Professional Documents
Culture Documents
V 81200
V 81200
Dear Customer
The purpose of these installation instructions is to:
D provide assistance and advice in the installation of the MAN Marine Diesel Engines V8−1200 and
V12−1800
D establish the conditions for trouble−free operation of the drive line and avoid installation−related
malfunctions and any resulting consequential damage.
These installation instructions apply to the installation of MAN Marine Diesel Engines V8−1200 and
V12−1800 in yachts.
During the installation and operation of MAN Marine Diesel Engines the applicable laws, statutes and
regulations for the area and range of use must be observed.
The currently applicable accident prevention regulations as well as all other generally recognised health
and safety and safety at work regulations must also be observed.
Caution:
MAN is only liable for material defects when these installation instructions have been observed.
On request and against payment, MAN will perform acceptance tests for installations. Certifications of
prototypes are only valid for series installations, provided that no retroactive modifications are carried out.
If you intend to modify a built−in engine component which has been acceptance−tested by MAN, you must
notify MAN in writing as a further acceptance test may be required.
Sincerely,
MAN Nutzfahrzeuge Aktiengesellschaft
Werk Nürnberg
1
Contents
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Planning of engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Accessibility of engine in engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Engine mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Crane transport of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Flange mounting a gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Aligning an engine with flange−mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Transmission of power by propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Combustion air system and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Auxiliary power take−off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Electrical preheating of coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Cabin heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
First commissioning − Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
First commissioning − Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Tightening torques for bolted connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
MMDS CAN−Bus (V8−1200, V12−1800) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Potentialfree wiring diagram of basic components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
2
Safety regulations
General notes
This summary is a compilation of the most important regulations. These are broken down into main
sections which contain the information necessary for preventing injury to persons, damage to property and
pollution. In addition to these regulations those dictated by the type of engine and its site are to be
observed also.
Important:
If, despite all precautions, an accident occurs, in particular through contact with caustic acids, fuel
penetrating the skin, scalding from hot oil, anti‐freeze being splashed in the eyes etc., consult a doctor
immediately.
D Before putting the engine into operation for the first time, read the operating instructions
carefully and familiarize yourself with the “critical" points. If you are unsure, ask your
MAN representative.
D For reasons of safety we recommend you attach a notice to the door of the engine
room prohibiting the access of unauthorized persons and that you draw the attention of
the operating personal to the fact that they are responsible for the safety of persons
who enter the engine room.
D When the engine is running, do not get too close to the rotating parts. Wear close‐fitting
clothing.
D Do not touch the engine with bare hands when it is warm from operation − risk of burns.
ËË
D Exhaust gases are toxic. Comply with the instructions for the installation of MAN Diesel
ËË
engines which are to be operated in enclosed spaces. Ensure that there is adequate
ventilation and air extraction.
3
Safety regulations
D Always carry out maintenance work when the engine is switched off.
If the engine has to be maintained while it is running, e.g. changing the elements of
change‐over filters, remember that there is a risk of scalding. Do not get too close to
rotating parts.
D Change the oil when the engines is warm from operation.
ËË
Caution:
ËË
There is a risk of burns and scalding. Do not touch oil drain plugs or oil filters with bare
hands.
D Take into account the amount of oil in the sump. Use a vessel of sufficient size to
ensure that the oil will not overflow.
D Open the coolant circuit only when the engine has cooled down.
If opening while the engine is still warm is unavoidable, comply with the instructions in
the chapter entitled “Maintenance and Care".
D Neither tighten up nor open pipes and hoses (lube oil circuit, coolant circuit and any
additional hydraulic oil circuit) during the operation.
The fluids which flow out can cause injury.
D Fuel is inflammable. Do not smoke or use naked lights in its vicinity. The tank must be
filled only when the engine is switched off.
D Keep service products (anti‐freeze) only in containers which can not be confused with
drinks containers.
4
Safety regulations
Do not demand more from the engine than it is able to supply in its intended application. Detailed
information on this can be found in the sales literature.
If faults occur, find the cause immediately and have it eliminated in order to prevent more serious damage.
Use only genuine MAN spare parts. MAN will accept no responsibility for damage resulting from the
installation of other parts which are supposedly “just as good".
In addition to the above, note the following points:
D Never let the engine run when dry, i.e. without lube oil or coolant.
D When starting do not use any additional starting aids (e.g. injection with starting pilot).
D Use only MAN‐approved service products (fuel, engine oil, anti‐freeze and anti‐corrosion agent). Pay
attention to cleanliness. The Diesel fuel must be free of water. See “Fuels, Lubricants and Coolants ...".
D Have the engine maintained at the specified intervals.
