40 54 B1 OperatingInstructions

Technical Documentation
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . L 40/54
Work No. . . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6700-- 1
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0 : Telex 5 37 96-0 man d
6700 B1--01 E 04.99 101/ 02

. 1999 MAN B&W Diesel AG
All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation of
this documents or part of it.
6700 B1--01 E 04.99 102/ 02

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
N 2 Technical details
N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification
N 2.2 Engine
: N 2.2.1 Characteristics
: : N 2.2.2 Photos/Drawings
N 2.3 Components/Subassemblies
: : N 2.3.1 Standard engine design Crankcase to cylinder head
: : N 2.3.2 Camshaft drive to injection valve
: : N 2.3.3 Supercharger system through engine controls
: : N 2.3.4 Special engine designs
: : N 2.3.5 Accessories
N 2.4 Systems
: : N 2.4.1 Fresh air/Charge air/ Exhaust gas systems
: : N 2.4.2 Compressed air and starting system
: : N 2.4.3 Fuel oil system
: : N 2.4.4 Control of Speed and Output
: : N 2.4.5 Injection timing adjusting device
N 2.5 Technical data
: : N 2.5.1 Ratings and consumption data
: : N 2.5.2 Temperatures and pressures
: : N 2.5.3 Weights
: : N 2.5.4 Dimensions/Clearances/Tolerances--Part 1
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 101 /03

N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.1 Quality requirements on gas oil/diesel fuel (MGO)
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.5 Quality requirements for lube oil
: : N 3.3.7 Quality requirements for engine cooling water
: N 3.3.8 Analyses of operating media
: : N 3.3.11 Quality requirements for intake air (combustion air)
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Monitoring the engine/ performing routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
: N 3.5.11 Exhaust gas blow--off
: N 3.5.12 Charge air blow--off
N 3.6 Engine operation III -- Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.2 Emergency operation with one cylinder failing
: : N 3.6.3 Emergency operation on failure of one turbocharger
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 102 / 03

: : N 3.6.4 Failure of the electrical mains supply (Black out)
: N 3.6.5 Failure of the cylinder lubrication
: : N 3.6.6 Failure of the speed control system
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
: : : N 3.6.8 Procedures on triggering of oil mist alarm
: : : N 3.6.8 Procedures in case a splash--oil alarm is triggered
: : : N 3.6.9 Procedures on triggering of Slow--Turn--Failure
N 3.7 Engine operation IV -- Engine shut--down
: N 3.7.1 Shut down/Preserve the engine
N 4 Maintenance/Repair
: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.5 Replacement of components by the New--for--old Principle
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.1 Maintenance Schedule (Systems)
: : N 4.7.2 Maintenance Schedule (Engine)
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 103 /03

Introduction
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
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Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 101 /01

Preface 1.1
Engines -- characteristics, Engines produced by MAN B&W Diesel AG have evolved from decades of
justified expectations, continuous, successful research and development work. They satisfy high
prerequisites standards and have ample redundancy of withstanding adverse or detri-
mental influences. However, to meet such expectations, they have to be
used to purpose and serviced properly. Only if these prerequisites are ful-
filled, unrestricted efficiency and long service life can be expected.
Purpose of the operating and The operating instructions as well as the working instructions (work cards)
working instructions are thought to assist you in becoming familiar with the engine. They are
also thought to provide answers to questions that may turn up later on,
and to serve as a guidance in your activities of engine operation and when
carrying out maintenance work. Furthermore, we attach equal importance
to familiarising you with the methods of operation, causes and conse-
quences, and to conveying the empirical knowledge we have. Not least, in
providing the operating and working instructions, we comply with our legal
duty of warning the user of the hazards which can be caused by the en-
gine or its components - in spite of a high level of development and much
constructive efforts - or which an inappropriate or wrong use of our prod-
ucts involve.
Condition 1 The technical management and also the persons carrying out mainten-
ance and overhaul work have to be familiar with the operating instructions
and working instructions (work cards). These have to be available for con-
sultation at all times.
▲▲ Caution! Lack of information and disregard of information may

cause severe injury to persons, damage to property and the environ-
ment!
Therefore: Please observe the operating and working instructions!
Condition 2 Maintenance and overhaul of modern four-stroke engines requires a previ-

ous and thorough training of the personnel. The level of knowledge that is
acquired during such training is a prerequisite to using the operating in-
structions and working instructions (work cards). No warranty claims can
be derived from the fact that a corresponding note is missing in these.
▲▲ Caution! Untrained persons can cause severe injury to per-

sons, damage to property and the environment! Never give orders
which may exceed the level of knowledge and experience! Access
must be denied to unauthorised personnel!
Condition 3 The technical documentation is tailored to the specific plant. There may be
considerable differences to other plants. Informations valid in one case
may, therefore, lead to problems in others.
▲ Attention! Technical documents are valid for one specific plant!

