at same
measuring conditions and ship’s gauge.
- Retarded ignition
Typical signs of a retarded ignition are:
1. Falling delta and firing pressure.
2. Rising exhaust gas temperature.
3. Rising fuel consumption.
4. Reduced efficiency.

m General Part c
Instruction Cards
- Turbocharger surging
The so-called turbocharger surging is either caused by pressure increase after
charger or pressure drop in the suction line.
The causes can be:
1. Dirty charge air cooler, to be ascertained by measuring the charge air pressure loss
in the cooler in mm water column. The air end of the charge air cooler is dirty when
the pressure loss has reached double the new value (see test bed record).
2. Dirty exhaust gas end of turbocharger (nozzle ring / turbine) or damaged nozzle ring /
turbine by foreign bodies leading to exhaust gas backwash up to the cylinders which
are no longer sufficiently supplied with charge air.
3. Dirty protective screens causing a backwash up to the cylinders as mentioned

under 2.
4. Exhaust gas counter pressure too high, can be measured in mm water column, shall
not exceed 300 mm. Otherwise, also a backwash up to the cylinders. See 2.
5. High charge air temperature after cooler leads to backwash before the cylinders.
6. Suction temperature very low and, therefore, air weight very high.
Extremely rising charge air pressure.
7. Dirty suction air filter or loose felt in the suction air filter (underpressure).
8. Uneven cylinder stress. Big differences of firing pressure on the single cylinders
(defective nozzles).
9. High exhaust gas temperatures after cylinder and before turbine. Rising of turbine
and charger speed. Increase of air volume.
10. After general overhaul of the turbocharger if other air or exhaust gas conducting
components are dirty or have reached a certain age.
11. Charger surging on V-engines:

Determine charger speed, check fuel rack positions at cylinder banks and balance
them in case of differences. If the charger is still surging, nevertheless, it is
necessary to increase the fuel rack positions at that cylinder bank at which the
charger surges (max. 1 - 2 points).
- Irregular charger surging

1. Charge air cooler dirty at the air end. If charge air pressure lower than normal:
Measure differential pressure before/after charge air cooler. More than 500 mm water
column indicates that the charger is dirty.
2. Check for inlet valve damages:

Reduce speed to „very low“, run the engine for 10 minutes and then touch the air inlet
elbows to the cylinder heads. If one of them is definitely warmer, this would be an
indication of a valve blow-by. Removal of cylinder head and inlet valve check.

m General Part c
Instruction Cards
- Irregular charger surging
3. If in winter the suction air is too cold or in summer the charge air after cooler too
warm, surging noises may occur.
4. Regular surging noise occurring at every second turn: Check inlet valve clearances,
opening and closing periods and perhaps valve overlaps.
- Overspeed
1. Check at first if the following parts are damaged:

Valve rockers and push rods
Inlet and exhaust valves
All cams and rollers
All valve springs
If these parts are not damaged, the overspeed has not been very high. Then check:
Big-end bearing bolts
Counterweight screws for tight fit
Governor drive
2. Should the engine components as mentioned under 1. be obviously damaged, the

following parts are to be checked in addition or even exchanged.
Exchange big-end bearing bolts.

Subject all connecting rods to an ultrasonic test.
Exchange counterweight screws.
Check all big-end bearings.
Check the high-loaded main bearings according to the operating instructions.
Check gear drive.

Check vibration damper for tight fit.
Check all fillister-head screws for loose nuts i.e. lengthened studs.
Exchange the studs.
- Preheating of diesel engines

When starting a diesel engine it is advisable to heat it up to at least 40° C. This
preheating process does not only concern the engine components but above all the
operating media as cooling water and lub. oil.
In case of cold starts low-load damages are to be expected.
Low-load damages are:
1. Corrosion by cooling below dew point during combustion.
2. Increased abrasion, above all if the engine is run up too quickly.
3. Thermal material stresses.

A further disadvantage is a more difficult engine start because of the too low
combustion chamber temperature. That means a cold run-up phase must always be
overcome before the operating media have reached their operating temperature. This
leads to poor combustion and contamination of the combustion chambers.

m General Part c
Instruction Cards
- Cold start of the engine in HFO operation
Without fuel and cooling water preheating a cold start of an engine, burning a fuel with a
viscosity of > IF 180, must absolutely be avoided. Otherwise, an overload to all injection
components, especially to rollers and cams, would be the consequence.
Should an engine be „frozen in“ after stoppage in heavy fuel operation, please proceed as
follows:
1. Change the engine over to gas oil and take care for a sufficient fuel circulation
(engine / mixing tank).
2. Loosen all fuel pressure pipes at the cylinder head or injection valve.
3. Engage the turning gear and turn the engine.
4. Increase the fuel supply on each cylinder until the cooled down fuel has been driven
out of the pressure pipe (approximately 10 to 20 turns). Collect the fuel in a drip pan!
5. Remove the injection nozzle when the cylinder heads have cooled down and clean
them by hand.
- When stopping the engine operation on heavy fuel oil, particular attention
must be paid to the following:
1. Do not remove the covers on engines with pump chamber protection (thermal
insulation)!
2. Stop or reduce the direct engine room ventilation.
3. Maintain the complete fuel preheating and the circulating pumps in operation!
4. Take care that the cooling water preheating is connected and the preheating
temperature not less than 70° C!
5. Let the lub.oil separator run through and start the prelubrication at intervals!
- Air supply in the engine room

- The following points must be observed:
There must be an intake air and an exhaust air system. The exhaust air system has to
be dimensioned in a way that always a slight overpressure is kept in the engine room.
The air distribution in the engine room must ensure that abt. 50 % of the intake air is
led into the upper area of the main engine. The radiation heat must be led off by a
uniformly distributed air stream on the engine exhaust manifold from the turbocharger
side. On principle, the air flow from all single ventilating ducts must be more than a
„gentle breeze“!
The engine room temperature must not considerably exceed the outside air temperature. If the
intake air temperature before turbocharger is always 40° C or more although the outside air

m General Part c
Instruction Cards
- Grinding of individual or all main or big end bearing journals
All engine series
Precondition: Careful examination of material in the damaged area and its surroundings.
Harness test:
The normal hardness of our crankshafts is between 205 and 235 HB. Age-hardening up
to maximum 350 HB is admissible.
If there are hardness spots caused by the damage, the difference in hardness must not
exceed
10 HB/mm, that means the measured difference in hardness of two points, 10mm one
from the other, must not exceed 100 HB.
Only if the result of examination is clear and positive, grinding is expedient.
The fillets and roundings of the oil bores must not show any age-hardenings.
After grinding the journals must be free of cracks and age-hardening.
The sizes for grinding the fillets should be inquired at the customer support/department
VK14 because they are very different.
Grinding is usually carried out in diameter steps of 1 millimeter.
In all cases the customer support/department VK4 must be informed regarding the
availability of undersize bearings and check of the vibration characteristics.
- Drilling of the whole line of main bearing bores

All engine series
In principle drilling to oversize of the whole line of main bearing bores or individual bearing
pockets is possible. This action is usually necessary in case of one or more bearing
damages or turning bearing shells.
An extensive material analysis around the damage is indispensable because e.g.

excessive heat influx into the bearing pocket leads to latent heat stresses which only
after longer running times emerge as cracks.
Further actions as for example drilling of the whole line of main bearing bores or rejection
of the bedplate are depending on the extensive investigations.
The tightening torques of the nuts during the drilling process and those under operating
conditions are not identical.
As there are several bedplate variants, the tightening torques for drilling are different and
must be inquired at the customer support/department VK 4 by stating the engine number.

m General Part c
Instruction Cards
- Mounting instructions for exhaust gas expansion joint after turbocharger
The purpose of the exhaust gas expansion joint is to compensate changes in length of the
engine due to thermal expansion as well as engine movement in the event of resilient
mounting. These changes will subject the exhaust gas turbocharger to forces generated
by the exhaust pipe. The expansion joints are
designed so as to keep these forces within a permissible range. If due to manufacturing
inaccuracies of the exhaust pipe additional forces should act on the exhaust gas
turbocharger this may cause damages to the turbocharger.
For this reason it is imperative to mount the expansion joint correctly.
The exhaust pipe must be provided with a bracket next to the expansion joint (max. 2 x pipe
diameters away), if possible on the counter flange of the expansion joint. (Fixed point).
The exhaust gas expansion joint must be installed directly at the exhaust gas transition piece
of the engine.
Should it be impossible to use the standard transition piece supplied by MaK, the weight of
the transition piece manufactured by the shipyard must not exceed the weight of the MaK
transition piece. A drawing of the transition piece including weight data will then have to
be submitted to MaK for approval.
Mounting directions:
1. After aligning the engine with regard to the gearbox (in the event of resiliently
mounted engines after lowering down onto the rubber rails): Check the mounting
dimensions and correct if necessary. Gap according to the length indicated on the
drawing of the exhaust gas expansion joint, flanges parallel, pipe ends in true
alignment (tolerances as specified on the drawing).
2. Insert the expansion joint and bolt it. The expansion joint is not to be preloaded.
3. Insulate expansion joint and transition piece.

m General Part c
Instruction Cards
- Blockage of fuel injection pump
Valid for all current KEC - diesel engines

On the Kiel and Rostock engine test beds MDO and sometimes gas oil as type of fuel is used
for the engines. This means that the fuel injection pumps will be blocked in accordance with
the output on the name plate. If the customer is using gas oil (instead of MDO as shown in
the engine test bed record) during sea trials or continuous operation it is possible that the
output on the name plate will not be reached. In this case you can increase the fuel rack
position according to following formula:
fuel rack Hu(test bed) density(test bed) fuel rack

= • •
position(customer) Hu(customer) density(customer) position(test bed)
You can gather the fuel data of the test bed from the acceptance test record. If no fuel
data is provided on the acceptance test record a consultation with VT5 is necessary.
You have to ascertain the fuel data of the fuel used by the customer by analysis at side.
Important: The density data of the fuels at MDO and gas oil calculation have to
refer to the same temperature (normally 15°C).
At HFO operation at side it is necessary to take the pre heating temperature into considera-
tion. Therefore the density has to be calculated to the pre heating temperature
(customer)
(e.g. 130°C) before the engine.
Example: density(customer e.g. 50°C) + (∆t•0.0007) = density(before engine e.g. 130°C)

density(50°C) + (50°C-130°C)•0.0007 = density(130°C)
This calculated density relative to pre heating temperature will be inserted in the formula
shown above instead of density(customer). Notice the plausibility check diagrams at next
page.
After adjusting a new seal is to be provided, the alteration is to be indicated on the commis-
sioning documents, and a note about this is to be sent to VT5.
On principle Caterpillar can not give any warranty if a non-approved fuel is used.
Fuel rack position: fuel rack position [%]

Hu: specific calorific value of fuel [kJ/kg]
Density: specific gravity of fuel [kg/m3]
∆t: temperature difference: temperature density analysis minus temperature before
engine (pre heating temperature at HFO) [°C] or [K]

m General Part c
Instruction Cards
Plausibility check
Density [Kg/dm3]
0°C
fuel density in proportion to fuel density at 15°C
1,000 15°C
30°C
0,980 50°C
60°C
0,960
80°C
100°C
0,940
120°C
0,920 140°C
150°C
0,900
160°C
180°C
0,880
0,860
0,840
0,820
Density 15°C
0,800
[Kg/dm3]
0,800 0,820 0,840 0,860 0,880 0,900 0,920 0,940 0,960 0,980 1,000 0°C
Plausibility check
Density [Kg/dm3]
15°C
fuel density in proportion to fuel density at 50°C 30°C
1,000
50°C
60°C
0,980
80°C
100°C
0,960
120°C
140°C
0,940
150°C
160°C
0,920
180°C
0,900
0,880
0,860
0,840
0,820
Density 50°C
0,800
[Kg/dm 3]
0,800 0,820 0,840 0,860 0,880 0,900 0,920 0,940 0,960 0,980 1,000

m General Part c
Instruction Cards
- Fuel injection valve
The injection valve should only be disassembled if the inspection reveals faults (e.g.
leakage, insufficient ejection pressure, bad ejection).
All parts of the injection system are manufactured with utmost precision in special
workshops. This is the only way to ensure perfect function. For this reason, it is not
possible for the operator to carry out repairs himself and the necessary maintenance
work should be restricted to the following:
• cleaning
• checking the ejection pressure and tightness
• replacing wearing parts using original parts and replacement elements.
To keep repair costs low, any parts to be reconditioned should only be shipped complete
and the possibility of a mix-up should be excluded.
Carbon trumpets at the nozzles are mostly caused by insufficient cooling. Corrosive
attacks and erosion, however, are the consequence if the nozzle temperature is too low
and/or the charge air temperature is too low or water is in the charge air.
A perfect functioning of the injection nozzles can only be assessed by the behavior of the
exhaust gas temperatures/smoke behavior.
The injection valve should only be checked if there is a significant deviation of the exhaust
gas temperature from the average value.
A bad injection in the test device in the case of heavy fuel nozzles is often caused by
insufficient flushing of the injection valve with diesel oil before the test. The injection
nozzle should be carefully cleaned again before replacing it.
A drop in the opening pressure of up to 20 bar is normal after a short period of operation
(settling phenomena of the nozzle spring and needle).

