Installation Instructions D2676LE4xx

Installation Instructions
MAN Marine Diesel Engines

for light, medium-duty and heavy-duty operation
D2676 LE4XX
51.99496-8240 “Translation of the original instruction”

Version 05
Imprint
Subject to amendment.
The information, text, drawings, pictures and other illustrations that it contains are protected by copyright
and are subject to industrial property rights. Any misuse is punishable by law.
It is not permitted to change the contents of this document. The same applies to changes to the context of
individual chapters and/or the whole document. MAN Truck & Bus AG assumes no liability for any
damages arising from non-compliance with the above provisions.
Reprinting, copying or translation, even of extracts, is not allowed without the written approval of
MAN Truck & Bus AG. All rights deriving from copyright law are expressly reserved by MAN.
 2017
MAN Truck & Bus AG
Vogelweiherstrasse 33
90441 Nuremberg
Tel.: +49 911 / 420-1745
Fax: +49 911 / 420-1932
E-Mail: Engine-Documentation@man.eu
Internet: www.man-engines.com
Revision date: 10.2017

51.99496-8240
Read this manual carefully before starting any work!
This is particularly applicable to the chapter General Safety Instructions and the
2 respective safety instructions in the chapters.
Table of contents
1 Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.2 Information about this manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3 Instructions for using this manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.4 Additional documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.5 Applicability and validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.6 Installing a new engine in a vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.7 Installation acceptance testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.8 Liability for material defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.9 Copyright protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.10 Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.11 Technical documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.12 Explanation of icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.1 Proper use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.2 Changes and modifications to the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.3 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.4 Fire protection in the engine compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.5 Rotating machine parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.6 Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.7 Electric welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.8 Further information on hazard notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.9 Labeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3 Planning engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

3.1 Engine compartment design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.2 Accessibility to the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.3 Maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.4 Engine operation and engine environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.5 Emission label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.6 Engine views D2676 LE4.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.7 Closed-Crankcase-Ventilation (CCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4 Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.1 Accessibility of the E-box (terminal box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.2 Maintenance work and repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
5.1 Requirements for the engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
5.2 Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5.3 Maximum engine inclination angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

respective safety instructions in the chapters. 3
Table of contents
6 Resilient mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.1 Selecting a suitable resilient mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.2 Resilient mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
7 Engine and flange-mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

7.1 Torsional vibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
7.2 Flywheel and flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
7.3 Flexible coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
8 Power transfer via the propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

8.1 Design of the drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
8.2 Torsional vibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8.3 Flywheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
8.4 Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.5 Propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
9 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

9.1 Engine room heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
9.2 Temperature in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
9.3 Air requirement and air pressure in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
10 Combustion air system and turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

10.1 Diagram of the combustion air and turbocharging system . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
10.2 Temperature of the combustion air after intercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
11 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.1 Basic design concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.2 Structure of the exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
11.3 Permitted exhaust back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
12 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
12.1 Seawater cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
12.2 Seawater intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
12.3 Components of seawater supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
12.4 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
12.5 Gearbox oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
12.6 Material selection for piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
13 Ship-side cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

13.1 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
13.2 Connections on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
13.3 Cooling system design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
13.4 Thermodynamic configuration of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
13.5 Cooling system configuration data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Table of contents
14 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
14.1 Schematic diagram of the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
14.2 Fuel pre-filter with water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
14.3 Additional fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
14.4 Fuel overflow connection * . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
14.5 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
15 Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
15.1 Fixed pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
15.2 Load indicator on the display instrument of the MAN Monitoring and Diagnostic System
(MMDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
15.3 Operating ranges for marine engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
16 Cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

16.1 Schematic diagram of cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
16.2 Connections of cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
16.3 Heat output of cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
17 Power take-off for driving a hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

17.1 Power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
17.2 Hydraulic pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
17.3 Front power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
18 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

18.1 Starter and starter battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
18.2 Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
19 Electronic terminal box (E-box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

19.1 Installation of E-box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
19.2 Overview of connectors on the E-box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
19.3 Connecting the E-box with the vessel potential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
19.4 Wiring of the E-box - system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
20 Throttle control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

20.1 Internal throttle control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
20.2 External throttle control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
21 Emergency operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

21.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
21.2 Installing the emergency operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
21.3 Wiring of the emergency operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
22 Connection of shipyard wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

22.1 Shipyard connector X4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

Table of contents
23 Display systems and instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

23.1 System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
23.2 MAN Monitoring and Diagnostic System (MMDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
23.3 Colour display MMDS-CLC 6.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
23.4 Colour display MMDS-CLC 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
24 Engine Operation Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

24.1 Engine Operation Panel EOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
24.2 Engine Operation Panel EOP D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
24.3 Connecting cables for the Engine Operation Panels EOP and EOP D . . . . . . . . . . . . . . . . 146
25 Override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

25.1 Function of the override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
25.2 Installing the override button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
25.3 Wiring of the override button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
26 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

26.1 Responsibility of the operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
26.2 Requirements for personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
26.3 Personal protective equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
26.4 Special risks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
26.5 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
26.6 Conduct in the event of a hazard and in case of accident . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
26.7 Signage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
26.8 Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
27 Lifting a drive system by crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

27.1 Installing the drive system into the vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
27.2 Protect the engine from dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
27.3 Protect the fuel system from moisture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
28 Attaching the gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

28.1 Attaching a gearbox to the flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
28.2 Flywheel conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
28.3 Checking the crankshaft axial play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
29 Installing resilient engine and gearbox mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

29.1 Identification of mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
29.2 Installation of mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
30 Aligning the drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

30.1 Aligning an engine with attached gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
30.2 Aligning an engine with free-standing gearbox and propshaft . . . . . . . . . . . . . . . . . . . . . . . . 176
31 Assembly of propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
32 Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178

32.1 Securing the fuel tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
32.2 Connecting the fuel pre-filter and manual priming pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179

Table of contents
33 Installing the exhaust-gas compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
34 Torques for bolted connections according to works standard M 3059 . . . . . . . . . . . . . . . . . 183
35 Assembly drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

35.1 Electronic terminal box (E-box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
35.2 Throttle control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
35.3 Display MMDS-CLC 6.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
35.4 Display MMDS-CLC 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
35.5 Engine Operation Panel EOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
35.6 Engine Operation Panel EOP D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
35.7 Emergency operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
35.8 Override button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
36 Important start-up instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
37 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

37.1 Oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
37.2 Determining the engine oil fill quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
37.3 Filling the engine with engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
37.4 Ensuring lubricating oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
38 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

38.1 Filling and bleeding the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
39 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

39.1 Preparations for starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
39.2 Starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
39.3 Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Shutdown with button (ignition on/off) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
40 Folders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
40.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
40.2 Technical terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
40.3 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

Table of contents

Foreword
1 Foreword
Emission-related installation instructions
“Failing to follow these instructions when installing a certified engine in a vessel violates
federal law (40 CFR 1068.105(b)), subject to fines or other penalties as described in the Clean Air Act”.
Some engines are only certified as recrational engines or for fixed pitch propeller applications. Please refer
to the Emission Control Information Label on your engine to check the certification status. To install the
engine in an application for which it is not certified, is a violation against the Federal Clean Air Act.
S Emission label
If you install the engine in a way that makes the engine´s emission control information label hard to read
during normal engine maintenance, you must place a duplicate label on the equipment as described in
(40 CFR 1068.105).
See page 25.
The above information concerning only the scope of the US Environmental Protection Agency (EPA).
1.1 General Information

MAN Truck & Bus AG (hereafter referred to as MAN) does not guarantee or approve the validity or
correctness of any installation. MAN's sole obligation with respect to any product is as set forth in the
applicable MAN warranty statement.
It is the installer’s responsibility to consider and avoid possibly hazardous conditions, which could develop
from the systems involved in the specific engine installation. The suggestions provided in this guide
regarding avoidance of hazardous conditions apply to all applications and are necessarily of a general
nature since only the installer is familiar with details of the installation. The suggestions provided in this
guide should be considered general examples only and are in no way intended to cover every possible
hazard in every installation. The information in this document is the property of MAN and/or its subsidiaries.
Without written permission, any copying, transmission to others, and any use except that for which it is
loaned is prohibited.
Contact the appropriate application support group for the latest information on MAN-Engine guidelines and
requirements.
Failing to follow these guidelines may void your basic warranty and emission warranty.
Conditions to be complied with for trouble-free operation and long service life include the following:
S Compliance with the specifications of this manual when install and mount the engine
S Perform all maintenance work as specified
S Use of the approved operating supplies
1.2 Information about this manual

S to provide assistance and advice in the installation of the MAN marine diesel engine D2676 LE4..
S to create conditions for flawless drive system operation and to prevent installation-related malfunctions
and any resulting consequential damage.
This manual is valid for the installation of MAN marine diesel engines D2676 LE4.. of all power ratings
for light, medium-duty and heavy-duty operation.
This manual is not applicable to classified engines.

Foreword
1.3 Instructions for using this manual

The manual is divided into 3 sections corresponding to the chronological order of constructing
a new vessel.
1. Planning engine installation
This section contains information that must be observed in the construction of a vessel or when planning
the engine room. Examples include:
- Accessibility of the engine for performing maintenance work
- Engine room ventilation
- Designing the ship's cooling system, exhaust system, fuel system
- Possible ways of power transfer, propeller selection
2. Assembly work during engine installation (planning phase concluded)
This section describes assembly work that must be carried out during engine installation.
Examples include:
- Lifting the engine
- Installing resilient mounts
- Aligning the drive system
3. Preparations for putting the engine in service
Preparatory steps for putting the engine in service are described in this section. Examples include:
- Filling with lubricating oil and coolant
- Starting and stopping the engine
NOTE
When putting an engine in service, important parameters are recorded and evaluated which are
essential for the engine's operational safety.
Therefore:
S Engines should only be put in service by MAN authorised personnel.
NOTICE
This installation manual is a resource for the equipment manufacturer. However, it does not
replace the personal consultation with the MAN-installation consulting service.
For this reason:
S Questions arising on reading this installation manual that are related to correct installation of the MAN
engines and components must be clarified with MAN.
The operating instructions and maintenance instructions as well as the consumables recommendations, are
included in the scope of supply of the engine or to be obtained from MAN.
The nearest MAN service center must be called in if malfunctions occur and for all checks, adjustments
and repairs, particularly during the warranty period.

Foreword
1.4 Additional documents

The following documents are available from MAN in addition to this manual.
S Emission label
See page 25.
S Installation drawing
This provides information about the exact dimensions and about connections for fuel, coolant and
exhaust gas. Measurements indicated in brochures are only to provide a rough overview and must not
be used for engine installation.
S Additional drawings, arrangement plans, wiring diagrams etc.
Depending on the scope of the delivery, supplementary drawings may be necessary for the hole pattern
of the engine mounting and the arrangement of the resilient engine mounts according to its Shore
hardness.
These documents depend on the respective scope of delivery and are available on a project basis from
the responsible MAN representative.
In special cases, documents can be requested directly at the MAN factory in Nuremberg.
For the address, see Page 2.
1.5 Applicability and validity

Any regulations of supervisory authorities and country-specific regulations must also be observed
in addition to these instructions.
S Operator's Manual
S Maintenance Manual
S Service products for MAN industrial and marine diesel engines
is supplied along with the engine.
1.6 Installing a new engine in a vessel

If an existing engine is replaced with a new one when re-powering a vessel, the engine room and its
components must be adapted to the new engine.
The engine foundation's design and dimensions, the cooling system, exhaust system, fuel system etc.
must be adjusted to the new engine.
1.7 Installation acceptance testing

MAN will perform installation acceptance tests at the request of the customer for a separate fee.
Acceptance tests of prototypes are only valid for series installations if no subsequent changes are made.
If there is an intention to alter an engine installation MAN has approved, MAN must be informed in writing.
A new acceptance test may be required.

Foreword
1.8 Liability for material defects

Claims for liability for defects can be lodged against MAN within the framework of the terms of condition of
sale and supply as agreed and stipulated in writing, only if:
S the installation manual has been followed during engine installation;
S the initial installation acceptance was conducted by MAN;
S the defects found there have been remedied by the device manufacturer and a clearance has been
granted by MAN;
S the serial installation corresponds to the initial installation approved by MAN;
S Only operating supplies approved by MAN are used;
S the prescribed servicing intervals are complied with;
S the maintenance and repair works are carried out by MAN service branches and MAN authorized
workshops;
S no tampering and unauthorized tuning.
The actual scope of delivery can deviate from the explanations and descriptions provided here in case of
special designs, if additional order options are selected or if recent technical alterations have been made.
The responsibilities agreed to in the delivery contract, the General Terms and Conditions of MAN and the
legal provisions in effect at the time of concluding the contract shall be applicable.
1.9 Copyright protection

Corporate identity
MAN, their respective logos, as well as corporate and product identity used herein, are trademarks of MAN
and may not be used without permission.
All information, texts, drawings, figures and other content are protected by copyright law and subject to
industrial property rights.
Any improper use shall be liable to prosecution.

Foreword
1.10 Spare parts

Maintenance, repair or replacement of spare parts may be performed by any authorized service and repair
establishment, without affecting the emission parts, provided that such repairs are performed to
manufacturers specifications, and that replacement parts are at least equivalent to genuine MAN parts in
emission performance and durability. Warranty repairs and replacements, however, must be performed by
an authorized MAN dealer.
We recommend that you use only original MAN spare parts and accessories or those that have been
approved by MAN. Only original replacement parts that we have approved and have been specially tested
by us to ensure their reliability, safety and suitability for use in the engine.
If other than genuine MAN replacement parts are used, the owner should make sure that such parts are
warranted by their manufacturer and that they are at least equivalent to genuine MAN replacement parts in
emission performance and durability. We can not assess this for other products despite on-going market
observation and we can not certify the same.
WARNING
Risk of injury from incorrect spare parts
Incorrect or faulty spare parts can lead to damage, malfunction or total failure and impair safety.
Therefore:
S Recommendation: Only use genuine MAN spare parts
Tip for users

With all communications and inquiries, please provide the engine type, engine number and order
number, see the Operator's Manual.
Order spare parts from authorised dealers or directly from MAN.


Foreword
1.11 Technical documents

Engine installation drawings, engine data sheets, power diagrams, installation drawings and
single-component drawings and other technical documents necessary for correct installation of the
MAN components can be requested from MAN.
Furthermore, generally applicable standards (EN, ISO) are also to be followed to ensure error-free
installation of the MAN components. The most important standards are listed below:
Standard Name of the standard

M 3277 High Performance Diesel Engine Oil, Technical Terms of delivery
DIN 125-1 Product grade A washers with a hardness up to 250 HV, designed for use with
hexagon head bolts and nuts
DIN 43539 Storage cells and batteries; testing; general information and general test me
thods.
DIN EN 50342 Leadacid starter batteries Part 1: General requirements and methods of test;
Part 2: Dimensions of batteries and marking of terminals;
EN 590:2013 + Automotive fuels - Diesel - Requirements and test methods; German version
AC:2014 EN 590:2013 + AC:2014
ASTM D975 Standard Specification for Diesel Fuel Oils
40 CFR 1068 General Compliance Provisions for Highway, Stationary, and Nonroad Pro
grams
40 CFR 1068.105 What other provisions apply to me specifically if I manufacture equipment nee
ding certified engines?
40 CFR 1068.105(b) Installing engines or certified components
40 CFR 1068.105(c) Attaching a duplicate label
This is not intended to be a complete list of the applicable standards.

Foreword
1.12 Explanation of icons
Warnings
Warnings in this manual are identified by icons. The information has been introduced with signal
words that express the extent of risk or danger.
Follow the instructions to the letter and proceed cautiously to prevent accidents, personal injury and
material damage.
DANGER
Describes an immediate dangerous situation that will lead to severe injuries or death if it is not avoided.
WARNING
Describes a potentially dangerous situation that may lead to severe injuries or death if it is not avoided.
CAUTION
Describes a potentially dangerous situation that may lead to minor or moderate injuries if it is not
avoided.
NOTE
Describes a potentially dangerous situation that may lead to damage to property if it is not avoided.
Tips and recommendations
Tip for users

Tips, recommendations as well as information to promote efficient and trouble-free operation.
ENVIRONMENTAL NOTE
Tips on conduct for environmental protection.
General information
• This symbol displays a list at the first level.
► This symbol displays an action or series of actions.
[1] This symbol displays the position of a special tool according to the list in the section
(1) This symbol displays the position of a graphic in the text.
1 This symbol indicates an item of a graphic display in the text.

Foreword

Installation planning


General safety instructions
2 General safety instructions

This chapter contains safety instructions that must be taken into account already in the planning phase.
These instructions guarantee maximum protection of personnel and safe, trouble-free engine operation.
Further safety instructions are to be followed when assembling and putting the engine into service.
MAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are not all inclusive. If a tool, a procedure, a work method, or an
operating technique that is not specifically recommended by MAN is used, you must be certain that it is
safe for you and for other people. You must also be certain that the product will not be damaged. You must
also be certain that the product will not be made unsafe by the procedures that are used.
Most accidents that involve product installation, operation, maintenance, and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. An OEM must be alert to potential hazards. An OEM
should also have the necessary training, skills, and tools in order to perform these functions properly. The
information in this publication was based upon current information at the time of publication. Check for the
most current information before you start any job. MAN dealers will have the most current information.
2.1 Proper use

Depending on the type, engines are suitable for heavy-duty, medium-duty and light operation.
The operating type is determined by the expected operating hours per year and the percentage of full load
as well as the mean utilisation.
Any other use is classified as not in accordance with the designated use.
MAN accepts no liability for damage resulting from this. The operator alone shall bear this risk.
Proper use also includes compliance with the operating, maintenance and service work specified by the
manufacturer.
The engine must only be installed and put in service by personnel who are acquainted with it and have
been instructed about potential dangers.
The manufacturer does not assume any liability for damage to property or personal injury resulting from
unauthorised modifications to the engine.
Manipulation of the injection and control system as may also affect the performance and exhaust gas
behavior of the engine.
This means that compliance with the statutory environmental requirements is no longer assured.
DANGER
Danger resulting from improper use
Any use going beyond that intended and / or any other use if the engine may lead to dangerous
situations and this terminates the operational permit.
Therefore:
S Use the engine only as intended.

2.2 Changes and modifications to the engine

To avoid dangers and to safeguard optimal performance, neither modifications nor attachments or
conversions should be made on the engine that has not been expressly approved by MAN.
If modifications are made without the written consent of MAN, any obligation of guarantee or warranty on
the part of MAN for damage and defects that are attributable to the unauthorized modification becomes null
and void. Moreover, MAN does not assume any liability for damage that are caused by modifications that
have not been approved.
Any deviation from these instructions resulting in improper installation may be considered an
emissionsrelated defect requiring the OEM or installer to report to MAN immediately. MAN is required to
report any emission related defects to the U.S. EPA pursuant to 40 C.F.R. § 1068.261 (h). within 15 days.
2.3 Safety equipment

Install emergency stop device and link to the system's safety chain.
Connect the emergency stop device such that situations hazardous for persons and material assets are
excluded in the event of an open circuit in the energy supply or an activation of the power supply after an
open circuit.
2.4 Fire protection in the engine compartment

In general your MAN marine engine is designed to meet the SOLAS requirements which reduces the risk of
fire.
Nevertheless e.g. in the event of an engine failure, there is risk of injury from easily inflammable
substances.
WARNING
Risk of injury from easily inflammable substances
Easily inflammable substances, liquids or gases cause a fire.
For this reason:
S Smoking, open flames or ignition sources are prohibited in the hazard zone and its vicinity.
S Keep fire extinguishers handy.
S Report suspicious substances, liquids or gases immediately to the person in charge.
S Repair any leaks.
S Discontinue work immediately in case of fire. Leave the hazard zone until the warning is withdrawn.
S Equip the engine compartment with fire alarm device and automatic fire-extinguishing system.
2.5 Rotating machine parts
WARNING
Risk of crushing due to moving components
Rotating and linearly moving components cause injuries.
For this reason:
S Follow the accident prevention regulations.
S Rotating machine parts to be provided with a suitable touch protection.
S Never remove protective equipments in front of the rotating components.

2.6 Welding
NOTE
Risk of material damage due to welding
Damage to components
For this reason:
S Welding of any kind must be clarified with the system supplier and must be carried out following
specific instructions.
S MAN assumes no liability for damages caused by welding being carried out improperly.
2.7 Electric welding

S Connect the “ANTIZAP SERVICE SENTRY” protection device (MAN part number 80.78010 -0002) as
described in the instructions accompanying the equipment.
S If this equipment is not available, the batteries must be disconnected and the positive cable must be
firmly connected with the ground cable to ensure conductivity.
S Put the manually operated battery master switch in the driving mode position. If an electronic battery
master switch is fitted, bridge “Negative” at the power relay contacts (jumper cable > 1 mm2) and the
“Positive” at the power relay load contacts. In addition, switch in several loads such as: starter switch
(ignition) in driving mode position, hazard warning system switch “on”, light switch in position “low-beam
headlights on”, fan ventilation to “maximum”. The more consumers that are switched on, the greater the
protection.
After ending the welding work, first switch off all consumers, remove all bypass jumpers (restore to
original condition) and then connect the batteries.
S Always place the ground of the welding equipment as close as possible to the welding location.
Do not lay welding equipment cable in parallel to the electrical cables in the vessel.
2.8 Further information on hazard notes
WARNING
Risk of personal injury due to use of pressurized air and/or water for cleaning
Eye and/or skin injury and/or scalding.
For this reason:
S Always wear protective clothing, protective face shield, safety gloves, and safety shoes.
S Reduce the maximum air pressure to 205 kPa (30 psi).
S Reduce the maximum water pressure to 275 kPa (40 psi).
Pressurized air and water can cause debris and/or hot water to be blown out. This could result in personal
injury. Always wear a protective face shield, protective clothing, and protective shoes when cleaning
components. The maximum air pressure for cleaning purposes must be reduced to 205 kPa (30 psi) when
the air nozzle is deadheaded and used with effective chip guarding (if applicable) and personal protective
equipment. The maximum water pressure for cleaning purposes must be below 275 kPa (40 psi).