D Today modern components of diesel injection consist of high‐precision parts which are exposed to
extreme stresses. The high‐precision technology requires the utmost cleanliness during all work on
the fuel system.
Even a particle of dirt over 0,2 mm can lead to the failure of components.
D Do not switch off the engine immediately when it is warm, but let it run without load for about 5 minutes
so that temperature equalization can take place.
D Never put cold coolant into an overheated engine. See “Maintenance and care".
D Do not add so much engine oil that the oil level rises above the max. marking on the dipstick.
Do not exceed the maximum permissible tilt of the engine.
Serious damage to the engine may result if these instructions are not adhered to.
D Always ensure that the testing and monitoring equipment (for battery charge, oil pressure, coolant
temperature) function satisfactorily.
D It is advisable to switch off the engine if an alarm of any kind is displayed in the engine monitoring and
diagnostic system. If this is not possible for any reason, the engine should be run no faster than
1200 rpm until the fault is remedied, see Operating Instructions.
D Comply with instructions for operation of the alternator. See “Operating Instructions".
D Do not let the seawater pump run dry. If there is a risk of frost, drain the pump when the engine is
switched off.
5
Safety regulations
Coolant
D Treat undiluted anti‐corrosion agent and / or anti‐freeze as dangerous waste.
D When disposing of spent coolant comply with the regulations of the relevant local authorities.
Prolonged or repeated contact between the skin and any kind of engine oil decreases the skin. Drying,
irritation or inflammation of the skin may therefore occur. Used engine oil also contains dangerous
substances which have caused skin cancer in animal experiments. If the basic rules of hygiene and health
and safety at work are observed, health risks are not to the expected as a result of handling used engine
oil.
Health precautions:
D Avoid prolonged or repeated skin contact with used engine oil.
D Protect your skin by means of suitable agents (creams etc.) or wear protective gloves.
D Clean skin which has been in contact with engine oil.
− Wash thoroughly with soap and water. A nailbrush is an effective aid.
− Certain products make it easier to clean your hands.
− Do not use petrol, Diesel fuel, gas oil, thinners or solvents as washing agents.
D After washing apply a fatty skin cream to the skin.
D Change oil‐soaked clothing and shoes.
D Do not put oily rags into your pockets.
Ensure that used engine oil is disposed of properly
− Engine oil can endanger the water supply −
For this reason do not let engine oil get into the ground, waterways, the drains or the sewers. Violations are
punishable.
Collect and dispose of used engine oil carefully. For information on collection points please contact the
seller, the supplier or the local authorities.
∗ Adapted from “Notes on handling used engine oil".
6
Safety regulations
Accident protection
D Risk of injury!
Fuel jets can cut through skin.
The atomisation of fuel creates a fire risk.
− When the engine is running never loosen the screw connections on the fuel’s
high‐pressure side of the common rail system (injection line from the high‐pressure
pump to the rail, on the rail and on the cylinder head to the injector)
D Risk of injury!
When the engine is running the lines are constantly under a fuel pressure of up
to 1600 bar.
− Wait at least a minute until the pressure in the rail has dropped before loosening a
screw connection
− If necessary check the pressure drop in the rail with MAN‐Cats
D Risk of injury!
− People with pacemaker must keep at least 20 cm away from the running engine.
− Do not touch live parts on the electric connection of the injectors when the engine is
running.
7
Safety regulations
Cleanliness
Today modern components of diesel injection consist of high‐precision parts which are exposed to extreme
stresses. The high‐precision technology requires the utmost cleanliness during all work on the fuel
system.
Even a particle of dirt over 0,2 mm can lead to the failure of components.
The measures described as follows are therefore essential before work begins:
D Before working on the clean side of the fuel system clean the engine and the engine
compartment. During cleaning the fuel system must be closed.