m General Part c
Instruction Cards
- Piston rings
Through the development process it was possible to increase the service life of piston
rings considerably together with a clear decrease in lubricating oil consumption.
This shows again the balancing act which is a frequent phenomenon in engineering: As
much lubrication as necessary in order to achieve the specified service life and wear
values, accompanied by minimum lubricating oil consumption. The times of oil eaters are
over.
Fine cracks in the
non-contact area with
the liner
The running surface starts on

the bottom edge of the ring
But what are the prerequisites that must be met on the owners’ side in order to actually
achieve the normal service life?
Fine
cracks
1. The ring grooves of the pistons, the diameters of the liners, and the dimensions of the
piston rings must be within the permissible wear limits.
2. Combustion must be perfect.
3. The ring was mounted with TOP pointing upwards.
If the expected service life has not been reached although the above parameters were
okay, an investigation must be started. Above all the piston ring of the first groove gives
us important clues through close inspection.

m General Part c
Instruction Cards
Normal ring condition:
The running layer must have a complete chrome layer until the end.
Wear of the chrome layer must not be even around the circumference.
Wear starts at the bottom edge of the ring.
Fine cracks in the chrome layer do not necessarily mean a manufacturing defect.
Maximum wear normally occurs at the ring butts.
Problem indicators:
Wide cracks, traces of burning and peeling are clear symptoms of overload.
Flank corrosion is a symptom of water in the fuel or low TBN of the lubricating oil.
Chrome chipping can be caused by excessive expansion of the rings upon assembly.
A bonding defect between base material and chrome layer is very rare.
Considerable build-up of coke at the rear of the ring causes high contact pressure
and thus a lack in lubrication.
With / without
residual chrome
layer
Nowadays the butt clearance is used as a criterion for wear assessment and we do not
indicate a figure. The end clearance is only relevant for test bed trials during the develop-
ment phase, and it is difficult to measure with sufficient precision.

m General Part c
Instruction Cards
When original MaK piston rings are used the correct end clearance is
obtained automatically within the specified tolerances. The relevant value to determine
piston ring wear is never anything other but the chrome layer thickness of the running
surface. In new condition this is 350 to 400 µm.
Running layer with traces of burning and chrome

peeling
However, we recommend to measure the residual chrome layer thickness

during each maintenance, even if the rings are to be exchanged. This will help to
determine whether maintenance intervals can be extended.
Every ring package also includes an oil control ring. This oil control ring is also subject to
wear and should always be exchanged together with the other rings, because a precise
assessment is often possible only with a magnifying lens and requires longer experience.
The function of this ring is to scrape off oil. The ring does perform this job, but the oil
scraped off is mostly the huge quantity of splashing oil from the crankcase.
This ring alone, however, is not capable of catering for a low lubricating oil consumption.
This must be ensured by a correct matching of the entire ring package. In this the shape
of the individual rings and the material combination with the liner have an essential
influence.
You can be sure that the ring packages of MaK Motoren are optimally designed for low
wear and lubricating oil consumption.
Flank corrosion
Chrom layer is not attacked

m General Part c
Instruction Cards
- Lubricating oil pressure too low, checks
In case of dropping lub. oil pressure it is to be distinguished between:
Suddenly dropping lub. oil pressure (i.a. failure lub. oil pump, pipe fracture, clogging by
loosening of big dirt particles/foreign bodies)
Dropping lub. oil pressure after engine start until the operating temperature is
achieved (i.a. wrong adjustment of the regulating systems)
Dropping lub. oil pressure for a longer period/weeks or months (i.a. possible bearing
wear and tear, incrustation of suction filter lub. oil pump)
The following checks should be carried out in case of dropping lub. oil pressure:
1. Check or exchange of the indicators for oil pressure measurement and venting of
the admission pipes
2. Measurement of the lub. oil pressure directly at the pressure side of the attached
lub. oil pump
3. Check for correct lub. oil inlet temperature
4. Check of the oil pressure regulating valve (on new installations also venting of the
control pipes)
5. Check/cleaning of all lub. oil filters (automatic filter, duplex filter, protective strainer
and suction filter lub. oil pump!)
6. Check of the lub. oil temperature regulator (jamming, contamination)
7. Check of the lub. oil cooler for contamination
8. Leakage check of the lub. oil pipes inside the engine which are supplying the main
bearings
9. Clearance check of all camshaft bearings
10. Gap measurement of big end bearings
11. Gap measurement of main bearings
12. Check of the lub. oil pump for wear and tear
A detailed measuring record with all cooling water, and lub. oil temperatures, as well as
pressures is helpful to decide on the chronological order of the checks.
Warning:
In case of oil-cooled pistons, too low oil pressure and too fast run-up of the engine (quick
load changes) there is the danger of piston seizure! The same applies to slow tempera-
ture regulation of cooling water and lub. oil system. Experience has shown that the oil
pressure of the bearings is still sufficient in such cases and that the bearings are not
endangered.
Therefore, it is important that all alarm and stop functions in the lub. oil system are
correctly adjusted. Also the alarm suppression part load/full load is to be adjusted exactly
according to instructions. The appropriate parameters/data are specified in the measuring
point list of MaK’s operating manual book C.

m General Part c
Instruction Cards
- Valve rotators
Caterpillar delivers all MDO engines only with rotators in the inlet.
Rotators in the inlet are indispensable since the inlet valve is exposed to different
temperatures (cold/hot, charge air inlet/combustion chamber). The valve must be turning
since otherwise it would dig in one-sidedly thus getting rapidly worn.
The exhaust valve, however, is evenly exposed to exhaust gases. Experience shows
that a one-sided deformation of the valve does not occur. Furthermore, the exhaust gases
have lubricating properties so that a rotator is not necessary.
Due to high residues in the fuel, in HFO operation, contrary to MDO, there are intensified
dents by coke on the valve seat and valve seat insert. For this reason a rotator is
necessary to keep the valve seats and seat inserts evenly clean by rotary motion.

m General Part c
Instruction Cards
- Influence of the turbocharger contamination at exhaust gas end
on the Diesel Engine
A thermally sound engine needs much air!

To get this air through the engine, a sufficiently large “breathing cross sec-
tion” and high pressure drop between air inlet and exhaust gas outlet is
required.
Deposits at the turbine end of an exhaust gas turbocharger – primarily on nozzle ring
and rotor blades – are always leading to a reduction of the designed cross sec-
tions and thus to an impairment of the engine absorption capacity.
The exhaust gas stream is increasingly accumulating before the turbine. So the flushing
gradient – i.e. the difference between charge air and exhaust gas duct – lowers and the
air throughput in the engine decreases. For the combustion process and flushing of the
engine less air is available than provided for in the design.
The consequence is a higher thermal engine load that might become inadmissibly high at
further developing contamination.
The incrusting and thus narrowing nozzle ring leads to an increased turbine speed. The
result is rising charge air pressure that apparently relieves the engine ther-
mally. But due to the above-described dropping differential pressure between charge air
and exhaust gas end, the higher charge air pressure cannot act as thermal relief.
The thermal disadvantage by an increased accumulation of the exhaust gases before the
contaminated nozzle ring is greater than the advantage by the risen charge air pressure.
Should the operating data of an engine at comparably high turbocharger speed

and increased charge air pressure show a high exhaust gas level, it may be
assumed that the turbocharger is contaminated on the exhaust gas side and
the engine thermally overloaded.
Only careful and timely turbine cleaning according to CAT instructions as well
as permanent critical supervision and observance of the operating parameters
guarantee a thermodynamically safe engine operation.

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Speed Governor

m General Part c
Speed Governor
- General
The basic function of a speed governor is to keep a set speed constant independent
of load or, on marine engines, maintain a certain speed.
In general, centrifugal governors are used, reaching a certain constancy but

suffering major speed fluctuations during load changes. Furthermore, these
governors reacted too slowly so that the control time had to be shortened. This led to
the development of the hydraulic governor.
As even on those governors the control time was still too long, governors with
„feedback“ were developed. This „feedback“ reports every change of the governor
output travel to the governor input (measuring element).
- Operation
Under normal operating conditions the output shaft and consequently also the fuel
rack are in a state of rest. The defects to be observed at the governor output can be
described as follows:
If the governor output effects quick, short vibrations, this is called „jiggling“.
„Jiggling“ at the engine is caused by poor gear wheels. The smallest backlash allows
the most favourable governor operation.
A swinging of the governor is called „hunting“.
On older governors this hunting is caused by wear and tear but in most of the cases
it is due to a heavily moving fuel rack. In case of hunting it must be checked if the fuel
inlet controls of all injection pumps are easily moving.
A combined jiggling and hunting is due to a too large clearance in the rack of the fuel
adjustment. Periodical displacements of the fuel rack may be caused by bad firing
conditions of one cylinder. Due to loss of power, a speed drop is periodically
transmitted to the governor.
- Parallel operation of three-phase current generators

Governor buttons serving for the adjustment of the speed on the single generator,
influence the distribution of load via the two three-phase current generators. Aggre-
gates, excellently working in separate operation, can cause so many difficulties in
parallel operation that they even fail.
If two three-phase current generators are connected in parallel, there is a
synchronizing torque, no matter if they are loaded or not.
One of the most important criteria in parallel operation is the correct load distribution
which is only possible on governors with a speed droop characteristic. That means
that with rising load the speed along the characteristic curve drops. When the
maximum level of the fuel pumps is reached, the speed droops under further load at
equal fuel rack position. The speed droop characteristic is necessary for
coordinating each load with a certain fuel rack position. Would the characteristic
curve be exactly horizontal i.e. the same speed over the whole load range,
an exact coordination and consequently a parallel operation would not be possible.

m General Part c
Speed Governor
Before adjusting an installation for parallel operation it must be checked whether all
fuel pumps are in 0 - position, the load indicators of all governors also show „0“
and all governor levers are in the same position. If in standstill the governor levers are
not in the same angular position different ways of the fuel rack will result at equal
degrees of angle.
The engines are started and checked in idle motion for coincidence of the fuel rack
positions at the fuel pumps and the load indications. Of course, it is more expedient if
(in case of slight differences) there is a coincidence in idle motion than in standstill.
Now the engines are loaded successively. On each engine the droop is set to the
desired value at full load.
Normally the value is about 3 - 5 %.
Example: n max. = 600 rpm, 3 % deviation = 18 rpm i.e. at 100 % load the
speed is 582 rpm.
Is the droop differently adjusted, there will be a different load distribution in parallel
operation. So it is absolutely clear why the droop must be exactly identical.
- Points which must be strictly observed in parallel operation

1. All governors must be in the same angular position at equal load.
2. The lever lengths must be identical to attain equal governor strokes and thus also
equal fuel rack positions.
3. The droops must be equal in size.
Woodward governor UG 8 L and UG 40 L

Only old design except for reversible engines.
Apart from their different sizes the UG 8 L and UG 40 L governors are identical.
Accordingly is their use on the engines.
The speed adjustment of these governors takes place via pneumatic actuators. Two
types of actuators are existing:
1st type with stop cylinder

2nd type without stop cylinder
The actuators effect a coincidence of control air pressure and speed. Minimum
control air pressure (1.5 bar) belongs to minimum engine speed and maximum control
air pressure (5.8 bar) to maximum engine speed.
According to the respective control air pressure the speed range decreases by
shortening lever - b - and increases by lengthening it.
In ventilated condition the engine shall run with minimum speed. The minimum speed
can be adjusted by means of tightener - a -. Shortening reduces the minimum speed,
lengthening increases it.

m General Part c
Speed Governor
Take care that when adjusting the
minimum speed with tightener - a -,
n
m
also the speed range must be
in
.
readjusted with lever - b -. At minimum
St
x.
speed attention must be paid that there
ma
op
n
is a clearance of 0.5 - 0.8 mm between
spring-stretching sleeve and stop nut
in the governor.
Maximum and minimum speed setting