2.9 Labeling
The following symbols must be placed near the hazard zone.
WARNING
Risk of injury due to illegible symbols
Stickers and symbols can become dirty or become otherwise unrecognisable in the course of time.
Therefore:
S Always keep all safety, warning and operating instructions in a clearly legible condition.
S Clean or replace illegible safety, warning and operating instructions
No trespassing
Areas designated in this manner may not be entered.
Electrical voltage
Only qualified electricians are allowed to work in working areas marked in this manner.
Unauthorised persons should not enter areas marked in this manner.
Hot surfaces
Hot surfaces, such as hot engines and hot fluids, are not always perceptible.
Do not touch them without protective gloves.
Risk of fatal injury due to suspended loads

During lifting operations, loads can swivel out and fall. This can lead to serious
or fatal injury.
Risk of injury
If the instructions are not observed, there is a risk of injury.

Planning engine installation
3 Planning engine installation
3.1 Engine compartment design
WARNING
For this reason:
3.2 Accessibility to the engine

When installing the engine, make sure that there is enough space for the regular maintenance works in
accordance with the maintenance instructions and for any possible overhaul of the engine after long
operating time.
Advantages of good accessibility:

S High degree of engine reliability ensured by light inspection- and maintenance works
S Low maintenance costs by saving time
Access to the engine and the ancillary units is an important criterion with regard to installation design.
3.3 Maintenance work

It must be possible to freely carry out the following maintenance works on the engine in the engine
compartment:
S Oil- and coolant level checking
S Oil- and coolant refilling
S Changing the fuel filter
S Venting the fuel system by operating the manual pump
S Changing the oil filter
S Servicing the air filter
S Changing the ribbed V-belt
S Draining and filling of coolant
S Simple visual inspection with regard to leakages
S Visual inspection and re-tightening of threaded, hose- and pipe connections
S Cleaning the radiator for the engine coolant and the charged air cooling
S Testing and changing the sensors
S Turning the engine with turning device, adjusting the valves
S Re-tightening the cylinder head bolts, removal and installation of cylinder head
S Changing the injectors
S Changing the high pressure pump
S Oil pan mounting without lifting the engine, if required
S Starter motor/alternator
For more detailed information on the servicing works, see “Maintenance instructions”.

3.4 Engine operation and engine environment

The engine environment is becoming increasingly important for the operational safety, reliability
and capability of a modern diesel engine.
Only highly turbocharged engines with intercooling are still used, without exception, so as to keep fuel
consumption and exhaust emissions low.
Modern fuel injector systems consisting of precision parts require a high degree of fuel purity and
a very clean environment.
Electronic systems make high demands on environmental conditions with regard to temperature and
cleanliness.
The operational safety of these engines depend to a great extent on the flawless functioning of Vessel
components, which have a major impact on the operating conditions of the engine.
These include:
- Cooling system
- Combustion air system and turbocharging
- Exhaust system
- Fuel system
- Service products
Proper design of these components is thus of great importance. The engine should consequently be seen
not as an isolated part, but as interacting with the overall system that makes up a ship. Accordingly, the
functioning of these components and their effect on engine operation must be checked when analysing
malfunctions.
NOTE
Engine damage due to faulty design of components in the engine environment.
Therefore:
S Adapt all components in the engine environment to the engine with respect to design and scale.

3.5 Emission label
The emission label (1) is located on the housing of

turbocharger.
The required Emission Control Information label is
placed on this certified engine during the assembly
process.
3.5.1 Second emission label
If you install the engine in a way that makes the

engine´s emission control information label hard to
read during normal engine maintenance, you must
place a duplicate label on the equipment, as
described in 40 CFR 1068.105 (c).
If it necessary, MAN will provide the number of
duplicate labels. Send a request for duplicate
labels in writing to MAN and include the following
information in your request.
S Identify the family (from the original engine
label).
S State the reason that you need a duplicate label
for each equipment model.
S Identify the number of duplicate labels you will
need.
MAN will keep the following records for at least
eight years.
S Your written request, documentation,
descriptions
S The number and date of duplicate labels which
has MAN delivered
NOTE
S Destroy any unused duplicate labels → as required in EPA CFR title 40 part 1068.105 (c)

3.6 Engine views D2676 LE4..

The engines
Page 26 shows engine views of a D2676 LE4.. engine, each without transmission.
Depending on the scope of delivery, the engine can also be equipped with a flat oil pan (see installation
drawing) and/or hull-mounted cooling system (page 75)
The D2676 LE4.. engine, available in different power ratings depending on the respective application.
Engine environment - interfaces between the engine and the vessel

When installing an engine, important information must be observed regarding individual engine
components. This information will be summarized here. Each of these engine components have a transition
to the vessel system, the design of which makes a decisive contribution to trouble-free engine operation.
(1) PTO/Hydraulic pump, see page 109 (optional)
(2) Intercooler system, see page 69
(3) Seawater pump see page 69
(4) Fuel system, see page 93
(5) Electrical system, see page 111
(6) Engine cooling system, see page 69
(7) Lubricating oil system
(8) Cabin heating, see page 105 (optional)
(9) Engine mounts, see page 41
(10) Fuel system, see page 61
(11) Flywheel, power transfer, see page 45
(12) Intake system, see page 57
(13) Engine cover (optional)
3.7 Closed-Crankcase-Ventilation (CCV)

This engine uses a closed crankcase ventilation system that routes all crankcase gases back to the engine
intake air system. No crankcase emissions are vented to atmosphere as required and described in the
Code of Federal Regulations (40 CFR 1042.115(a)). This CCV-system is completely installed on the engine
and is free of any maintenance.

More information about installation planning

In addition to this publication, other documents are needed to plan engine installation that are not contained
in this publication. These documents depend on the respective scope of delivery and are available on
a project basis from the responsible MAN representative.
In special cases, documents can be requested directly at the MAN factory in Nuremberg.
- Installation drawing
The installation drawing provides information about the most important engine dimensions. It shows
the dimensions of the flywheel/flywheel housing for attaching a coupling and for connecting the gear box
to the flywheel housing.
- Layout plan of the resilient engine mount
The choice of resilient mount according to type and Shore hardness depends on the design and layout
of the drive system (gearbox free-standing or attached to engine at flange).
- Circuit diagrams
Circuit diagrams specially adapted to the needs of the shipyard are available.
Information about engine start-up and operation

Along with the engine, document files are delivered containing the following publications:
- Operator's Manual
- Maintenance instructions
- Service products for MAN industrial and marine diesel engines
These publications must be read carefully before putting an engine into service.

Accessibility of the engine in the engine room
4 Accessibility of the engine in the engine room
4.1 Accessibility of the E-box (terminal box)
DANGER
In case of emergency, the engine must be able to be stopped quickly and reliably, including
from within the engine room.
Therefore:
S The red emergency stop button on the terminal box must be quickly and safely accessible.
The E-box (1) must be mounted in the engine room in an easily accessible location. An emergency stop
button (2) is located on E-box (2).
Recommendation:
Install the E-box (1) with the emergency stop button (1) in the near of the access (door/hatch) in the engine
room.
A description of the E-box is found on page 115.

4.2 Maintenance work and repairs
NOTE
High degree of engine reliability ensured by regular inspection and maintenance work
Low maintenance costs by saving time
Therefore:
S During engine installation, ensure that there is sufficient room for regular maintenance work in
accordance with the maintenance plan.
NOTE
Simple visual inspections can help detect the causes of malfunctions early on.
Therefore:
S There must be a sufficient amount of room for inspecting the engine for oil, coolant or seawater leaks.
S Hose connections and pipes to and from the engine must be easily accessible.
S Removable deck or hatch for lifting out

the engine in the event of repairs
(e.g. V-Engine)

Ensure proper accessibility in order to perform engine or transmission work:
S Changing the fuel filter (1)

Depending of scope of supply, the fuel filter is
mounted on the front or side
S Changing the air filter
S Topping up the lubricating oil (1)
Anwendertipp
For the version with engine cover, the middle
cover can be unclip.

S Checking the lubricating oil level (1)
Oil dipstick left
Oil dipstick right

S Changing the oil filter
S Pumping out and refill with engine oil

and transmission oil
An oil-draining device (1) for the engine and

gearbox is available as an option. An electric oil
change pump (2) can be connected to it via
quick couplings.
S Filling up coolant
(description found in “Start-up section”)
Height of the deck over the filler cap (1):
H=500 mm (recommendation).
S Checking the coolant level (2)
(description found in “Start-up” section).

S Draining the coolant (1), (2) and (3)
S Maintenance of the plate-type heat

exchanger (1)
Distance to the bulkhead: D=205 mm.

S Replacing the ribbed V-belt (1)
S Removing the cylinder head cover (1) in order

to set the valve clearance
S Fuse boxes (1) must be accessible

Engine foundation
5 Engine foundation
5.1 Requirements for the engine foundation

S The engine foundation in the vessel must be designed so that it can absorb the propeller thrust in both
directions and transmit it to the hull.
S The weight of the drive system and any dynamic forces resulting from rough seas must be safely
absorbed.
S Distortion of the hull due to the action of the sea and loading must not be transmitted to the engine.
The engine foundation should be connected to the hull using the greatest possible surface area.
S The engine foundation support (engine foundation) (2) must be parallel to the lower edge of the engine
foundation (1) so that the resilient engine mounts are not twisted. The engines must not be mounted
rigidly on the foundation.

Engine foundation
5.2 Engine weights
Engine type Rated power Nominal (engine) Engine weights

speed (dry, without gearbox)
kW (hp) rpm kg
Light-duty operation
D2676 LE423 588 (800) 2300 approx. 1210 - 1340
D2676 LE443 537 (730) 2300 approx. 1210 - 1340
Medium-duty operation
D2676 LE422/LE425 478 (650) 2100 approx. 1210 - 1340
D2676 LE432/LE435 412 (560) 2100 approx. 1210 - 1340
Heavy-duty operation
D2676 LE421/LE424 382 (520) 1800 approx. 1210 - 1340
D2676 LE431/LE434 324 (440) 1800 approx. 1210 - 1340
D2676 LE441 270 (367) 1800 approx. 1210 - 1340
D2676 LE451 210 (286) 1800 approx. 1210 - 1340
D2676 LE461 147 (200) 1800 approx. 1210 - 1340
* Engine weight depending of scope of supply

The weights refer to the engine without lubricating oil and coolant. To find the weight of the operational
engine, the weights of the lubricating oil and coolant must be added.
Weights of the fill quantities
All engine types

Lubricant Coolant
Oil pan 1 40 litres 37 kg 55 litres 58 kg
or
Oil pan 2 60 litres 56 kg

Engine foundation
5.3 Maximum engine inclination angle

If the engine is to be installed inclined in a longitudinal direction, the maximum permissible angle of
inclination must not be exceeded. The max. permissible angle of inclination is defined as the largest angle
occurring while travelling, i.e. the installation inclination angle plus the max. trim angle of the vessel.
Standard oil pan
angle to the flywheel side angle to the free end
Fore-and-aft Athwartship
 
max. installation inclination angle 10_ 10_ 0_
max. operating inclination angle 30_ 25_ 22,5_

The non-stop operation of the limit inclination angle is not
permissible
NOTE
The angle  of 10° degrees at the free end may only occur when in operation.
Therefore:
S The installation inclination angle to the free end side is 0_.

Engine foundation
Flat oil pan
angle to the flywheel side angle to the free end
Fore-and-aft Athwartship
 
max. installation inclination angle 10_ 10_ 0_
max. operating inclination angle 30_ 15_ 22,5_

The non-stop operation of the limit inclination angle is not
permissible
NOTE
The angle  of 10° degrees at the free end may only occur when in operation.
Therefore:
S The installation inclination angle to the free end side is 0_.

Engine foundation

Resilient mounts
6 Resilient mounts
6.1 Selecting a suitable resilient mount

The function of the resilient mounts is to prevent the transmission of vibrations from the engine to the
engine base and hull.
The design of the engine with respect to
- Total mass
- Center of gravity
- Even weight distribution into the engine foundation
already specifies some requirements for the design of the resilient engine mounts.
Depending on the arrangement of the engine and gearbox (with attached or free-standing gearbox) and
due to the alignment required after installation, the following points must be observed:
- The engine foundation in the vessel must be designed in such a way as to be able to accommodate
propeller thrust in both directions and transmit it to the hull.
- Simple height adjustment of the mounts
Due to these requirements, the resilient mounts must be carefully adapted.
For these reasons, MAN has specified resilient mounts that are attuned to the drive system type with
respect to their design and selected Shore hardness.
The following pages provide an assignment of resilient mounts to engine and gearbox arrangements as
well as detailed information about the mounts.
The resilient mounts are supplied along with the engine depending on the order. Under no circumstances
may the resilient mounts be omitted and engines mounted rigidly on the engine foundation.
NOTE
The resilient engine mounts cannot eliminate vibrations due to poor alignment of the drive system
or oscillations induced by the propeller.
Therefore:
S Align the drive system carefully, see page 171.

Resilient mounts
6.2 Resilient mounts
Resilient engine and gearbox mounts
(1) Mounting bolt for engine bracket M 20

(2) Height adjustment
(3) Bolts for transport safety device
(4) Mounting bolts M 20,
Strength class 8.8
Assignment of resilient mounts to engine

and gearbox
Engine type / MAN Shore
(Gearbox layout) item no. Hard
ness
D2676 LE4.. 51.96210-7051 65
The installation drawing provides information about

the dimensions of the mounts and the hole pattern
of the engine base.
For resilient engine and gearbox mount assembly,
see page 168.
resilient mounts for flange-mounted integral V-gearbox
(1) Mounting bolt for gearbox base M 20

Strength class 8.8
Assignment of resilient mounts to IV-gearbox

(Gearbox layout) Item no. Hard
ness
D2676 LE4.. 50.96210-7000 55
The installation drawing provides information about

the dimensions of the mounts and the hole pattern
of the engine base.
For resilient gearbox mount assembly,
see page 168.

Engine and flange-mounted gearbox
7 Engine and flange-mounted gearbox
(1) Engine
(2) Resilient engine mount, see page 42
(3) Flywheel housing, see pages 45, 166
(4) Resilient gearbox mount, see page 42
(5) Marine reverse gear unit, flanged onto the flywheel housing
(6) Gearbox oil cooler, see page 73
DANGER
Risk of fatal injury due to rotating machine parts
Therefore:
S Rotating machine parts (shafts, flanges) must be provided with suitable guards for safety reasons.
Adhere to safety regulations!

7.1 Torsional vibration analysis

The gas and mass forces of the engine can cause the entire drive system to oscillate. A torsional vibration
calculation is necessary to find the resonance points according to their position and strength and to prevent
overloading.
This can be carried out by MAN for an additional fee. The relevant information should be compiled during
the project phase in the “Questionnaire for the Torsional Vibration Calculation of Marine Drive Systems”.
The torsional vibration calculation should be performed after the order has been placed, but before the
engines are delivered at the latest.
If MAN does not carry out the torsional vibration calculation, the relevant information (torsion substitute
oscillator diagrams of the crankshaft) can be supplied by MAN.

7.2 Flywheel and flywheel housing
NOTE
Perform an exact installation investigation in accordance with the project.
Therefore:
S Request an installation drawing with detailed dimensions of the flywheel and flywheel housing.
The following applies to all engines:
Flywheel housing (1) with SAE1 connection

for connecting a gearbox at flange.
Flywheel (2) with I = 2.03 kgm2 for attaching

an flexible coupling.
Tip for users

For the dimensions of the flywheel housing and the flywheel as well as the type of thread used to attach
the coupling, see the installation drawing.

7.3 Flexible coupling
Tip for users

The crankshaft axial play must be checked
before and after flange-mounting a gearbox,
see page 167.
An flexible coupling (1) must be installed between

the engine and the gearbox.
Its function is to insulate the engine and driveline
(gearbox, propeller shaft, propeller) from
vibrations. In this way, the high-frequency
vibrations generated by the ignition stroke are
restricted to the crankshaft of the engine.
On the other hand, this also prevents transmission
of the low-frequency vibrations of the driveline to
the engine.

Power transfer via the propshafts
8 Power transfer via the propshafts
8.1 Design of the drive system

The drive system consists of an engine and a free-standing (i.e. not flange-mounted) gearbox. The engine
and gearbox can be arranged spatially offset (usually V-drive) so that power must be transferred from the
engine to the gearbox by a propshaft. For this drive design, MAN offers two solutions with regard to choice
of coupling which will be presented in the following.
The objective is:
S To prevent damage due to excessive vibrations at the engine, gearbox, resilient coupling and propshaft.
S To transmit vibrations into the engine foundation, thus preventing vibrations in the vessel
and contributing to comfort on board.

8.1.1 Drive system consisting of engine, highly flexible coupling, propshaft

and gearbox
Power is taken from the engine via a highly flexible coupling.

The highly flexible coupling attached to the engine flywheel permits a propshaft deflection angle of max. 3_.
(1) Engine
(2) Resilient engine mounts
(3) Highly flexible coupling, see page 51
(4) Free-standing gearbox
(5) Propshaft, see page 51

8.2 Torsional vibration analysis

The gas and mass forces of the engine can cause the entire drive system to oscillate. A torsional vibration
calculation is necessary to find the resonance points according to their position and strength and to prevent
overloading.
This can be carried out by MAN for an additional fee. The relevant information should be compiled during
the project phase in the “Questionnaire for the Torsional Vibration Calculation of Marine Drive Systems”.
The torsional vibration calculation should be performed after the order has been placed, but before the
engines are delivered at the latest.
If MAN does not carry out the torsional vibration calculation, the relevant information (torsion substitute
oscillator diagrams of the crankshaft) can be supplied by MAN.

8.3 Flywheels
NOTE
Perform an exact installation investigation in accordance with the project.
Therefore:
S Request an installation drawing with detailed dimensions of the flywheel and flywheel housing.

a highly flexible coupling with connection to
propshaft.

an flexible coupling with flange-mounted outer
bearings.
Tip for users

For the dimensions of the flywheels and the type of thread used to attach the coupling,
see the installation drawing.

8.4 Clutches
DANGER
Risk of fatal injury due to rotating machine parts
Therefore:
S Rotating machine parts (shafts, flanges) must be provided with suitable guards for safety reasons.
Adhere to safety regulations!
8.4.1 Highly flexible coupling
The highly flexible coupling (1) is attached to the

engine flywheel. It is only possible to attach a
coupling if the engine is equipped with a suitable
flywheel for attaching a highly flexible coupling
(see Sect. 8.3).
It allows propshafts-
Deflection angle ß1, ß2 of 3°.
For the definition of deflection angle ß1, ß2,
see 8.5.1
For connection dimensions, see installation
drawing.
8.5 Propshafts
8.5.1 The deflection angle of a propshaft
The deflection angle ß of a propshaft is the angle

between the propshaft's central axis and the
central axes of the shafts on the input or output
ends.
ß1
ß2

8.5.2 Basic guidelines for installing propshafts
When a single cardan joint, universal joint or ball

joint is rotated uniformly whilst bent it results in
a non-uniform movement on the output side.
This non-uniform movement is balanced if two
simple joints are coupled to a propshaft. The
prerequisites for absolute compensation of
movement include:
S Equal deflection angles at both joints (ß1=ß2)
S The two inner joint forks must be on the same
plane.
S The input and output shafts must also be on the
same plane.
Z-shaped propshaft configuration
W-shaped propshaft configuration
Exception:
If the propshaft has a three-dimensional deflection
angle, the input and output shafts are not on
the same plane. To obtain a uniform output
movement, the inner joint forks must be twisted
relative to each other such that each fork ends up
in the plane of deflection of its joint. The spatial
deflection angles must also be the same size.

Engine room ventilation
9 Engine room ventilation
9.1 Engine room heating

During operation, each engine transmits heat from its hot surface to the air of the engine room
(convection), comparable to a heater for heating a room in a building. Also, but to a much lesser extent,
radiation is dissipated to the environment (radiant heat).
Both physical effects can heat up the engine room to such an extent that the functioning of
temperature-sensitive components (e.g. the electronics) is impaired.
9.2 Temperature in the engine room

The maximum temperature in the engine room is limited to 60 _C by the:
S Maximum permissible operating temperature of the electronics components
S Maximum permissible fuel temperature
NOTE
Damage to electronics components in the electrics case
Therefore:
S Temperature inside the electrics case: max. 70 _C.
Loss of engine power should be expected if the temperature of the intake air is over 45 _C.
The following is an indication for sufficient engine room ventilation:
Engine room temperature = ambient temperature + 15 _C (max. 20 _C)
Measured at the front of the engine room, the rear of the engine room and the air filters.
The temperature in the engine room depends essentially on the following boundary conditions:
9.2.1 Outside air temperature

The outside air temperature depends on the regional climate including prevailing weather conditions.
In the Mediterranean area, an air temperature of up to 40 _C should be expected, while in the Persian Gulf
this can reach 50 _C.