Using information provided for another plant or from outside
sources may, therefore, result in disturbances/damages! Only use
pertinent information, never use information from outside sources!
To be observed as well ... Please also observe the notes on product liability given in the following
section and the safety regulations in Section 3.
6680 1.1--01 E 10.02 32/40 upw 101/ 01

Product Liability 1.2
The reliable and economically efficient operation of a propulsion system

requires that the operator has a comprehensive knowledge. Similarly,
proper performance can only then be restored by maintenance or repair
work if such work is done by qualified specialists with the adequate
expertise and skill. Rules of good workmanship have to be observed,
negligence is to be avoided.
This Technical Documentation complements these faculties by specific

information, and draws the attention to existing dangers and to the safety
regulations in force. MAN B&W Diesel AG asks you to observe the
following:
▲▲ Caution! Neglection of the Technical Documentation, and

especially of the Operating/Working Instructions and Safety
Regulations, the use of the system for a purpose other than intended
by the supplier, or any other misuse or negligent application may
involve considerable damage to property, pecuniary damage and/or
personal injury, for which the supplier rejects any liability
whatsoever.
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How the Operating Instruction Manual
is organized, and how to use it 1.3
Instructions for use
The operating manual contains written and illustrated information. Some

of it is generally useful, some of it really must be observed. This informa-
tion is thought to supplement the knowledge and faculties which the per-
sons have who are entrusted with
- the operation,
- the control and supervision,
- the maintenance and repair
of the engines. The conventional knowledge and practical experience
alone will not be adequate.
The operating instructions have to be be made available to these persons.

The people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.
We attempt to render assistance by a clearly organised composition and

by a clear diction of the texts.
Structure and special features
The operating instruction manual consists of five sections:
1 Introduction
2 Technical details
3 Operation/Operating media
5 Annex
It mainly focuses on:

- Understanding the functions/coherences
- Starting and stopping the engine
- Planning engine operation, controlling it according to operating results
and economic criteria
- Maintaining the operability of the engine,
carrying out preventive or scheduled maintenance work
The manual does not deal with:
- Transport, erection, and dismantling of the engine or major components
of it
- Steps and checks when putting the engine into operation for the first
time
- Repair work requiring special tools, facilities and experience
- Behaviour in case of/after fire, inrush of water, severe damage and
average
6680 1.3--01 E 11.02 32/40 upw 101/ 02

What is also of importance
Engine design The operating manual will be continually updated, and matched to the de-
sign of the engine as ordered. There may nevertheless be deviations be-
tween the sheets of a primarily describing/illustrating content and the defi-
nite design.
Usually a thematic differentiation is made between marine propulsion en-

gines, marine auxiliary engines and engines for stationary plants. Where
the factual differences are but slight, the subject is dealt with in a general
manner. Such passages are to be read selectively, with the appropriate
reservations.
Technical details For technical details of your engine, please refer to:
- Section 2, “Technical Details”
- Volume A1, to the publication “..... Continuous Development”
- Volume B2, Work Card 000.30
- Volume B5, test run record and commissioning record
- Volume D1, list of measuring, control and regulating instruments
- Volume E1, installation drawing
With the exception of the above-mentioned publication, all documents
have been specifically matched to the respective engine.
Maintenance schedule/ The maintenance schedule is closely related to the work cards of Volume
work cards B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in per-
sonnel and time.
6680 1.3--01 E 11.02 32/40 upw 102/ 02

Addresses/Telephone numbers 1.4
Addresses Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure “Diesel and Turbocharger Service Worldwide” in Volume A1.
Company Address
Work Augsburg MAN B&W Diesel AG
D--86224 Augsburg
Phone +49 (0)821 322 0
Fax +49 (0)821 322 3382
Work Hamburg MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone +49 (0)40 7409 0
Fax +49 (0)40 7409 104
Technical Branch Office Hamburg MAN B&W Diesel AG
Vertriebsbüro Hamburg
Admiralitätstraße 56
D--20459 Hamburg
Phone +49 (0)40 378515 0
Fax +49 (0)40 378515 10
MAN B&W Service Center, Please look up in the brochure
agencies and authorised repair “Diesel and Turbocharger Service
workshops Worldwide”
Table 1. Companies and addresses of the MAN B&W Diesel AG
Contact Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.
Your contact
Work Augsburg Work Hamburg MAN B&W Service
Service Center Center, agencies,
Phone: Phone: authorised repair
+49 (0)821 322 ..... +49 (0)40 7409 ..... workshops
Fax: Fax:
+49 (0)821 322 ..... +49 (0)40 7409 .....
Service Engines Waschezek MST Taucke MST4 Look up in the brochure
Phone ..... 3930 Phone ..... 149 “Diesel and Turbochar-
Fax ..... 3838 Fax ..... 249 ger Service Worldwide”
g
Service Turcharger Nickel TS i Volume
in V l A1
Phone ..... 3994
Fax ..... 3998
Service Spare parts Stadler MSC
Phone ..... 3580
Fax ..... 3720
Table 2. Persons to be contacted, telepone and fax numbers
6680 1.4--01 E 10.02 32/40 upw 101/ 01