Setting of actuator with stop cylinder
This setting allows an engine
adjustment via actuator from maximum
speed up to stop.
1. Actuator air-removed.
In air-removed condition the engine
shall run with minimum speed. For a
readjustment of the minimum speed
the length of the tightener is
changed until the required speed is 1
attained. 2
2. Speed setting cylinder in b
actuator ventilated
In fully ventilated condition - 5.8
bar - 103.2 % of the rated speed
must be attained. In this condition
the setscrew for the maximum
speed must be screwed up against
the stop for maximum speed.
1 = stop cylinder 2 = speed setting cylinder
3. Stop cylinder ventilated.
For stopping the engine the speed adjusting lever must be put on stop by about 11 ø
beyond the position minimum speed. In stop position the stop for minimum speed fits
the setscrew for minimum speed / stop.
Setting of actuator without stop cylinder
This setting allows to adjust the engine solely from minimum to maximum speed.
1. Actuator air-removed.
In air-removed condition the engine shall run with minimum speed. For readjustment of
the minimum speed the length of the tightener is changed until the required speed is
attained.
Screw the setscrew for the minimum speed up against the stop for minimum speed.
2. Actuator ventilated.
In fully ventilated condition - 5.8 bar - 103.2 % of the rated speed must be attained. In
this condition the setscrew for the maximum speed must be screwed up against the
stop for maximum speed.
m General Part c
Speed Governor / Woodward UG8D, UG40D
- Setting
The structure of both, UG 8 D and UG 40 D is identical. They are used on generator-
driven engines.
1. With the speed setting knob the engine is run up to maximum speed.
2. For limitation of the maximum speed, gear wheel - A - is turned clockwise until the l
imiting bolt for maximum speed arrests.
If the required speed is not attained with the speed setting knob, the speed limitation
can be increased by turning gear wheel - A - anticlockwise.
- Feedback setting
The feedback setting is not
o.k. if the speed changes
proceed too slowly. Speed setting motor
For setting and resetting,
governor and engine must Oil level gauge
have the operating glass Governor shaft
temperature.
P-range
Feedback indicator
setting
1. Set the feedback indicator to
maximum value. Load limitation
Adjustment of
2. Open the needle valve by at nominal value
least 3 pitches of thread and
let the engine hunt for
abt. 30 sec. to obtain an
optimum ventilation of the Feedback needle
governor ducts. valve after
locking screw
3. Set the feedback indicator to Oil drain screw
minimum value.
4. Slowly close the needle valve until the hunting stops. Do not go on closing the needle
valve.
5. Change the speed. Is the desired speed reached promptly and the opening of the
needle valve lies between 1/8 and 1/2 pitch, the setting should be correct.
6. If the hunting does not stop, the feedback indicator must be increased by 2 readings
and the points 2, 3 and 4 must be repeated.
A weak feedback would be favourable.

m General Part c
Speed Governor / Woodward PGA governor
- Basic settings Woodward PGA governor
All PGA governors are composed of the same basic elements. These elements
suffice to keep a speed constant over the whole range of engine capacity.
The basic elements are:
1. An oil pump, two pressure oil reservoirs and a pressure relief valve for constant oil
pressure.
2. A speed measuring unit with pilot valve controlling the oil flow to and from the
working cylinder.
3. A working cylinder, also called servomotor, actuating the injection pumps. Two types
of cylinders are available:
a. Single-acting with fitted return spring.
b. Double-acting with differential piston.
4. A return system to stabilize the automatic control.
5. A pneumatic speed adjusting device to allow a remote speed setting.
The control air pressure via control valve or converter is directly fed into the
governor. The governor runs the engine up to a speed exactly defined to the
respective control air pressure and keeps it constant.
- Basic setting of the PGA governors

The stability of the control is determined by the spring constant of the buffer springs
and the opening of the needle valve. Set the fuel rack between governor and engine
control shaft in a way that at stop position of the working piston the injection pumps
are shortly before zero-position and, at the expected full load, accordingly a 70-80 %
stroke range of the governor is attained. Needle valve opened by abt. 1/2 pitch of
thread.
1. Set the manual speed adjusting knob to lowest speed (i.e. turn anticlockwise until the
friction coupling is engaged) as long as the basic adjustments are set.
2. Set maximum speed blocking screw flat with upper edge of basic speed
adjusting nut.
See sketch on DIN A4 page
3. Apply the lowest determined control air pressure - 1.5 bar - to the diaphragm
chamber. Adjust the set nut for the primary speed in a way that the lowest required
speed is attained (turn the nut anticlockwise to increase the speed).
The blocking screw for the lowest pneumatically adjustable speed must not touch the speed
droop lever hereby.

Monteurhandbuch - Engineer ´s Handbook
m Allgemein - General Part c
Abstellmutter 0,8 mm Spiel bei Betrieb
0,1 mm bei Stop
stopping nut 0.8 mm clearance with running engine.
4 0.1 mm with stopped engine.
5
A
1 8
A
3 Klemmschraube
Drehbolzen clamping screw
pivot bolt
6
7
P-Bereic
hverstell
9 Speed d un
roop sett g
- ing
+
P-Grad Nocken
speed droop cam
Servicedokument der - Service Document of

Caterpillar Motoren GmbH & Co. KG d/e
Engineer ´ Handbook - Monteurhandbuch
m General Part - Allgemein c
Blockierschraube für
Höchstdrehzahl Einstellmutter für Grunddrehzahl Abstellstange
high speed stop screw manual speed adjusting knob shutdown rod
Abstellmutter
Anschlagschraube f. niedrige shutdown nut Drucköl von der Pumpe pressure oil from the pump
Drehzahl Stossweiser Druckölfluß intermittent pressure oil flow
pneumatic low speed stop P-Grad Nocken
screw speed droop cam Eingeschlossenes Drucköl trapped pressure oil
Sumpföl sump oil
Kugelgelagerter
Drehzahlverstell- Drehzapfen
hebel Speed ball bearing pivot
Einstell-
setting screw
schraube Höchstdrehzahlbegrenzungsventil
lever
Handdrehzahlverstellknopf adjusting maximum speed limiting valve
manual speed adjusting Luftdruck
screw Blockierschraube f. Kleinstdrehzahl
knob air pressure
stop screw for minimum speed
Steuerschieber
für Drehzahl-
verstellung
Speed setting Servokolben zur Drehzahleinstellung
plunger speed setting servo piston
Arbeitskolben
Ausgleichskolben working piston
dummy piston
Steuerschieber
control piston
Druckspeicher
pressure granary
Reglerantrieb
governor drive
Service Document of - Servicedokument der

Caterpillar Motoren GmbH & Co. KG e/d
m General Part c
Speed Governor / Woodward PGA Governor
4. Increase the control air pressure up to the maximum - 5.8 - 6.0 bar -. Proceed most
carefully to avoid an overspeed to the engine. Take care that the setscrew at the
piston rod of the speed setting piston does not yet open the maximum speed limiting
valve.
Is the desired maximum speed attained before the control air pressure has reached
the maximum value, the ball bearing at the speed adjusting lever must be shifted
towards the speed setting piston. If at the maximum required air pressure the
necessary maximum speed is not yet attained, the ball bearing must be shifted away
from the speed setting piston.
Strictly follow the instructions for shifting the ball bearing: Loosen the cylinder head
stud which fixes the ball bearing at the adjustable pivot bracket. Loosen the knurled
nut at that side of the adjustable privot bracket at which the speed setting range shall
be released. Now shift the adjustable pivot bracket into the desired direction using the
other knurled nut. Then retigthen both knurled nuts and the ball bearing clamping
screw.
5. After each shifting process readjust the lowest speed using the primary speed nut.
The adjustment must be repeated until the lowest speed is attained at minimum control
air pressure and maximum speed at maximum control air pressure.
Check: If the adjustment is exact, a slight increase of the control air pressure over
the lowest air pressure will already lead to a corresponding speed increase and a
slight droop of the control air pressure under the maximum pressure to the
corresponding speed droop.
6. Apply the maximum control air pressure to the governor and run maximum speed.
Adjust the setscrew at the piston rod of the speed setting piston in a way that the
maximum speed limiting valve just starts opening.
7. Set the minimum air pressure - 1.5 bar - and thus the lowest speed:
a) Screw the shutdown nut of the shutdown rod upwards and secure it.
b) Set the stop screw for the speed setting piston in a way that it just touches the
speed setting piston without changing the speed.
c) Adjust the blocking screw for the lowest pneumatically adjustable speed in a
way that the screw head just only touches the speed droop lever (about
0.1 mm). Secure the screw by a counternut.

m General Part c
8. Emergency operation 7 8 9 10
The control air to the 6
governor is interrupted. 5
11
Turn the manual speed 4
adjusting knob clockwise
12
and increase the governor
speed. Set the blocking 3
screw for limiting the 2
maximum speed in a way 1
that the downward motion
of the nut for the primary
speed adjustment is just
stopped at maximum speed.
1. Speed setting cylinder

2. Limiting valve for maximum
speed
3. Stop screw for speed
setting piston
4. Shutdown nut
5. Shutdown rod
6. Setscrew for maximum speed limiting valve
7. Knurled nut
8. Setscrew for primary speed
9. Blocking screw for maximum speed
10. Speed droop lever
11. Blocking screw for lowest pneumatically adjustable speed
12. Control link
Short instruction for PGA governor adjustment

- Engine stop
1. Set the manual speed adjusting knob - 1 - to lowest speed.
2. Screw the adjusting nut for the primary speed - 2 - in until the speed adjusting
lever - 3 - projects by about 3 mm out of the nut.
3. Unscrew the blocking screw for the maximum speed adjustment - 4 - until the upper
end of the screw is flush with the upper edge of the primary speed adjusting
nut - 2 -.
4. Screw the stop screw - 5 - in by about 2 mm.
5. Completely unscrew the maximum speed limiting valve - 6 -.
6. Unscrew the blocking screw - 7 - for lowest speed by about 1 mm.

m General Part c
- Engine operation
1. Set the manual speed adjusting knob - 1 - to lowest speed.
2. Apply the lowest control air pressure to the governor.
3. Adjust n min. with set nut - 2 -.
4. Slowly increase the air pressure until attaining n max..
5. If n max. is attained before the control air pressure has reached its maximum value:
Reduce the control air to the lowest value, shift ball bearing - 8 - towards the speed
setting piston - 9 -.
6. Readjust the n min. using set nut - 2 -.
7. Repeat points 5 + 6 until n min. and p min. as well as n max. and p max. exactly
coincide.
8. Has the control air pressure reached its maximum value before the engine runs with
n max.,
so: reduce the control air pressure to p min.. Shift ball bearing - 8 - towards the
manual speed adjusting knob - 1 -.
9. Readjust n min. using set nut - 2 -.
10. Repeat points 8 + 9 until n min. and p min. as well as n max. and p max. exactly
coincide.
11. Reduce the control air pressure at the governor. Speed drops below n min..
12. Screw the blocking screw for lowest speed - 7 - in until the engine speed is about
3 - 5 rpm below n min..
13. Screw stop screw - 5 - against the speed droop lever until n min. is attained.
14. Slightly increase the speed over n max. using the manual speed adjusting knob - 1 -.
15. Screw the maximum speed setting screw - 4 - in until n max. is attained.
16. Screw the limiting screw - 6 - in until the valve for maximum speed only just opens.
17. Turn manual speed adjusting knob - 1 - on clockwise. Now the speed must not
increase.
18. Turn manual speed adjusting knob - 1 - to minimum.

m General Part c
- Speed droop setting
After changing the speed droop, the speed setting must be corrected again. It is
advisable to adjust the speed droop, normally 4 - 5 %, before. Shifting away from the
pivot bolt i.e. to the right in the direction of the working piston, increases the speed
droop, towards the pivot bolt, i. e. to the left, reduces it. If the mid-vertical through the
cam coincides with the mid-vertical of the pivot bolt, the speed droop is „0“.
Warning! The cam must never be shifted beyond zero position in the direction of
negative speed droop.
See sketch on DIN A4 page

m General Part c
Speed Governor / Regulareurs Europa Typ1500
- Setting:
- 1. speed stops (min. / max. stop)
The stops are placed at the governor outside under a protective cover.
The safety min. / max. stops can be adjusted by turning the stop screws in or out or
shifting the stop lever.
Manual speed setting
Maximum speed stop
Manimum speed stop
P - droop setscrew behind

the plug
Left output shaft
Connection to the
oil filter

m General Part c
- 2. speed droop
The governor is set to the given speed droop. The speed can be adjusted by means
of a screw inside the governor housing. The screw is accessible from outside by
removing a protective stopper (insicating plate „droop“). When turning to the right the
speed droop is reduced, when turning to the left it is increased. 4 turns of the
setscrew correspond to 3% speed droop change.
Attention! Extreme turning to the right (reduction) may lead to a negative spped droop which
must be avoided by all means.
Oil filler socket
Throttle screw below the locking screw -
Cover plate for min. and

max. speed blockings -
Oil drain screw -

m General Part c
- 3. stabilization
The governor stabilization is based on 4 components:
a) Restrictor screw
b) Stabilizing springs in the feedback system
c) Centrifugal weights
d) Droop (e.g. 5 % for single engines)
The restrictor screw is located in the governor cover under a protective plug.
Reference plate: Restrictor screw.
Standard setting: 1/4 - 3/4 turns opened.
Readjustment allowed to enable a prompt return to the stable nominal speed without
overshot.
When opening the restrictor screw: (turning anticlockwise)
Nominal speed promptly attained, but governor more unstable.
When closing the restrictor screw: (turning clockwise)
Governor reacts slowlier, but increased stability.
Adjustment of the speed range