9.2.2 Operating conditions of the engines

1) Maximum speed / cruising speed of the vessel
The temperature of critical components (charge-air pipes, compressor housing, exhaust manifold) is
highest at full load or a higher power output, and this is when heat dissipation is at its highest. However,
this effect is compensated by the high combustion air requirement of the engines and the associated
high rate of air exchange in the engine room.
Example: At full load, two engines have a combustion air requirement of 2 x 2400 m3/h corresponding to
1.3 m3/s. The air volume of a typical engine room, 50 m3, is thus exchanged every 40 seconds. If the air
inlet and outlet openings are of sufficient size, the engine room temperature cannot get much higher
than the outside air temperature.
2) Reducing the maximum speed to creep speed (e.g. when travelling in channels, waterways with speed
limits)
At lowers speeds and loads, the combustion air requirement of the engine is reduced, also reducing the
flow of fresh air into the engine room.
Example: Two engines with a 2 x 750 m3/h combustion air requirement at 1000 rpm operating on the
propeller curve, corresponding to 2 x 0.20 m3/s.
The air volume in the engine room is no longer being exchanged quickly enough with inflowing outside
air and can heat up considerably as a result. Moreover, the components (charge-air pipes, crankcase,
oil sump), still hot after full-load engine operation, dissipate additional heat into the engine room.
For this reason, forced ventilation using fans is required during this operating phase.
9.3 Air requirement and air pressure in the engine room

Air supply to the engine room is ensured by the clear cross-section and streamlined design of the air inlets.
Air requirement per engine (standard values)
Rating kW (hp) Engine speed in rpm Air requirement m3/h

(approx. 25 °C intake air)
Light-duty operation
588 (800) 2300 2330
537 (730) 2300 2310
Medium-duty operation
478 (650) 2100 2190 (LE422) / 2140 (LE425)
412 (560) 2100 1800
Heavy-duty operation
382 (520) 1800 1800 (LE421) / 1830 (LE424)
324 (440) 1800 1720 (LE431) / 1760 (LE434)
270 (367) 1800 1450
210 (286) 1800 1210
147 (200) 1800 990
The air requirement indicated in the table is the combustion air requirement for each engine.
The air inlets in the engine room should be scaled at least for this flow rate. (X-number engines)

9.3.1 Fans
Large-scale fans are required to adequately

provide the entire engine room with fresh air.
The following criteria will help as an orientation
when selecting effective fans:
1. Fans with
24 V DC supply,
= 160 mm to 300 mm
2. Fans with
240 V AC supply via the ship generator,
= 150 mm to 450 mm
Small fans mounted on corrugated hoses are not
suitable since they do not produce enough air
throughput and only provide a local fresh air
supply.
Exhaust fans are to be recommended, as they
suck the hot air out of the engine room so that
fresh air can flow in through the air inlets.
If the air pressure in the engine room is higher
than the ambient pressure, vapours, oil mist etc.
can get into the living area of the ship and produce
unpleasant odors.

9.3.2 Air ducts, general
NOTE
Water ingress results in total loss of the engine
Therefore:
S Spray and splash water are not allowed near the engines.
The air intake and exhaust openings should be

arranged such that a flushing effect is created, 3 1
i.e. air flows through the entire engine room.
Fresh air intake into the ventilation system for
engine room ventilation
The fresh air should be taken from the side of the
hull as high as possible or above deck in front of
the engine room (1).
Fresh air supply into the engine room
Air should enter the engine room (2) as low as 2
possible between the vessel sides and the
engines.
Air flow out of the engine room
The air outlet (3) should be arranged opposite 4
A
the inlet, i.e. as high as possible on the rear side of
the engine room. A
Air duct design

The volume of air flow can be optimised for fast 5
vessels by designing the air supply ducts for
enhanced flow and by exploiting the airstream. 6
A Clear cross-section
(4) Deck
(5) Air duct
(6) Vessel side
The clear cross-section A of the air inlet opening
refers to the narrowest point of the entire air duct.
It should be scaled for the air requirement of the
engines as per the table on page 54.

Combustion air system and turbocharging
10 Combustion air system and turbocharging

The combustion air and turbocharging system forms a complex and sensitive system, which was carefully
designed during engine development. Changes to this system during engine installation are neither
required nor permitted.
However, the following shipbuilding requirements must be met for proper functioning:
S Sufficient supply of combustion air
S Efficient cooling of the combustion air in the intercooler
10.1 Diagram of the combustion air and turbocharging system

The diagram of combustion air and turbocharging serves to illustrate these requirements.
S The combustion air must reach the engine via the air filter without any obstacles (1).
S The combustion air must be sufficiently re-cooled by the intercooler (4).
(1) Intake of the combustion air via the air filter

(2) Compression of the combustion air by the turbocharger
(3) Cooling of the combustion air in the intercooler
(4) Supply of the cooled combustion air to the engine
(5) Distribution of the cooled combustion air between the cylinders

Intake air restriction

The partial vacuum downstream of the air filter is an indicator that the engine is receiving a sufficient supply
of combustion air. If the partial vacuum downstream of the air filter is too high, there is a lack of combustion
air.
If the maximum permissible value is exceeded, the ventilation of the engine room should be checked,
see page 53.
The maximum intake air restriction at maximum

power and nominal (engine) speed is indicated in
the technical data in the section “Combustion Air
System”.
NOTE
Exceeding the maximum permissible intake vacuum leads to poor performance, overheating,
black smoke and ultimately to engine damage.
Therefore:
S During commissioning, the intake vacuum must be measured.

10.2 Temperature of the combustion air after intercooler

The combustion air is cooling in the intercooler with the use of seawater. For this reason, supplying
the intercooler with a sufficient amount of seawater is of great importance.
For guidelines concerning the design of the seawater cooling system, see “Cooling System” section from
page 69.
NOTE
Exceeding the maximum permissible combustion air temperature downstream of the intercooler
leads to engine damage as a result of thermal overload
Therefore:
S An alarm is triggered by the engine monitoring system if the maximum permissible combustion air
temperature is exceeded and if neccessary the power is reduced to protect the engine.


Exhaust system
11 Exhaust system
11.1 Basic design concept
DANGER
Exhaust gases are toxic and hot.
Therefore:
S The exhaust system must be completely gas-tight.
S Use fire retardant insulation material for the exhaust system.
(Surface temperature < 220 °C)
NOTE
Engine damage due to the intrusion of seawater into the exhaust system
Therefore:
S Install pipe elbows into the exhaust pipe.
Under no circumstances is it permissible for water

to make its way into the engine through the
exhaust system. If the engine is deep-mounted
and the exhaust outlet is just above or below
the waterline, a pipe elbow must be installed in
the pipe routing with a falling exhaust pipe
downstream (“swan neck”) (1). This prevents water
from intruding into the engine when reversing or
when there are waves.
It is not permitted to unite the exhaust of several
engines into one system. In multi-engine systems,
a separate exhaust routing is required for each
engine so that the exhaust of a running engine
cannot get into another engine.

Exhaust system
11.2 Structure of the exhaust system
11.2.1 Exhaust outlet on the engine

The exhaust manifold is uncooled and therefore must be isolated during installation togehter with the
vessel´s exhaust system. The insulation can be attached and sealed to the flange of the outer shell of
exhaust turbocharger.
Tip for users

For the dimensions of the flange for connecting to the vessel's exhaust system, see the installation
drawing.
The exhaust manifold for the exhaust outlet can be optionally mounted:
Exhaust outlet towards the rear
Exhaust outlet 45°
Exhaust outlet upwards

Exhaust system
11.2.2 Connection of exhaust outlet to the engine

Install between the engine and exhaust system resilient connecting elements, which permit engine
movements conditioned by the resilient engine mountings and isolate the engine from vibrations from the
exhaust system.
Either heat-resistant tubes (corrugated silicone tubes) or bellow expansion joints can be used for this
purpose
11.2.3 Attaching the exhaust system
NOTE
Improper exhaust system support may result in damage to turbocharger
Therefore:
S Exhaust pipes must be attached and supported such that no forces affect the turbo charger in
operating conditions (650 °C).
The exhaust system is attached according to its basic design:
The exhaust system (1) is attached to the engine

or gearbox bases using supports (2).
The exhaust system (1) is suspended on-board on

height-adjustable retaining devices (3).

Exhaust system
11.2.4 Seawater injection into the exhaust system
Seawater, after exiting the heat exchanger, can be

injected into the exhaust pipe and mixed with
the exhaust gas.
Schematic diagram of seawater injection

(example)
(1) Seawater
(2) Exhaust gas
(3) Deflectors with an obtuse setting angle
for water flow
(4) Deflectors with an acute setting angle
for water flow
Silicone hose (1) downstream of seawater

injection.

Exhaust system
11.2.5 Exhaust silencing
Exhaust can be silenced either by means of an

exhaust outlet below the waterline or by installing
exhaust silencers.
Exhaust outlet below the waterline
In addition to silencing, an exhaust outlet below
the waterline normally increases the exhaust gas
back pressure.
Designing the exhaust outlet for optimal flow can
reduce this effect.
However, there must be no incidence of low
pressure here.
NOTE
Turbocharger damage due to exceeding the maximum permissible turbo charger speed
Therefore:
S Intake vacuum at the exhaust outlet is unacceptable.
If the exhaust outlet is located below the water line, incorporate a bypass to the exhaust pipe with an outlet
above the water line.
If this bypass is omitted, there can be a build-up of pressure in the exhaust system when the ship is
stationary or moving at low speed until this pressure exceeds the water pressure below the ship and then
escapes abruptly, resulting in intense vibrations

Exhaust system
11.2.6 Exhaust pipe insulation
DANGER
Risk of fire due to hot surfaces in contact with diesel fuel and oil.
Risk of burns on hot surfaces
Therefore:
S Use fire retardant insulation material for the exhaust system.
Hot, uninsulated exhaust pipes raise the

temperature of the engine room.
The amount of radiant heat increases with
the fourth power of the surface temperature, e.g. 2
% higher surface temperature - double the radiant
heat.
Required properties of the insulation material:
- Flame-retardant
- Fuel and oil-repellent
- Neither dust particles nor fibres may be
released to the environment, as these
can be ingested by the engine
NOTE
Component damage due to exceeding the maximum allowable temperature of the electronic
components in the electrics case.
Therefore:
S Do not let the engine room temperature exceed 60 _C.

Exhaust system
11.3 Permitted exhaust back pressure
Measurement points for exhaust back pressure

and exhaust gas temperature (1) (M14x1.5) are
found on the exhaust manifold on the engine side.
NOTE
Engine damage due to thermal overload
Excessive exhaust back pressures lead to high exhaust temperatures, insufficient engine power,
increased amounts of smoke and consequently to engine damage due to thermal overload.
Therefore:
S During the start-up process, the exhaust back pressure must be measured.
S The permissible exhaust back pressure at full load and nominal (engine) speed is: 20-80 mbar.
NOTE
Turbocharger damage due to exceeding the maximum turbo charger speed
Therefore:
S Partial vacuum at the exhaust outlet not allowed.

Exhaust system

Cooling system
12 Cooling system
12.1 Seawater cooling system

The seawater cooling system cools both the engine and the intercooling. In order to reach full engine
power under permissible levels of thermal loading, a good supply of seawater is important, particularly
for intercooling. The cooling system of all D26 marine engines is designed for a seawater inlet temperature
of up to 36 _C (309 K).
(1) Heat exchanger (4) Seawater pump

(2) Coolant expansion tank (5) Seawater intake
(3) Seawater outlet (6) Intercooler

Cooling system
12.2 Seawater intake
Dynamic pressure shell
Tip for users

To ensure a shape that is optimised for flow, the entire dynamic pressure shell should be manufactured
as a single cast piece.
Seawater enters through the dynamic pressure

shell (or “scoop”) (1) on the underside of the hull.
With it, the dynamic pressure developing at the
seawater inlet while the ship is travelling can be
exploited to supply the pump with seawater.
The minimum inlet cross-section of the dynamic
pressure shell is defined by the diameter of the
seawater intake line. It should however be
specified as large as possible.
Seawater enters through a grille with large

openings between the bars (2). To assist the inflow
into the seawater intake line to the engine, the rear
side of the dynamic pressure shell (1) must be
designed in a round, flow-efficient shape so that
water backpressure cannot impair the inflow of
seawater.
Dynamic pressure shells designed in two parts (i.e.

grille (1) and seawater intake line (2) are separate)
can lead to water backpressure on the rear of the
dynamic pressure shell in case of an inefficient
arrangement of the two components.
The same effect can result with one-piece dynamic
pressure shells with a rectangular grille design.
Seawater intake with jet drive
The water supply flow of the jet drive may not
interfere with the seawater supply for engine
cooling.

Cooling system
12.3 Components of seawater supply
Seacocks
Ball valves that are screwed directly to the

dynamic pressure shell should be used as
seacocks.
These can be closed quickly in case of emergency
(broken line).
In addition, the “Open (1) / Closed (2)” position of
the valve is immediately detectable from the
position of the handle.
Seawater strainer
A seawater filter must be provided to protect the

intercooler, heat exchanger and seawater pump.
The seawater strainer (1) should be equipped with
an inspection window, a removable cover (2) and
a removable strainer basket (3).
The following guide values apply to the strainer
basket:
- Mesh width max. 3 mm
- Surface approx. 10 times as large as
the intake cross-section
Arrangement of the seawater strainer:
If possible, directly via the seacock.
In any case, the seawater filter must be attached
above the water surface.
The filter can then be cleaned when the seacock
is open. Moreover, obstacles (objects) in the
dynamic pressure shell can be removed through
the open seacock without having to lift the vessel
out of the water.
Seawater lines to and from the engine

The seawater lines (hose) must be flexible enough to compensate for engine movements due to its resilient
mounting.

Cooling system
12.4 Seawater pump
Tip for users

For connection dimensions of seawater intake and outlet, see installation drawing.
Seawater pump:
Supply quantity of the seawater pump (1).
450 l/min at 2300 rpm.
400 l/min at 2100 rpm
350 l/min at 1800 rpm
Seawater intake
The connection line from the seawater filter is
connected to the seawater intake (1).
Tip for users

Seawater intake (1) is rotatable.
Seawater outlet
The vessel-side piping is connected at the
seawater outlet (1). The seawater is often injected
into the exhaust system, see page 64.
The minimum cross-section of the vessel-side
piping must correspond to the connection
cross-section on the engine.

Cooling system
12.5 Gearbox oil cooler
The gearbox oil cooler is supplied with coolant

via the connection on the seawater pump.
S Connect the seawater connection for
the gearbox oil cooler intake (1) (supply)
S Connect the seawater connection for
the gearbox oil cooler outlet (2) (return)
Alternative:
Take the seawater at the connection (2) and conduct after the gearbox oil cooler outwards.
► Limit the max. flow with orifices.
For the engine cooling must flow through the heat exchanger at least xxx liters / min!
Engine models Engine power (kW) Minimum flow rate (liters/min)

D2676 LE423 588 380
D2676 LE443 537 380

Cooling system
12.6 Material selection for piping

Different metals may not be combined arbitrarily. If “noble” and “base” metals are combined, the “base” one
will be subjected to galvanic corrosion.
This process is accelerated still more in damp or especially salty atmospheres.
The baser the metal, the more negative its electrical voltage potential. Two different metals have a galvanic
voltage difference, which tends to balance out when there is a connection between the metals (direct
contact or conductive water). The following is a list of metals according to their electrical voltage difference
starting with the “noblest” (platinum) and ending with the “basest” (magnesium).
The more distant two metals are from each other on this list, the more problems can be expected due to
galvanic corrosion.
“Noble” Platinum
Titanium
Silver
Nickel
Cupronickel
Lead
Stainless steel
Tin bronze
Copper
Tin
Brass alloys
Nickel-based cast iron
Low-alloyed steels
Shipbuilding steel
Aluminium alloys
Zinc
“Base” Magnesium

Ship-side cooling systems
13 Ship-side cooling systems
13.1 System description

Cooling systems installed on the ship side can be used as an alternative to the seawater heat exchanger
cooling system supplied by MAN, see chapter 12, e.g
13.1.1 Ship-side cooling system designs
Hull-mounted cooling system

With a hull-mounted cooling system, the heat from the engine and intercooling circuit is dissipated to the
river or sea water through cooling cells installed on the hull.
The cooling cells can be shallow tanks with a meandering pattern for the coolant flow.
The cooling cells are located below the waterline. Seawater flows by the cells when the ship is moving.
Keel cooling
With a keel cooling system, the heat from the engine and intercooling circuit is dissipated to the river or sea
water through pipelines attached on the outside of the hull.
Sea chest cooling

With a sea chest cooling system, the heat from the engine and intercooling circuit is dissipated to the river
or sea water through tubular coolers.
The tubular coolers are installed in a sea chest below the waterline. Seawater flows by the coolers when
the ship is moving.
13.1.2 General cooling system requirements

These general requirements are:
S Absolute leak-tightness
S Reliable limitation of the maximum permissible charge-air temperature
S Reliable, automatic venting of the cooling circuits
S Draining of the entire system when performing maintenance work
S Quick filling of the system following maintenance work (approx. 8 litres/min)
S Fast circuit startup even at low engine speeds
S Fast pressurisation in the system after engine start
(min. 50 kPa in < 20 s at medium engine speed and medium load)
S No ejection of coolant after engine hot soak
S Avoidance of pulsating coolant flows
S Preparation of the coolant in accordance with MAN maintenance recommendations and recommended
service products as well as operator's manual and maintenance manual
S Realize measuring connections for the two cooling circuits before and after engine for pressure and
temperature

13.1.3 Cooling system diagram

MAN marine diesel engines with intercooler require two cooling circuits:
S The high-temperature circuit or engine cooling circuit
S The low-temperature circuit or intercooling circuit
→ Realize measuring connections for the two cooling circuits before and after engine for pressure and
temperature
Low-temperature circuit (LT) High-temperature circuit (HT)

(1) Expansion tank, low-temperature circuit (5) Expansion tank, high-temperature circuit
(2) Venting of the low-temperature circuit (6) Venting of the high-temperature circuit
(3) Coolant pump for the low-temperature circuit (7) Coolant pump for the high-temperature circuit
(4) Cooling system, low-temperature circuit (8) Cooling system, high-temperature circuit
Engine
(9) Intercooler
(10) Engine crankcase

13.2 Connections on the engine
Connections on the engine for the high-temperature circuit
(1) Engine inlet from the cooling system

(2) Engine outlet to the cooling system
(3) Filler pipe from expansion tank to coolant pump
for high-temperature circuit
Connection (3) optionally: Depending on
version (with/without cabin heating)
(4) Vent line from engine to expansion tank

(primary)
or
Connection (5): Alternative
(option 1)
(option 2)
Connection as shown on figures Hose connector to Inside  Outside 

Works Standard mm mm
(1) Engine inlet from the cooling system 55 60
(2) Engine outlet to the cooling system (option 1) 55 60
(option 2) 53 60
(3) Filler pipe from expansion tank to coolant M3103-3 11 15
pump for high-temperature circuit, DN15
(4) Vent line from engine to expansion tank, M3103-3 3,5 10
M14x1.5 (DN10)

Connections on the engine for the low-temperature circuit
(1) Filler pipe from expansion tank to coolant pump

for low-temperature circuit
(2) Coolant inlet from the cooling system
(3) Coolant outlet to the cooling system
(4) Vent line from intercooler to expansion tank
Connection as shown on figures Hose connector to Inside  Outside 

Works Standard mm mm
(1) Filler pipe from expansion tank to 9 15
coolant pump for low-temperature circuit
(2) Coolant inlet from the cooling system M3103 65-67 75
(3) Coolant outlet to the cooling system 65 75
(4) Vent line from engine to expansion tank, DN10 7 10

13.3 Cooling system design

The shipyard is responsible for the design and correct configuration of the cooling system.
NOTE
Engine damage due to cooling system malfunction
Therefore:
S Observe the following information regarding the cooling system components.
13.3.1 Coolant volumes

The total volume of coolant in the high-temperature circuit comprises the volumes of the following:
S Engine cooling circuit
S Hull-mounted cooling system for the high-temperature circuit, with pipelines
S Expansion tank for the high-temperature circuit
The total volume of coolant in the low-temperature circuit comprises the volumes of the following:
S Intercooler circuit
S Hull-mounted cooling system for the low-temperature circuit, with pipelines
S Expansion tank for the low-temperature circuit
D2676 LE4..
Air volume in expansion tank with maximum filling litre 6
Coolant volume in expansion tank with maximum filling litre 18 (or more)
Coolant volume range between maximum and minimun litre 6
13.3.2 Expansion tanks

Expansion tanks must be installed for both the high-temperature circuit and the low-temperature circuit.
Cooling systems for MAN marine diesel engines must be designed as closed, pressurised systems.
The performance and functioning of a cooling system largely depends on whether the required system
pressure is available and the absence of bubbles. Both of these properties are essentially influenced by the
effectiveness of the expansion tank.
All cooling systems for MAN engines must be equipped with a separate expansion tank which
S collects the coolant that has expanded due to heating,
S builds up and maintains the cooling system operating pressure,
S removes the air bubbles from the cooling circuit,
S provides a coolant reserve in the event of losses due to leakage,
S installed in an easily accessible location, since this is where the coolant is filled and the coolant level is
checked.

MAN expansion tank (optionally available)

The expansion tank can be used in coolant circuits with various volumes. The air volume in the expansion
tank can be adjusted via the screw plugs. The expansion tank can be used for both the HT- and the
LT-circuit.
(1) Valve cover (6) Hose connection for overflow (Ø10)

(2) Bracket (2x) (7) Hose connection for discharge
(3) Screw plug M14x1.5 (8) Hose connection for supply
(coolant pressure sensor connection) (9) Sight glass
(4) Screw plug M18x1.5 (10) Screw plugs for volume change
(coolant level sensor connection) M30x1.5
(5) Pressure valve for venting
Technical data
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 kg
Coolant volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . up to 16 liters
Air percentage basis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 liters
Air volume X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 liter
Air volume Y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 liter
Valve cover opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Relief valve 1.4 +0.2 bar
Vacuum valve 0.02-0.1 bar
Air volumes X and Y can be linked with the main volume if necessary.

Expansion tank for do-it-yourself production by the shipyard

The following figure is just a suggestion
(1) Filler neck with pressure valve (7) Connection for filler pipe to coolant pump
(2) Overflow (8) Sensor for monitoring the coolant level
(3) Sensor for monitoring the system pressure (M18x1,5)
(M14x1,5) The measures A, B, C define volumes:
(4) Pressure valve for restoring the system (A)Air volume
pressure after opening the cooling system with (B)Volume of coolant loss until tripping of alarm,
the engine at operating temperature < 8 % of entire system volume
(5) Connection for vent line from engine/intercooler (C)Overall volume of expansion tank
(6) Baffle for air separation
Distribution of entire coolant volume in low- and high-temperature circuit
Low-temperature High-temperature
circuit circuit
Tolerances min. max. min. max.
A Air volume in expansion tank % 8 4 11 7.5
C Overall volume of expansion tank % 12 16 11.5 15
Volume of coolant in engine, cooling system and pipes % 80 80 77.5 77.5
Total system volume = volume of coolant in engine, % 100 100 100 100
cooling system, expansion tank and pipes

Expansion tank requirements

To demonstrate its mechanical strength, the expansion tank must be able to withstand a test pressure of at
least 2.5 bar at a temperature of approx. 120 °C. In many cases, baffles can improve the strength and also
additionally steady the flow.
An immersion tube (1) must be installed to protect

against overfilling.
The size (T) of the immersion tube (1) determines

the expansion tank air volume (2).
Baffles (1)
S steady the flow,
S improve air separation,
S improve the tank strength.