D Carry out visual inspection for any leakage or damage to the fuel system
D Do not spray the high‐pressure cleaner direct onto the electric components, or
alternatively keep them covered
D Do not carry out any welding or sanding work in the engine compartment during
maintenance / repair
D Avoid air movements (any swirling of dust when starting engines)
D The area of the still closed fuel system must be cleaned and dried with the aid of
compressed air
D Remove detached particles of dirt such as paint chippings and insulation material with a
suitable extractor (industrial type vacuum cleaner)
D Cover areas of the engine compartment from which dust particles could be detached
with clean foil
D Wash your hands and put on clean work clothes before starting the disassembly work
When carrying out the work it is essential to comply with the following measures:
8
Safety regulations
D When the clean side of the fuel system has been opened it is not permissible to use
compressed air for cleaning
D During assembly work loose dirt must be removed with the aid of suitable extractors
(industrial type vacuum cleaners)
D Use only fluff‐free cleaning cloths on the fuel system
D Clean tools and working materials before starting to work
D Only tools without any damage may be used (cracked chrome coatings)
D When removing and installing components do not use materials such as cloths,
cardboard or wood since these could shed particles and fine fibres
D If any paint chips/flakes off when connections are loosened (from possible over‐coating)
these chippings must be carefully removed before finally loosening the screw
connection
D The connection openings of all parts removed from the clean side of the fuel system
must be immediately closed up with suitable caps/stoppers
D These caps/stoppers must be packed protected from dust prior to use and after being
used once they must be disposed of
D Following this all the components must be carefully stored in a clean, closed container
D Never use used cleaning or testing liquids for these components
D New parts must not be removed from their original packing material until directly before
use
D Work on removed components may be carried out only at a workplace specially
equipped for it
D If removed parts are shipped always use the original packing material of the new part
9
Planning of engine installation
V12−1800 1
V8−1200
6
11 9
10
4
10
Planning of engine installation
The engines
The figures on page 10 show typical views of the V12 and V8 engines without gearboxes. Currently the
following engine models are available for delivery:
V12−1800
1324 kW (1800 HP)
V8−1200
882 kW (1200 HP)
11
Planning of engine installation
Note:
The engines described in these installation instructions have the engine designations V8−1200 and
V12−1800. These engines are known at the factory under other model designations. These
designations may appear on drawings, layout plans, etc.
Comparison of the designations:
Model designation Internal designation
V8−1200 corresponds to D 2868 LE 433
V12−1800 corresponds to D 2862 LE 433
12
Accessibility of engine in engine room
Note:
Advantages of easy access:
D High engine reliability due to easy
inspection and maintenance work
D Lower service costs due to reduced
time outlays
13
Accessibility of engine in engine room
14
Accessibility of engine in engine room
10
11
16
17
Danger:
The red emergency stop button on the
terminal box must be quickly and easily
accessible!
15
Engine foundation
Parallel
Parallel
Accessibility
to underside of engine
16
Engine foundation
Engine weight
The weights of the engines (without gearbox) are given in the following table:
The weights are based on the engine without lube oil and coolant. To determine the weight of the engine
ready for operation, the weight of the lube oil and coolant must be added.
α
β
Note:
An angle β of 5_ as compared to the side opposite the flywheel may only occur during engine
operation. The installation angle as compared to the side opposite the flywheel is 0_
17
Engine mounting
Note:
The resilient engine mounts cannot compensate for vibrations caused by inadequate alignment of
the drive line or by vibrations from the propeller.
18
Engine mounting
19
Engine mounting
20
Engine mounting
21
Engine room ventilation
Caution:
The following equation provides a good rule of thumb for adequate engine room ventilation:
Engine room temperature = Ambient temperature + 15°C (max. 20°C)
Measured at the front and back of the engine room and at the air filters.
The max. permissible engine room temperature is 60_C.
The temperature in the engine room is essentially dependent on the following boundary conditions:
22
Engine room ventilation
The air requirements given in the table represent the combustion air requirement for each engine.
The air intake openings in the engine room have to be dimensioned to accept this volumetric flow.
Fans
Fans with large dimensions are required to ensure
that the entire engine room has a thorough
circulation of fresh air.
The following criteria will help you in selecting
effective fans:
1. Fans with
a 24V constant voltage power supply,
= 160 mm to 300 mm
2. Fans with
an alternating voltage supply from the ship’s
generator, 240V,
= 150 mm to 450 mm
Small fans attached to corrugated hoses are not
suitable as they do not provide a sufficient flow
rate and only guarantee a supply of fresh air in
their immediate vicinity.
Suction ventilators are recommended; these suck
the warm air out of the engine room so that fresh
air can flow in through the air inlet openings.
Note:
If the air pressure in the engine room
exceeds the surrounding atmospheric
pressure, vapours, oil mist, etc. can make
their way into the living quarters
accommodation on the ship and lead to
bad odours.
23
Engine room ventilation
Caution:
5
Water spray and splash water must not be
allowed to reach the engines! 6
Water ingress would lead to the total loss
of the engine!
A Free cross−section
à Deck
Ä Air duct
Å Side of ship
The free cross−section A of the air inlet is related
to the narrowest point of the complete air supply
route. It is dimensioned according to the air
requirement of the engines in accordance with the
table on page 23.
Air should enter the engine room at as low a point
as possible between the ship’s sides and the
engines.
24
Crane transport of the engine
Danger:
Using unsuitable lifting equipment that is
not strong enough for the load may result
in serious accidents/injury!
Make sure ropes and chains do not pull
crookedly on the crane hooks.