Turning clockwise: Higher starting
speed
Adjustment of the speed

range at determined
control air
Restrictor screw
Turning clockwise: Governor more
stable but slowlier.
Standard setting: 1/4 - 3/4 turns
opened

m General Part c
Adjustments of governor and engine only after reaching the operating
temperature.
Stabilizing springs and centrifugal weights are fitted in our works according to the
intended use of the governor. Droop see under 2.
- 4. pneumatic speed setting

For readjustment of the pneumatic speed setting the governor cover must be
removed. To increase the speed range at constant control air pressure the sliding
pulley is shifted towards „30“ on the scale. After that the idling speed must be
readjusted using the setscrew. Both possibilities of adjustment have an alternating
effect. Turning the setscrew clockwise leads to an increase of the idling speed.
For a correct adjustment the following simple method should be applied:

a. Set the control air pressure to n min..
b. Adjust the idling speed using the setscrew.
c. Set the control air pressure to n max..
d. If maximum speed is not attained, slowly increase the speed range.
e. Now readjust idling pressure and idling speed.
f. Repeat points a - e until the correct pressure - speed ratio is attained.

m General Part c
Electronic Speed Governor
- General
Generally mechanical and electronical speed governors have the same task
→ to keep a set speed constant
Besides mechanical and electronic speed governors there are combinations of both
systems, they are called BACKUP governors. If the electronic part is disturbed the
mechanical part does the job without any period of transition.
In contrast to mechanical speed governors an electronic speed governor consists of 3
components.
1. revolution recorder
2. control equipment
3. actuator
Engine
Actuator
Fuel control linkage
Electronic
speed
governor nact.
nnom.
There are a lot of adjusting possibilities on electronic governors. For this reason adjusting
should only done by a skilled worker. For commissioning the engine on board a ship or at a
powerstation a data list with preset values will be delivered by KEC. Some of the
parameters of the governor have to be adjusted to the particular working conditions by an
appropriate programming tool or a laptop computer. This is necessary for a stable and safe
engine operation. Record the changed settings in a new data list and send it to KEC .
Only skilled workers are permitted to do the settings.

Otherwise there is danger for life and engine.

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Electronic Indicator

m General Part c
- Safety instructions
When using the LEMAG PREMET LS please consider that the gases which emerge after
opening the indicator valve, are under high dynamic pressure and extremely high tempera-
ture. Therefore, it is essential that the connection between PREMET LS and indicator valve
is gastight, i.e. the cap screw of the PREMET LS and the connecting thread of the indicator
valve are to be screwed together until their connection is form-closed and force-locking.
Now the indicator valve may be fully opened up to the limit stop and the indicating process
with the PREMET LS can be started.
After measurement the indicator valve must be closed. Please ensure that before loosen-
ing the connection indicator valve - PREMET LS no more combustion gases are emerging at
the indicator valve so that the PREMET LS is no longer pressurized. Then the connection
may be loosened.
- Temperature range
The measuring instrument can be stored at temperatures between -20° C and +70° C.
During measurement the ambient temperature should be within the range of 0° C to 50° C.

m General Part c
- Switching on the device
The system is switched on by pressing the control button (position ON). The following
start-up screen appears:
LEMAG PREMET LS
Ver. 1.48 SN: 12345 - Version and Serial No.
Press any key
Press any key to call up the Main Operating Menu:
SETUP
SCAN ENGINE - Measurement on the engine
SHOW STATISTIC - Display of mean values and statistics
PRINT DATA - Print out of measured values and curves
Selecting a menu item is achieved by using the UP ( ↑ ) and DOWN ( ↓ ) keys. The
selected item is activated by pressing the ENTER key ( ↵ )
PRINT DATA
SEND DATA - Sending of measured valves and statistical data
CLEAR CYLINDER - Deletion of all cylinder-refered data
CLEAR ENGINE - Deletion of all engine data
CLEAR ENGINE
FREE OPTIONS - Free optionen
CALIBRATE - Calibration
POWER OFF - Switching off
- Switching off the device

The device is fitted with an auto-power-off function to prolong the life of a battery
charge. If no key is pressed for more than 1 minute the back-lighting of the display is
extinguished. By pressing any key the back-lighting is reactivated and a new one minute
period started.
If no key pressed for more than 5 minutes the device is automatically switched off except
in the measuring and calibrating modes.
It is also possible to switch off the device by using the Main Operating Menu. To do this
select the menu item POWER OFF and confirm with ENTER ( ↵ ).
After selection by means of The ENTER key a safety inquiry appears:

POWER OFF ?
ESC ENTER
Confirming the POWER OFF command with the ENTER ( ↵ ) key switches off the device.
Pressing the ESC Escape) key returns the screen to the Main Menu.
After switching off the device all the setup values, all measured peak pressures and calculated
statistics are saved.

m General Part c
- Set up adjustments
The PREMET LS can be optimally adjusted to the settings of the engine to be measured
and retains these settings until the next time adjustments are made by the operator.
To set up the device select the menu item SETUP from the Main Operating Menu and
confirm with ENTER. Then select PARAMETERS confirm with ENTER and follow the menu
(The adjustment of the clock see page 10e SET DATE ).
SETUP
PARAMETERS <
CLOCK
ESC ENTER
First it is possible to choose the engine (1or 2) by using the UP- ( ↑ ) and
DOWN-keys ( ↓ ):
SETUP
ENGINE No.: 1
ESC ENTER
Then you can enter the Charge Air Pressure value Pscav:
SETUP
PSCAV = 0.00 bar
ESC ENTER
Using the UP ( ↑ ) and DOWN ( ↓ ) keys the charge air pressure value can be changed in
steps of 0.5 bar.
Press the ENTER key to save the charge air pressure value currently displayed on the
screen.
- Background information
The PREMET LS device relates all dynamic pressure readings (peak pressure and
pressure curve, but not the pressure gauge readings) to the set up charge air pressure.
After setting and confirming the charge air pressure, choose the working pocess (2- or
4- stroke engine)
SETUP
2/4 stroke: 2
ESC ENTER
Use the UP (↑ ↑ ) and DOWN (↓ ↓) keys to select between 2 and 4-stroke engines. Store the
actually set up value by using the ENTER key.
The next SETUP item is the number of cylinders:
SETUP
NO. OF CYL: 06
ESC ENTER
Using the UP ( ↑ ) and Down ( ↓ ) keys a number of cylinders between 1 and 18 can be
selected.
Pressing the ENTER key saves the value currently displayed.
Pressing the ESC key interrupts the SETUP procedure and the screen returns to the Main
Operating Menu.

m General Part c
Background Information: The number of cylinders is required for determining mean
engine values
and for automatically assigning readings to the appropriate cylinder.
If the number of cylinders is confirmed by pressing the ENTER key, the number of power
strokes to be measured can beentered:
SETUP
No. of Workstrokes: 06
ESC ENTER
Use the UP ( ↑ ) and Down ( ↓ ) keys to select the number of power strokes to be
measured between 1 and 15.
Pressing the ENTER key saves the value currently displayed. Pressing the ESC key
interrupts the SETUP procedure and returns the screen to the Main Operating Menu.
If the number of power strokes to be measured has been confirmed by pressing the
ENTER key, a limit value for the statistical calculation can be entered.
This limit value sets a limit above and below the peak pressure of the cylinder. The statistics
functioncalculates the percentage of measured power strokes which lie inside these limit
values.
The screen shows the following display:
SETUP
DEV FROM MEAN
PMAX: 00.0 bar
ESC ENTER
Using the UP and DOWN keys the limits can be changed in steps of 0,5 bar. Pressing the
ENTER key saves the value currently displayed. Pressing the ESC key interrupts the SETUP
procedure and returns the screen to the Main Operating Menu.
If the limit value is saved by pressing the ENTER key, it is possible to set the PRINT DATA
functions:
SETUP
PRINT STROKES +<
PRINT CURVES
ESC ENTER
Using the UP and DOWN keys the corresponding entry „Print Strokes“ can be marked ( + ) or
excluded ( ).
Marking (+) means that when executing a print-out according to statistical data, a peak
pressure diagram will be printed for each cylinder in the form of a bar graph.
Pressing the ENTER key saves the value currently displayed and you have the possibility to
mark PRINT CURVE or exclude in the same way:
SETUP
PRINT STROKES +
PRINT CURVES + <
ESC ENTER
Marking (+) means a print-out according to statistical data (and, if selected, according to
the print-out of the bar graph) together with a print curve of all cylinders.
Pressing the ENTER key saves marking or exclusion and the screen returns to the Main
Operating Menu.

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- Clock setup
After setting all parameters as requested, reset date and TOD (real time clock). To do this,
select CLOCK from the SETUP menu:
SETUP
PARAMETERS
CLOCK <
ESC ENTER
The following display appears:
SETUP
SET DATE
DAY: 02
ESC ENTER
Using the UP and DOWN keys the day can be set. Pressing the ENTER key saves the
value currently displayed.
ESC interrupts SETUP and the screen returns to the Main Operating Menu.
After SETUP of day , SETUP of MONTH and YEAR proceeds in the same way.
Pressing the ENTER key saves SETUP of the year and enables SETUP of TOD
Pressing the ENTER key saves
SETUP
SET TIME
HOUR: 13
ESC ENTER
First use the UP ( ↑ ) and DOWN ( ↓ ) keys to set the hour value. - The clock runs
in 24h-mode -. Pressing the ENTER key saves the currently displayed value.
For setting the minutes proceed in the same way and save the SETUP by pressing the
ENTER key.
The screen returns automatically to the Main Operating Menu.
After basic SETUP, start measurements.
- Carrying out measurements

First, the menu item SCAN ENGINE must be selected from the Main Operating Menu
SETUP
SCAN ENGINE < - Measurement on the engine
SHOW STATISTIC
PRINT DATA
Pressing the ENTER key activates this menu item:
SCAN ENGINE
ALL CYLINDERS < - Measurement of all cylinders
SINGLE CYL - Measurement of a single cylinder (as per
ESC ENTER SETUP)
The UP - ↑ - and DOWN - ↓ - keys can be used to select whether a single cylinder or
individual cylinders (SINGLE CYL ) should be measured, or whether the complete engine
should be measured from the first to last cylinder (ALL CYLINDERS). Pressing the ENTER
( ↵ ) key confirms the selection.
By pressing the ESC key the screen returns to the Main Operating Menu.

m General Part c
- Measurement on a single cylinder
First pre-select the desired cylinder:
SCAN ENGINE
SINGLE CYL - Measurement of a Single Cylinder
SELECT CYL: 01 - Selection of the Cylinder to be measured
ESC ENTER
Using the UP - - - and DOWN - ↓ - keys the number of the cylinder to be measured can be
pre-selected between 1 and the highest number entered during the SETUP procedure. The
desired cylinder is confirmed by pressing ENTER ( ↵ ). Pressing the ESC key returns the
screen to the Main Operating Menu.
If the cylinder is selected the screen displays a message stating that the cylinder should
be prepared,i. e. the sensor should be screwed into the indicator cock and the indicator
valve opened (please notice our Safety Instructions, 5 pages before):
SCAN ENGINE - Measurement on the Engine
PREPARE CYL: 01 - Prepare for Measurement on Cylinder 1
ESC ENTER
If this has been carried out, the measuring procedure can be started by pressing the
ENTER key. The screen displays a wait message during the measuring process:
SCAN ENGINE
SCANNING CYL: 01 - Measurement on Cylinder 1
PLEASE WAIT - Please wait
ESC ENTER
Automatic shutdown of measurement proceeds after approximately (30sec.) during which

no diesel engine pressure signal is received and the following message appears:
NOT SUCCESSFUL - Not successful
ESC ENTER
Press any key to get back into the Main Operating Menu.
After successful measurement the measuring instrument displays the following:

CLOSE VALVE - Close the indicator valve
PROCESSING DATA - Data are processed
ESC ENTER
Now close the indicator valve. During data processing the instrument may already be removed
from the cylinder. After successful data processing the following display appears:
CYL:-NO : 01 - Number of the measured cylinder
PMAXMEAN : 123 - Peak Pressure Mean Value in bar
PMAXMAX : 127 - Maximum Peak Pressure Value in bar
PMAXMIN : 121 - Minimum Peak Pressure Value in bar
Press any key to return to the Main Operating Menu.