A filler pipe (1) (DN25) included upstream of the

coolant pump must be routed from the expansion
tank to largely prevent air ingress during filling of
the cooling circuit.
Expansion tank location

The expansion tank must always be located at the highest point in the cooling system.
The expansion tank must always be positioned so that all vent lines can always be routed upwards.
The cooling system as a pressurised system

The cooling system must be designed as a closed,
pressurised system.
Valve cover with pressure valve (1)
Opening pressures:
Overpressure: . . . . 1.4-1.6 bar
Low pressure: . . . . 0.02-0.1 bar
Sensors on expansion tank for

high-temperature circuit
The pressure and the coolant level in the
expansion tank must be monitored during
operation.
The following sensors must therefore be installed:
(1) Sensor for monitoring the pressure in the
expansion tank.
(2) Sensor for monitoring the coolant level in the
expansion tank.
(3) Pressure valve for connection of a
commercially available air pump.
If the valve cover has to be opened while the
engine is at operating temperature, the engine
can only be operated without an alarm being
tripped if the pressure is restored in the
cooling system. This is achieved with the aid
of an air pump.

13.3.3 Pipes and hoses for the coolant

The following general conditions apply to the design:
S Minimum coolant flow rate corresponds to coolant circulation, see table on page 87.
S The pipe cross-sections must be adapted to the inlet and outlet manifolds on the engine. They must
never be smaller.
S Pipelines for the coolant must be as short as possible and must have a vent feature at the highest point
/ a drain feature at the lowest point.
S The various vibrating systems (engine, cooling system, pipes) must be connected using sufficiently long
hoses.
S In the case of hose connections, the pipe beads conform to Works Standard M 3103.
S Use hoses to Works Standard MAN 334.
S Hose clamps to Works Standard M 3292, or M 7.751.30.
S Residues must be removed from all hoses and pipes prior to installation - in accordance with M
3161-2.5.
S Ensuring good flow in the pipelines (adequate line cross-sections) maximises the coolant flow rate in the
system.
S The filler pipe is always routed downwards from the expansion tank and is included just upstream of the
inlet into the coolant pump.
Works Standards can be requested from the responsible MAN representative or directly from the MAN
Nuremberg plant. See page 2 for address.
NOTE
Corrosion on aluminium components
Therefore:
S Copper coolant pipes must always be avoided as they can lead to increased corrosion on aluminium
components.
13.3.4 Coolant
The engine cooling system must be filled with a mixture of potable tap water and antifreeze based on
ethylene glycol or corrosion inhibitor.
For coolant preparation, see the publication "Fuels, Lubricants and Fluids for MAN industrial and marine
diesel engines".
NOTE
No liability for material damage if non-approved fuels, lubricants and fluids are used!
If non-approved fuels, lubricants and fluids are used, MAN accepts no liability for material damage.
Therefore:
S Only use approved fuels, lubricants and coolants (see “Fuels, lubricants and coolants for MAN
industrial and marine diesel engines"). A current list of approved products is available online at:
www.asp.mantruckandbus.com

13.4 Thermodynamic configuration of the cooling system
13.4.1 General
The shipyard is responsible for the thermodynamic configuration of the cooling system.
NOTE
Cooling system malfunction due to inadequate dimensioning
The monitoring system trips an alarm if the maximum permissible temperatures for the combustion air
downstream of the intercooler or the engine coolant are exceeded.
Therefore:
S Observe the following information regarding the cooling system configuration.
The cooling system must reliably dissipate the heat quantities in the high- and low-temperature circuit to
the seawater.
The functioning of the cooling system is determined by the following parameters:
a) Heat quantities to be dissipated (cooling loads), determined by the engine
b) Coolant circulation
c) Temperature differential between feed and return
d) Pressure differential between feed and return
Parameters b, c and d are interlinked. If the pressure loss in the cooling system (= pressure differential
between feed and return) is increased due to the design, the coolant circulation is reduced, leading to an
increase in the temperature differential between feed and return.

Diagram high-temperature circuit
Diagram low-temperature circuit
(1) Engine (4) Cooling system, high-temperature circuit

2) Coolant circulation (5) Intercooler
(3) Pressure differential between feed and return, (6) Cooling system, low-temperature circuit
temperature differential between feed and
return

13.5 Cooling system configuration data

Depending on the engine models, the following tables contain the value pairings for coolant circulation in
the high- and low-temperature circuit and the corresponding pressure differential between feed and return
for a possible cooling system.
The data were determined using a reference cooling system.
13.5.1 Data for configuring the high-temperature circuit

Coolant temperature at engine outlet: max. 90 °C for all engine models.
The heat exchanger has to be dimensioned with the dissipated heat of the respective power rating (see
table) and the volume flow which is regulated by the thermostats of the engine.
Engine models Engine power Rated speed Heat quantity to Coolant circula Max. pressure
be dissipated tion in high- differential bet
(cooling load) in temperature cir ween feed and
high-temperat cuit return Dp
ure circuit
kW rpm kW litres/min mbar
Light-duty
D2676 LE423 588 2300 300 300 2800
D2676 LE443 537 2300 285 300 2800
Medium-duty
D2676 LE422/425 478 2100 245/255 250 2400
D2676 LE432/435 412 2100 210/220 250 2400
Heavy-duty
D2676 LE421/424 382 1800 180/190 200 2000
D2676 LE431/434 324 1800 156/166 200 2000
D2676 LE441 270 1800 150 200 2000
D2676 LE451 210 1800 125 200 2000
D2676 LE461 147 1800 90 200 2000

The details for the coolant circulation rate and the pressure difference between forward and return define a
typical operating characteristic curve for cooling systems.
Example: Engine type D2676 LE423

The cooling system must be designed such that at coolant circulation rate of 300 l/min the flow resistance
is max. 2800 mbar (solid line). Larger-sized cooling systems with a lower flow resistance are permitted
(broken lines)
Coolant pressure difference before / after cooling system [mbar]
Coolant flow rate via cooling system [l/min]

13.5.2 Data for configuring the low-temperature circuit

Charge air temperature after intercooler: max . 50 ° C for all engine types.
The intercooler circuit is not regulated by the temperature from the engine side
For the intercooling (low-temperature circuit) arise rotation speed dependent requirements for the
construction of the cooling system.
Engine models Engine power Rated speed Heat quantity to Coolant circula Max. pressure
be dissipated tion in low-tem differential bet
(cooling load) in perature circuit ween feed and
low-temperat return Dp
ure circuit
kW rpm kW litres/min mbar
Light-duty
D2676 LE423 588 2300 120 450 800
D2676 LE443 537 2300 110 450 800
Medium-duty
D2676 LE422/425 478 2100 95/100 400 800
D2676 LE432/435 412 2100 85/90 400 800
Heavy-duty
D2676 LE421/424 382 1800 75/80 350 800
D2676 LE431/434 324 1800 60/65 350 800
D2676 LE441 270 1800 50 350 800
D2676 LE451 210 1800 45 350 800
D2676 LE461 147 1800 30 350 800

The details for the coolant circulation rate and the pressure difference between forward and return define a
typical operating characteristic curve for cooling systems.
Example: Engine type D2676 LE423

The cooling system must be designed such that at coolant circulation rate of 450 l/min the flow resistance
is max. 800 mbar (solid line). Larger-sized cooling systems with a lower flow resistance are permitted
(broken lines)
Coolant pressure difference before / after cooling system [mbar]
Coolant flow rate via cooling system [l/min]

13.5.3 Cooling system configuration

The following table serves as a guideline for configuring the cooling system. For each step, data are
required and, at the same time, the output data are defined for the next step:
Sequence Work stop Required data Data determined by this

1. Dimensioning of the cooling S Heat quantities to be dis S Cooling system volumes
systems for the high-tempe sipated (cooling load)
rature circuit and the low- S Coolant circulations
temperature circuit S Pressure differentials bet
ween feed and return
Chapter 13.4.2
2. Design configuration of the S Connections on the en S Total volumes of the high-
high-temperature circuit, the gine temperature circuit and
low-temperature circuit and S Pressure differentials bet the low-temperature cir
the pipes connected to the ween feed and return cuit
engine
Chapter 13.2, 13.3.1, 13.4.2
3. Dimensioning of the expan S Distribution of entire coo S Expansion tank volumes,
sion tank lant volume in low- and air/coolant
high-temperature circuit
Chapter 13.3.2
4. Design configuration of the S Suggestion for do-it- S The cooling systems for
expansion tank yourself expansion tank the high-temperature cir
cuit and the low-tempera
Chapter 13.3.2
ture circuit are defined

13.5.4 Verification of the cooling system

During the installation test, measure the temperatures and pressures before / after the cooling system in
addition to the usual engine values and write then in the installation protocol.
Clogging / soiling of the cooling system can be monitored by means of sensors.
Limit values for verification of cooling system
Application type Heavy Medium Light

Rated speed 1800 rpm 2100 rpm 2300 rpm
Check the engine cooling
(high-temperature circuit)
Temperature difference before / after engine Min. K 10
Pressure difference before / after engine Max. mbar 150 300 600
Coolant temperature EDC Max. °C 92
Check the charge air cooling
(low-temperature circuit)
Temperature difference before / after intercooler Min. K 6
Pressure difference before / after intercooler Max. mbar 1000
Charge air temperature Max. °C 50

Fuel system
14 Fuel system
WARNING
Risk of injury from easily inflammable substances
Highly flammable substances, liquids or gases cause a fire.
For this reason:
S Smoking, open flames or ignition sources are prohibited in the hazard zone and its vicinity.
S Keep fire extinguishers ready for use.
S Report suspicious substances, liquids or gases immediately to the person in charge.
S Repair any leaks.
S Discontinue work immediately in case of fire. Leave the danger zone until given the all clear.
NOTE
JP8 diesel fuel and biodiesel may damage the engine
For this reason:

S Only use low-sulfur diesel fuel, compliant with ASTM D975 or EN 590 as well as the usage of
commercially available LSD (Specification of 300-500 ppm max. sulfur fuel according to
US EPA Tier 3 is required).
S In case of damage, consult MAN or your MAN dealer for further information.
S Additional information can be found in the MAN consumables recommendations.

Fuel system
14.1 Schematic diagram of the fuel system
(1) Fuel feed from the fuel tank to the engine (via the fuel pre-filter)
(2) Fuel pre-filter with water trap
(3) Manual priming pump (included in MAN's scope of delivery)
(4) Fuel feed (Hoseline included in MAN's scope of delivery)
(5) Fuel return (Hoseline included in MAN's scope of delivery)
(6) Fuel return from the engine to the fuel tank (below fuel level)
(7) Fuel tank
H Maximum height 1.5 m
The fuel is delivered from the tank to the engine fuel system via the fuel pre-filter with water trap (2).
Excessive fuel flows back to the tank.
The installation of the fuel pre-filter with water trap (2) is important for engine functioning,
see page 95,as well as the dimensions and spatial configuration of the vessel fuel system's piping to
ensure permissible pressures in the fuel system, see page 97.

Fuel system
14.2 Fuel pre-filter with water separator
NOTE
Long fuel lines and too many bends result a loss of pressure in the fuel system.
The partial vacuum of max. 0.35 bar may not be exceeded even with clogged filters.
Therefore:
S Attach the fuel pre-filter near the engine.
S Install adequately sized piping.
NOTE
Risk of engine damage due to water and dirt in the fuel
Engine damage or reduced engine power due to contaminated fuel.
Therefore:
S Install a fuel pre-filter with water separator (included in MAN's scope of delivery).
A fuel pre-filter with water separator, a manual priming pump, hoses and fittings are delivered along with
the engines.
They should be installed into the fuel supply from the tank to the engine.
The fuel pre-filter supplied by MAN may under no circumstances be substituted with another product.
The fuel pre-filter with water separator (1) should

not be attached to the engine, since engine
vibrations impair water separation.
When arranging the fuel pre-filter in the engine
room, ensure that there is enough space
(H approx. 200 mm) for collecting the separated
water (3) and for changing the filter cartridges (2).
Connecting the fuel pre-filter and manual priming
pump, page 179

Fuel system
14.3 Additional fuel pre-filter
An additional fuel pre-filter (2) can be installed

upstream of the fuel pre-filter supplied by MAN (1).
If there are high amounts of water in the fuel, this
extends the service life of the fuel filter (1).
Note/Check total pressure loss
(example)
14.4 Fuel overflow connection *
UMWELTHINWEIS
Do not allow any diesel fuel to contaminate the
soil or bodies of water.
The operator must ensure that the fuel at the
overflow (1) can flow controlled off (e.g. via
suitable hoseline), in the case of a fuel leakage on
the high-pressure lines.
Overflow connection (1):

Threaded union . . . . . . . . . . . . . . . . . . . . . . M12x1,5
* Only for engines with double-walled high-pressure lines

Fuel system
14.5 Fuel lines
Fuel lines from the tank to the engine
The inner diameter (DN) of the vessel fuel lines

from the tank to the engine must be at least
12 mm.
The fuel connections (1) and (2) serve as
connections between the engine fuel system and
the vessel fuel piping.
Fuel feed connection (1):
Threaded union . . . . . . . . . . . . . . . . . . . . . . M22x1.5
Fuel lines from the engine to the tank
Fuel return connection (2):
The fuel return in the tank must always lie below
the fuel level.
Fuel pressures in the fuel system
Pressures in the fuel system

Permissible intake partial vacuums measured at
port (1):
0-0.25 bar with a clean fuel pre-filter
max. 0.35 bar with a dirty
fuel pre-filter
Allowable pressure in the fuel return to the tank
measured at port (2):
max. 0.2 bar:
Fittings for fuel connection:

(3) Hoselines (M22x1,5)
(4) Fittings (M22x1,5/M18x1,5)
(included in MAN's scope of delivery)
NOTE
Nonobservance the permissible fuel pressures leads to problems in the high pressure circuit.
Suction -and return pressure are not directly monitored. However, alarms can be trigged with
relating to the high pressure circuit.

Fuel system

Propeller system
15 Propeller system
15.1 Fixed pitch propeller
15.1.1 Adjusting propeller to ship resistance and drive power

The drive motor, propeller and vessel hull form a system of individual components that interact with each
other.
The drive motor generates the drive power, the propeller transmits this drive power and the hull consumes
the drive power.
For this reason, the propeller's design, diameter and inclination must be adjusted to this system.
The power curves and running resistance curves in the following diagrams are meant to represent
the general context. The characteristic curves do not refer to a specific engine or vessel.
15.1.2 Correctly adjusted propeller on the test run
The propeller must be selected so that an engine

100
speed of 102-104% of the nominal (engine) speed 4
is reached on the test run (operating point 4). 90
The following load condition must be held in
the process: 80
- Equipment on board
- Fuel tank filled 70
1
- Water tank filled
60
Power in %
(1) Engine power curve (qualitative)

(2) Running resistance curve 50
(3) Performance reduction curve
(4) Operating point in new condition. The maximum 2 3
40
speed corresponds to 102-104% of the nominal
(engine) speed. 30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %

Propeller system
15.1.3 Correctly adjusted propeller during normal operation
Reaching 102-104% of the nominal speed during 100

the test run ensures that the engine does not fall
short of its nominal speed when there is an 90 5
increase of driving resistance (e.g. by fouling on
the hull). 80
(5) Operating point during normal operation

70
(operating point 5). The maximum speed
corresponds to 100-101 % of the nominal
60
(engine) speed.
Power in %
50
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
15.1.4 Engine speeds with a correctly adjusted propeller

If the propeller is adjusted correctly, the engine speeds given in the following table must be reached.
Engine speed (%) 100 102 104

Operating mode Nominal (engine) Normal driving New condition
speed
Light 2300 2300 2346 2392
Medium-duty 2100 2100 2142 2184
Heavy-duty 1800 1800 1836 1872
* Systems with jet drives should also be designed in accordance with this table.

Propeller system
15.1.5 Examples of non-adjusted propellers
The propeller's power consumption is too high 100
The propeller's power consumption is higher than

the maximum power of the engine. The engine 90 4
then cannot reach its nominal speed (operating
80
point 4).
(1) Engine power curve (qualitative) 70
(2) Running resistance curve 1 2

60
Power in %
(4) Operating point with excessively large propeller 50
3
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
100
The propeller's power consumption is too low
The propeller cannot consume and transmit the 90
available engine power. The engine speed is then
much higher than the nominal (engine) speed 80
(operating point 4).
70
(1) Engine power curve (qualitative)
1 3
(2) Running resistance curve 60
Power in %

50 4
(4) Operating point with excessively small propeller
40
30
2
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %

Propeller system
15.2 Load indicator on the display instrument of the MAN Monitoring

and Diagnostic System (MMDS)
An engine's current relative load in % can be

shown on the display panel of the monitoring and
diagnostic system.
The concept of “load” describes the engine torque
at a certain speed.
The engine always delivers as much torque as
the propeller is receiving at any given time.
The relative load is the ratio of the currently
demanded torque to the maximum possible torque
(full load) which the engine can possibly deliver.
The display on the figure shows an engine speed
of 1200 rpm and a relative load of 80% (example
of a too high engine load).
(1) Full load torque curve of the engine
corresponding to 100% 1
(2) Load capacity of the propeller, static
(3) Power reserve of the engine at 75% of its
nominal (engine) speed
3
Relative load
40 50 60 70 80 90 100 110 120
Speed in %
Tip for users

The torque delivered at a certain speed is determined using the injection volume.
The relative value is found by comparing with the maximum possible injection volume, corresponding to
100% (stored in the data record of the control unit).

Propeller system
Interpreting the load indicator

The data provided by the load indicator will be clarified by the following arbitrarily chosen examples.
Example 1:
The load indicator shows 37% at a speed of 1720 rpm (75% of the nominal (engine) speed).
This means:
Because, at a speed of 1720 rpm, the propeller is absorbing only 37% of the maximum possible torque,
the engine also cannot deliver a higher torque. A reserve of 63% is still available (e.g. for acceleration).
Example 2:
The load indicator shows 80% at the nominal speed of 2300 rpm.
This means:
Because, at a speed of 2300 rpm, the propeller is absorbing only 80% of the maximum possible torque,
the engine also cannot deliver a higher torque. A reserve of 20% is still available for any increase of driving
resistance (e.g. due to vessel loading or propeller adjustment).

Propeller system
15.3 Operating ranges for marine engines

Relative load MMDS %
Speed in %
(1) Full load curve of the engine
Operating range
(2) Acceleration
S Brief operation in order to increase the load by increasing engine speed
S Speed lower than 100% of the nominal (engine) speed
S Sustained operation for the operating mode “heavy-duty” is allowed
S Sustained operation for the operating modes “medium-duty” and “light” is not allowed
(3) Normal operation
S Sustained operation allowed, maximum speed 100-102% of the nominal (engine) speed
(4) New condition
S Operating range for new, fully laden vessel
S Sustained operation allowed a maximum speed 102-104% of the nominal speed
(5) Low loads
S Operating range at relatively high speeds and low loads
S Sustained operation is inefficient, however

Cabin heating
16 Cabin heating
16.1 Schematic diagram of cabin heating

The wheelhouse and living spaces on board can be heated with part of the heat absorbed by the engine
coolant. For this purpose, some of the coolant circulating in the engine is conducted in a bypass through
a heat exchanger. The heat captured by the coolant can be utilised for cabin heating.
(1) Engine coolant flow line to the heat exchanger

(2) Shut-off valve in the engine coolant return line from the heat exchanger
Not within MAN scope of delivery:
(3) Hose for decoupling the vibrations of the elastically mounted engine from the rigid heating system
(supply and return)
(4) Return line from the cabin heating
(5) Supply line to the cabin heating
(6) Circulation pump
(7) Heat exchanger
(8) Flow direction of the engine coolant
The engine coolant flow rate is dependant on the flow resistance of the heat exchanger (7) and
the pipes.

Cabin heating
16.2 Connections of cabin heating
Anwendertipp
For engines with two alternators, the connecting parts are supplied loose.
Heating return line on coolant pump

(1) Pipe 18x1.5, inside diameter 15 mm
(2) Screw connector M26x1.5
(3) Screw plug M26x1.5
Heating supply line at radiator

Screw connector at ball valve of the supply and

return line

Cabin heating
16.3 Heat output of cabin heating

The cabin heating's heat output is dependent on the engine coolant flow rate through the heat exchanger
(not supplied by MAN) and through the pipes.
Engine coolant (>90 °C) must not be used for direct heating
→ Back pressure
→ Risk of scalding
Approx. 3 % of the engine power can be taken as a guideline for the heat output.
Depending on the design of the vessel heating a cooling of the engine when driving at low engine load is
possible, but must be avoided. Shown on the display engine coolant temperature must be at least 80 °C.
If necessary, reduce the heating power or limit the maximum amount of refrigerant through the heater core
by permanently installed reactors.
NOTE
Risk of engine damage due to low coolant temperatures
Deshalb:
S Permanent motor operation with low coolant temperatures is not allowed.