25
Flange mounting a gearbox
Torsional−vibration analysis
The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to
determine the resonance in terms of position and strength and to avoid overstressing, a torsional−vibration
analysis is required.
This can be carried out by MAN for a fee. The requisite data are to be collected during the project phase in
the form of a questionnaire − "Questionnaire on torsional vibration calculation for ship’s drive line".
26
Flange mounting a gearbox
Note: 1
To carry out an exact installation
inspection, request an installation drawing
showing detailed dimensions for the 2
flywheel or flywheel housing.
Resilient coupling
A torsionally resilient coupling à is to be provided
between the engine and the gearbox.
This has the function of decoupling vibrations
between the engine and the drive train (gearbox,
propeller shaft and propeller). In this way, high 3
frequency vibrations created by the ignition cycle is
restricted to the engine crankshaft.
Furthermore, the transfer of low frequency
vibrations of the drive train to the engine is
prevented.
27
Flange mounting a gearbox
Note:
Tightening torques for screws,
see page 79
28
Aligning an engine with flange−mounted gearbox
Note:
The mounts are pre−compressed at the factory by the shipping locks. For this reason it is not
necessary to preload the resilient mounts before the alignment.
Note:
A resilient propeller shaft coupling between
gearbox output flange and propeller shaft
flange compensates minor offset and
reduces vibrations.
Caution:
The max. height adjustment of all mounts
is 10 mm.
This adjustment height must not be
exceeded. Larger differences in height
must be compensated for with metal 1
shims.
The less the height is adjusted, the more
room for later adjustments.
2
29
Aligning an engine with flange−mounted gearbox
Caution:
In order to avoid damage by vibrations and oscillations, the alignment of the drive line must be
checked annually or after approx. 3000 operating hours and if necessary adjusted.
Parallelism of flanges
Check that shafts are flush in advance
D Using straightedge  at several points, check 3
whether gearbox output flange À and propeller
shaft flange Á are flush in relation to each
other.
Check for parallelism of flanges
D Join propeller shaft flange and gearbox output
flange together
D Slide feeler gauge à with a 0.5 mm blade
between the flanges, screw in a coupling bolt
and tighten slightly
1 2
D Pull out the 0.5 mm blade
D Check the gap dimension all round at 90°, 180°
and 270° with 0.58 mm and 0.42 mm blades
(the tolerance must not exceed 0.08 mm)
D Remove the bolt and apply a marking to the 4
gearbox output flange
D Rotate the gearbox output flange through 90°,
180° and 270° and repeat the check
If the measurement produces a reading of more
than 0.125 mm, then the propeller shaft flange is
running with excessive lateral runout (wobble).
30
Aligning an engine with flange−mounted gearbox
Caution:
The alignment of the drive line must be
checked after the ship has been launched.
If readjustment is necessary, make sure
that all the mounts have a uniform bearing
function.
31
Transmission of power by propshafts
Drive line consisting of engine, highly resilient coupling, propeller shaft and
gearbox
Drive line consisting of engine, resilient coupling with flange bearing, propeller
shaft and gearbox
5
2
32
Transmission of power by propshafts
Torsional−vibration analysis
The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to
determine the resonance in terms of position and strength and to avoid overstressing, a torsional−vibration
analysis is required.
This can be carried out by MAN for a fee. The requisite data are to be collected during the project phase in
the form of a questionnaire − "Questionnaire on torsional vibration calculation for ship’s drive line".
33
Transmission of power by propshafts
Flywheels
Note:
To carry out an exact installation
inspection, request an installation drawing
showing detailed dimensions for the
flywheel or flywheel housing.
1
À Flywheel with I = 1.1 kgm2 for the installation of
a highly resilient coupling
Á Flywheel with I = 1.9 kgm2 for the installation of
a resilient coupling with flanged bearing
34
Transmission of power by propshafts
b1
b2
Exception:
In the case of a spatially−angled propeller shaft,
the input and output shafts do not lie in one plane.
To achieve a steady output motion, the inside
propeller shaft forks must be twisted against one
another so that they both lie within the angled
plane produced by their joints. In addition, the
spatial working angles must be the same.
35
Transmission of power by propshafts
Auxiliary equipment consisting of two alignment rods can be used to obtain the same working angle for a
V-configuration.
Such auxiliary equipment is illustrated below.
For the dimensions given this equipment can be used for propeller shafts with lengths of
Lz = 700 to 1300 mm. Shorter or longer propeller shafts require shorter or longer rods A.
Procedure: Mount alignment rods in place of the propeller shaft. Both parts must be of the same length.
Align engine or gear box so that the tips of the alignment rods meet. Remove the auxiliary equipment and
mount the propeller shafts.