m General Part c
- Measurement on all cylinders
Beginning with cylinder 1 and ending with the highest cylinder number entered during SETUP,
the screen displays a message for each cylinder stating that the sensor should be screwed
into the indicator cock and the indicator valve opened:
PREPARE CYL: 01 - Prepare cylinder 1 for measurement
ESC ENTER
If this has been carried out, the measuring procedure can be started by pressing the
ENTER key. The screen displays a wait message during the measuring process:
SCAN ENGINE
SCANNING CYL: 01
PLEASE WAIT
ESC ENTER
Automatic shutdown of measurement proceeeds after approximately 30sec. during which
no diesel engine pressure signal is received and the following message appears:
NOT SUCCESSFUL - Not successful
ESC ENTER
Measurement can also be stopped at any time by pressing any key.
After successful measurement the screen displays the following message:

CLOSE VALVE - Close the indicator valve --
PROCESSING DATA - Data are processed
ESC ENTER
After closing the indicator valve, remove the instrument and mount it on the next cylinder.
After finishing the calculation the following display appears on the screen:
CYL: NO : 01 - Number of the measured cylinder -
PMAXMEAN : 123 - Peak Pressure Mean Value in bar --
PMAXMAX : 127 - Maximum Peak Pressure Value in bar
PMAXMIN : 121 - Minimum Peak Pressure Value in bar
By pressing any key the instrument changes to the next cylinder. When the last cylinder has
been measured press any key to return to the Main Operating Menu.
If during measurement the battery voltage falls below the limit value, the background light
starts blinking. Please finish your measurement and recharge the battery.
- Display of statistical data

The instrument does not only determine the peak pressure mean value for each cylinder
by means of the number of pre-set power strokes, but also calculates and saves the
cylinder-referred maximum and minimum values. Furthermore, it defines the percentage of
power strokes per cylinder beyond the mean value as well as that with peak pressures
within the set limits around the cylinder mean value.
The LEMAG PREMET LS determines the peak pressure mean value of the engine and the
percentage deviation of the mean values of the individual cylinders from the engine mean
value.

m General Part c
These values can be displayed by selecting the menu item SHOW STATISTIC.
SETUP
SCAN ENGINE
SHOW STATISTIC < - Display of statistical data
PRINT DATA
After selection of this menu item by pressing the ENTER key the following screen
appears:
SHOW STATISTIC
ENGINE No.: 1 - Select the Engine (1 or 2)
ESC ENTER
After selectiong the engine number with arrows keys and confirming with ENTER the following
menu appears:
SHOW STATISTIC - Display of statistical data
ALL CYLINDERS < - Display of statistics of all cylinders
SINGLE CYL. - Display of statistics of one cylinder
ESC ENTER
Use the UP ( ↑ ) and DOWN ( ↓ ) keys to select data display of only one cylinder (SINGLE
CYL.) or all of them (ALL CYLINDERS).
Confirming by ENTER key executes the selected function. Pressing the ESC key interrupts
the function and returns the screen to the Main Operating Menu.
- Displaying statistics of a single cylinder

The following menu appears:
SHOW STATISTIC - Display of statistical data
SINGLE CYL - Sisplay of statistic of one cylinder
SELECT CYL: 01 - Delection of the desired cylinder
ESC ENTER
Using the UP ( ↑ ) and DOWN ( ↓ ) keys the desired cylinder can be selected. After
confirming the selected cylinder the statistical display appears:
1st. Menu
CYL:-NO: 01
01.02.1995 - Date of measurement
18:35 - Time of measurement
10 WORKSTROKES - Selected number of power strokes
By pressing any key the second statistics display appears:
2nd. Menu
CYL:-NO: 01 - Number of cylinder measured
PMAXMEAN : 123 - Mean peak pressure value in bar
PMAXMAX : 127 - Maximum peak pressure value in bar
PMAXMIN : 121 - Minimum peak pressure value in bar
By pressing any key the third statistics display appears:
3rd. Menu
CYL:-NO: 01
PMAX>MEAN: 50% - *1
PMAXINLIM : 100% - *2
*1 Number of power strokes percentage at peak pressure > than mean peak pressure
for this cylinder
*2 Number of power strokes percentage at peak pressure within the set limits are and the
mean peak pressure.
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By pressing any key the fourth statistics display appears:
4th. Menu
CYL:-NO : 01 - Number of cylinder measured
PMEANENG : 123,5 - Mean value of engine peak pressure
DEVOFCYL : +05,5 - Deviation *
rpm : 720 - Engine speed
* of peak pressure of current cylinder from the mean engine peak pressure of the whole
engine. Pressing any key returns the screen to the Main Operating Menu
- Display of statistics of all cylinders

The screen displays the same menus 1 - 4 as for the statistics of a single cylinder, start-
ing with cylinder 1 up to the highest cylinder number entered during SETUP.
- Deletion of measured values and statistical data of a single cylinder

By selecting the menu item CLEAR CYLINDER it is possible to delete the following data of a
single cylinder:
- individual peak pressures
- the mean, maximum and minimum peak pressure values
- the measured pressure curves
- the measured speed values
The SETUP value „Number of Cylinders“, „Number of Power Strokes“ and „Char-
ge Air Pressure“ are not deleted by this procedure.
When choosing the menu item CLEAR CYLINDER of the Main Operating Menu and activating
with ENTER the following menu appears:
CLEAR CYLINDER
ENGINE No.: 1
ESC ENTER
After selecting the engine by using the UP and DOWN keys the cylinder to be deleted is
inquired.
CLEAR CYLINDER - Deletion of all cylinder-refered data
SELECT CYLINDER - Selection of the cylinder to be deleted
CYL.-NO: 01
ESC ENTER
Use the UP ( ↑ ) and DOWN ( ↓ keys are to pre-select the cylinder to be deleted. Activate the
ENTER ( ↵ ) key to confirm pre-selection. Press the ESC key to return the screen to the Main
Operating Menu.
If deletion of a cylinder is requested, a safety inquiry appears:
CLEAR CYLINDER ? - Deletion of all cylinder- referred data?
CYL.-NO: 01
ESC ENTER
Only if the ENTER key is pressed deletion is started. ESC interrupts deletion and returns the
screen to the Main Operating Menu.
After successful deletion the following message appears:
CLEAR CYLINDER
CYL.-NO: 01
DATA DELETED - Deletion of data of cylinder No. 1 finished
ENTER
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- Deletion of measured values and statistical data of the complete engine
The menu item CLEAR ENGINE deletes the data of all the cylinders of the engine:
- the individual peak pressures
- the mean, maximum and minimum peak pressure values
- the measured pressure curves
- the measured speed values
The SETUP value „NUMBER OF CYLINDERS“, „NUMBER OF POWER STROKES“ and

„Charge Air Pressure“ are not affected by this procedure.
Selection of Menu Item:

PRINT DATA
SEND DATA
CLEAR CYLINDER
CLEAR ENGINE < - Deletion of all engine data
CLEAR ENGINE
ENGINE No.: 1 - Selection of the engine No.(1 or 2)
ESC ENTER
Pressing the ENTER key confirms the selection and activates the following safety inquiry:
CLEAR ENGINE? - Deletion of all engine data
ENGINE No.: 1 - Selected engine No.
ESC ENTER
Only when pressing the ENTER key the data are deleted. The procedure may take a longer
time. Pressing the ESC key prevents deletion and returns the screen to the Main Operating
Menu.
After successful deletion the following message appears:
CLEAR ENGINE
ENGINE No.: 1 Deletion of engine data accomplished
DATA DELETED
ENTER
Pressing any key returns the screen to the Main Operating Menu.
- Print out of statistics and measurement results

Selecting the menu item PRINT DATA executes a print out on the PREMET-LS printer. By
pressing the ENTER key this menu item is activated. After selecting the engine No. the
following safety inquiry appears on the screen:
PRINT DATA? - Print-out of measured values and statistical
ENGINE No.: 1 data?
ESC ENTER
The print-out is started by pressing the ENTER key. The printing procedure can be
interrupted by pressing the ESC key and the screen returns to the Main Operating Menu.
During print-out the following wait message appears:
PRINT DATA?
ENGINE No.: 1
PLEASE WAIT
ENTER

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Pressing the ESC key interrupts the pring process.
After finishing the following message appears:
PRINT DATA?
ENGINE No.: 1
FINISHED - Print out finished
ENTER
By pressing any key the screen returns to the Main Operating Menu
- Transmission of statistical data and measured values to a PC

By selecting the menu item SEND DATA the stored SETUP values, the statistical data and the
measured values can be transmitted to a connected PC.
By pressing the enter key this menu item is activated and you may choose the engine No. (1
or 2).
After this a safety prompt appears:
SEND DATA ? - Transmission of measured values and statistical
ENGINE No.: 1 data?
ESC ENTER
Transmission is started by pressing the ENTER ( ¿ ) key. Pressing ESC returns the screen to
the Main Operating Menu.
NB! Before starting transmission the program „RECEIVE EXE“ must be started on the PC.
During transmission the following wait message appears:

SEND DATA
ENGINE No.: 1
PLEASE WAIT
ESC ENTER
Transmission can be interrupted by pressing the ESC key.
After completion the following message appears:
SEND DATA - Data transmission finished
ENGINE No.: 1 - for engine No. 1
FINISHED
ENTER
Pressing any key returns the screen to the Main Operating Menu.
- Checking sensor calibration and recalibration

Selecting the menu item CALIBRATE of the Main Menu enables sensor calibration to be
checked or a new calibration to be carried out.
When this menu item is selected the following sub-menu appears:
CALIBRATE
CHECK CALIB. <
NEW CALIB.
TEMP CALIB.
VOLTAGE CALIB.
PRINT CALIB.
The UP ( ↑ ) and DOWN ( ↓ ) keys are used to pre-select the desired menu item. The chosen
item is confirmed by pressing the ENTER key. The ESC key stops the selection and returns
the screen to the Main Operating Menu.

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- Function
CHECK CALIB function
This is a pressure-gauge function with simultaneous display of sensor temperature.
NB! To enable the function CHECK CALIB., the following prerequisites are necassary:
- The instrument sensor must have a ambient temperature of 18° to 23°C from below
18°C to max. 18-23°C
- Apply 3-5 short pressure strokes of > 100 bar and < 230 bar to the sensor dynamically.
- Than quit the menu item CHECK CALIB with ESC and start it again with ENTER to
ensure that the sensor has the correct 0 bar offset.
- Now activate the CHECK CALIB as follows. The maximum allowed pressure is 230
bar.
CALIBRATE
CHECK CALIB. - Check of sensor calibration
APPLY 0 bar - The operator is prompted to enter a pressure of
ESC ENTER 0 bar(atmospheric pressure)
After confirmating by the ENTER key, the sensor executes an internal zero reset.
After resetting to zero is carried out the sensor shows the following display:
CHECK CALIB.
TEMP = 21°C - Sensor temperature
PRESS = 123,5 bar - Pressure at Sensor
Ubatt = 7,25
This display appears until the function is interrupted by pressing the ESC key.
NEW CALIB function

This function enables to calibrate or recalibrate to the sensor. It is protected by a
password and not freely accessible.
TEMP.CALIB function
This function enables calibration of internal temperature measurement in the sensor. It is
protected by a password and not freely accessible.
VOLTAGE CALIB function

This function is protected by a password and not freely accessible.
temperature monitoring
If the maximum sensor temperature of 75°C is exceeded the following message appears:
!!ATTENTION!!
SENSOR TEMPERAT
!!TOO HIGH!!
DISCONNECT

m General Part c
The message does not extinguish until the sensor temperature falls below 75 °C. As the
sensor has a high thermal time constant, it can only appear if the sensor is left on the
indicator cock too long. The maximum time limit depends on engine type, exhaust gas tem-
perature, speed and engine fuel index. If the warning appears, the sensor must be
switched off from the engine immediately and, if possible, be cooled since even after
disconnection the temperature still continues increasing.
- Recharge of PREMET LS batteries

The Premet LS is equipped with Ni-MH batterys. If the battery is fully loaded its operating
time in measuring and calibrating mode is approx. 2 h. Ni-MH batteries have no memory
effect as known from Ni-Cd batterys. But nevertheless we recommend to unload the
batterys before you recharge them.
- Charging of the external battery

There are two possibilities to charge the external batteries:
1. Direct charging of external battery by plug-in charger
Use the 3 to 7-pole adapter to connect plug-in charger and external battery. Charging
empty batteries takes approximately 14 hours.
2. Charging of external battery via PREMET LS Version II

Mount the external battery as mentioned above. Connect the plug-in charger with the 7-
pole socket of the PREMET LS which is exclusively charging the external battery now.
The internal battery remains “switched off”. Charging takes approximately 14 hours.
- Connection of the PREMET LS printer