Cabin heating

Power take-off and hydraulic pumps
17 Power take-off for driving a hydraulic pump
17.1 Power take-off
The engines can be equipped with a power

take-off on the side of the crankcase. A hydraulic
pump (1) can be attached there.
Power is transmitted via gears and a clutch sleeve
with internal gearing.
If no hydraulic pump is attached at the factory, the

power take-off is closed off with a blind flange (2).
17.2 Hydraulic pumps

Hydraulic pumps are available for clockwise and counter clockwise directions of rotation. They may only be
used for the indicated direction of rotation. The direction of rotation is defined with respect to the shaft.
Overview of hydraulic pumps
MAN item number Direction of rotation Continuous pressure Delivery volume

bar cm3 / revolution
51.38600-7007 clockwise 250 8
51.38600-7009 clockwise 276 8
51.38600-7008 clockwise 250 11
51.38600-7010 clockwise 276 11
51.38600-7017 clockwise 200 16
Before starting any work, make sure to carefully read these instructions!
This is particularly valid for the chapter General safety instructions
and the safety notes in all the chapters. 109
Power take-off and hydraulic pumps
17.3 Front power take-off
Optionally, the decrease of the engine torque at

the front crankshaft end is also possible.
1. The shaft (1) is delivered unbalanced. The shaft
has to be balanced at the customer with the
customer-side attachments, according to G16
acc. to DIN ISO 1940
2. Total mass moment of inertia
(shaft (1) + customer-side attachment):
max. ≤ 0,4kgm2
3. Considering the mass moment of inertia, the full
engine torque at the front end of the crankshaft
must be taken at every power stage of the
engine
If the offered shaft is not installed, the following must be observed:
S The contact surface of the attached component must be blasted

S The coefficient of friction between the hub (MAN) and following component must be at least μ = 0.28
S Use mounting bolts 12 x M12-10.9-MAN183-PHR with tightening torque = 115 Nm
S The items 2 and 3 must be also observed

Electrical system
18 Electrical system
18.1 Starter and starter battery

In case of twin-engine systems, each engine must be wired independently, i.e. the power circuits of the
engines must not be linked to one another. A (recommended) wiring diagram for a twin-engine system can
be found in the appendix of this manual, from page 209.
18.1.1 Starter
The starter has a two-pin design for all MAN

marine engines. The positive cable of the starter
battery should be attached to terminal 30 of the
starter (1) and the negative cable to terminal 31 of
the starter (2).
18.1.2 Starter cable

An overview of battery capacity, cable cross-section and cable length is found on page 112.
The negative cable must never be linked with the vessel potential, the vessel hull or other components.

Electrical system
Battery size and starter cable

Starter Mitsubishi 90P55
Battery capacity Ah 140 155 175 200 225
Battery current as per DIN 43539 A 460 540 540 630 680
Battery current as per DIN EN 50342 A 760 900 900 1050 1150
Battery resistance at 20_C m 5.8 5.5 5.3 5.0 4.7
Permitted cable resistance min max min max min max min max min max
(positive and negative cable) 0.7 2.4 1.0 2.7 1.2 2.9 1.5 3.2 1.8 3.5
with contact resistance m
Contact resistance considered
on the cable (positive 0.5
and negative cable) m
Permitted cable resistance min max min max min max min max min max
(positive and negative cable) 0.2 1.9 0.5 2.2 0.7 2.4 1.0 2.7 1.3 3.0
without contact resistance m
Starter short-circuit current at 20_C A 1890 1660 1890 1660 1890 1660 1890 1660 1890 1660
Minimum starter cable cross-section mm2 63.0 55.3 63.0 55.3 63.0 55.3 63.0 55.3 63.0 55.3
Cable cross section Cable resistance (Cu) Minimum/maximum cable length (total length of positive and negative cable) in metres
mm2 m/m min. max. min. max. min. max. min. max. min. max.
35 0.53 Excessive current
50 0.37
70 0.26 0.8 7.3 2 8.4 2.8 9.2 3.9 10.4 5.1 11.5
95 0.20 1.1 9.6 2.6 11.2 3.6 12.2 5.2 13.7 6.7 15.3
120 0.15 1.4 12.4 3.3 14.3 4.6 15.6 6.6 17.6 8.6 19.6
140 0.13 1.6 14.6 3.9 16.9 5.4 18.4 7.7 20.7 10.0 23.0

Electrical system
18.2 Alternator
Alternator for charging starter batteries

One alternator (1) respectively is available for
charging the starter batteries of each engine.
The alternator is completely wired in the factory.
This alternator may not be used to charge
batteries that supply additional consumers.
Generator for charging additional batteries
If, independently of this, batteries for supplying
other consumers are to be charged, a second
generator (2) (optional) can be fitted.
Engine types D2676LE4..

Alternator type Bosch
Rated voltage 28 V
Rated current 1 x 110 A or 2 x 120 A
Both generators are not two-pin insulated. In order

to achieve potential-free wiring, the entire
generator add-on on the engine is insulated. The
housing for the generators is therefore connected
to the negative terminal of the corresponding
battery, see also the appendix of this manual from
page 209 under “Wiring of the basic components”.

Electrical system

Electronic terminal box
19 Electronic terminal box (E-box)
An Electronic terminal box (1) is supplied with

every engine. The Electronic terminal box is not
attached to the engine and is sometimes referred
to as an E-box.
The figure shows an E-box with a diagnostic panel
(optional).
The E-box contains the following components:
- Ship vehicle management computer (SFFR)
with internal display (standard) or without
display (optional)
- MMDS diagnostic unit
- MMDS-LC diagnostic panel (optional)
- Internal throttle control system (optional)
Marine Power Control (MPC)
19.1 Installation of E-box
One E-box is required for each engine. The E-box

must be mounted in the engine room in an easily
accessible location
Maximum permissible temperatures:
Outside the E-box: 60C
Inside the E-box: 70C
Protection type: IP44
Weight and dimensions:
Weight: 8 kg
Height x width x depth: 403 x 310 x 110 mm
To be able to plug the connector (1) to the E-box,
there must be at least 200 mm distance around the
E-box.
For E-box assembly, see page 185.

19.2 Overview of connectors on the E-box
(1) Connector X1:

Connector for the engine cable harness.
(2) Connector X4:
Connector for shipyard wiring. The 16-pin
mating connector (shipyard connector) is
supplied by MAN along with screw terminals.
For plug connectors, see circuit diagram
page 131.
(3) Ground connection
for connecting to the vessel
(1) Connector X10:

Connection for diagnostic software
(only for MAN Service).
(2) Connector X7:
Connection for start/stop unit (optional).
(3) Plug for draining the E-box
(4) Connector X8:
Connection for gearbox trolling connection
for internal throttle control (MPC).
(1) Connector X14:

Cross communication of the internal throttle
controls (MPC) via CAN bus for 3-engine
systems (not connected in case of twin-engine
systems, no terminating resistor).
(2) Connector X6:
CAN connection for the display instruments,
displays and the emergency operating unit
(3) Connector X13:
Cross communication of the internal throttle
controls (MPC) via CAN bus for 2-engine
systems, connection of the connecting line
at X14 to a second E-box.
(4) Connector X5:
Cross communication of the E-box on the port
side - to the E-box on the starboard side.
(5) Connector X15:
Connection of the throttle CAN line to
the throttle levers on the wheelhouses.
(6) Connector X9:
Connection for external throttle control
4-20 mA.
(7) Connector X16:
Connection for the override button.

19.3 Connecting the E-box with the vessel potential
NOTE
False alarms due to no ground or improper ground of the E-box
Therefore:
S Connect the ground fitting of the E-box with the vessel and the engine block.
A diagram of wiring of the Electronic terminal box (E-box) with vessel can be found in the appendix of this
manual from page 209 under “Wiring of the basic components”.
19.4 Wiring of the E-box - system overview

A diagram of wiring of the E-box with components of engine control and the MAN Monitoring and
Diagnostic System (MMDS) can be found in the appendix of this manual from page 209 under “System
overview - CAN bus system”.
19.4.1 Connection of the components included in the MAN scope of delivery

The following components are included in the MAN scope of delivery:
- Throttle control
- Man Monitoring and Diagnostic System (MMDS)
- Start/stop panel (EOP)
- Display CLC 6.5
- Emergency operating unit
- Override button (optional)
19.4.2 Connection of shipyard wiring

MAN also supplies a mating connector (shipyard connector) for connector X4 of the terminal box.
This connector is for shipyard wiring, see page 131.


Throttle control systems
20 Throttle control systems

To control the engine speed, both an internal and an external throttle control system can be used.
20.1 Internal throttle control system
20.1.1 Components of the internal throttle control system
The internal throttle control system MPC

(Marine Power Control) (1) is integrated into the
E- box.
One control unit is required for each engine.
(open E-Box)
The throttle control system is prepared for

connection via CAN bus to a maximum of 6 throttle
levers by the manufacturer Aventics (1).
Design and fitting of the internal throttle control system MPC

- Speed control (electric 4-20 mA)
− Speed synchronization possible
− Trolling possible
− Gearbox control (electric, digital)

20.1.2 Wiring of the internal throttle control system

Example with two engines and two throttle levers (bridge and flybridge)
NOTE
Faulty wiring of the throttle control system and throttle levers leads to malfunctions of data
communication
Therefore:
S Connect CAN-Bus in the correct manner.
(1) Throttle lever 1 (6) Cross communication

(2) Throttle lever 2 (7) E-box, starboard
(3) CAN bus terminating resistor (8) Connector X14
(4) Connector X15 (9) Connector X15
(5) Connector X13 (10) E-box, port
The throttle levers and throttle control systems are connected with shielded M12 CAN bus cables.
When wiring, ensure that the CAN bus cables between the throttle control systems and the associated
throttle levers are not crossed.
If the shielded CAN cross communication line is connected to the E-box of the starboard engine at
connector X13, the other end must be connected to the E-box of the port engine at connector X14
(or vice versa).
The terminating resistors must be attached as shown or activated via DIP switches, see page 122.

CAN bus cable

The connection between the throttle control system MPC and the throttle levers must be made with
shielded CAN bus cables. These cables are necessary in order to prevent electromagnetic radiation
(e.g. mobile phones) from influencing the throttle control system. This effect can result in fluctuating set
values in the wiring is not done properly.
CAN bus connecting lines and terminating resistors

To avoid confusion with other CAN bus cables, check the metallic guide (1) of the union nuts and the green
mark (2) on the ends of the cable.
The following table lists the available connecting cables for:
- Helm throttle lever  flybridge throttle lever
- Electrics case (X15)  throttle lever
- Cross communication electrics case (X13) and electric case (X14)
PIN Socket
L 40
Length (L) Item no.

2m 51.25449-0056
5m 51.25449-0057
10 m 51.25449-0052
15 m 51.25449-0053
20 m 51.25449-0054
30 m 51.25449-0055

Terminating resistors
Aventics throttle levers communicate via a CAN bus with the throttle control system in the E-box in the
engine room. This CAN bus must always be equipped at the beginning and the end with a terminating
resistor.
Termination at the beginning of the bus in the engine terminal box
The control system in the engine room has an internal terminating resistor (DIP switch S1)
on the motherboard that does not need to be changed. Default setting: S1 to the right.
S1: Switch for terminating resistor, throttle lever
S2: Switch for terminating resistor, cross communication
NOTE
Malfunctions due to redundancy
CAN termination of cross communication is implemented on both sides by setting the DIP switch S2 to
“ON”. DIP switch S2 of the midengine control system should only be set to “OFF” in case of systems of
more than 2 engines.
Therefore:
S No terminating resistor may be attached to the open connector X13 (e.g. starboard) or X14 (e.g. port).
Close open connectors using caps.
Termination at the end of the bus at the

throttle lever
The length of the CAN bus varies depending on
the number of throttle levers. Yet in each case,
the CAN bus must always be terminated at the last
connected throttle lever. For this purpose, the
terminating resistor (1)
MAN item no. 51.25435-0174 is used.

20.2 External throttle control system
20.2.1 General
As an alternative to internal throttle control, it is possible to control the engine using the external 4-20 mA
current signal of an electric throttle control system (4mA = idling, 20mA = full load).
If the 4-20 mA signal fails, the SFFR deems the system faulty, and the engine continues at idling speed.
The EDC speed signal is supplied potential-free

and can be used on the Electronic terminal box (1)
connector X9 (2) for engine synchronization.
20.2.2 Controller assignment X9

Pin 9 Input 4-20 mA signal (+)
Pin 10 Input 4-20 mA signal (-)
Pin 11 Changeover, external set value preset bridged with pin 12
Pin 12 Changeover, external set value preset bridged with pin 11
Pin 15 Output, speed signal TDS (-)
Pin 16 Output, speed signal TDS (+)

20.2.3 Activation via potential-free contacts
Potential-free Gearbox ahead

contacts Gearbox astern
+ term. 15
Neutral switch, Gearbox neutral

mechanical Gearbox neutral
gearbox 4-20 mA input (+)
4-20 mA input (-)
Only active if DIP switch S4 in
the terminal box is to the left
“Neutral Gear Sensor”
Bridge if driven Speed signal output (-)
over X9 Speed signal output (+)
X9 Electronic terminal box
20.2.4 Activation via 24 V voltage outputs
From throttle control system Gearbox ahead

+ 24 V back Gearbox astern
+ 24 V forward + term. 15
Neutral switch, Gearbox neutral

mechanical Gearbox neutral
gearbox 4-20 mA input (+)
4-20 mA input (-)
Only active if DIP switch S4 in
the terminal box is to the left
“Neutral Gear Sensor”
Bridge if driven Speed signal output (-)

over X9 Speed signal output (+)
X9 Electronic terminal box
When activating via 24V voltage outputs, power must be supplied to the external throttle control system
via X4/pin12 and pin13 in order to obtain the same earth potential.
The external throttle control system must be “earthed” to the ship's potential.

20.2.5 Power supply

The shipyard has the option of supplying power to the throttle levers via
S ignition term. 15 (+) / 31 (-) or
S battery term. 30 (+) / 31 (-) or
S a separate power supply.
Power supply to the throttle control system via ignition (term. 15 / 31)
Connecting the throttle control system power supply via the shipyard connector X4 (see figure on
page 132) to pin 12 (15+) and pin 13 (31-) (max. 8 A) is recommended.
This ensures that switching off the ignition also switches off the throttle control. There will then be no
unwanted battery discharge.
Power supply to the throttle control system via battery (term. 30 / 31)
Observe the manufacturer's safety measures when connecting the throttle control systems to the battery
voltage.
If the current consumption of the throttle control system in operating condition permanently amounts to
max. 3 A, terminals 30 (bat+), 31 (bat-) in the shipyard connector x4 (see section 24) can be used.
For the connection, see plan on page 132, connector X4 pin 1 (31-) and pin 2 (30+).
For connection to the power supply, use only the battery belonging to the engine.
NOTE
Low voltage and associated starting problems
Therefore:
S Disconnect the external throttle control system from the battery using the master switch when leaving
the ship for an extended period (of several days).
Standby current consumption with 2 control stations approx. 0.6 A

(main bridge + flybridge)
Rated current consumption with 2 control stations approx. 3 A
Control unit with elec. gearbox output

20.2.6 Start interlock
Function of start interlock

The start interlock ensures that the engine cannot be started when the gearbox is engaged.
Connection of start interlock

Option 1:
If the electric gearbox control is operated by a throttle control system (e.g. Bosch-Rexroth) and carried via
electrics case connector X9, start interlock must be guaranteed in one of two different ways on the DIP
switch “Gearbox neutral”.
- “electrically” via relay K3 (forward) and K4 (back)
- “mechanically/externally” via connector X9, pin 7 and pin 8 by connecting a gearbox neutral switch
(NC). In addition, switch DIP switch S4 in the electrics case to the left “Neutral Gear Sensor”.
In this case, bridge pin 14 and pin 15 at connector X4.
Option 2:
In case the gearbox control is not carried via the electrics case, we recommend for safety reasons
connecting via connector X4, pin 14 and pin 15 (start interlock).
These should be connected to a potential−free contact (NC) of an existing throttle control system.

20.2.7 EDC speed signal for engine synchronization

A speed signal supplied by the EDC is available potential-free at connector X9, pin 15 (-) 16 (+).
This can be read into the throttle control system for the purpose of engine synchronization.
+ - - +
Electronic terminal box Stecker X9
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
(E-box)
A
Connector A for + -
throttle lever - +
to the electric
engine activation
Speed Bridge for the Input 4−20 mA for
output external engine activation
EDC throttle control
8 system
7
6 Rout 300 
5 Umax 15V (idling)
4 Imax 48 mA (in the event of short circuit)
3 fmax 800 Hz (at 8000 rpm)
Duty cycle 50% (symetic signal)
2
1
0
0 2 4 6 8 10 12 14
0-8000 rpm  0-800 Hz
Speed signal (out) 14V
(RL = 8 kW)
Duty cycle 50%
tmax = 500 s


Emergency operating unit
21 Emergency operating unit
21.1 General
The emergency operating unit (1) ensures safe

continuation of the journey in the event of failure of
the electric throttle control.
The system has the following functions:
- Engine speed control
- Gearbox control
The emergency operating unit is optionally
available.
It can also be ordered subsequently and integrated
using plug connectors into the existing system.
A maximum of 4 units can be connected.
21.2 Installing the emergency operating unit

The control box for the emergency operating unit is best integrated near the throttle lever in the bridge
console. For safe ship operation, the front buttons must be easily accessible.
For the dimensions of the emergency operating unit, see page 190.
Technical data
Power supply: 11-35 VDC, electronically secured internally

Current consumption: max. 0.1 A
Serial interface: CAN bus
perm. ambient temperature: 0-70_C
perm. relative humidity: 99%
Protection class: IP66 front, IP54 rear
Weight: 0.45 kg
Terminals: 1 x 5 pin socket with screw thread
1 x 5 pin female receptacle with screw thread

Emergency operating unit
21.3 Wiring of the emergency operating unit
(1) E-box
(2) Emergency operating unit
(3) Connecting cable
The emergency operating unit is connected to connector X6 of the E-box or integrated into the existing
CAN bus, see also the appendix to this manual from page 209 under “System overview - CAN bus
system”.
Connecting cable
Emergency operating unit  E-box
Socket PIN
L 40
Length (L) MAN item number Length (L) MAN item number
2m 51.25411-0025 25 m 51.25411-0027
10 m 51.25411-0026 30 m 51.25411-0032
15 m 51.25411-0015 40 m 51.25411-0001
20 m 51.25411-0016

Connection of shipyard wiring
22 Connection of shipyard wiring
22.1 Shipyard connector X4
At connector X4 (1) of the terminal box is the

interface for the following connections:
- Power supply
- Ignition lock
- Emergency stop
- Charge indicator
- Alarms/horn
- Start interlock
The 16-pin mating connector (shipyard connector)
is supplied by MAN along with screw terminals.
A circuit diagram for the connection of an ignition
lock for ignition activation is on page 132
(option 1).
A circuit diagram for the connection of a button
for ignition activation is on page 133 (option 2).

Option 1: Connection of an ignition lock to shipyard connector X4
+supply ext. bridge control

-supply ext. bridge control
(preheat. control light)
bat. charge control
ignition signal IN
starting interlock
starting interlock
emergency stop
ignition OUT
group alarm
group alarm
engine start
battery +
battery -
Horn
Horn
1 2 3 4 5 6 7 8 9 10111213141516
X4
Spannungsversorgung fuer
externe Fahrhebelsteuerung
Supply voltage for extern
bridge control
Maschinenraum
Engine room
- +
Horn
Groupalarm
(NC) Anschluss Startverblockung
connection starting interlock
battery charge 3W
Brücke wenn nicht installiert

Ladekontrolle 3W
Bridge when not installed

Anlassschloss
30
Wheelhouse
Steuerstand
Ignition lock
Emergency
15 50 stop
battery charge 3W
Ladekontrolle 3W
Emergency
30
Anlassschloss
stop
Ignition lock
20K
Flybridge
15 50
20 kOhm Resistor
for wire breakage
monitoring
(termination)

Option 2: Connection of a button to shipyard connector X4 for ignition activation
+supply ext. bridge control

-supply ext. bridge control
(preheat. control light)
bat. charge control
ignition signal IN
starting interlock
starting interlock
emergency stop
ignition OUT
group alarm
group alarm
engine start
battery +
battery -
Horn
Horn
1 2 3 4 5 6 7 8 9 10111213141516
X4
Spannungsversorgung fuer
externe Fahrhebelsteuerung
Supply voltage for extern
Maschinenraum
bridge control
Engine room
- +
Horn
Groupalarm
(NC) Anschluss Startverblockung
connection starting interlock
Brücke wenn nicht installiert

battery charge 3W
Ladekontrolle 3W
Bridge when not installed

Wheelhouse
Steuerstand
Emergency
stop
Only one of these

two options Engine
necessary start
Ignition
On/Off
battery charge 3W
Ladekontrolle 3W
Emergency
stop
Flybridge
20K
20 kOhm Resistor
for wire breakage
Engine monitoring
start (termination)
Ignition
On/Off

22.1.1 Connection of a start/stop device

The engine can be started and switched off in the following ways:
1. an ignition lock
2. a button (no ignition lock)
In this case, the ignition is switched on and off via the current impulse relay (K9) by means of a button.
The engine is also started using a button (engine start button).
3. an engine operating panel, see page 143
A combination of these two options is not possible. Connection is made at the shipyard connector X4.
Option 1: ignition lock Option 2: button
+24 V
+24 V 1
2 2
2 3 Start eng.
3
Start eng. 1 Ign. Out
2
3 3 4
Ext. Ext. Ext. Ext.