Technical details
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 2--02 E 07.97 101/ 01

Table of contents
N 2 Technical details
N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification
N 2.2 Engine
: N 2.2.1 Characteristics
: : N 2.2.2 Photos/Drawings
N 2.3 Components/Subassemblies
: : N 2.3.1 Standard engine design Crankcase to cylinder head
: : N 2.3.2 Camshaft drive to injection valve
: : N 2.3.3 Supercharger system through engine controls
: : N 2.3.4 Special engine designs
: : N 2.3.5 Accessories
N 2.4 Systems
: : N 2.4.1 Fresh air/Charge air/ Exhaust gas systems
: : N 2.4.2 Compressed air and starting system
: : N 2.4.3 Fuel oil system
: : N 2.4.4 Control of Speed and Output
: : N 2.4.5 Injection timing adjusting device
N 2.5 Technical data
: : N 2.5.1 Ratings and consumption data
: : N 2.5.2 Temperatures and pressures
: : N 2.5.3 Weights
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 101 /01

Scope of supply/Technical specification 2.1
2.1 Scope of supply/Technical specification

2.2 Engine
2.3 Components/Subassemblies
2.4 Systems
2.5 Technical data
6682 2.1--01 E 07.97 101/ 01

MAN B&W Diesel AG’s
Scope of Supply/Technical Specification 2.1.1
Items supplied The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.
For all items supplied by us ... For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,
and for typical service questions,
- MAN B&W service centers,
- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ... For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
Technical Specification The order confirmation, technical specification related to order

confirmation and technical specification of the engine contain
supplementary information.
6628 2.1.1--01 E 12.97 32/40 upw 101/ 01

Engine 2.2

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.2--01 E 12.97 101/ 01

Characteristics 2.2.1
40/54 engine -- an important Engines with the type designation 40/54 are turbocharged four-stroke
member of the medium-speed engines in in-line configuration with a cylinder bore of 400 mm and a piston
family -- 128 engines sold (status stroke of 540 mm. They are used for power generation in ship propulsion
12/98) systems as well as in stationary power stations. The engines have a
number of design characteristics that are also applied to other members of
the medium-speed family. They are thus based on the rich experience
gained with approx. 760 engines (status 09/98).
Characteristics in key words 40/54 in-line engines essentially consist of static elements such as
crankcase, cylinder liners and cylinder heads, and of moving elements
such as crankshaft with piston, gear drive and camshaft as well as fuel
pump and valve drive. The turbocharger serves for fresh air compression
and exhaust gas transport. Looking on to the coupling, the exhaust pipe is
on the right (exhaust side AS), the charge air pipe is on the left (exhaust
counter side AGS).
The camshaft is positioned in a trough on the exhaust counter side. It

serves for actuating the inlet and exhaust valves and for driving the
injection pump. By means of a manual adjusting device, the injection
timing can be changed.
Turbocharger and charge air cooler are located on the coupling side on
most of the propeller propulsion engines, and at the free engine end on
generator engines. Cooling water and lube oil pumps can be driven via a
drive unit on the free engine end.
The engine can be operated on fuel oil of up to 700 mm2/s at 50 C up to,

and including CIMAC H/K 55. It can be equipped for operation on MDO, if
desired.
Engines of the 40/54 series have a large stroke/bore ratio and a high
compression ratio. These characteristics facilitate an optimisation of the
combustion space geometry and contribute to a good part-load behaviour
and a high efficiency.
The engines are equipped with MAN B&W turbochargers of the NA series.
6700 2.2.1--01 E 06.99 L 40/54 101/ 01

Photographies/Drawings 2.2.2
Figure 1. 7-cylinder L 40/54 four--stroke engine, viewed from the exhaust counter side
6700 2.2.2--01 E 06.99 L 40/54 101/ 05

Figure 2. 7L 40/54, viewed from the coupling side
6700 2.2.2--01 E 06.99 L 40/54 102/ 05

Figure 3. Engine cross section, viewed from the coupling side
6700 2.2.2--01 E 06.99 L 40/54 103/ 05

Figure 4. Longitudinal section of engine (free engine end/exhaust counter side)
6700 2.2.2--01 E 06.99 L 40/54 104/ 05

Figure 5. Longitudinal section of engine (coupling side/exhaust counter side)
6700 2.2.2--01 E 06.99 L 40/54 105/ 05