Connect the PREMET LS printer by using the enclosed standard cable. Then plug the
printer cable which on one side is provided with the 7-pole PREMET plug and on the other
with the 25-pole flat plug into the PREMET LS and the printer. Connect the printer power
unit to the cable for non-heating appliance (one side earthing contact-type plug, other side
plug for non-heating appliance) with a 220 volt plug box. Insert the plug switch of the
power unit outlet into the PREMET printer. If everything has been correctly connected the
printer is now ready for use.
On the right side the PREMET printer is equipped with two LEDs indicating the respective
operating mode: if both LEDs are lighting the printer is in printing mode and the data trans-
ferred from the PREMET LS can be printed.
If only one LED is lighting the printer is in paper throw mode.
Pressing the right key transports the paper. Pressing the SEL key interrupts the paper
throw and returns the printer to the printing mode.
Printing curves with other printers is not possible because the PREMET printer was spe-
cially adapted to the PREMET LS.

m General Part c
Please consider that the printer only prints the data which were selected in the SETUP
before starting the measurement.
- Sending data to a PC
The PREMET transfer software enables data transfer from the PREMET LS to a PC MS-
DOS on COM 1. If desired, the PREMET transfer software logs a directory PREMET on the
hard disc C: of the PC.
- Installation of the PREMET transfer software on the hard disc C

Please proceed as follows: Insert the PREMET transfer diskette into the 1.44 MB diskette
drive (usually diskette drive A: )
Enter the following command: - a:install ( ↵ )
Installing the PREMET transfer software on the hard disc of your PC creates a directory
“PREMET” and copies all necessary data files.
- Starting the software from the hard disc

Provide the PREMET LS printer cable with adapter 25-pole and connect the cables be-
tween COM 1 of the PC and the 7-pole plug box of the PREMET LS.
Change to the directory C:PREMET, command: cd\PREMET ( ↵ )
Enter the command START and press the enter key ( ↵ )
You will see the following screen:
LEHMANN & MICHELS GMBH
Hamburg
electronical engine
indicator
PREMET LS
starting PREMET transfer
software
Press any key to continue.
Pressing the enter key once ( ↵ ) starts the transfer software (blue screen).
Now enter the “filename” (length max. 8 characters as usual for DOS) to record the mea-
sured data.
To facilitate data search we recommend to use the following system:
example: M1960131
M1: Main engine No. 1
96: year
01: month
31: day
Data which have been stored according to this system are rather easily to be found on
the hard disc or diskette since they are “filed” by increasing numbers.
Of course, you can use any other system as far as you do not exceed the 8 characters.

m General Part c
The PREMET display shows the message PLEASE WAIT.
Shortly after, the following message appears on the PC screen:
After successful transfer the PREMET LS display shows the message:
Receive start of message !
End of message received !
and on the screen appears:
SEND DATA
FINISHED
ENTER
Press any PC key to abort the transfer software.
The data have now been transferred and may be regarded in the selected data file.
- Starting the software from the diskette

Provide the PREMET LS printer cable with adapter 25-pole to 9-pole and connect the
cables between COM 1 of the PC and 7-pole plug box of the PREMET LS.
Change to the diskette drive A:on the PC, command A: ENTER key ( ↵ )
Then enter START ↵ .
The following display appears on the PC screen:
LEHMANN & MICHELS GMBH
Hamburg
electronical engine
indicator
PREMET LS
starting PREMET transfer software

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Notes

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Notes

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Notes

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Notes

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Engineer’s
Handbook
General Part
Heavy Fuel Operation

m General Part c
Specification for Heavy Fuel Operation
- Care and supervision
If you are uncertain of the bunker quality, a careful ascertation of the quality must take
place.
- Principal diagramatic view of the heavy fuel circulatory system
DT1 Diesel oil day tank HR1 Fuel pressure regulating valve
HR2 Viscometer
HF1 Fuel fine filter (duplex filter) HS1/HS2 Heavy fuel separator
HF2 Fuel primary filter (duplex filter)
HF3 Fuel coarse filter HT1 Heavy fuel day tank
HF4 Self cleaning fuel filter HT2 Mixing tank
HT5/6 Settling tank
HH1 Heavy fuel final preheater
HH3 Heavy fuel preheater (separator) KP1 Fuel injection pump
HH4 Heating coil
KT2 Sludge tank
HP1/HP2 Fuel pressure pump
HP3/HP4 Fuel oil circulating pump
HP5/HP6 Heavy fuel transfer pump
HP7 Sludge pump

m General Part c
The shown fuel circutory diagram is as well valid for operation with destillate fuel after
periods of longer operation on low partial load and prior to planned service measures.
1. storage tank
When fueling with heavy fuel, only empty storage tanks are to be used. This is to avoid
segregation or the consequences of any incompatibilty that may occur when taking on
different types of fuel. If a plant has no storage tank heating, the HFO pumpability of the
heavy fuel for the required temperature range must be obtained from the supplier or
check the setting point by cooling.
2. settling tank HT5, HT6

Emulsions are normally broken up under temperature influence in a settling tank, and a
part of the water and heavy contaminations are separated from the heavy fuel as sludge.
Two setting tanks are to be provided for HFO-operation and each one is to be designed
for a full load operation of 24 hours.
• Connect the two tanks alternaly irrespective of the fuel consumed so
as to obtain the best settling effect possible.
• Before cutting a tank in, thoroughly remove any water and sludge.
The longer the fuel remains in the settling tank, the more
contaminants and water will be deposited.
During operation, the set temperature of the tank should be between 80 - 90 °C
3. separator HS1, HS2

The separators have the most important task in the heavy fuel treatment. They lower the
content of solids and water of the heavy fuel to the minimum that can technically be
reached.
• Both separators are always to be operated parallel independently of
the manufacturer/ system.
• The operational capacity is designed according to the rules and

regulations of the individual manufacturer, whose authorised
department has coordinated the design with MaK-Kiel.
Separation temperature 98 °C.
4. day tank HT1

The day tank is designed to collect the treated fuel, for a minimum of 4 hours of full load
operation. If the treatment plant is in order, it will always be filled to the overflow level.
This prevents the formation of water condensation.
• Daily de-sludging is important.
• A temperature level between 80 - 95 °C should be maintained.

m General Part c
5. fuel pressure pump HP1, HP2
The fuel pump pressurizes the mixing tank. The pump relief valve has to be closed in
operation.
Test procedure:
The system pressure must not rise when increasing the valve spring load.
6. fuel pressure-regulating valve HR1

The valve is installed in the excess return line and must be set so that the pressure at the
engine is of that required.
7. self cleaning fuel filter HF4

For fuel (heavy fuel and destilled fuel), filter elements with a mesh size of 10 µ m are
required.
In the event of filter alarm, which is activated between the flushing intevals if the differen-
tial pressure is accessive, the operation of the separators must be checked and the filter
cleaned (for servicing instructions see the document of the manufacturer.
8. mixing tank HT2

This mixing tank is equipped with a level monitor. In the event of alarm and/or when filling
the tank, open the vent valve several times for a short time by hand.
9. circulating pump HP3, HP4

This pump is designed like a force pump. The pump relief valve has to be closed in
operation.
10. final preheater HH1

The preheater is to lower the fuel viscosity to a level that is optimal for injection,
10 - 12 mm 2 /s cSt; (1,8 - 2 °E), in order to reach a good atomisation and fuel-air
mixture.
• If the preheater is of electrical type, ensure the temperature switch

may be set to at max. 180 °C
• If the preheater is of steam type, a condensation trap should be
installed at the steam outlet to ensure sufficient heating if possible.
Attention: Fuel temperature before engine intake ≤ 150 °C.
11. viscosity measurement and control equipment HR2 (Viscometer)

Check whether the indicated viscosity is actually run: whenever taking on fuel, check the
temperature and viscosity against the viscosity-temperature sheet adjust the viscometer if
necessary.
12. fine filter HF1

The fine filter prtects the fuel injection system and removes solids not previously
separated. It is important to clean the filter when 50% of the red area on the differential
pressure gauge is visible or when the filter alarm has been activated.

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Notes

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Notes

m
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Engineer’s
Handbook
General Part
Couplings

m General Part c
Couplings
- General
In general couplings are flexible connections between engine and shaft installation or
generator, balancing radial, axial and angular movements of the shaft installation.
Couplings may be fitted directly at the flywheel or after an intermediate shaft with thrust
bearing.
When properly mounted they are usually maintenance-free and long-lived
- Criteria for judging the VULKAN EZ elements

The VULKAN EZ elements comprise load carrying plies, additional filler-plies, and
possible steel wires or steel cords, and rubber.
The torque is transmitted by the load carrying plies, which are embedded in the rubber.
The rubber and its moulded form determine the flexibility of the elements. Under the effect
of the torque, the projecting „beely“ of the elements recedes.
Due to the constructional design of the elements, and the different types and values of
stress, the elements will show indications of its having undergone operational service,
after a certain period of service. The most frequent symptoms are:
1. Plastic deformation in the torsional direction.

To supervise this plastic deformation, limit marks have been brought near the inner
and outer clamping areas. As long as the ends of the marks (at their respective
clamping areas) do not yet lie along a straight line joining the centre of the coupling.
2
3 2 2
1 1 4 3 1’ 5 1’
1 1’ 5
5 3
3 3 2
2 2 3
2
(limit marks 1’ - 1’) the plastic deformation is within the permissible range
(max. 15°).
This plastic deformation cannot be prevented with rubber material under load.
Depending upon the extent of the load and the temperature an angle of 3° - 5° can be
expected already after some hours of operation. When the plastic deformation
exceeds the permissible angle indicated by the markings, a replacement should be
carried out.

m General Part c
Couplings
2. Deformation of the inner and outer clamping holes.
These deformations are due to the flow process of the rubber, brought about
physically by the mechanical stresses, the clamping in the metal parts and / or
temperature influences. These deformations do not have any effect upon the
transmitting capacity of the elements.
3. Cracks in the rubber above the inner and below the outer element
clamping areas.
These are due to the position of the plies in these areas. The covering layer of rubber
over the plies is relatively thin, so that these phemena occur in case of overloads
(higher vibratory torques of short duration). As the torque is transmitted by the
embedded load carrying plies, the above phenomena are not detrimental to the
coupling. As the covering layer of rubber is thin, the torsional stiffnes does not
change either.
Should damaged plies emerge from these cracks, this is also not dangerous, as these
are the filler-plies.
4. Folds and cracks in the rubber at the inner side of element.
Folds in the element rubber can frequently be found, and these are produced by the
distortion of the element during the transmission of the torque. This appearance of
folds is harmless. Cracks in this area - 4 - are not dangerous. However, if the cracks
go down to the load carrying plies and if at the same time a large number of load
carrying plies have been broken, the elements should be replaced. Diagonal cracks in
the rubber, which go down to the plies, require an early replacement of the elements.
5. Ripples at the outside element surface.
This phenomenon also is a consequence of the plastic deformation due to the position
of the load carrying plies. It is harmless as long as no cracks are to be found from
which broken load carrying plies emerge.
6. Peeling of the rubber.
If the rubber peels away from the plies in large areas, the elements should be
replaced. We would like to stress the point, that cracks visible in the rubber layer - 3 -
are not dangerous for EZ elements, whereas with pure rubber couplings ( without
plies) which transmit the torque by torsional shear, this would require immediate
replacement.
7. General hints.
A visual inspection of the elements should be carried out once a year. When basic
overhauling is carried out (approx: every 4 years), the coupling should be
disassembled if it displays very pronounced traces of heavy service, so that the
inner side of the elements can also be inspected.
Thera are elements in service, which do not carry any markings.
With such elements the angle of plastic deformation must be determined from the
relative position of the holes in the inner and outer clamping areas (Note! EZ 141 - 165
and EZ 241 -275 have different number of holes in the inner and outer clamoing
areas, so that only the two or four respective pair of holes will lie along a straightline,
when the element is in the new (condition!) There are various couplings in service, on
which the metal parts carry the marking. There are also some couplings in service on
which the markings are arranged for 25°. For these elements the permissible angle is
also 15°. All previous instructions and puplications on judging elements are
accordingly invalid.

m General Part c
Couplings
- Replacement of elements
- Disassembly of the outer element clamping
Unscrew the hexagon screws - 2 - with the spring washers - 7 - gradually, and in a
circumferential direction. When half unscrewed, release the outer clamping ring - 8 - from
the EZ element - 3 - and from its location in the flanged casing - 1 - by means of gentle
taps on the screw heads - 2 -. The spring dowels will slide in the bores of the outer
clamping ring - 8 - and will remain in the flanged casing - 1 -. Pull back the flanged casing.
Remove the outer clamping ring.
- Disassembly of the inner element clamping

Release the hexagon screws - 13 - and remove together with the spring washers - 12 -.
Remove the hexagon nuts - 10 -. Then jack the clamping ring - 9 - against the hub - 6 -
with the hexagon screws - 13 -. To enable this, the clamping ring - 9 - is provided with
tapped holes. When removing the clamping ring - 9 - the projecting spring dowels - 11 -
remain in the clamping ring - 9 -. Now remove the clamping ring - 9 - and knock out the
hexagon bolts - 4 -.
- Disassembly of the EZ elements without torsional limit device