X4 Ign. Sta. Ign. Imp. X4 Ign. Sta. Ign. Imp.
ON OFF ON OFF
16 16
Ign. In Ign. In
DIP switch on motherboard S4

22.1.2 Connection of an emergency stop button
In order to be able to stop the engine safely in

case of emergency, emergency stop buttons (1)
should be installed in each bridge.
The emergency stop circuit is connected in parallel
in the electronics and can be cascaded as
required.
To ensure cable break monitoring, a terminating
resistor of 18 k must also be connected in
parallel to the last emergency stop button.
18 kresistor for cable break

monitoring
X4
7
18 k
Emergency stop 1 Emergency stop 2
6

22.1.3 Connection of a charge indicator lamp

An indicator lamp for monitoring the charging current of the generator can be connected to pin 5 of the
shipyard connector X4 (for pin assignment, see page 132).
The lamp lights up when the engine is not running. If the lamp lights up when the engine is running, the
charging current of the generator is absent. The cause could be a faulty alternator, a torn V-belt or an
interrupted connection at terminal 15.
With a not running engine and “ignition” on, L/D+ should be approx. 2 VDC.
While the engine is running, L/D+ should be y U Batt.
The voltage at terminal L/D+ can be read off on the service page of the CLC 6.5 display under “GenD".
For generators, the controller is actuated (excitation) via terminal 15. Terminal L functions exclusively as a
status display. It can be displayed by connecting an indicator lamp (connector X4, pin 5).
The indicator lamp illuminates in case of:
− Undervoltage
− Overvoltage
− Interruption at terminal 15
22.1.4 Connection of an acoustic warning device

A warning device (buzzer, horn) can be connected to pin 11 of connector X4 (for pin assignment,
see page 132).
Should the MAN Monitoring and Diagnostic System (MMDS) trigger an alarm, the warning device is
activated. In the case of an alarm, MMDS (NO contact) pin 10 and pin 11 are connected to connector X4
via relay contact. In parallel with this, a collective alarm relay opens, closing an NC contact issued via
connector X4, pins 9 and 10. Contact load of both relays is 6 amps.
X4
10 HORN
isolated
contact MMDS + -
11
external power supply

Display systems and instruments
23 Display systems and instruments
23.1 System overview
(1) Engine display MMDS-CLC 6.5 (4) Electronic terminal box (E-box)
(2) Remote control MMDS-CLC R (5) CAN data line at connector X6
(3) Connection for further displays or VDO (6) Engine data, starboard engine
circular instruments; terminating resistor must (7) Engine data, port engine
be connected if no additional instruments are
used.

23.2 MAN Monitoring and Diagnostic System (MMDS)

The MAN Monitoring and Diagnostic System MMDS is an alarm, diagnosis and monitoring system
integrated into the electrics case. The system has the following functions:
- Measured value detection
- Measured value monitoring
- Alerting if limit value is exceeded
It ensures data storage in the event of an alarm and is thus an indispensable tool for both the operator
and MAN Service for understanding and rectifying alarms and malfunctions.
In the event of a critical alarm, power is reduced by progressive stages to protect the engine.
The MMDS has a CAN bus output for actuating display systems on the bridges.
23.3 Colour display MMDS-CLC 6.5
The colour display MMDSCLC 6.5 (1)

is designed to display the sensor data of an MAN
marine diesel engine as well as the most important
parameters of the gearbox.
Depending on the importance, a warning message
or alarm is triggered and shown on the display if a
value reaches a critical level. If the value should
move outside certain plausible limit values, a
sensor fault is displayed. With each new warning
message, an integrated buzzer gives a warning
sound that can be stopped at the push of a button.
Seven languages are available for optimal adaptation to the operator's needs. English, German, Italian,
French, Spanish, traditional Chinese and simplified Chinese can be selected. Data can be displayed in
either metric or standard units.
The front of the display has a protection class of IP 67 and is thus sufficiently watertight for use on open
bridges. A UV-resistant plastic foil covering the entire front area protects the device and controls from
environmental influences and contamination. A photocell is integrated in the front plate of the display unit.
This detects the brightness of the environment and automatically adjusts the background lighting of the
display to existing conditions. As the ambient light decreases, the brightness of the display is reduced, and
with more light it is intensified. The brightness level of the automatic dimming feature can be adjusted using
the device to the operator's own requirements. In direct sunlight, the transflective display provides optimal
data readability.
To supplement the system, an identical display is also available which can indicate, via an additional CAN
bus, the tank capacity, fuel consumption, range and many other values.

23.3.1 Visualization of engine data in the colour display MMDS-CLC 6.5
Several graphics pages reproduce recorded

measured values in the form of digital displays and
round instruments. In order to display states of
alert, the numerical values of the digital
instruments are coloured in accordance with
the state of alert. (orange/red)
Instrument page 1: Engine speed, fuel
consumption, coolant temperature, engine oil
pressure
Instrument page 2: Engine speed, throttle position,

load, fuel pressure, charge-air temperature,
charge-air pressure
Instrument page 3: Engine speed, operating hours,

engine oil temperature, battery voltage, exhaust
gas temperature

Instrument page 4: Engine speed, trip

consumption, gearbox oil temperature, gearbox oil
pressure, coolant pressure, coolant pressure in the
coolant expansion tank
All upcoming alarms are listed with detailed

information in a separate alarm table. For
operation and service, a service page is available
on which engine and gearbox data as well as the
alarm states of all the sensors can be read at a
glance.
Alarm page: The most recent alarm is positioned
at the top; alarms that have not been cancelled
keep flashing.
23.4 Colour display MMDS-CLC 8.8
Colour display MMDSCLC 8.8 is also available as

an alternative to colour display MMDSCLC 6.5.
The MMDSCLC 8.8 TC engine display has
several instrument pages displaying the most
important engine data using analogue round
instruments or bar indicators. The current
measured value is further emphasised on an easily
readable digital display. Other analogue data are
also presented by means of a digital display. Limit
value ranges for pre-warning and alarm are
marked in the instrument scales with associated
identification colours.
Operation is by means of the function keys on the
right side of the touchscreen.

23.4.1 Wiring of the colour displays MMDS-CLC 6.5 and MMDS-CLC 8.8
The CAN connecting line for the display systems

and instruments is connected to connector X6 (1)
of the electrics case.
The CAN connecting line leads to the displays or,
in conjunction with the VDO rev counter, to a
T-piece, see also the appendix to this manual from
page 209 under “System overview - CAN bus
system”.
The CAN cable must always be terminated with a
terminating resistor. The CAN terminating resistor
must always be attached to the last device in the
chain. If the last devices in the chain are VDO
round instruments, the terminating resistor should
be fitted to the T-piece.
Connecting cable
CLC 6.5 display  E-box or CLC 6.5 display  T-piece
Socket PIN
L 40
Length (L) MAN item number

2m 51.25411-0025
10 m 51.25411-0026
15 m 51.25411-0015
20 m 51.25411-0016
25 m 51.25411-0027
30 m 51.25411-0032
40 m 51.25411-0001

Connecting cable components
T-piece (1)
MAN item no. 51.25433-0023
CAN terminating resistor (1)

MAN item no. 51.25435-0174
Adapter for connecting additional VDO round instruments (MAN item no. 51.25411-6014)
A
G A
P H
B C
5
4 3
1 2
1 2 3

Engine operation panels
24 Engine Operation Panels

Two models are available from MAN:
24.1 Engine Operation Panel EOP
24.1.1 General
The Engine Operation Panel EOP (1)

(MAN item no. 51.27720-7042) has the following
functions:
- Ignition on/off
- Engine start/stop
- Emergency stop
- Monitoring the charge indicator
The Engine Operation Panel EOP is optionally
available.
using plug connectors in the existing system.
24.1.2 Wiring of the Engine Operation Panel EOP
The EOP is connected to connector X7 (1) of

the electrics case. For connecting cables,
see page 146.

24.1.3 Installing the Engine Operation Panel EOP

The Engine Operation Panel EOP is integrated in the bridge console. For safe ship operation, the front
buttons must be easily accessible.
For the dimensions of the Engine Operation Panel EOP, see page 189.
Technical data
General data
Dimensions, W x H x D: 70 x 130 x 65 mm
Console section, Bx H: 60 x 113 mm
Weight: approx. 0.5 kg
Environmental data
Operating temperature: -25 °C - +70 °C
Storage temperature: -30 °C - +85 °C
Protection class: IP 67 (front), IP 65 (rear)
Electrical data
Voltage supply: 9 - 32 VDC
Performance/power max. 400 mA
consumption:
Interfaces, cable end: 2x M12 circular connectors (socket, 8-pin)
Ignition release, cable end: 1 isolated relay contact, NO, 24 V DC/8A
(IGN-FREE)

24.2 Engine Operation Panel EOP D
24.2.1 General
The Engine Operation Panel EOP D (1)

(MAN item no. 51.27720-7043) is a supplement to
the EOP 51.27720-7042. The device is equipped
with a 2nd bridge for controlling a twin-engine
system.
It has the following functions:
- Ignition on/off
- Engine start/stop
- Emergency stop
- Monitoring the charge indicator
The Engine Operation Panel EOP D is optionally
available.
using plug connectors in the existing system.
Technical data
General data
Dimensions, W x H x D: 70 x 130 x 65 mm
Console section, Bx H: 60 x 113 mm
Weight: Approx. 0.5 kg
Environmental data
Operating temperature: -25 °C - +70 °C
Storage temperature: -30 °C - +85 °C
Protection class: IP 67 (front), IP 65 (rear)
Electrical data
Voltage supply: 9 - 32 VDC
Performance/power max. 400 mA
consumption:
Interfaces, cable end: 2x M12 circular connectors (socket, 8-pin) to EOP
2x M12 circular connectors (socket, 8-pin) to EOP D
24.2.2 Installing the Engine Operation Panel EOP D

The Engine Operation Panel D is connected to the EOPs of both engines (starboard and port), see also
the appendix of this manual from page 209 under “System overview - CAN bus system”.
The last EOP D must be equipped with a terminating resistor.
For the dimensions of the Engine Operation Panel EOP D, see page 189.

24.3 Connecting cables for the Engine Operation Panels EOP and EOP D
Engine Operation Panel EOP  E-box and EOP  EOP D
 14.5
L 40
Length (L) Item no.

3m 51.25449-0022
15 m 51.25449-0050
20 m 51.25449-0051

Override system
25 Override system
25.1 Function of the override system

The MAN Monitoring Diagnostic System reduces the engine speed, and thus engine power as well,
after an alarm that can result in engine damage.
The override system makes it possible to restore the original power output of the engine.
It is therefore possible to activate full engine power in dangerous situations so as to ensure the safety of
the ship.
NOTE
Danger of engine damage if alarms are ignored.
Therefore:
S The override system must only be used in emergencies. Remedy the cause of an alarm.
MAN refuses to accept liability for engine damage resulting from the use of the override system.
25.2 Installing the override button
The override button (1)

(MAN item no. 51.25503-6002) is optionally
available.
Override buttons can be installed for a total of two
bridges.
Once the override system has been activated,
the LED in the button is illuminated.
The override button is connected to connector X16

(1) of the E-box.

Override-System
25.3 Wiring of the override button
Connecting cable
Override button  E-box
40 L 40
Length (L) Item no.

3m 51.25449-0041
10 m 51.25449-0060
15 m 51.25449-0047
20 m 51.25449-0048
30 m 51.25449-0058

Assembly
Assembly

Assembly

Safety instruction for assembly and start-up
26 General safety instructions

This section provides information about remaining risks and hazards associated with designated
engine use.
It will give generally valid safety instructions to be followed for maximum protection of personnel
and for safe and trouble-free engine operation.
Safety instructions referring to specific actions or situations will be found before the associated step or
in the section describing it.
Non-observance of the instructions mentioned in this manual can result in highly hazardous situations.
26.1 Responsibility of the operator

The engine operator is subject to the statutory obligations for occupational safety.
In addition to the occupational safety instructions in this manual, all safety, accident protection and
environmental protection regulations pertaining to the engine's field of application must be observed.
The following applies in particular:
S The operator must be fully acquainted with the valid occupational safety regulations and carry out a risk
assessment to determine the additional risks associated with the specific working conditions at the
engine operating site. The operator must implement this in the form of operating instructions for the
operation of the engine.
S During the total operating time of the equipment, the operator must ensure that the established
operating instructions correspond to the current status of the regulations and must adapt these if
necessary.
S The operator must clearly regulate and specify the responsibilities for installation, operation,
maintenance and cleaning.
S The operator must ensure that all staff who handle the engine have read the operating instructions and
understood them.
Apart from this, the operator must train personnel and inform them about potential dangers at regular
intervals.
S The operating company must provide personnel with the required safety equipment.
S This manual must be kept in the immediate vicinity of the engine and must be accessible at any time to
all persons working on and with the engine.
The operator is responsible for ensuring that the engine is consistently operated in a technically perfect and
safe condition.
The following therefore applies:
S Carry out all maintenance work completely and within the specified intervals as described in
the maintenance instructions, or have such work carried out by a MAN service workshop/MAN
authorised partner.
S The operator must arrange for all safety equipment to be checked regularly for functionality and
completeness.
S The specifications given in this manual must be observed completely and without restriction.

26.2 Requirements for personnel
26.2.1 Qualifications
WARNING
Risk of injury in case of inadequate qualification
Improper use can cause considerable personal injury and material damage.
Therefore:
S Only allow persons mentioned in the respective sections of this manual to carry out specific tasks.
In this manual, the following qualifications are specified for the various areas of activity:
S Instructed persons
have been instructed in a briefing about the tasks assigned to them and about the potential hazards of
improper conduct.
S Trained personnel
are, because of their technical training, knowledge, experience and awareness of the relevant
regulations, in the position to carry out the tasks assigned to them properly.
S Qualified electricians
are, because of their technical training, knowledge, experience and awareness of the relevant standards
and regulations, in a position to carry out work on electrical systems and to autonomously identify and
prevent possible hazards.
A qualified electrician has been trained for the specific operating site at which he/she will be working and
knows the relevant standards and regulations.
Only persons who are expected to perform their tasks reliably are permitted as personnel. Persons whose
responsiveness is affected, e.g. by drugs, alcohol or medication, are not permitted.
S In selecting the personnel, take account of the specific regulations relating to age and profession which
apply in the operating site.
26.2.2 Unauthorised persons
WARNING
Danger for unauthorised persons
Unauthorised persons, who do not fulfil the requirements described here, are not aware of the hazards
in the working area.
Therefore:
S Keep unauthorised persons away from the working area.
S In case of doubt, approach these persons and instruct them to leave the working area.
S Stop work until any unauthorised parties have left the working area.
26.2.3 Instruction
Personnel must be instructed on a regular basis. The instruction must be logged to keep better track.

26.3 Personal protective equipment

While working, it is necessary to wear personal protective equipment in order to reduce the health dangers.
S Always wear the personal protective equipment required for the respective task while working.
S Follow the notices regarding personal safety equipment in the working area.
Personal protective clothing

is close-fitting work clothing with low resistance to tearing, narrow sleeves and no
protruding parts. It serves primarily as protection from injury, weather conditions and
contamination.
Do not wear any rings, chains or other body jewellery while working.
Hard hat
to protect against falling and flying parts.
Safety shoes
to protect against heavy falling parts and slipping on slippery surfaces.
Safety gloves
to protect the hands against friction, abrasions, cuts or more serious injuries as well
as contact with hot or corrosive parts or substances
Wear for special tasks

When performing special tasks it is necessary to wear personal protective equipment. Any such
requirement will be indicated in the respective sections of this manual.
Safety goggles
to protect the eyes from flying parts and splashing liquid.
Ear protection
to protect the ear from damage caused by noise.

26.4 Special risks

In the following section, any remaining risks that are found will be specified.
S Observe the safety notes listed here and the warning notes in the other sections of these instructions to
reduce health hazards and to avoid dangerous situations.
Electrical current
DANGER
Risk of fatal injury due to electrical current
Contact with live parts causes a direct danger of fatal injury.
Damage to the insulation or individual components can mean danger to life.
Therefore:
S In case of damage to the insulation, switch off the power supply immediately and have repairs carried
out.
S All work on the electrical system must be performed by qualified electricians.
S When any work is carried out on the electrical equipment, disconnect it from the power and make sure
it is free of voltage.
S Before any maintenance, cleaning and repair work, switch off the power supply and secure it from
being switched on again.
S Do not bridge any fuses or put them out of operation. When replacing fuses, adhere to the correct
ampere rating.
S Keep moisture away from live parts. Moisture can lead to a short circuit.
Moving parts
WARNING
For this reason:

Exhaust gases
WARNING
Risk to health from exhaust gas system having leaks
Exhaust gases cause damage to health.
Therefore:
S Shut down engines with leaking exhaust gas systems immediately and repair them.
S Ensure adequate ventilation.
Highly flammable materials - diesel fuel, oils and greases
WARNING
Risk of fire from highly flammable materials
Highly flammable materials, liquids or gases can catch fire, causing serious or fatal injuries.
Therefore:
S Do not smoke in or near the danger zone.
Refrain from handling open flames or sources of ignition.
S Keep fire extinguisher ready.
S Immediately report any suspicious materials, liquids or gases to the person responsible.
S Cease work immediately in case of fire. Leave the danger zone until the all-clear signal is given.
Coolants - antifreeze, anti-corrosion agents
WARNING
Risk of injury from harmful coolants
Coolants contain harmful substances. Contact with these substances can lead to serious poisoning,
allergies, skin irritation and damage to eyes.
Therefore:
S Observe the safety data sheets of the manufacturer.
S When handling coolants, always wear protective clothing, chemical-resistant gloves and protective
goggles.
S Avoid spilling and fogging.
Hot service products
WARNING
Risk of scalding by hot service products
Service products can reach high temperatures, causing burns in case of contact.
Therefore:
S Before handling service products, check whether they are hot. Allow to cool if necessary.

Hot surfaces
CAUTION
Risk of burns by hot surfaces
Contact with hot components can cause burns.
Therefore:
S Always wear protective clothing and gloves when working near hot components.
S Ensure before all tasks that all the components have cooled to room temperature.
Noise
WARNING
Damage to hearing due to noise
Noise levels arising in the working area can cause serious damage to hearing.
Therefore:
S Always wear ear protection while working.
S Only remain in the danger zone as long as necessary.
Sharp edges and corners
CAUTION
Risk of injury from edges and corners
Sharp edges and corners can cause abrasions and cuts on the skin.
Therefore:
S Proceed carefully when working near sharp edges and corners.
S If in doubt wear protective gloves.
Soiling and objects lying around
CAUTION
Risk of tripping due to debris and objects lying around
Soiling and objects lying around are slip and trip hazards and can cause considerable injury.
Therefore:
S Always keep the working area clean.
S Remove any objects that are no longer required.
S Indicate trip hazards with yellow-black marker tape.

Work on the Common Rail system
WARNING
Risk of injury by liquids flowing out
Liquids getting discharged under high pressure cause severe injuries.
Therefore:
S Have work done on the common rail system only by trained specialists.
S Shut down the engine and wait until the pressure has fallen before working on the common rail
system.
WARNING
Mortal danger from defective lines
Liquid jet gets released under high pressure.
Therefore:
S Never touch the liquid jet.
S Press the emergency stop button immediately.
S If necessary, initiate other measures in order to reduce the pressure and to stop the liquid jet.
S Absorb liquids that have leaked out properly and arrange for their disposal.
S Replace the defective parts.
WARNING
Risk of fatal injury due to strong magnetic fields
Therefore:
S Persons with pacemakers should not stay near the engine.
S Persons with metallic implants should not stay near the engine.
S Keep ferromagnetic materials and electric magnets away from the magnetic source (Minimum
distance 3 m).
S Put metallic objects (jewellery, watches and writing instruments, etc.) away before carrying out
maintenance work.
S Do not bring any electronic devices near the magnetic source.
S Do not bring any storage media, credit cards etc. near the magnetic source.

Electric welding
NOTE
Risk of material damage due to incorrect handling of welding equipment
Damage to components and the electronics system due to electric arc welding
Therefore:
S Connect “ANTIZAP SERVICE SENTRY” protection device (MAN item no. 80.78010-0002)
in accordance with the instructions accompanying the device.
S In case this device is unavailable, disconnect the batteries and
firmly connect the positive cable to the negative cable in order to make a conductive connection.
S Manually operated battery master switch in driving position. If an electronic battery master switch is
fitted, bridge Negative at the load-disconnecting relay contacts (jumper cable > 1 mm) and Positive
at the load-disconnecting relay load contacts. In addition, switch on many load consumers such as:
Starter switch (ignition) in driving position. The greater number of consumers that are switched on,
the greater the protection.
When welding is complete, first switch off all consumers,
remove all jumpered connections (reset to original condition) and then connect the batteries.
S Always earth the welding equipment as close as possible to the welding area.
Do not lay the cables to the welding equipment in parallel to electrical cables in the vessel.
26.5 Safety equipment

Before putting the engine into service, install emergency stop device and link to the system's safety chain.
The emergency stop device must be easily accessible at all times.
WARNING
Risk of fatal injury due to non-functioning safety equipment
Safety equipment provides a maximum amount of safety during operation. Even if the safety equipment
complicates working processes, under no circumstances may they be disabled. Safety is guaranteed
only if the safety equipment is intact.
Therefore:
S Before beginning work, check whether all safety equipment is functional and correctly installed.
S Before starting the engine, check whether all safety equipment is functional and correctly installed.
The operating company must retrofit the following protective devices:

If the V-belt guard included in the scope of supply is not used before putting the engine into operation,
suitable protective devices must be implemented.
WARNING
Mortal danger from inadequate protective devices
Therefore:
S Implement suitable protective devices before putting the engine into operation.

26.6 Conduct in the event of a hazard and in case of accident
Preventive measures
S Always be prepared for accidents or fire.
S Keep first-aid equipment (first aid boxes, blankets, etc.) and fire extinguishers ready to hand.
S Check first-aid equipment and fire extinguishers for completeness and functionality on a regular basis.
S Familiarize personnel with accident signalling, first-aid and rescue equipment.
S Carry out safety briefings on a regular basis.
In case of accident: Act appropriately

S Keep calm.
S Shut down the engine immediately with the help of the emergency stop button.
S Initiate first-aid measures.
S Alert rescue service and/or fire brigade.
S Rescue persons from the danger zone.
S Inform persons responsible.
CAUTION
Accident despite all safety precautions
Despite all of the safety precautions, an accident may occur due to any of the following points.
Therefore, obtain medical assistance in case of:
S Contact with corrosive acid.
S Fuel penetrating the skin.
S Scalding by hot oil or coolant.
S Antifreeze splashing in eyes, etc.

26.7 Signage
Before putting vessel in operation, check whether the danger zones have been marked with signs.
WARNING
Risk of injury due to illegible symbols
Stickers and symbols can become dirty or otherwise unrecognisable in the course of time.
Therefore:
S Always keep all safety, warning and operating instructions in a clearly legible condition.
S Clean or replace illegible safety, warning and operating instructions
No trespassing
Areas designated in this manner may not be entered.
Electrical voltage
Only qualified electricians are allowed to work in working areas marked in this manner.
Unauthorised persons should not enter areas marked in this manner.
Hot surfaces
Hot surfaces, such as hot engines and hot fluids, are not always perceptible.
Do not touch them without protective gloves.
Risk of fatal injury due to suspended loads

During lifting operations, loads can swivel out and fall. This can lead to serious
or fatal injury.
Risk of injury
If the instructions are not observed, there is a risk of injury.