Components/Subassemblies 2.3

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.3--01 E 12.97 101/ 01

Standard engine design
Crankcase to cylinder head 2.3.1
Crankcase
Crankcase/main bearing/tie rod The engine crankcase (4) is made of cast iron (see Fig. 1 ). It is made in
one piece and designed to be very rigid. Tie rods (3) reach from the lower
edge of the suspended crankshaft bearing to the upper edge of the
crankcase and from the upper edge of the cylinder head (1) to the
diaphragm. The bearing caps (6) of the main bearing are in addition
laterally tensioned using the casing. The camshaft drive gears and the
vibration damper casing are integrated in the crankcase.
1 Cylinder head
2 Backing ring
3 Tie rods
4 Crankcase
5 Crankshaft
6 Crankshaft bearing
cover
7 Cross tierods
Figure 1. Main components
Cooling water/lubrication oil The crankcase does not have any water passages. The lubrication oil is
fed to the engine through a distribution pipe located on the exhaust side
over the crankcase covers. This pipe supplies the crankshaft bearing, big
end bearing, camshaft drive, camshaft, eccentric shaft, injection pumps,
the block distributor of the cylinder lubrication system and the
turbocharger.
Access Through large covers on the side walls (see Fig. 2 ) the engine parts are
easily accessible. In the case of marine engines, the exhaust side
crankcase covers are generally equipped with safety valves; this is only
partly the case with stationary engines.
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 101/ 09

Figure 2. Crankcase, viewed from the coupling end
Oil sump
The oil sump is welded from sheet steel. It catches oil which drips from the
engine and feeds it into the lower--lying lubrication oil tank. In engines with
a rigid or semi--elastic bearing arrangement, an oil sump without fitting (a)
is used. In engines with an elastic bearing arrangement, a reinforced oil
sump (b) is used (see Figure 3 ).
Without fittings V-oil sump
Figure 3. Oil sump
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Crankshaft bearing
Bearing cap/tie rods The main bearing covers (6) are arranged in a suspended position (see
Fig. 4 ). They are held by the continuous tie rods (3). The lateral tension
is maintained by the cross tierods (7). They stabilize the form of the
bearing body and prevent lateral yielding of the crankcase under the
effective ignition pressures.
3Tie rods
4Crankcase
5Crankshaft
6Main bearing
cap
7 Borehole for cross tie-
rods
8 Bearing shell
21 Camshaft-
drive gears
Figure 4. Crankshaft with main bearing
Locating bearing The locating bearing, which establishes the axial position of the
crankshaft, is situated on the coupling end. It consists of the two--part
camshaft drive gear on the crankshaft and butting rings, which rest on the
first thrust bearings.
Crankshaft
Crankshaft/counterweights/ The crankshaft is forged from a special steel. It is arranged in a

drive wheel suspended position and has two counterweights for each cylinder that are
held in place by anti--fatigue bolts that more or less counteract the
oscillating mass (see Figure 5 ). The drive wheel for the geared drive
consists of two segments. They are held together by four tangentially
arranged screws.
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 103/ 09

Figure 5. Crankshaft with camshaft drive gear and attached counterweights
Flywheel The flywheel is located on the flange of the crankshaft on the side of the
coupling. With the help of a turning gear, the gear rim of the flywheel can
be used to turn the engine during maintenance work.
Torsional vibration damper
Rotary oscillations, produced by the crankshaft when excited, are reduced

using a vibration damper (see Fig. 6 ), which is located on the free side of
the engine. The vibrations are transmitted from the internal part to sleeve
spring assemblies where they are damped through friction and cushioning.
The internal part is designed so that cooling water and lubrication oil
pumps can be driven using a screwed on gear rim (not visible in figure).
Figure 6. Torsional vibration damper, with some spring assemblies in place
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 104/ 09

Connecting rod
Connecting rod with two joints The connecting rod joint lies below the eye of the connecting rod (see Fig.
7 ). The big end bearing does therefore not have to be opened when
removing the piston. This has advantages in terms of operational safety

(no change in position/readjustment) and this design also reduces the
piston removal height.
Figure 7. Connecting rod
The bearing cap and connecting rod big end are both screwed together
with anti--fatigue bolts (stud bolts). The piston pin bush is pressed in.
Figure 8. Connecting rod machining centre
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 105/ 09