Series 1000 - 1010/01 - 1010/02 - 1020 - 1100 - 1110 - 1200 - 1300 - 1400 - 1500
Take off the first EZ element - 3 -. Then withdraw the intermediate ring - 5 - from the hub
- 6 -. Now remove the second EZ element - 3 -. Clean all coupling parts.
- Disassembly of the EZ elements with torsional limit device

Baureihen 1001 - 1011/01 - 1011/02 - 1021 - 1101 - 1111 - 1201 - 1301 - 1401 - 1501
Take of the first EZ element - 3 -. Then remove the outer limit ring and intermediate ring
- 5 -. Now remove the second EZ element - 3 -. Clean all coupling parts.
Without torsional limit device With torsional

limit device
1. Flange casing
2. Hexagon screw
3. EZR element
4. Hexagon screw Outer
5. Intermediate ring limit ring
6. Hub
7. Spring washer
8. Outer clamping ring
9. Inner clamping ring
10. Hexagon nut
11. Spring dowel
12. Spring washer
13. Hexagon screw
14. Spring dowel

m General Part c
Couplings

m General Part c
Couplings
- Assembly of the EZ elements without torsional limit device
Series 1000 - 1010/01 - 1010/02 - 1020 - 1100 - 1110 - 1200 - 1300 - 1400 - 1500
Install the first EZ element - 3 -. Then install the intermediate ring - 5 - and the second EZ
element - 3 -. The EZ element - 3 - and intermediate ring - 5 - have sufficient
clearance for easy installation.
- Assembly of the EZ elements with torsional limit device
Baureihen 1001 - 1011/01 - 1011/02 - 1021 - 1101 - 1111 - 1201 - 1301 - 1401 - 1501
Install the first EZ element - 3 -. Now fit the intermediate ring - 5 -. Then insert the outer
limit ring. When installing the outer limit ring pay particular attention that the center of the
dogs od the intermediate ring and the outer limit ring are displaced 90° with respect toeach
other. If this not done properly the consequence will be a reduction of the torsional twist
capacity of the highly lexible EZ coupling. Now insert the second EZ element - 3 -.
- Assembly of the inner part
Insert the spring dowels - 11 - into the clamping ring - 9 -. Now start the hexagon screws
- 13 - and the spring washers - 12 -. Knock in the hexagon bolts - 4 - and screw on the
hexagon nuts - 10 -. Item - 13 - and item - 10 - should now be tightened simultaneously,
but gradually, in a circumferential direction unril the clamping ring - 9 - is flat against the
hub - 6 -. If necessary, drive home the spring dowels. The hexagon nuts - 10 - and the
hexagon screws -13 - must be tightened to the exact torques given in table 2.
- Assembly of the outer part
Insert the outer clamping ring - 8 - and push the flanged casing - 1 - over the EZ elements.
The spring dowels - 14 - are now already located into the outer clamping ring - 8 -. Now
tighten the hexagon screws - 2 - with spring washers - 7 -, gradually, in a circumferentila
direction. the hexagon screws - 2 - must be tightened to the exact torques given in table
2. in order that the reassembly may be simplified and, if necessary, adjusted, the flanged
casing - 1 - is provided with acces holes. See 3 pages ahead
- Bolt tightening torques for inner and outer element clamping

EZR element clamping
EZR size inner Nm outer Nm EZR size inner Nm outer Nm
0412-0422 0,75 0,75 1232 14 7
0512-0522 1,25 1,25 1411 14 16
0612-0622 1,75 1,75 1412 14 9
0712-0722 3 3 1414 14 9
0812-0822 6 3,5 1421 14 16
1012 9 6 1422 14 9
1022 9 6 1424 14 9
1212 14 7 1711 15 30
1222 14 7 1712 15 16

m General Part c
Couplings
EZR element clamping
EZR size inner Nm outer Nm EZR size inner Nm outer Nm
1721 15 30 2412 44 40
1722 15 16 2421 44 85
2011 30 40 2422 44 40
2012 30 30 2424 44 40
2021 30 40 2812 75 85
2022 30 30 2822 75 85
2024 30 30 3012 115 125
2031 30 40 3022 115 125
2032 30 30 3512 125 135
2034 30 30 3522 125 135
2411 44 85

EZ element clamping
EZ size inner Nm outer Nm EZ size inner Nm outer Nm
35 s / 40 s 5 7.5 141 s / 165 s 140 90
43 s / 45 s 7.5 7.5 171 s / 195 s 150 160
51 s / 55 s 12.5 12.5 201 s / 230 s /
61 s / 65 s 17.5 17.5 235 s 300 300
71 s / 80 s 30 30 241 s / 275 s 440 400
86 s / 95 s 60 35 280 s / 285 s 750 850
102 s / 115 s 90 60 310 s / 320 s /
121 s / 135 s 140 70 360 s 1150 1250
- Alignment instructions
In order to ensure a precise funktioning of the EZ coupling and its connected machines it
is recommended that the alignment instructions given below are observed.
After having installed the EZ coupling the proper alignment of the system can be checked
at the coupling. The system should be checked for:
1. radial alignment
2. axial alignment
3. angular alignment
The dimension „x“ and „r“ on all EZ couplings ca be measured at four points displaced
by 90° utilizingsuitable instruments i. e. ruler slide gauge, depth gauge, dial gauge etc. If
the coupling is not easily accesible it will be sufficient to take three readings displaced by
90°. The fourth value can be found by calculation.
In measuring each of the 4 (3) indicated single dimensions it is recommanded that both
shafts be turned by 90° so that measurements in the different positions willaöways be
carried out at the same point of both coupling parts. Thus the inluence of run-out and
parallel misalignment is avoided. If the system cannot be turned, measurements taken at
four different points, each displaced by 90° and with sufficient accuracy, are acceptable.
However with this method, eccentric and parallel misalignment errors are included in the
measurements.

m General Part c
Couplings
The more accurately the drive system is aligned, the less the coupling capacity to absorb,
during operation, radial, axial and angular displacements is reduced.
For systems where extremely large misalignments are known to occur in operation, the
highly flexible EZ coupling can be installed in cold, unloaded condition, displaced in the
opposite direction, in order to reduce, the axial and radial spring forces (reaction forces)
„Fr“ and „Fx“ which add to the bearing loads of the connected machinery. Of course, the
exact magnitude and direction of the displacements should be known. We recommend a
later check under warm operating conditions at about half load.
With todays optimum selection of diesel engine drives it is necessary to corelate the
alignment tolerances with the engine, gear or unit manufacturer.
The recommended alignment tolerances for the radial, axial and angular shaft
displacements in cold operation condition are given the following tables.
EZR
Size Radiale alignment Size Axial alignment
tolerance tolerance
0412 - 0622 0 - 0.10 mm 0412 - 0622 ± 0.30 mm
0712 - 1022 0 - 0.20 mm 0712 - 1022 ± 0.40 mm
1211 - 1722 0 - 0.35 mm 1211 - 1722 ± 0.50 mm
2011 - 2822 0 - 0.50 mm 2011 - 2822 ± 0.60 mm
3012 - 3822 0 - 0.60 mm 3012 - 3822 ± 0.70 mm
Size Angular alignment Size Angular alignment

tolerance tolerance
0412 - 0622 0 - 0.10 mm 2011 - 2822 0 - 0.50 mm
0712 - 1022 0 - 0.20 mm 3012 - 3822 0 - 0.60 mm
1211 - 1722 0 - 0.35 mm

m General Part c
Couplings
- Examples of alignment
highly flexible EZR / EZS coupling size 1212, / 121 S series 1200
radial alignment
r2 - r1 143.2 -144.3 r3 - r4 143.0 -144.3

∆ r 1-2= = = - 0,55 mm ∆ r 3-4= = = - 0.75 mm
2 2 2 2
∆r = ∆ r 1-2 2 + ∆ r 3-4 2 = 0,55 2

+ 0,75 2
= 0,93 mm
The coupling installation must be corrected until ∆ Wr ≤ 0.35 mm is. (See table page:8)

m General Part c
Couplings
- Axial alignment
k = alignment control dimension
The nominal dimension k is to be taken from the drawing or the data sheet.
For this example EZR 1212 / EZS 121 S the value is k = 66 mm
K K1 = 67.2
1
3 4
K1 = 67.0 K1 = 67.6
2
K1 = 67.4
∆x = ( K1 + K 2+ K 3+ K 4
4
) -k=
( 67.2 + 67.4 + 67.0 + 67.6

4 ) - 66 = 67.3 - 66 = 1.30 mm
The coupling installation must be corrected until ∆ Wa ≤ 0.50 mm.
angular alignment
K 2- K 1 67.4 - 67.2 = 0.10 mm
∆ x’1- 2 = =
2 2
K 3- K 4 67.0 - 67.6 = - 0.30 mm

∆ x’ 3- 4 = = 2
2
∆ x’ = ∆ x 1-2 2 - ∆ xr 3-4 2 = 0.10 2

+ 0.30 2
= 0.32 mm
The shaft displacement is in order as ∆ W’ a ≤ 0.35 mm.

m General Part c
Couplings
- Angular alignment

m General Part c
Couplings
- Criteria for judging the VULKAN- Rato-S-/R-couplings
The outer surface of a rotating coupling is continously in contact with the surrounding air.
This ensures a good ventilation of the coupling but also gives to permanent contact with
oxygen, ozone and especially aggresive exhaust gases. This, in combination with
temperature, humidity and UV-radiation, causes irreversible changes in the material
structure at the external surface of the Rato segment. This unavoidable process is
generally known as „ageing“.
VULKAN has examined RATO elements, with a long operational life, to investigate the
influence of ageing on the operational-safety of the coupling.
Due to the constructional design of the element, and the different types and values of
stresses, the element will, after a certain period of service, show indications of having
undergone operational service. The most frequent sypmtoms are:
1. Permanent set
To determine the permanent set of a Rato-S segment the dimension „S“,
measured at the outer diameter of the coupling segment, is determined. The perma-
nent set „S“ of a Rato-R element can be measured through the deformation of the
rubber roll. If the permanent set „S“ exceeds the criteria in the following table, the
elements must be replaced; otherwise the elements are suitable for further service
provided there are no indications of elements damage.

m General Part c
Couplings
Permissible permanent deformation for one Rato-S-element
Size X=1 X=2 X=7 Size X=1 X=2 X=7

141 X 19,0 12,0 20,0 361 X 62,0 36,0 64,0
151 X 23,0 16,0 23,0 391 X 67,0 38,0 67,0
161 X 24,0 17,0 26,0 431 X 73,0 42,0 76,0
171 X 26,0 18,0 30,0 461 X 34,0 20,0 41,0
181 X 28,0 19,0 27,0 481 X 67,0 40,0 82,0
211 X 30,0 20,0 36,0 491 X 36,0 22,0 44,0
231 X 32,0 22,0 34,0 511 X 72,0 43,0 78,0
251 X 36,0 22,0 38,0 541 X 39,0 23,0 48,0
271 X 37,0 24,0 38,0 561 X 88,0 47,0 95,0
291 X 41,0 26,0 44,0 581 X 94,0 56,0 103,0
311 X 49,0 28,0 51,0 601 X 47,0 28,0 52,0
331 X 53,0 31,0 51,0 651 X 51,0 30,0 56,0
341 X 58,0 33,0 59,0 701 X 55,0 33,0 60,0
Deformation Rato-R-element
S
Permissible permanent deformation of one Rato-R row