26.8 Environmental protection
CAUTION
Danger to the environment due to improper handling
Improper handling of environmentally hazardous materials , particularly in their disposal, can cause
considerable damage to the environment.
Therefore:
S Always observe the instructions below.
S If environmentally hazardous substances are accidentally released into the environment, take suitable
measures immediately. In case of doubt, inform the responsible local authority about the damage.
The following environmentally hazardous materials are used:
Lubricants
Lubricants such as greases and oils contain poisonous and environmentally hazardous substances. They
must not be released into the environment. They must be disposed of by a specialist waste disposal facility.
Diesel fuel
Diesel fuel contains poisonous and environmentally hazardous substances. It must not be released into
the environment. It must be disposed of by a specialist waste disposal facility.
Coolant
Coolants can contain poisonous and environmentally hazardous substances. They must not be released
into the environment. They must be disposed of by a specialist waste disposal facility.

Lifting a drive system by crane
27 Lifting a drive system by crane
27.1 Installing the drive system into the vessel
DANGER
Falling loads can result in serious accidents!
Therefore:
S Use a crane lifting gear of sufficient size to lift an engine.
Ropes and chains must be properly attached on the crane hook.
The crane lifting gear, ropes and chains must be in perfect condition.
Do not step on the engine (1) while working on it.
(with engine cover)
(without engine cover)

27.1.1 Lifting an engine without gearbox by crane
Attachment points for crane lifting
To lift the engine, 2 crane hook eyes (3) and (4) are attached to the engine.
Use a crane lifting gear (1) of sufficient size to lift an engine.
Ropes and chains (2) must exert a vertical pull (tolerance 5) on the crane hook.
DANGER
Therefore:
S Use crane lifting gear.

27.1.2 Lifting an engine with gearbox by crane
Attachment points for crane lifting
To lift the engine, 2 crane hook eyes (3) and (4) are attached to the engine.
Use a crane lifting gear (1) of sufficient size to lift an engine.
Ropes and chains (2) must exert a vertical pull (tolerance 5 ) on the crane hook.
DANGER
Therefore:
S Use crane lifting gear.

27.2 Protect the engine from dust
NOTE
Even the smallest of dirt particles in the fuel system lead to total failure of the injection system
Therefore:
S Ensure absolute cleanliness when carrying out work in the engine room.
S Provide fuel connections with caps.
After installing the engine in the engine room,

cover it with a tarp.
If further work is carried out on the interior fittings
of the vessel, this protects sensitive components
(fuel system, air filter) from dust.
27.3 Protect the fuel system from moisture
NOTE
Moisture in the fuel system leads to total failure of the injection system
The engine is delivered from the factory with preservative and a closed fuel system (flow and return
lines).
Therefore:
S The fuel system must remain closed until start-up.

Attaching the gearbox
28 Attaching the gearbox
28.1 Attaching a gearbox to the flywheel housing
Tip for users

Information about the dimensions of the flywheel housing and the type of bolted connections required for
attaching the gearbox., see installation drawing.
Aluminium alloy flywheel housing (1) for

free-standing gearbox.
For bolt tightening torques, see page 183.
The crankshaft axial play must be checked before
and after flange-mounting a gearbox,
see page 167.
Cast iron flywheel housing (1) for attached

IV-gearbox.
For bolt tightening torques, see page 183.
The crankshaft axial play must be checked before
and after flange-mounting a gearbox,
see page 167.
28.2 Flywheel conversion

The engines can be equipped with 2 flywheel variants in the factory:
- Flywheel with I = 2.04 kgm2 for attaching an resilient coupling provided for flange-mounting a
gearbox, see page 46, or for attaching a flange outer bearing, see page 50.
- Flywheel with I = 1.13 kgm2 for attaching a highly flexible coupling provided for connecting a
propshaft, see page 50.
If the flywheel is replaced later, the conversion should only be carried out by persons or workshops that
have been authorised and certified by MAN.

Attaching the gearbox
28.3 Checking the crankshaft axial play
NOTE
Risk of material damage from couplings and attachments
Component damage due to incorrect crankshaft axial play.
Therefore:
S The crankshaft axial play of the engines defined by the design may not be reduced.
S Check the crankshaft axial play using a dial gauge fixed on a magnetic base.
Special tools
[1] Gauge holder 08.71082-0005

S Check crankshaft axial play in conjunction with:
S Dial gauge [2]
[2] Dial gauge 08.71000-3217

S Check crankshaft axial play in conjunction with:
S Gauge holder [1]
The crankshaft axial play must be determined

before and after flange-mounting attachments (1)
using a dial gauge fixed on a magnetic base. If the
axial play is outside tolerance or if the crankshaft
springs back after being moved, check the
attachment.
► Attach the gauge holder [1] (1) with the dial

gauge [2] (2) to the engine in such a way that
the dial gauge tracer pin stands on the vibration
damper under pre-load
► Press the crankshaft in the axial direction
towards the flywheel housing as far as it will go
► Set the dial gauge to zero
► Pull the crankshaft in the axial direction away
from the flywheel housing as far as it will go
► Read the dial gauge display
Engines Crankshaft axial play

D2676 LE4.. 0.20-0.40 mm

Installing resilient engine and gearbox mounts
29 Installing resilient engine and gearbox mounts
29.1 Identification of mounts
Resilient engine and gearbox mounts
(1) Mounting bolt for engine mounts M 20

Strength class 8.8
Assignment of resilient mounts

to engine and gearbox
Gearbox layout item no. hard
ness
D2676 LE4.. 51.96210-7051 65
Resilient mounts for flange-mounted integral V-gearbox
(1) Mounting bolt for gearbox base M 20

Strength class 8.8
Assignment of resilient mounts to IV-gearbox

(Gearbox layout) Item no. Hard
ness
D2676 LE4.. 50.96210-7000 55

29.2 Installation of mounts
Unscrew transportation lock
► Set drive axle with mount on foundation.

► Remove transportation lock (1)
► Align engine package
Screw in the mounting bolts
After engine package has been mounted and

aligned:
► Screw in and tighten the mounting bolts of the
mount (2)
Tightening torque . . . . . . . . . . . . . . . . . . . 391 Nm
► Tighten the mounting bolts M20 (1).
Tightening torque . . . . . . . . . . . . . . . . . . . 300 Nm

Set mount height adjustment
Tip for users

Do not fully exploit the maximum height adjustment so as to have reserves for readjustment.
Compensate for any significant height differences using bearing plates.
Special tools
[1] Single open-ended spanner size 50 08.06003-9003

S Setting mount height adjustment
► Set the mount height adjustment (1) using the

single open-ended spanner size 50 [1]
Height adjustment . . . . . . . . . . . . . . . max. 10 mm

Aligning the drive system
30 Aligning the drive system

The drive system (engine and gearbox) and the propeller shaft must be aligned so that the radial offset
and the angle offset of all components lie within the specified tolerances.
NOTE
Damage due to vibrations and oscillations
Therefore:
S Check the alignment of the drive system annually or after approx. 3000 operating hours and correct
if necessary.
Tip for users

An resilient propeller shaft coupling between the gearbox output flange and the propeller shaft flange
compensates low offset and reduces vibrations.
30.1 Aligning an engine with attached gearbox
30.1.1 Provisional alignment of the drive system
S Place the drive system and resilient mounts on

the engine base with the help of a suitable
crane lifting gear.
S Lift the propeller shaft by the coupling flange
as much as possible.
Half of the angle between the highest and lowest
position of the coupling flange is the correct height
for the gearbox output flange.
This ensures that the propeller shaft can be
centred correctly.
S Align the gearbox output flange and the
propeller shaft flange on one plane with
the help of suitable supports.

30.1.2 Set the height adjustment of the engine mounts
The mounts are preloaded by the transport safety

device in the factory.
(Remove transport safety device, see 169)
It is thus unnecessary to load the resilient mounts
before aligning so they can settle.
Set the height adjustment (1) of the engine
mounts (2). When doing this, ensure that the
mounts compress evenly on both sides of the
engine.
The maximum set height of all mounts is 10 mm.
This set height cannot be exceeded. Large height
differences must be compensated using bearing
plates.
The lower the set height can be set, the more
extra space is available for later adjustments.

30.1.3 Checking that the flanges are parallel
Checking that the shafts are in line in advance

S Using a straight edge (3), check at several
points whether the gearbox output flange (1)
and the propeller shaft flange (2) are in line
3
with each other.
Test for parallel flanges
S Join the propeller shaft flange with the gearbox
output flange.
S Insert feeler gauge (4) between the flanges
using a 0.5 mm sheet, screw in a coupling bolt
and tighten slightly.
S Pull out the 0.5 mm sheet.
S Check the gap dimension all around at 90_, 1 2
180_ and 270_ using a 0.58 mm and 0.42 mm
sheet
(tolerance 0,5 ± 0,08 mm)
S Remove the bolt and affix a mark on the
gearbox output flange. 4
S Turn the gearbox output flange by 90_, 180_
and 270_ and repeat the test.
If the measurement is out of tolerance, the
propeller shaft flange has too much axial run-out
deviation (lateral run-out).

30.1.4 Testing the gearbox output and propeller shaft for radial offset
Radial offset means that the centre lines of

2 associated flanges are parallel but laterally
offset.
1 2
(1) Flange (e.g. gearbox output)
(2) Flange (e.g. propeller shaft)
Radial offset: X = max. 0.5 mm x
Test for radial offset: The dial gauge is attached
to one of the two shaft ends. The two flanges are
connected so they cannot twist but without
traction. Screw in a bolt, but ensure that the faces
of the flanges do not make contact.
The test is performed four times at an angular
distance of 90_ each time.
The display should not deviate by more than 2 x
0.5 mm = 1 mm.

30.1.5 Checking the gearbox output and propeller shaft for angle offset
Angle offset means that the centre lines of

2 associated flanges are not parallel. x
(1) Flange (e.g. gearbox output)

1 2
(2) Flange (e.g. propeller shaft)
(3) Angle offset 3
Angle offset: max. 0.1 mm
referring to a 200 mm flange diameter
Test for angle offset: The dial gauge is attached
to one of the two shaft ends. The two flanges are
connected so they cannot twist but without
traction. Screw in a bolt, but ensure that the faces x + max. 0,1 mm
of the flanges do not make contact.
The test is performed four times at an angular
distance of 90_ each time.
The maximum permissible angle offset may not be
exceeded at any of the measuring points.
The alignment of the drive system should be
checked after the vessel is launched.
If re-adjustment is necessary, ensure that all
the mounts provide uniform support.

30.2 Aligning an engine with free-standing gearbox and propshaft

For configuration, see from page 47.
Type of alignment Permitted tolerances
1 Max. angle per joint max. 3° (see page 51)
2 Input and output angles Difference ß1 - ß2 0.5_

ß1, ß2 (=deflection angles) must be
equal in size
3 In the plan view, the engine, <1 %o

propshaft and gearbox must be i. e. to 500 mm measuring length 0.5 mm
arranged in alignment.
4 The inner yokes must be on the <1_

same plane.
5 Static offset from the engine to the <1 mm

gearbox's longitudinal axis
In order to obtain equal deflection angles in a V-configuration, an auxiliary device consisting of two
alignment rods can be used.
Such an auxiliary device is shown in the following.
With the given dimensions, this device can be used for propshafts with lengths of Lz = 700 to 1300 mm.
Shorter or longer propshafts require correspondingly shorter or longer rods A.
Procedure: Mount the alignment rods instead of the propshafts. Both parts must be equally long. Align the
engine/gearbox such that the tips of the alignment rods meet. Then remove the auxiliary device and mount
the propshafts.

Assembly of propshafts
31 Assembly of propshafts
NOTE
Vibrations in the driveline - damage to plain bearings and splines
Improperly assembled propshafts do not balance uneven drive loads, but reinforce them.
Therefore:
S Assemble propshafts in accordance with the manufacturer's instructions.
When connecting the two propshaft halves, ensure that the marks on the splined shaft and splined hub
(arrows) are facing each other.
Propshafts should be arranged such that the spline is as protected as possible from dust and moisture.
As a rule, this means installing the driveline according to the diagram below, where the spline seal points
downwards so that splashing water hitting it runs away from the spline.
Propshafts should not be separated at the splines and the halves interchanged, otherwise the quality of
balance will be greatly impaired. Balancing plates should not be removed for the same reason.

Connecting the fuel lines
32 Connecting the fuel lines
NOTE
Even the smallest of dirt particles in the fuel system causes total failure of the injection system.
Therefore:
S Ensure absolute cleanliness when carrying out work on the fuel system.
S Provide fuel connections with caps.
The inner diameter (DN) of the vessel fuel lines

from the tank to the engine must be at least
12 mm.
Fuel feed connection (1):
Fuel return connection (2):
Fittings for fuel connection:
(3) Hoselines (M22x1,5)
(4) Fittings (M22x1,5/M18x1,5)
(included in MAN's scope of delivery)
32.1 Securing the fuel tank
The fuel pre-filter with water separator (1) should

not be attached to the engine, since engine
vibrations impair water separation.
There must be sufficient room (H approx. 200 mm)
for collecting the trapped water (3) and for
changing the filter cartridge (2).
Mounting bolts: Hex bolts M10 or stud bolts M10,
each with washers DIN 125-10.5.

Connecting the fuel lines
32.2 Connecting the fuel pre-filter and manual priming pump
Each choose a connection at position (1), (2)

and (3).
Opposite side must be closed.
(1) Fuel inlet (from the tank to the filter)
(2) Fuel outlet (from the filter to the inlet (6) of the
manual priming pump)
(3) Fuel outlet (to the engine)
(4) Filter cartridge
(5) Water drain plug / Water level sensor
Fittings for pre-filter:

Choose connection (1):
- Sealing ring (for M18)
- Fitting (M18x1,5/M22x1,5)
Opposite side must be closed.
Fittings for priming pump:

- Adapter fitting (M14x1,5/M18x1,5)
Opposite side:
- Screw plug (M14x1,5)
Connection (6):

Installing the exhaust-gas compensator
33 Installing the exhaust-gas compensator
NOTE
Foreign particles and dirt in the engine cause engine damage
Therefore:
S When working on the exhaust system, no foreign bodies (bolts, washers etc.) may fall in the engine
S Before working any metal (cutting-off wheel, grinding disc), cover the engine with a tarpaulin
NOTE
Risk of material damage due to incorrect handling of welding equipment
Damage to components and the electronics system due to electric arc welding
Therefore:
S Connect “ANTIZAP SERVICE SENTRY” protection device (MAN item no. 80.78010-0002)
in accordance with the instructions accompanying the device.
S In case this device is unavailable, disconnect the batteries and
firmly connect the positive cable to the negative cable in order to make a conductive connection.
S Manually operated battery master switch in driving position. If an electronic battery master switch is
fitted, bridge Negative at the load-disconnecting relay contacts (jumper cable > 1 mm) and Positive
at the load-disconnecting relay load contacts. In addition, switch on many load consumers such as:
Starter switch (ignition) in driving position. The greater number of consumers that are switched on,
the greater the protection.
When welding is complete, first switch off all consumers and remove all jumpered connections (reset
to original condition) before connecting the batteries.
S Always earth the welding equipment as close as possible to the welding area. Do not lay the cables to
the welding equipment in parallel to electrical cables in the vessel.
Exhaust gas compensators prevent the

transmission of vibrations from the engine to the
exhaust system and offset the
temperature-induced elongation of the exhaust
pipes.
The exhaust-gas compensator is available from
MAN as an accessory.

Assembly - exhaust-gas compensator
NOTE
Component damage caused by horizontal installation
Therefore:
S Install compensators as vertical as possible and securely support the continuing exhaust pipe.
S Observe the direction of exhaust flow through the compensator.
The exhaust system on the ship´s side shall be designed and fitted with exhaust gas compensators, that
length expansions > 10 mm must be prevented in direction of the engine. Expansions in lateral direction
must be prevented by suitable suspensions or by exhaust gas compensators.
Before installing the exhaust-gas compensator,

note the direction of exhaust flow (2) through the
compensator. The position of the guide sleeve (3)
determines the direction of exhaust flow.
Due to the high gas velocities, the compensators
are equipped with internal guide sleeves. The
distance between the guide sleeve and corrugated
tube of the compensator is relatively low.
Sloping installation and improper support of the
continuing exhaust pipe can cause the guide
sleeve and corrugated tube to come into contact,
which can damage the compensator.
Install the exhaust-gas compensator under tensile
prestress. Tensile prestress means that the
distance X between the flange of the compensator
and the mating flange of the continuing exhaust
pipe (1) is XX mm (see table) before screwing on
the compensator.
Maximum fitting misalignment of ± 1 mm in all
directions allowed.
Choice the distance and pretension such that no
forces affect the turbo charger at rated power.
→ Consider length and preload of the exhaust
system with the respective temperature
The expansion in axial direction of the engine-side compensator must be considered by a tensile
prestress with following standard values during installation:
Values for steel piping
Pipe length Pretension of the compensator

0-50 cm 0 mm
50-100 cm 5 mm
100-150 cm 7 mm
150-200 cm 10 mm
> 200 cm not permitted
Installation under pressure ist not permitted.


Torques for bolted connections
34 Torques for bolted connections according to works standard M 3059
Bolts/nuts with external or internal hexagonal bolt, head without collar or flange
Thread size x Pitch Property classes / Tightening torque values in Nm

for 8.8 / 8 for 10.9 / 10 for 12.9 / 12
M4 2,5 4,0 4,5
M5 5,0 8,0 9,0
M6 9,0 13,0 15,0
M7 14,0 20,0 25,0
M8 22,0 30,0 35,0
M8x1 23,0 35,0 40,0
M10 45,0 65,0 75,0
M10x1,25 45,0 67,0 75,0
M10x1 50,0 70,0 85,0
M12 75,0 110,0 125,0
M12x1,5 75,0 115,0 130,0
M12x1,25 80,0 120,0 135,0
M14 115,0 175,0 200,0
M14x1,5 125,0 185,0 215,0
M16 180,0 265,0 310,0
M16x1,5 190,0 280,0 330,0
M18 260,0 365,0 430,0
M18x2 270,0 385,0 450,0
M18x1,5 290,0 405,0 480,0
M20 360,0 515,0 600,0
M20x2 380,0 540,0 630,0
M20x1,5 400,0 565,0 670,0
M22 490,0 700,0 820,0
M22x2 510,0 725,0 860,0
M22x1,5 540,0 750,0 900,0
M24 620,0 890,0 1040,0
M24x2 680,0 960,0 1130,0
M24x1,5 740,0 1030,0 1220,0

Torques for bolted connections
Screws / nuts with outer hex or inner hex threads, head with collar or flange
Thread size x Pitch Property classes / Tightening torque values in Nm

for 8.8 / 8 for 10.9 / 10 for 12.9 / 12
M5 6,0 9,0 9,9
M6 10,0 15,0 17,0
M8 24,0 35,0 41,0
M8x1 25,5 40,0 43,7
M10 44,5 65,0 75,9
M10x1,25 46,5 70,0 79,7
M10x1 48,6 75,0 83,5
M12 81,5 120,0 140,0
M12x1,5 85,0 125,0 146,0
M12x1,25 88,5 130,0 152,0
M14 128,0 190,0 221,0
M14x1,5 138,0 200,0 237,0
M16 200,0 285,0 334,0
M16x1,5 212,0 300,0 354,0
M18 279,0 395,0 464,0
M18x2 294,0 420,0 489,0
M18x1,5 309,0 440,0 515,0
M20 382,0 545,0 637,0
M20x2 400,0 570,0 667,0
M20x1,5 418,0 595,0 696,0
M22x2 558,0 795,0 930,0
M22x1,5 580,0 825,0 966,0

Assembly drawings
35 Assembly drawings
35.1 Electronic terminal box (E-box)
346-348
382-383
E-box assembly
S Fasten the E-box vertically on a side wall of the engine room
S Mounting bolts M8
S Weight of the E-box: 8 kg
A clear area of 200 mm must be provided around the E-box for the plug.

Assembly drawings
35.2 Throttle control systems
42±0.3
50±1
70±1
80±0.3

Assembly drawings
35.3 Display MMDS-CLC 6.5

Assembly drawings
35.4 Display MMDS-CLC 8.8
Access to DIP switches and

9−pin D−Sup interface for
the device configuration
Length of connecting cable 2m
Installation depth

Assembly drawings
35.5 Engine Operation Panel EOP
Threaded bolt M4
35.6 Engine Operation Panel EOP D
Threaded rod M4

Assembly drawings
35.7 Emergency operating unit
(1) Console section

(2) Panel outer edge

Assembly drawings
35.8 Override button

Instrument panel
3.2-3.4
24.1-24.5
49
48
22.3-22.7
40 10 10
57 30

Assembly drawings

Preparations for start-up

To be carried out only by authorised personnel,
see also page 195.


Important start-up instructions
36 Important start-up instructions

A correct initial start-up is essential for an engine's operational safety and reliability. If an engine is
put into operation incorrectly, engine damage will be the direct consequence.
This process involves several steps:
S Checking the installation thoroughly
S Filling the engine with engine oil, marking the oil dipstick
S Filling the engine with coolant, bleeding the cooling system
S Starting the engine
S Making a test trip, measuring and archiving important data
Carrying out the first start-up requires special knowledge and specific equipment.
For this reason, the first start-up should only be performed by persons or workshops that have been
authorised and certified by MAN Nuremberg (marine engine department).
NOTE
Risk of malfunctions by incorrectly initial start -up can result in total loss of the engine
Therefore:
S Commissioning is done only by authorised personnel of MAN Nuremberg (Marine engines
department).