36
Transmission of power by propshafts
Caution:
Incorrectly assembled propeller shafts will not compensate for irregular motions, but rather
increase it. This causes vibrations in the drivetrain. Furthermore, the joints and splined sections
may be damaged.
The propeller shafts are to be arranged so that the splined section is protected from dirt and moisture.
Usually what this mean is that they are to be installed as per the following drawings, where the profile seals
are pointed down so that any splash water can flow away from the splined section.
The propeller shafts must not be separated at the splined section and must not be swapped with each
other. Otherwise the balance of the shafts will be considerably affected. For this reason the balance
weights are also not to be removed.
37
Combustion air system and charging
The diagram shows the combustion air ducting on the V8−1200. The design is identical for V12−1800.
There are two stages of turbocharging whereby the combustion air is cooled after each stage. Each
cylinder bank has one low compression stage turbocharger, one intercooler and one high compression
stage turbocharger.
After passing through the air filter, the combustion air is pre−compressed by the low compression stage
turbocharger and cooled by the intercoolers. The high compression stage turbocharger compresses the
combustion air to the final pressure. Before the air reaches the cylinders, the air is cooled in the charge air
cooler to a temperature of approx. 50°C. The waste gates limit the amount of combustion air flow and
prevents an overload of the engine.
Both the intercooler and the charge air cooler are supplied with sea water.
Caution:
The proper operation of the charge air cooler and the intercooler can only be ensured if sufficient
sea water is supplied, see chapter “Cooling system” page 45.
38
Combustion air system and charging
Air filters
Caution:
If any dust producing work is to be
performed on the ship after the engine has
been installed, please take measures to
protect the air filters from this dust.
V8−1200
in new condition: 35 mbar
in soiled condition: 70 mbar
V12−1800
in new condition: 70 mbar
in soiled condition: 90 mbar
Caution:
If this value is exceeded, check ventilation
of the engine room, see page 22.
39
Exhaust system
Caution:
If sea water ingresses the engine, it will
result in a total write−off that is not covered
by the MAN warranty.
Caution:
Secure and support the exhaust pipes so
that no forces act on the turbochargers.
40
Exhaust system
4
x
41
Exhaust system
42
Exhaust system
Exhaust silencing
Exhaust silencing can be achieved either by
means of an exhaust outlet below the water line or
by installing exhaust silencers.
Caution:
A vacuum at the exhaust outlet leads to
impermissible high turbocharger rpms and
is therefore not allowed.
Caution:
Exceeding the permissible value leads to
an impermissible exhaust temperature and
to thermal loading, as well as to
inadequate engine power and considerable
smoke development.
43
Exhaust system
Danger:
Missing or unsuitable insulation can lead
to:
D Accidents with burns
D Fires in the engine room
D High engine room temperatures
44
Cooling system
1
2
4 4
5
7
À Expansion reservoir
Á Charge air cooler, high compression stage
 Seawater outlet
à Intercooler, low compression stage
Ä Seawater pump
Å Seawater inlet
Æ Connection of cool water supply to gearbox cooler
Note:
The connection for the cooling water return from the gearbox cooler is to be installed by the
shipyard on the cooling water pipe downstream from the seawater outlet Â.
45
Cooling system
Seawater inlet
Sea water enters through a scoop À on the
underside of the hull.
In this way, the pressure created at the sea water
inlet while the ship is moving can be utilised to
supply the pump with sea water.
Scoop
Although the inlet cross−section of the scoop is
determined by the diameter of the sea water inlet
1
pipe, it should nevertheless be designed to be as
large as possible within the framework of these
limits.
In order to achieve a flow−optimised shape, the
entire scoop should be manufactured as a single 3
casting.
The sea water enters through a grille with large
openings between the bars Á. In order to assist
the inflow into the sea water inlet pipe to the
2
engine, the back of the scoop  must have a
round, flow−optimised shape so that no water
backpressure can inhibit the sea water supply.
46
Cooling system
Sea valve 1
Ball valves which are bolted directly to the scoop
should be used as sea valves À.
These can be swiftly closed in an emergency (pipe
break).
In addition, the "Open / Closed" setting of the valve
can be immediately identified from the position of
the handle.
Seawater filter
The seawater filter Á should be equipped with a
sight glass, a removable cap and a removable filter
basket. 2
The following approximate values apply to the filter
basket:
− Mesh size max. 3 mm
− Surface approx. 10 times as large as the
inlet cross−section
Positioning of sea water filter:
If possible directly above the sea valve.
In any event the sea water filter must be situated
above the water level.
This allows the filter to be cleaned with the sea
valve open. Furthermore, with the sea valve open,
objects blocking the scoops can be removed
without having to lift the ship out of the water.