Size X=1 X=2 X=7
161 X 23,0 14,0 25,0
171 X 25,0 15,0 27,0
191 X 27,0 16,0 29,0
211 X 29,0 18,0 32,0
231 X 31,0 19,0 35,0
251 X 35,0 21,0 39,0
271 X 38,0 23,0 42,0
271 X 2 23,0 14,0 26,0
291 X 40,0 24,0 45,0
291 X 2 25,0 15,0 27,0
311 X 45,0 27,0 50,0
331 X 2 30,0 18,0 33,0
341 X 51,0 30,0 56,0
341 X 2 39,0 23,0 42,0
2
= 3 row element

m General Part c
Couplings
It is advisable to determine and elimante the reasons for the permanent set, that is in
excess of the permissible values given in the table, before installing replacement
elements.
2. Cracks
Ageing gives rise to a hardening of the surfacerubber. Due to the reduced
elasticity at the outer surface cracks can be formed when the elements are
deformed during service. Cracks with a depth less than the permissible value are
acceptable.
According to our present experience, for Rato-S / R flexible element a crack with a
depth of abaout 5 % of the segment’s radial thickness is to be considered acceptable.
The cracks should be ground as soon as possible. This procedure, usually ased for
steel and cast components, can also be used for rubber.
Dimension Depth Dimension Depth
Group Rato-S Rato-R Group Rato-S
1410 5.0 3610 14.0
1510 6.0 3910 15.0
1610 6.0 6.0 4310 16.0
1710 6.0 6.0 4610 18.0
1910 7.0 7.0 4810 18.0
2110 7.0 7.0 4910 19.0
2310 8.0 8.0 5110 19.0
2510 9.0 9.0 5410 20.0
2710 9.0 9.0 5610 20.0
2910 10.0 10.0 5810 22.0
3110 11.0 11.0 6010 22.0
3310 12.0 12.0 6510 24.0
3410 13.0 13.0 7010 25.0

m General Part c
5xh Couplings
100
h
- A guidance for Rato-S / R couplings

The cracks should be ground out as soon as possible.
When a crack is noticed, the depth and length must be measured. To aid surveillance of
the crack, the length should be marked. It is important to check if the installation is
operating or has abnormally. In many cases the coupling acts as an indicator of installation
malfuntion.When no system malfunction can be determined, then the coupling has to be
checked at shorter intervals. When the cracks formed are due to an overloading of the
coupling and this is not corrected, the crack will continue to grow.
An unique event can damage the coupling. This, however, does not infer, that when the
installation operates normally that the damage situation will not get worse. If the crack
depth exceeds the permissible, we recommend to replace the relevant rowas soon as
possible.
- Interval for checking Rato couplings
When, after checking a Rato coupling, surface cracks have been found which have a
depth less than the maximum value given in the table, a 2nd measurement of the crack
dimensions should be made at an interval of about 3 months in order to check crack
growth. Assuming that the coupling itself is subjected to permissible load levels, the crack
can be defined as being the result of ageing, when the crack dimensions do not
significantly change in the interval between the tests. Subsequent checks every 6 month
can be made. After a system „unique-occurance“, cracks can appear in couplings that
normally operate wthin their permissible limits. The reason for the malfunction must be
investigated and repair. A check on the crack is necessary after 3 months. In case of new
system malfunction, the coupling has so be re-checked. If the crack depth exceeds the
permisible, we recommend to replace the relevant segment row as soon as possible.
- Working instruction grinding
The working instruction grinding is one component of the criteria for the inspection Rato-S
/ R couplings. The rework of the cracks in the rubber of the segments / elements can be
done with a suitable belt grinder. When grinding you should take the temperature is not too
high at the final end of the grinding procedure and the material rubber not hardened.
The moulding of the cracks should be, if possible, very accuratly rounded and should
not show sharp corners.
The reworked area as well as the surface of the flexible elments must be coated finally
with VULKANOX.

m General Part c
Couplings
- Vulkan Rato - S - coupling
- Disassembly of the flexible part
At first loosen the loccking nuts - 1 - and remove them together with the hexagon bolts
- 2 -. Then take out the fixation elements arranged for the connection of the flexible
elements. Now the first four segments can be disassembled, using appropriate lifting
device. The membrane package must be deflected as required. When removing the
segments take care not to damage the centerings of the respective counterparts. After the
hexagon bolts installed at the other side of the individual segment have been taken out, the
remaining fout segments can be disassembled one after the other.
If one segment is damaged, it is a basic requirement that all other segments of
the flexible element concerned must be replaced, too.

m General Part c
Couplings
- Installation of the flexible part
First install, one after the other, the Rato segments opposite to the membrane part and
connect them with the joint ring - 3 - and the plate flange - 4 -. The prescribed tightening
torque must be observed.
During the tightening process please check whether the outer circumference
of the respective segment is in metallic contact with the centering of the joint
ring - 3 -.
Now the segments arranged at the membrane part must be installed. In order to do this,
the membrane package must be deflected. For this purpose, two ring bolts must be
screwed into the radial threaded bores in the tension ring - 5 -, alternately one beside the
other. Then turn this side until the two ring bolts are in a symmetrical position to the axis of
the coupling, to the upside. After having connected an appropriate traction device with the
two ring bolts, the membrane package can be deflected as far as to permit one segment
to be placed in this location. Attention must be paid that the segments on this side are
installed displaced by 45° to the segments already installed on the other side, to obtain a
closed-ring formation. After connecting the installed segment with the opposite segments,
the hexagon bolts - 2 - must be knocked in and the locking nuts - 1 - be screwed on. The
locking nuts - 1 - must be tightened until the prescribed tightening torque has been
reached. After this has been done, the highly flexible Vulkan Rato - S - coupling is tightly
connected with the system and the alignment check of the installation at the coupling can
be started.
- Alignment instructions for Rato-S / R couplings

Prior to installing the flexible part, an alignment check must be carried out. The radial, axial
and angular alignment must be checked, using appropriate measuring instruments.
We recommend that both shafts are rotated by 90° before each measurement inorder to
eliminate any inbuilt errors due to eccentricity and non-parallelism. The accuracy of the
alignment dtermines the reserves the coupling will have to accomodate misalignments
during operation.
Rato couppling are able to accomodate high misalignments of connecting machines,

without generating high reaction forces or reducing service life. However, best possible
alignments, inline with good engineering practice, should be achieved especially for rigidly
mounted engines. Usually the required alignments may be achieved with normal alignment
measuring equipment wihout having to use sophisticated or time consuming procedures.
The recommended alignment tolerances can be takenfrom the following table:

m General Part c
Couplings
All data are valid for service-warm condition1
Dimension group recommended alignment tolerance (mm)
radial axial2 angular 3
rigid elastic
mounted mounted
0610 - 1220 0 ± 0.25 + 0.5 ± 0.5 ± 0.25 ± 0.35
1410 - 2320 0 ± 0.5 + 1.0 ± 1.0 ± 0.5 ± 0.35
2510 - 3120 0 ± 0.5 + 1.0 ± 1.0 ± 0.6 ± 0.5
3310 - 3420 0 ± 0.7 + 1.0 ± 1.5 ± 0.8 ± 0.6
3610 - 7020 0 ± 1.0 + 1.0 ± 1.5 ± 0.8 ± 0.6
1
Installation depending values are valid for service-cold conditions. These
values must be determined by the plant-constructer and have to take into account.
2
To relate on alignment-control.
3
Relating diameter = flywheel recess respectively outer diameter of coupling.
Final cold alignment conditions should take into account an ideal alignment in the warm
service condition. Any adjustments required should be included in the cold alignment
condition after considering any information supplied by engine/gearbox sipplier.
Installations with elastic mounted engines should be given special consideration since
these engines may settle realtive to the gearbox or driven machine due to the creep
characteristics of the chosen mounting. For these installations it is normal to set the
engine some millimetres high to offset settlement. The mounting supplier should advise the
expected settlement figure to enable the installation to be adjustment will mean that the
coupling will have a higher radial displacement initially and this has been considered as
set out in the table.

m General Part c
Couplings
- Examples of alignment
example for rigid mounted engine plant: Rato-S 2521
Radial alignment - without installed flexible part.
R2 - R1 236.1 - 237.6
∆ R 1-2 = 2 = 2 = - 0.75 mm
R3 - R4 236.0 -
∆ R 3-4 = = 237.5 = - 0.75 mm
2 2
∆R = ∆ R 1-2 2 - ∆ R 3-4 2
= 0.75 2
+ 0.75 2
= 1.06 mm
This value exceeds the recommended tolerance intable. The alignment should be
corrected.

m General Part c
Couplings
Axial alignment - without installed flexible part.
Xa X a1
X a3 X a4
X a2
This value exceed the recommended tolerance in table. The alignment should be
corrected. VULKAN recommend that the axial alignment control is made prior to the
installing of the flexible part.
Should this, in exceptional cases, not be possible, the axial alignment will be checked over
the complete installation length of the coupling „L1“ and not to the membrane package.
The radial alignment can be checked by means of a measurement gauge at the outer
diameter of the plamping ring.

m General Part c
Couplings
Angular alignment - without installed flexible part.
X w
X w1
Delta B
Rw
X w3 X w4
X w2
∆X w
∆ X w 1-2
3 4
∆ X w 3-4
Xw2 - Xw1 90.4 - 90.2

∆ Xw 1-2 = = = 0.10 mm
2 2
Xw3 - Xw4 90.0 - 90.6 2
∆ Xw 3-4 = = = - 0.30 mm
2 2
∆ Xw = ∆ Xw1-22 - ∆ Xw3-4 2 = 0.10 2

+ 0.30 2
= 0.32 mm
The angular displacement is correct as it is below the permissible value.

m General Part c
Couplings
- Operational misfire - protection of the flexible coupling
If one cylinder fails partially or completely, this will always increase the stresses in the
flexible couplings.
No changes reducing the output to any one cylinder on the engine should therefore be
made.
The additional loads will be the heavier, the smaller that the output of a defective cylinder
is. For this reason, compression should remain, if one cylinder completely misfires. A
cylinder head, valve or piston and connecting rod should only be removed if unavoidable.
If misfiring operation cannot be avoided, it may be necessary to limit the power output of
the whole plant in conformity with its type.
If you have any doubt, contact the manufacturer or make the following provisional
arrangement:
- Single-engine installations with fixed or CP- propeller

First run the engine at only 50 % of the rated output by reducing the propeller pitch or
speed. If the gear becomes noisy and/or the speed hunts, vary the speed until the
operation is acceptable. Stop the engine not later than 30 min. and touch the coupling
with your hand to check it for heating.
The permissible surface temperature in misfiring operation is approx. 60° C.
If heating is only moderate, the power output can be increased in steps up to max. 80 %
of the rated power, which should not be exceeded for thermal reasons.
At this speed stage, occasionally check the flexible coupling visually and its temperature.
Twin engine installations

Shut the defective engine down and run the plant with the other engine alone.
Defective engines of generating sets should also be shut down. If this is impossible,
the emergency operating mode can be started analoguously with single-engine
installations with fixed CP propeller.

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m General Part c
Notes

m
c
Engineer’s
Handbook
General Part
Persons to Contact

m General Part c
Contact in Case of Technical Emergency
Caterpillar Motoren GmbH & Co. KG
Falkensteiner Str. 2
D-24159 Kiel
After consultation with your home office, please call for technical information
- for marine engines:

(0049) 431 - 3995 - 3451
after office hours (0049) 151 - 173 30 819
- for EPG engines (CPGS):

(0049) 431 - 3995 - 3630
after office hours (0049) 171 - 719 42 78
For spare parts order the known phone numbers are valid.
Following number for spare parts order is valid in emergency situations after office hours:
(0049) 171 - 641 57 61

m General Part c
Notes

m General Part c
Notes


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Caterpillar confidential: yellow

Edition Service Document of Page

Caterpillar confidential: yellow

1. This Handbook is only to be made accessible to employees of the Caterpillar-

2. Please consider this Handbook as a supplement to the engine operating

5. The relevant provisions of the accident safety and prevention

Edition Service Document of Page

Caterpillar confidential: yellow

User Instructions .................................. 3

Table of Contents ................................. 5

Operating Media ................................. 19

Edition Service Document of Page

Operating Media - Engine Lubricating Oil ................................ 31

Operating Media - Recirculating Cooling Water....................... 39

Edition Service Document of Page

Engine Fuel Diagram ......................... 49

Operating Media Gas Engine ............ 53

Operating Media Gas Engine Lubricating Oil .......................... 55

Torque Specification .......................... 63

Bearing Judgement, Bearing Outline67

Edition Service Document of Page

Bearing Judgement / Tri-metal Bearing .................................... 70

Bearing Judgement / Bi-metal Bearing ..................................... 81

Bearing Judgement / Miba Rillenlager ...................................... 89

Bearing Judgement / Bearing Steel Back ................................. 96

Bearing Outline ............................................................................ 97

Edition Service Document of Page

Oil Mist Detector............................... 123

Oil Mist Detector VN 115, VN 116, VN 215 ................................ 125

Oil Mist Detector MEV 281 ........................................................ 129

Expansion Joints.............................. 145

Edition Service Document of Page

Speed Governor................................. 171

Speed Governor / Woodward UG8D, UG40D ........................... 175

Speed Governor / Woodward PGA Governor ............................ 176

Speed Governor / Regulareurs Europa Typ1500 ................... 183

Electronic Speed Governor ..................................................... 187

Electronic Indicator.......................... 191

Heavy Fuel Operation ...................... 211

Edition Service Document of Page

Couplings ......................................... 217

Persons to Contact .......................... 245

Edition Service Document of Page

Edition Service Document of Page

Edition Service Document of Page

Edition Service Document of Page

Edition Service Document of Page

Edition Service Document of Page

Caterpillar confidential: yellow

For the Caterpillar- MaK-engines used in shore-based and

Operating media for gas engines are shown in a different

Edition Service Document of Page

- Distillates or mixed fuels

Normal specifications for fuels:

British Standard Class A 1 Class A 2

ASTMD No. 1 D No. 2 D

DIN DIN EN 590 ---

Minimum requirement Fine filter Separator, fine filter,

1 = International specification for marine-fuels

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Characteristic Test Limit Designation ISO-F

Kinem. viscosity at 40°C; mm2/s) 2