Important start-up instructions

Lubricating oil system
37 Lubricating oil system
37.1 Oil quality

Engines must be run exclusively with high-performance diesel engine oil in accordance to works standard
M3277.
Tip for users

Expiration of warranty for defects by unapproved service products!
When using unapproved service products the defects liability becomes null and void.
Therefore:
S Use only approved service products (see the publication “Service products ...” for this purpose).
Reference
Information about Service products, refer to the MAN Approved Service Products.
https://my.manmn.com/portal/irj/asp
37.2 Determining the engine oil fill quantity
NOTE
Risk of engine damage due to incorrect oil level
Engine damage can result if the max. oil fill quantity is exceeded or fallen below.
Therefore:
S Determine the fill quantity of the oil sump attached to the engine. For the oil quantity of the oil sump,
see the table below.
Oil quantities in the oil sump

Engine type MAN item number Minimum Maximum
of the oil sump litres litres
D2676 LE4.. 51.05801-5741 34 40

37.3 Filling the engine with engine oil
NOTE
Engine damage due to dirt in the engine oil.
Therefore:
S Ensure absolute cleanliness while filling with engine oil.
ENVIRONMENTAL NOTE
Do not spill any engine oil while filling. Do not allow any engine oil to contaminate the soil or bodies
of water.

37.3.1 Oil dipstick not marked
NOTE
Improperly marked oil dipsticks lead to incorrect oil filling and can lead to engine damage.
Therefore:
S Oil dipsticks are to be marked exclusively by personnel authorised by MAN Nuremberg (marine engine
department).
Provide the specified minimum fill quantity of the

oil sump attached to the engine in a canister.
► Unscrew the cap (1)
► Slowly fill the minimum quantity of oil via the oil
filler neck (1). Wait about 20 minutes until the
(cold) engine oil has collected in the sump.
► Pull out oil dipstick (2) and mark the visible
minimum oil level (MIN).
Tip for users

Depending on the mounting position of the en
gine, the dipstick (2) is mounted on the left or
right side of the engine.
► Subsequently, top up the difference up to the

highest permissible oil sump quantity, wait
approx. 20 minutes and mark the visible max.
oil level (MAX) on the oil dipstick.
► Screw the cap (1) on
► Turn the engine with the starter until oil
pressure has been built up. The engine must
not start, see page 201 “Ensuring lubricating oil
supply”.
► Start engine and operate for a few minutes in
the low engine speed range. Switch off the
MAX
engine. MIN
Since the oil filter and oil pipes fill with oil while the
engine is running, the missing quantity of oil should
now be topped up.
► Top up the difference up to the MAX mark on
the oil dipstick.

37.3.2 Electric oil change pump for engine and gearbox oil
An electric oil change pump (3) for filling and

pumping out engine and gearbox oil is optionally
available.
Filling the engine with oil
Tip for users

Keep the prescribed maximum filling quantity in
the oil pan attached to the engine in a canister.
► Remove the caps (1) and (4)
► Connect hose coupling (2) to the connection (1)
► Insert the suction hose of the oil change pump
(3) in to the container
► Connect the power supply of the electric oil
change pump (3) to the connector (4)
► Switch on oil change pump (3) using the
“OIL IN” button and fill the engine
► Closing the caps (1) and (4)
Filling the gearbox with oil
Tip for users

Provide the required fill quantity of gearbox oil
in a canister.
► Remove the caps (1) and (4)
► Connect hose coupling (2) to the connection (1)
► Insert the suction hose of the oil change pump
(3) in to the container
► Connect the power supply of the electric oil
change pump (3) to the connector (4)
► Switch on oil change pump (3) using the
“OIL IN” button and fill the gearbox.
► Closing the caps (1) and (4)

37.3.3 Checking the engine oil level
After filling, start the engine and let it run for

several minutes at idling speed. Switch off the
engine. After approx. 5 minutes, check the oil
level.
► Pull out the oil dipstick.
► Wipe off the oil dipstick with a clean, lint-free
cloth.
► Re-insert the oil dipstick as far as the stop.
► Pull out the oil dipstick again and check the oil
level.
MAX
Since the oil filter and oil pipes fill with oil while the MIN
engine is running, the missing quantity of oil should
now be topped up. Find and make a note of the
total oil quantity.
► Re-insert the oil dipstick as far as the stop.
37.4 Ensuring lubricating oil supply

Before starting a new or overhauled engine for the first time, it is necessary to ensure that the oil pressure
is built up. For this purpose, the engine with the starter is turned until oil pressure has been built up.
The engine must not start in the process.
The MAN-cats II diagnostic system is required to carry out this test. A compression test should be carried
out with the help of the MAN-cats II diagnostic system. During this test, an assistant should monitor the
display instrument on the bridge. The oil pressure is indicated on instrument page 1 of the MMDS-CLC 6.5
colour display, see page 139.


Cooling system
38 Cooling system
The engine cooling system should be filled with a mixture of potable water and antifreeze based on
ethylene glycol or anti-corrosion agent.
For coolant preparation, see the publication “Service products for MAN industrial and marine diesel
engines”.
ENVIRONMENTAL NOTE
Do not spill any coolant while filling. Do not allow any coolant to contaminate the soil or bodies of water.
38.1 Filling and bleeding the cooling system
While filling, the cooling system should be bled

using the bleed screw (1) on the outer shell of the
turbo charger.

Cooling system
38.1.1 Filling the cooling system
► Loosen the ventilation screw (1), open the

cover (4)
► Fill up coolant gradually at the filler neck (3) of
the expansion tank, to the upper edge
► Tighten the ventilation screw (1)
► Screw in the cover (4) and tighten by hand
► A commercially available air pump attach to the
valve (5)
► Producing pressure in the expansion tank
► Loosen the ventilation screw (1) until the
coolant gets discharged without any bubbles
► Open the cover (4)
► Fill up coolant gradually at the filler neck (3) of
the expansion tank, to maximum The engine is installed horizontally
► Screw in the cover (4) and tighten by hand
Covers that have been tightened forcefully can
no longer be opened!
► Allow the engine to run for about 15 minutes at
a speed of 1200 rpm
► Shut the engine down
► The coolant level in the sight glass (4) of the
expansion tank must lie in the middle of the
sight glass
► Before starting the engine the next time (when
the engine is cold), check the coolant level and
top it up if required. To top it up, loosen the
cover (4) cautiously - release the pressure -
then open it cautiously and top up the coolant
The engine is installed at an angle to the flywheel side

Cooling system
38.1.2 Opening the cooling system while the engine is at operating temperature
If the cooling system is opened while the engine is

at operating temperature, there is a pressure loss
in the cooling system.
During subsequent engine operation, this can
cause the Engine Monitoring and Diagnostic
System (MMDS) to trigger the “Pressure in the
coolant expansion tank” alarm.
To operate the warm engine again after opening
the cap without triggering the alarm, there must be
an initial pressure of min. 0.5 bar in the cooling
system.
In order to achieve this, a pressure valve (1) is
mounted on the coolant expansion tank. A
commercially available air pump can be attached
to the valve. The pressure in the expansion tank
must be raised to 1 bar with this pump.
Tip for users

Currently existing pressure can be read on the
display

Cooling system

Starting and stopping the engine
39 Starting and stopping the engine
39.1 Preparations for starting the engine
39.1.1 Check for correct filling with lubricating oil and coolant
NOTE
Engine damage due to missing operating fluids
Before starting the engine, ensure that:
S Lubricating oil has been filled, see page 197
S Coolant has been filled, see page 203
S The seacocks seawater pump have been opened
39.1.2 Filling diesel fuel

For fuel specifications, see the publication “Service products for MAN industrial and marine diesel engines”.
DANGER
Risk of fire due to diesel fuel
Diesel fuel is readily flammable.
Therefore:
S Do not smoke within the danger zone while refueling.
Refrain from handling open flames or sources of ignition.
S Only refuel when the engine is off.
S Pay attention to cleanliness.
S Do not spill any diesel fuel.
ENVIRONMENTAL NOTE
Do not spill any diesel fuel while filling. Do not allow any diesel fuel to contaminate the soil or bodies of
water.
39.1.3 Bleeding the fuel system
Open the shut-off valve between the engine and

the tank.
Tip for users

Collect escaping fuel.
► Loosen the ventilating screw (1) on the fuel
filter
► Release the plunger (2) of the hand pump
► Operate the plunger (2) of the hand pump until
fuel gets discharged at the ventilation screw (1)
without any bubbles
► Screw in the plunger (2) of the hand pump
again and tighten it
Tightening torque . . . . . . . . . . . . . . . . . . 3 ± 1 Nm

Starting and stopping the engine
39.2 Starting the engine

The engine can be started and switched off in the following ways:
1. An ignition lock
2. A button (no ignition lock)
In this case, the ignition is switched on and off via the current impulse relay (K9) by means of a button.
The engine is also started using a button (engine start button).
The engine can be started and stopped in the

engine room. First the ignition must be activated at
the bridge.
(1) Button for switching ignition on and off
(2) Button for increasing engine speed
(3) Button for decreasing engine speed
(4) Button for starting the engine
(5) Emergency stop button
(6) Viewing window
(Display of EDC errors, SFFR errors and
MMDS alarms)
39.3 Stopping the engine
Shutdown with ignition lock Shutdown with button (ignition on/off)

1. Put ignition lock in position 0: 1. Press ignition button 1x:
Engine stops Engine stops
2. Wait a few seconds (after-run test) 2. Wait a few seconds (after-run test)
3. Main battery switch to “off" 3. Main battery switch to “off"
NOTE
Improper of shutdown procedure leads to fault entries in the fault memory
(EDC/SFFR/MMDS) and can cause a reduction in engine speed.
Therefore:
S While the ignition is on, it is not allowed to switch off the power supply to the electronic diesel control
using the main battery switch.

Appendix
Appendix

Appendix
Legend for system overview - CAN bus system

1 Terminating resistor 51.25435-0174
2 T-piece 51.25433-0023
3 Adapter piece 51.25411-6014
4 VDO CAN master rev counter with display 51.27102-7003
for engine parameters
5 VDO CAN slave display e.g. engine oil pressure,
engine oil temp., coolant temp. Exhaust
gas temp., ...
6 Connector to other CAN slave displays e.g. engine
oil temp. coolant temp. exhaust gas temp., ...
7 Throttle lever for bridge 1 51.11605-6055
8 Throttle lever for bridge 2 51.11605-6055
9 Throttle control system 51.25449-0052 (10 m); 51.25449-0053 (15 m)
51.25449-0054 (20 m); 51.25449-0055 (30 m);
10 Electronic terminal box (E-box)
11 Connecting cable to override button (X16) 51.25449-0047 (15m); 51.25449-0048 (20m);
51.25449-0058 (30m);
12 Connector X9
13 Cross communication MMDS (X5) 51.25449-6040 (2 m); 51.25449-6028 (5 m);
51.25449-6027 (10 m);
14 Cross communication MPC - CAN bus (X13) 51.25449-0056 (2 m); 51.25449-0057 (5 m);
51.25449-0057 (10 m); 51.25449-0057 (15 m);
15 Gearbox control cable, trolling (X8)
16 Diagnostic connection MAN-cats, diagnostic soft
ware MMDS, reprogramming EDC7 (X10)
17 Start/stop panel (EOP) 51.27720-7042
18 Ground fitting
19 Shipyard connector with cable (X4)
20 Engine cable harness (X1)
21 Remote control
22 Connecting line for remote control of the
CLC display
23 Display CLC 6.5
24 Connecting cable with 7 open wires for connecting no item number, firmly connected
power supply, horn, collective alarm, horn (2 m)
25 CAN connecting line (X6) 51.25411-0025 (2 m); 51.25411-0026 (10 m);
51.25411-0015 (15 m) 51.25411-0016 (20 m);
51.25411-0027 (25 m)
26 Emergency operating unit 51.27720-7035
27 Smart stop panel - twin engine (EOPD) 51.27720-7043
28 Connecting line 51.25449-0022 (3 m); 51.25449-0050 (15 m);
51.25449-0051 (20 m); 51.25449-0061 (25 m);
51.25449-0062 (30 m); 51.25449-0063 (40 m);

System overview - CAN bus system
27
1 2 3 4
17
28
7
5 6
8
10 9 9
X16
11
20 X1
21 X9 9
12
25
22 28
X5
13
19 X4 X15
X13
14
23
X14
18 X6
26
X7 X10 X8
16 15
24
25
8255
211
System overview - CAN bus system
212
Wiring of basic components
Port engine Starboard engine
Vessel potential
(1) Starter
(2) 1st. Alternator
(3) 2nd. Alternator (optional)
(4) Terminal box
(5) Batteries for starter
(6) Batteries for additional onboard consumers
(7) Engine and geabox mounts
213
Wiring of basic components
214
Folders
40 Folders
40.1 Abbreviations
A . . . . . . . . . Ampere MAX . . . . . . Maximum

Ah . . . . . . . . Ampere hours mbar . . . . . Millibar
bar . . . . . . . Pressure unit (1 bar = 105 N/m2) MMDS . . . . MAN Monitoring and Diagnostic
System
BDC . . . . . . Bottom Dead Centre
min . . . . . . . Minutes
C . . . . . . . . . Celsius
MIN . . . . . . Minimum
CAN . . . . . . Network for control units, data bus
system in the vehicle (Controller Area mm . . . . . . . Millimetre
Network)
MPC . . . . . . Marine Power Control
cm3 . . . . . . . . Cubic centimetre
NC . . . . . . . Normally Closed (relay circuit)
E-Box . . . . . Electronic-Box
Nm . . . . . . . Newton-metre
EDC . . . . . . Electronic Diesel Control
NO . . . . . . . Normally Open (relay circuit)
EOP . . . . . . Engine Operation Panel
perm. . . . . . Permissible
EPA . . . . . . Environmental Protection Agency
poss. . . . . . Possibly
Fa. . . . . . . . Firma (company)
Poti . . . . . . . Potentiometer
FMI . . . . . . . Fault Mode Identification
PWG . . . . . Pedal position sensor
GND . . . . . . Ground
rpm . . . . . . . Revolutions per minute
h . . . . . . . . . Hour
SFFR . . . . . Ship vehicle management computer
IP . . . . . . . . Ingress Protection
SPN . . . . . . Suspect Parameter Number
K . . . . . . . . . Kelvin
TDC . . . . . . Top Dead Centre
kg . . . . . . . . Kilogram
Term. . . . . . Terminal
kW . . . . . . . Kilowatt
UBat ....... Battery voltage
LCD . . . . . . Liquid Crystal Display
UDS . . . . . . Unified Diagnostic Services
LED . . . . . . Light Emitting Diode
V . . . . . . . . . Volt
LLR . . . . . . Idling speed control
VDC . . . . . . Volts Direct Current
m . . . . . . . . Metre
W . . . . . . . . Watt
X . . . . . . . . . Connector designation
> . . . . . . . . . Greater than
< . . . . . . . . . Less than
         Ohm

Folders
40.2 Technical terms
CAN, developed by Bosch at the beginning of the

1980s, was especially developed for fast serial
data communication between electronic control
units in motor vehicles. CAN clearly identifies
every message to be transmitted by means of a
message code.
Unlike user addressing, it is not the control device
but the message itself which is addressed. As a
result, a message can be received by any CAN
bus user. Acceptance of a message solely
depends on the decision of the control units. It is
therefore possible that a message is accepted by
one, several or all control units for further
processing.
CR, Common Rail. Whereas conventional diesel

direct injection systems generate the fuel pressure
anew for each injection process, with common rail
the fuel pressure is built up independently of the
fuel-injection sequence and is permanently
available in the fuel delivery line. Pressure
generation and injection are therefore executed
independently of each other. This technology
allows for demand-orientated fuel injection and has
a positive effect on fuel consumption and exhaust
emissions.
EDC, Electronic Diesel Control, is an electronically

controlled diesel injection system. It reduces fuel
consumption, improves efficiency, lowers
emissions and reduces noise characteristics.

Folders
40.3 Index
A C
Accessibility, 23 Cooling system
Air filter, Intake air restriction, 58 Material selection, 74
Aligning the drive system, 171 pressurised system, 83
Alternator, 113 Schematic diagram, 69
Appendix, System overview, 209 - 233 Seacocks, 71
Applicability and validity, 11 Seawater intake, 70, 72
Assembly, 149 - 173, 193 - 217 Seawater lines, 71
Assembly drawings Seawater outlet, 72
Display MMDS-CLC 6.5, 187 Seawater strainer, 71
Display MMDS-CLC 8.8, 188 Crane transport
Electronic terminal box, 185 Engine with gearbox, 164
Emergency operating unit, 190 Engine without gearbox, 163
Engine Operation Panel - EOP, 189
Engine Operation Panel - EOP D, 189 D
Override button, 191 Display systems and instruments, System
overview, 137
Throttle control systems, 186
Assembly exhaust-gas compensator, 181 E
E-box, Wiring - system overview, 117
B
Elastic engine mounts, Height adjustment, 172
Bleeding the fuel system, 207
Electrics case
C Cabling - system overview, 117
Cabin heating, 105 Shipyard connector, 131
Connections, 106 Electronic terminal box, Connectors, 116
Heat output, 107 Electronic terminal box (E-box)
Schematic diagram, 105 Earthing, 117
Changes and modifications to the engine, 20 Installation, 115
Charge indicator lamp, 136 Emergency operating unit, 129
Checking the crankshaft axial play, 167 Installation, 129
Cleanliness Wiring, 130
Protection from dust, 165 Emergency stop, 135
Protection from moisture, 165 Emission control information label, 9
Colour display MMDS-CLC 6.5 Emission label, 11, 25
Displays, 138 Engine foundation, 36
Visualization, 139 Engine oil
Colour display MMDS-CLC 8.8, Displays, 140 Checking the engine oil level, 201
Colour displays MMDS-CLC, Wiring, 141 Determining the fill quantity, 197
Conduct in the event of a hazard, 159 Filling, 198
Coolant, 84 Oil quality, 197

Folders
E G
Engine Operation Panel, 143 Gearbox, connect at flange, 166
EOP, 143 Gearbox oil cooler, 73
EOP D, 145
EOP, installation, 144 H
EOP, wiring, 143 Hull cooling, 75
Engine operation panel D, Wiring, 145 Connections on the engine, 77
Engine room Diagram, 76
Accessibility of the engine, 30 Expansion tanks, 79
Air duct, 56 Thermodynamic configuration, 85
Air requirement, 54 Volumes, 79
Engine removal, 30 Hydraulic pumps, 109
Fans, 55
I
Temperature, 53
Inclination, 38
Ventilation, 53
Installation drawing, 11, 28
Engine weight, 37
Intake system, Diagram of turbocharging, 57
Environmental protection, 161
Exhaust back pressure J
Max. perm., 67 Jet drive, 100
Measurement, 67
Exhaust system L
Attachment, 63 Labeling, 22
Basic design concept, 61 Liability for material defects, 12
Exhaust outlet on the engine, 62
Seawater injection, 64 M
Structure, 62 Maintenance work, 23
Underwater outlet, 65 MAN Monitoring and Diagnostic System
(MMDS), 138
Exhaust-gas compensator, 180
Explanation of icons, 15 O
Oil pressure, Checking pressure build-up, 201
F
Operating ranges, 104
Filling fuel, 207
Override button, Connecting, 147
Fixed pitch propeller
Override system, Function, 147
Adjustment, 99
Maximum speeds, 100
Flange-mounted gearbox
Clutch, 46
Flywheel, 45
Torsional vibration analysis, 44
Flywheel, 50
Foreword, 9
Fuel lines, Assembly, 178
Fuel system
Fuel lines, 97
Permissible pressures, 97
Schematic diagram, 94

Folders
P T
Personal protective equipment, 153 Throttle control systems
Personnel, Requirements, 152 Actuation, 124
Planning, Installation of engine and gearbox, connecting cable, 121
17 - 41 External throttle control system, 123
Power take-off, 109 Internal throttle control system, 119
Propeller, Load indicator, 102 Terminating resistors, 121
Propeller system, 99 Torsional vibration analysis, 49
Fixed pitch propeller, 99
Proper use, 19 V
Propshafts V-drive, 48
Assembly, 177
W
General, 52
Warning device, acoustic, 136
R
Resilient engine mounts
Description, 41
Installation, 168
Resilient mounts
Engine and gearbox mounts, 42
Flange-mounted V-gearbox, 42
Responsibility of the operator, 151
S
Safety equipment, 20, 158
Seawater pump, Supply quantities, 72
Signage, 160
Spare parts, 13
Special risks, 154
Standards, 14
Start interlock, 126
Start-up
Filling coolant, 203
Important information, 195
Lubricating oil system, 197
Pouring in engine oil, 197
Start/stop device, 134
Starting and stopping the engine, 207


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Installation Instructions

MAN Marine Diesel Engines

51.99496-8240 “Translation of the original instruction”

Revision date: 10.2017

2 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3 Planning engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4 Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Read this manual carefully before starting any work!

7 Engine and flange-mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

8 Power transfer via the propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

9 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

10 Combustion air system and turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

13 Ship-side cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Read this manual carefully before starting any work!

16 Cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

17 Power take-off for driving a hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

18 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

19 Electronic terminal box (E-box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

20 Throttle control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

21 Emergency operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

22 Connection of shipyard wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

Read this manual carefully before starting any work!

23 Display systems and instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

24 Engine Operation Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

25 Override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

26 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

27 Lifting a drive system by crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

28 Attaching the gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

29 Installing resilient engine and gearbox mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

30 Aligning the drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

31 Assembly of propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

32 Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178

Read this manual carefully before starting any work!

33 Installing the exhaust-gas compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180

34 Torques for bolted connections according to works standard M 3059 . . . . . . . . . . . . . . . . . 183

35 Assembly drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

36 Important start-up instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195

37 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

38 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

39 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

Read this manual carefully before starting any work!

Read this manual carefully before starting any work!

1.1 General Information

1.2 Information about this manual

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1.3 Instructions for using this manual

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1.4 Additional documents

1.5 Applicability and validity

1.6 Installing a new engine in a vessel

1.7 Installation acceptance testing

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1.8 Liability for material defects

1.9 Copyright protection

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1.10 Spare parts

Tip for users

Order spare parts from authorised dealers or directly from MAN.

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1.11 Technical documents

Standard Name of the standard

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1.12 Explanation of icons

Tips and recommendations