Piston
Design features Basically, the piston consists of two parts (see Fig. 9 ).
The piston crown (9) is forged from high--quality material. The piston skirt
is made of an aluminium alloy. The choice of materials and the design
produce a high level of resistance to the ignition pressures which are
created and allow close piston play. Close piston play as well as the
design of the piston as a step piston reduce the mechanical load on the
piston rings (11), prevent the ingress of abrasive particles and protect the
oil film from combustion gases.
Cooling The special shape of the piston crown (9) makes effective cooling easier.
Oil is used as a coolant. It is supported by the shaker effect inside and
outside as well as by an additional row of cooling holes on the side of the
piston. In this way the temperatures are adjusted so that the
thermal/mechanical stresses can be controlled and cold condition
corrosion in the ring grooves avoided. The ring grooves are inductively
hardened. Subsequent machining is possible.
The cooling oil is fed through the connecting rod. The transfer from the
oscillating connecting rod to the upper part of the piston is carried out
using a spring--loaded funnel, which slides on the outer contour of the con-
necting rod eye.
9 Piston crown
10 Anti--fatigue bolt
11 Compression ring
12 Oil control ring
20 Piston pin bore
Figure 9. Piston - two--part, oil cooled
”Step piston” Compared to the remaining running surface, the piston crown (9) has a
somewhat smaller diameter. Pistons of this design are called step pistons.
An explanation of the purpose of this stage can be found under ”Cylinder
liner”.
Piston rings The upper and lower parts are connected using anti--fatigue bolts (10).
There are 3 compression rings (11) and an oil control ring (12) that form
the seal between the piston and the cylinder liner. The 1st compression
ring has a chrome--ceramic coating. The 2nd and 3rd rings are chrome
coated. All the compression rings are situated in the wear--resistant and
well cooled steel crown.
Piston pin The piston pin (20) is on a floating bearing in the piston and fixed axially to
the safety rings. There are no bore holes to affect the formation of an oil
film or the overall rigidity.
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Cylinder liner
Cylinder liner/backing ring/top The upper part of the cylinder liners (15), which is made from a special
land ring cast iron, is encased in a spheroidal graphite iron backing ring (2) (see
Figure 10 ). This is centred in the crankcase (4). The lower area of the
cylinder liner is guided by the diaphragm of the crankcase. There is a top
land ring on the cylinder liner join (14).
The division into 3 components, i.e. cylinder liner, backing ring and top
land ring, gives the best possible design with regard to preventing
distortion, cooling and ensuring the temperature of certain parts remains
low.
2 Backing ring
4 Crankcase
14 Top land ring
15 Cylinder liner
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of step piston/ The top land ring (14), which protrudes with respect to the cylinder liner
top land ring bore hole, works together with the recessed piston crown (9) of the step
piston, so that any coke coatings on the piston crown do not come into
contact with the running surface of the cylinder liner (15)(see Fig. 11 ).
This prevents bare polished areas (bore polishing), to which lubricating oil
does not adhere well.
2 Backing ring
9 Piston crown
14 Top land ring
15 Cylinder liner
Figure 11. Combined effect of top land ring and step piston
Cooling The cooling water reaches the cylinder liner via a pipeline connected to the
backing ring. The water cools the upper part of the cylinder liner, flows
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 107/ 09

through the bore holes in the top land ring (jet-cooling) and flows through
holes in the backing ring back to the cooling chambers of the cylinder
head. The cylinder head, backing ring and top land ring can be drained as
one.
The top land ring, cylinder liner and cylinder head can be checked for gas
tightness and cooling water leakages using the bore holes in the backing
ring.
Figure 12. Measuring roughness on finished cylinder liners
Figure 13. Steps in removing the cylinder liner - top land ring/piston/cylinder liner (L 32/40 engine shown -- also applies in prin-
ciple to larger engines)
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 108/ 09

Cylinder head/rocker arm casing
The cylinder heads are made from spheroidal graphite iron. They are held
against the top land ring by eight stud bolts. Bore holes help cool the
strong base of the cylinder head. This strong base, together with the
ribbed inner part, guarantee a high degree of inherent design strength.
Valves in the cylinder head Each cylinder head has 2 inlet (16) and 2 exhaust valves (17). The
exhaust valves are generally built into the valve cages (19). There is also a
version that has no valve cages. In addition, there is 1 starter valve and 1
indicator valve and (in the case of marine engines) 1 safety valve. The fuel
injection valve (18) lies between the valves in a central position. It is
surrounded by a sleeve, the lower section of which is sealed against both
the surrounding cooling water chamber and the combustion chamber (see
Figure 14 ).
1 Cylinder head
16 Inlet valve
17 Exhaust valve
18 Fuel injection valve
19 Valve cage
Figure 14. Cylinder head (version with valve cages)
Connections The connections between the cylinder heads and the exhaust pipe are
made with the help of quick--acting closures.
Rocker arm casing/valve drive The cylinder head is locked upwards by the rocker arm casing and a
cover, through which the valves and the injection valve are easily
accessible (see Fig. 15 ).
Figure 15. Rocker arm casing (inlet valve on left, exhaust valve on right)
6700 2.3.1--01 E 02.00 L 40/54, L 48/60 109/ 09