47
Cooling system
Seawater pump
Flow rate of the seawater pump Á:
Seawater inlet
The seawater filter line is connected to the intake
connection Á of the seawater pump. A hose is
used for this purpose with a diameter of 4 inches.
Seawater outlet
The ship−side piping is connected to the seawater
outlet Â. Seawater is frequently sprayed into the
4
exhaust system, see page 42. A hose with a 4 inch
diameter is used to connect to the ship−side piping.
2
48
Cooling system
Commissioning
Note:
Proof of an adequate sea water supply is a decrease in vacuum pressure in the inlet pipe with
increasing ship speed, ideally to overpressure.
D At standstill: 0.3 bar at set rated speed
D At maximum speed: 0.05 bar
If the vacuum pressure increases while the ship is moving, then seawater supply cannot be
ensured.
49
Fuel system
1 2 3 4
The fuel flows from the tank through the fuel prefilter with water separator Ä to the fuel system on the
engine À. Surplus fuel is returned back to the tank.
The following are important for proper engine operation: the installation of a fuel prefilter with water
separator Ä, see page 51, and the dimensions and spatial arrangement of the fuel system lines on the ship
side, see page 53.
50
Fuel system
Caution:
Always maintain conditions of absolute
cleanliness when working on the fuel
system.
Fit fuel connections with sealing caps.
The smallest particles of dirt in the fuel C
system can lead to total failure of the
injection system.
The fuel pre−filter supplied by MAN must
not under any circumstances be replaced
by a different make. B
3
For CR engines, a fuel pre−filter with water
separator is supplied loose (Manufacturer:
MANN&HUMMEL).
This must be installed in the fuel feed from the A
tank to the engine.
The fuel pre−filter is designed as a reversible 2
double filter.
À Drain plug with left−hand thread 1
Á Filter bowl
 Filter cartridge
Note:
Note the lever position of the 3−way valve.
Handle in position:
A continuous operation 1 2 3 4
(both filter halves switched on)
B left side switched off
C right side switched off
51
Fuel system
Caution:
The permitted vacuum pressure of
max. 0.35 bar upstream of the fuel pre−-
filter must not be exceeded even when the
filters are contaminated.
Note:
The figures show a single filter. The
installation for the reversible double filter is
carried out in effectively the same manner.
52
Fuel system
Fuel lines
Note:
The inside diameter (DN) of the fuel intake
line leading from the tank to the fuel
prefilter must be at least 20 mm.
53
Propeller system
Powerin%
À Engine power curve 50
10
0
40 50 60 70 80 90 100 110 120
Rpmin%
50
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Speedin%
54
Propeller system
Powerin%
 Speed/power reduction curve
à Operating point for a propeller that is too big 50
3
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Rpmin%
40
30
2
20
10
0
40 50 60 70 80 90 100 110 120
Speedin%
55
Propeller system
Note: 100% 1
This is calculated at a certain rpm
delivered torque from the diesel injection
quantity.
By comparing it to the max. possible diesel
injection quantity 100% (this is stored in 3
the control unit) the relative value can be
Torque
calculated.
56
Propeller system
57
Auxiliary power take−off
Caution:
Hydraulic pumps are available for the
clockwise and counterclockwise directions
of rotation.
They may only be used in the specified
direction of rotation.
The direction of rotation is defined as
viewed towards the shaft.
58
Electrical system
Ship ground
The ship ground is created by a copper band which runs longitudinally along the hull and is connected to
the zinc anodes.
The engine, gearbox and terminal box must be connected to the ship ground by a ground cable.
Batteries
Each engine has a separate battery for the starter. 24V DC consumers are to be supplied by their own
batteries.
Starters
All MAN ship engines have starters with 2 poles.
1
For this reason the positive cable of the starter
battery connects to terminal 30 of
the starter À, the negative cable of the starter
battery connects to terminal 31 of the starter Á.
2
Caution:
The negative cable must never be
connected to the ship ground, the hull or to
other components.
Starter cable
Information about battery capacity, cable diameter
3 4
and cable length can be found on page 60.
59
Electrical system
60
Electrical system
Generators
The starter battery of each engine is charged by a 1
generator À.
The generator has been completely wired at the
factory.
This generator may not be used to charge other
batteries used to power other consumers.
Caution:
To insulate the generators, insulating 4
sleeves Ä and insulating washers à are
installed between the bracket and the
generators.
These parts may therefore not be
removed when disassembling the
generator.
61
Electrical system
Terminal box
The terminal boxes are connected to the ship
ground using ground cables À.
62
Electrical preheating of coolant
If required, the engines can be equipped with an electrical coolant preheating system.