Control drive to injection valve 2.3.2
Control drive/camshaft drive
Arrangement of the camshaft The camshaft drive is integrated in the crankcase (see Fig. 1 ).
drive and the intermediate It is located between the first crankshaft bearings on the coupling end. The
wheels drive of the camshaft wheel is carried out over two spur toothed
intermediate wheels through a gear rim on the crankshaft (1). The first
intermediate wheel has a large rim gear on the drive side and a small one
on the power take--off side. The second intermediate wheel drives the
camshaft (2) over a press--on wheel.
1 Crankshaft
2 Camshaft
Figure 1. Camshaft drive (photo shows L58/64 engine)
The intermediate wheels run on axes which are inserted and screwed in
from the outside.
Lubrication oil supply The bearing bushes of the cogs are supplied with lubrication oil by the
axes; the meshes are lubricated through spray nozzles.
Camshaft
Camshaft The engine has a multi--part camshaft, which activates the gas exchange
and the fuel injection pumps (see Fig. 2 ). The cams are shrunk on
hydraulically. The connection of the shaft pieces is established using
conical sleeves.
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 101/ 08

Figure 2. Camshaft
The camshaft lies together with the cam follower shaft and the rocker
arms in a formed trough. The bearing caps are suspended in the case of
the L 40/54 engine, and arranged vertically on the L48/60 engine. The
bearings are two--component bearing shells. Each cylinder has an injection
cam (3), an inlet cam (4), an exhaust cam (5) and a starter cam (6) (see
Figure 3 ).
Thrust bearing The longitudinal position of the camshaft is controlled by a thrust bearing
located on the coupling end.
3 Injection cam
4 Inlet cam
5 Exhaust cam
6 Starting cam
7 Pulse pipe of the
starting air pilot valve
8 Rocker arm
Figure 3. Camshaft with rocker arms (photo shows L 40/54 engine)
Valve drive
Camshaft cam follower push The push rods for the inlet and exhaust valves are driven by the camshaft
rods via inlet and exhaust rocker arms (8) that are mounted on short rods and
absorb the cam movement through a roller (see Figure 3 ).
Activating the valves The movement of the inlet valve push rod is transferred through an
articulated lever to the valves. The exhaust valves are driven via an
intermediate lever. The rocker levers are mounted in the casing on
knockout spindles (see Fig. 4 ).
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 102/ 08

Figure 4. Rocker arm casing (inlet valves on left, exhaust valves on right)
Valves
Valves/valve guides There are 2 inlet (11) and 2 exhaust valves (12) per cylinder head. They
are controlled by pressed--in valve guides (15) (see Figure 5 ). The
exhaust valves are generally built into the valve cages. This facilitates
maintenance work.
10 Cylinder head
11 Inlet valve
12 Exhaust valve
13 Injection valve
14 Valve cage
15 Valve guide
Figure 5. Cylinder head
Valves/seat rings The exhaust valve cone and the associated seat ring are equipped with an
armouring (see Figure 6 ). The exhaust valve cage (if present) is
water--cooled.
Valve rotators The inlet valves (11) are turned using valve rotators (see Fig. 5 ). The
exhaust valves (12) have propeller blades on the shaft above the plate that
use the gas flow to rotate the valves. The rotation is facilitated using the
thrust bearing on the valve shaft.
The valve rotators counteract high temperature stresses at individual

points and guarantee gas--tight valve seat.
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 103/ 08

Figure 6. Armouring of a valve cone
Figure 7. Installing a valve cage
Speed governor
A mechanical-hydraulic or a mechanical-electronic speed governor is used

depending on the area of application and how the engine is being
operated..
System components The mechanical-hydraulic speed and output control system consists of the
mechanical speed governor with the hydraulic actuator (16), the remote
speed governor and the control equipment (see Fig. 8 ). The speed sen-
sors (31) are required for the emergency shut--down.
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 104/ 08

16 Speed governor
18 Control shaft
34 Inductive position pick--up
(admission indicator)
35 Tacho machine
Figure 8. Woodward speed governor
An electro--hydraulic speed and output control system also has an

electro--hydraulic converter, an electronic speed governor and an oil
cooler.
Working principle The difference between the setpoint and actual speed values is
determined using the mechanical speed controller or the electronic control
unit. If there is a difference, the connection rod is adjusted hydraulically,
thus causing the control shaft (18) and the control rods of the injection
pumps to move, i.e. the amount of fuel injected into the cylinder is
changed.
Injection timing adjustment
Using the injection timing adjusting device, the injection timing can be
modified according to fuel quality. The eccentric shaft is turned and the
cam followers of the injection pumps move to allow the fuel to be injected
either earlier or later. The activation is carried out either mechanically (see
Fig. 9 ) or electrically. A more detailed description can be found in section
2.4.5.
Figure 9. Mechanical injection timing adjustment
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 105/ 08