63
Cabin heater
Basic setup
The control stand and the ship’s quarters can be heated with a part of the heat generated by the engine in
the coolant. For this purpose part of the coolant is bypassed through a heat exchanger. The heat generated
there can be used to heat the cabins.
3
5
4
64
Cabin heater
65
Throttle lever control system
20 kΩ
Emergencystop1 Emergencystop2
6
66
Throttle lever control system
Terminatingresistors
894105xxx2
MPCBB MPCstdb
S1 S2 S1 S2
X15 X15
S1−ON S1−ON
S2−ON X13 S2−ON X13
X14 X14
MANterminalbox MANterminalbox
Crosscommunication
S1: CAN bus throttle lever terminator
S2: Cross communication terminator
Close off unused connections
with suitable caps
The throttle levers and MPC in the engine terminal box are connected with shielded M12 CAN bus cables.
When wiring, make sure to not cross the throttle lever CAN bus between the MPC and the throttle levers.
This can easily happen when connecting the cables.
The termination resistors must be plugged on as shown or activated via DIP switch, see page 69.
67
Throttle lever control system
Shielded lines/cables for the Marex OSII (MPC) throttle lever control system
Shielded CAN bus wires must be used between the Marex OSII (MPC) throttle lever control and the throttle
levers. These shielded wires are necessary to avoid the affects of electromagnetic radiation (e.g. mobile
phones) to the throttle lever control. Improper wiring could result in fluctuations in the speed set by the
throttle levers.
2 2
Caution:
To preclude confusing with other CAN bus cables, please note the metal guide À of the union nut
and the green marking Á at the cable ends.
68
Throttle lever control system
Caution:
If the CAN bus is not terminated, or if it is incorrectly terminated, then this may result in
disturbances in data communication.
Note:
S1: Throttle lever terminating resistor switch
S2: Cross communication terminating resistor switch
69
Throttle lever control system
The X 13 and X 14 connections must not be fitted with terminating resistors, but rather fitted with blind caps
when not used. The termination is always made directly at the MPC controller dip switch (S2). The default
setting must not be changed for double engine systems.
Default setting for double engine systems: S2 set to right position = termination active
On systems with more than two engines, termination of the MPC controller in the middle must be
deactivated, i.e. DIP switch S2 set to the left position.
Caution:
For 24 V valves the resistance must be greater than 12 Ω !
Flat ribbon cables in the terminal box for gearbox control may be overloaded or destroyed.
Procedure:
D Disconnect the solenoid valve plug
D Carry out a resistance measurement (forwards and reverse) at both solenoid valves
Set the meter to ohms and measure the resistance of the respective solenoid valve between Pin 1
and Pin 2.
Resistances for 24 V solenoid valves:
− ZF: 20−30 Ω
− Twin Disc: 28−32 Ω
70
Throttle lever control system
Function principle:
Zener diode Ä (bi−directional) reverse−polarity
protected:
The Zener diode helps suppress the voltage peaks
− exceeding 33 V − that arise when switching off
the solenoid valve.
LED Å (bi−directional) reverse−polarity protected: 3
Activation of the solenoid valves is indicated by
LED illumination and can be easily recognised
through the transparent plug housing.
4
Checking the plug function
D Disconnect the plug from the solenoid valve
D Open the plug housing
71
First commissioning − Lube oil system
Oil quality
V8−1200, V12−1800 engines may only be operated with oils complying with works standard M 3277.
Note:
Only use fuels, lubricants and coolants in accordance with MAN regulations, otherwise the
manufacturer’s warranty will not apply!
For basic information on consumables, refer to the publication “Fuels, Lubricants and Coolants for
MAN Diesel Engines".
You can find the approved products on the Internet at:
https://mmrepro.mn.man.de/bstwebapp/BSTServlet
Proceed as follows:
D Add the minimum amount of oil stipulated for
the relevant oil pan (see Operating Instructions,
Technical Data). Then wait approx. 1/2 hour
until the oil has collected in the oil pan.
D Pull out the oil dipstick and mark the visible
minimum oil level (MIN) on it.
D Then top up the difference to the maximum
permitted oil pan quantity, wait approx. 1/2 hour
and mark the visible max. oil level (MAX) on the
oil dipstick.
D After filling with oil, start the engine and run at
idle speed for a few minutes. Shut down the
engine. Check the oil level after approx. 5
minutes. MAX
D Because the oil filters and oil lines fill up while MIN
the engine is running, top up the missing oil
quantity now. Determine and make a note of
the overall oil quantity.
Caution: Oil
?
Overfilling the engine with oil will result in
engine damage!
MAX
MIN
72
First commissioning − Cooling system
Caution:
Overtightened caps can not be opened
again.
73
First commissioning − Cooling system
Caution:
Overtightened caps can not be opened
again.