Fuel injection pump
Arrangement/drive The fuel injection pumps (see Fig. 10 and 12 ) are situated on the exhaust
counter side in the control shaft trough. The drive through the fuel pump
cams is carried out using cam followers (8). The stroke movement of the
rocker arm is transferred directly to the spring--loaded pump piston (22).
4 Camshaft
8 Rocker arm
19 Pump cylinder
20 Baffle screw
21 Constant pressure
relief valve
22 Pump piston
33 Tappet with roller
Figure 10. Fuel injection pump with bevel control
Method of operation The fuel is fed into the middle of the pump cylinder (19) through an
annulus. The baffle screws (20) are also situated there. They can easily be
replaced in the event of wear through cavitation. The pump cylinder is
sealed at the top by the valve body, in which constant pressure relief
valves are located (GDE valves) (21). They close at the end of the
pumping procedure. The GDE valves prevent cavitation and pressure
fluctuations in the system. This prevents dripping from the injection valve.
Admission setting The delivery rate is set according to the required output/speed
combination by rotating the pump piston and therefore the control edge.
This can be done using an externally--geared sleeve that grips the smooth
shoulder of the pump piston. The sleeve is rotated by the geared control
rod (23) (see Fig. 11 ). Each fuel injection pump has an air--activated
emergency stop piston. The available power is limited by the adjusting
screw of the emergency stop cylinder.
Fuel is prevented from contaminating the lubrication oil by a leakage fuel

drain under the baffle screws
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 106/ 08

Admission/control rods
Actuator activates control shaft The admission rod is activated by the speed governor or the associated
actuator. Its leverage movement is transferred to the control shaft (18).
The control shaft lies in the bearing blocks that are screwed to the
crankcase next to the fuel injection pumps. The shaft acts on the buckling
lever (24), which actually moves the control rods (23) of the fuel injection
pumps (30) (see Fig. 11 ).
18 Control shaft
23 Control rod
24 Buckling lever
30 Fuel injection pump
Figure 11. Control shaft with buckling lever (L 58/64 engine shown)
Buckling lever Their spring--loaded rocking mechanism gives the buckling levers (24) the
ability to stop as well as start the engine when a cylinder control rod is
blocked.
Admission indicator The position of the rods can be displayed using signals generated by an
inductive position pick--up.
Injection pipes
23 Control rod
24 Buckling lever
25 Fuel injection
pipe (double--walled)
Figure 12. Injection pump with fuel injection pipes (L 58/64 engine shown)
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 107/ 08

The fuel is fed to the injection valves through fuel injection pipes that are
fitted with protective pipes (25). Any spilt fuel is collected in the protective
pipe and taken away through a common leakage fuel pipe.
Injection valve
Fuel feed The injection valve (13) is situated in the centre of the cylinder head (see
Fig. 5 ). The fuel supply enters from the exhaust counter side using a
lance (26), which passes through the cylinder head (27) and is screwed to
the nozzle body (28)(see Fig. 13 ). The fuel is injected straight into the
combustion chamber (29).
26 Lance
27 Cylinder head
28 Nozzle body
29 Combustion chamber
32 Injection nozzle
Figure 13. Fuel injection valve
Cooling The injection valve is cooled using water (as a rule) or diesel oil. The
coolant inlet and outlet are in the centre of the valve. The supply and
drainage of water occurs separately from the cylinder cooling through
pipes which lie on the same or exhaust counter side, depending on
whether water or diesel oil respectively is being used.
6700 2.3.2--01 E 01.00 L 40/54, L 48/60 108/ 08

Supercharger system through
engine controls 2.3.3
Supercharger system/turbocharger
Constant-pressure method Supercharging is done by the “constant-pressure” method. With this

method, the exhaust gases from all the cylinders flow into a common
exhaust pipe (1). The turbocharger (2) is powered from this pipe. The
compressed fresh air to the cylinders is also supplied from a common pipe
(3) (see Fig. 1 ).
1 Exhaust pipe
2 Turbocharger
3 Charge-air pipe
4 Diffusor
5 Charge-air cooler
A Exhaust
B Fresh air
Figure 1. Gas exchange in constant-pressure mode
Advantages The constant-pressure has the following advantages:

- Simple piping elements, the same components for all cylinders,
- the same supercharging conditions for all cylinders,
- minimal gas exchange losses, and
- low stress on the turbine.
The supercharging method chosen, and the design of the turbocharger,
with its high efficiency at partial and full load, guarantee:
- a very lean mixture,
- clean burning and
- low thermal stresses.
Turbocharger In engines which are used to drive propulsion plants, the turbocharger is
generally on the coupling end, and in the case of engines which drive
generators, on the free end of the engine. The turbocharger is mounted
parallel to the engine. Turbochargers from the NA series, i.e. turbo-
chargers with radial-flow compressors (6) and axial turbines (7), are used
(see Fig. 2 ). The special feature of this series is the uncooled, insulated
turbine intake and exhaust casing. This design guarantees
- that the entire energy of the exhaust is available to the turbine, and
- that no corrosion due to dropping below the dew point under partial
load need be feared.
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 101/ 09