Note:
The turbochargers must not be vented 6
2
while the cooling system is being topped
up.
74
First commissioning − Cooling system
Danger:
If in an exceptional case the coolant level has to be checked with the engine still hot from
operation, first carefully loosen the locking cap − relieve the pressure − then open carefully.
75
Notes
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76
Appendix
77
Tightening torques for bolted connections
Bolts / nuts with external hex−head or hexsocket head, or head without collar or flange
79
Technical data
80
Technical data
81
Technical data
82
Technical data
83
MMDS CAN bus
84
MMDS CAN−Bus (V8−1200, V12−1800)
1 2 3 4
7
5 6 10
8
9 9
X16
11
X1
20
21 X9 9
12
25
22
X5
13
X4 X15
19
X13
14
23
X14
18 X6
26
X7 X10 X8
17 16 15
24
25
85
Potentialfree wiring diagram of basic components
Starter Starter
motor Batteries motor Batteries
for starter for starter
motor motor
Batteries Batteries
2nd. Alternator for additional 2nd. Alternator for additional
(optional) onboard (optional) onboard
consumers consumers
Terminal box Engine and gearbox brackets Terminal box Engine and gearbox brackets
Vessel potential
87
Index
A E
Air filters, Vacuum downstream of air filter . . . . 39 Exhaust back pressure
Air intake system, combustion air . . . . . . . . . . . . 39 Max. perm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Aligning the drive line . . . . . . . . . . . . . . . . . . . . . . 29 Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Alignment, Propeller shaft drive . . . . . . . . . . . . . 36 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Bellow expansion joint . . . . . . . . . . . . . . . . . . . . 41
Auxiliary power take−off, hydraulic pump . . . . . . 58 Exhaust outlet on engine . . . . . . . . . . . . . . . . . 41
Sea water injection . . . . . . . . . . . . . . . . . . . . . . . 42
B Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Batteries, 59 Underwater outlet . . . . . . . . . . . . . . . . . . . . . . . . 43
C F
Commisioning Filling capacity
Filling and venting the cooling system . . . . . . 73 Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80, 82
Marking oil dipstick . . . . . . . . . . . . . . . . . . . . . . . 72 Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80, 82
Coolant preheating . . . . . . . . . . . . . . . . . . . . . . . . 63 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Cooling system Fuel prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Choice of materials . . . . . . . . . . . . . . . . . . . . . . 49 Fuel system
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Measuring point . . . . . . . . . . . . . . . . . . . . . . . . . 48 Permissible pressures . . . . . . . . . . . . . . . . . . . . 53
Sea valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Seawater filter . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 G
Seawater inlet . . . . . . . . . . . . . . . . . . . . . . . . 46, 48 Gearbox control . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Seawater outlet . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Gearbox flange mounted
Seawater pipes . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . 48 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Crane transport . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Torsional−vibration analysis . . . . . . . . . . . . . . . 26
Crankshaft axial play . . . . . . . . . . . . . . . . . . . . . . . 28 Gearbox installation . . . . . . . . . . . . . . . . . . . . . . . 28
Gearbox oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . 48
E Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 I
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . 16 Inclination max. perm. . . . . . . . . . . . . . . . . . . . . . . 17
Engine installation, Planning, general . . . . . . . . 10 Installation drawing . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine mounting . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Intake system, Diagram of the charging . . . . . . 38
Phoenix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
M
Phoenix cone . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Propeller
Engine mounts, Height adjustment . . . . . . . . . . . 29
Load indication . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Engine room
Suitability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Accessibility of the engine . . . . . . . . . . . . . . . . 13
Propeller shafts
Air ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Air requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
’Engine weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
89
Index
S T
Safety regulations . . . . . . . . . . . . . . . . . . . . . . . 3 − 9 Technical data
Handling used engine oil . . . . . . . . . . . . . . . . . . . 6 V12 − 1800 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Preventing accidents with injury to persons . . . 3 V8 − 1200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Preventing damage to engine Terminal box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
and premature wear . . . . . . . . . . . . . . . . . . . . . . . 5 Throttle lever control
Preventing environmental damage . . . . . . . . . . 6 Cross communication . . . . . . . . . . . . . . . . . . . . 70
Special instructions when working on the Throttle lever control system . . . . . . . . . . . . . . . . 66
common rail system . . . . . . . . . . . . . . . . . . . . . . . 7
Connection lines . . . . . . . . . . . . . . . . . . . . . . . . . 68
Ship ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Termination resistors . . . . . . . . . . . . . . . . . . . . . 68
Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Torsional−vibration analysis . . . . . . . . . . . . . . . . . 33
V
V−Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Vessel potential . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
90