6 Radial-flow compressor
7 Axial-flow turbine
8 Silencers
9 Plain bearing
19 Compressor casing
20 Turbine casing
Figure 2. NA series turbochargers
The fresh air intake is through an effective silencer (8) or “air intake fitting”.
The rotor of the turbocharger runs at both ends in rotating plain bearing
bushes (9). These are connected to the engine’s lubricating-oil system.
Charge-air pipe/charge-air cooler
The fresh air sucked in and compressed by the turbocharger (2) passes
through a double diffusor into the casing ahead of the charge-air cooler (5)
(see Fig. 1 ). It is recooled in the charge-air cooler, or in an air--to--air
cooler (in the case of stationary plants), and is passed to the cylinders via
the charge-air pipe (3). The charge-air cooler is built as a single or
two--stage unit running on fresh water.
The charge-air pipe consists of cylinder--length sections. These are con-

nected together by means of special clamps and are screwed to the
rocker-arm casing (48/60), or form part of the rocker-arm casing (40/54).
3 Charge-air pipe
24 Special clamp
Figure 3. Charge-air pipe with special clamps
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 102/ 09

Exhaust pipe
The cast exhaust-pipe sections have an easy-maintenance mounting clip

on their connection to the cylinder head. The exhaust pipe is uncooled,
thermally insulated and lagged and equipped with compensators between
the cylinders and ahead of the turbocharger.
Figure 4. Exhaust pipe with expansion fittings and clamps
The exhaust-pipe lagging consists of elements, each extending over one

cylinder. The sheet-metal parts have insulating mats on the inside, and
can be removed after unscrewing a few bolts (see Fig. 5 ).
Figure 5. Turbocharger and exhaust pipe
Lubricating oil supply/Cylinder lubrication
Lubricating oil inlet/ All lubrication points of the engine are connected to a common force-feed
Lubricating oil route oil circuit. The lubricating-oil inlet flange is located at the free end of the
engine. From the distributor pipe on the exhaust side, the oil goes to the
tie rods and main bearings. From there, the route continues through the
crankshaft to the big end bearing and through the con rod into the piston
crown. From the piston crown, the oil runs back to the oil sump.
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 103/ 09

The turbocharger, the speed governor and the injection nozzles for the
control drive wheels are supplied with oil by a pipe on the coupling end.
A connection runs from the main distributor pipe to a distributor pipe on

the side opposite the exhaust. This pipe supplies the camshafts and
cam-follower bearings, the fuel injection pumps, and the rocker arms with
oil.
The lubricating-oil system is equipped with a pressure control valve which

keeps the oil pressure ahead of the engine constant, independent of the
engine speed.
Lubrication of the The lubrication of running surfaces of the cylinder liners is done by splash
cylinder liners lubrication and oil mist. The piston ring assembly is supplied with oil from
below via holes in the cylinder liner. The oil is fed from the exhaust side
through the midsection of the cylinder crankcase. This is done by a hy-
draulic-action block distributor, to which the oil is fed through a feed pump
from the inlet pipe (see Fig. 6 ).
Figure 6. Feed pump and block distributor on the free side of the engine
Fuel pipes
Fuel admission/ The engine is supplied with fuel through a manifold on the side opposite
Fuel return the exhaust. Fuel is fed to the fuel injection pumps from this pipe. Excess
fuel is collected in a return manifold. The connections for both pipes are at
the free end of the engine. The associated buffer pistons and (in the case
of stationary plants) the pressure-sustaining valve are also situated here.
The buffer pistons are used to reduce hammer in the system. The pres-
sure-sustaining valve in the fuel return pipe keeps the system on the en-
gine side under pressure, so that no vapour bubbles arise.
The fuel manifolds are heated by the steam advance pipe situated in the
middle. The steam return pipe heats the oil leakage pipes which carry
away oil from leakages (see also section 2.4.3).
Cooling-water pipes
The cylinders, the charge air Stage (HT) 1 of the charge-air cooler is supplied with fresh water; the
cooler, and the injection outflowing water is fed to the backing rings of the cylinder liners and the
nozzles are cooled cylinder heads. Stage 2 (NT) of the charge air cooler, or the single--stage
charge-air cooler can run on fresh water, untreated fresh water or sea
water. Cooling of the injection nozzles is done by a separate fresh water
system (see Fig. 7 ).
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 104/ 09

5 Exhaust pipe
10 Cylinder cooling sys-
tem
23 Thermometer for cool-
ing water ahead of cyl-
inder (Option)
C Cooling-water supply
D Cooling water return
Figure 7. Cooling water pipes (exhaust side)
Cooling-water supply/ The cooling water inlet flange for the cylinder cooling is located on the free
Cooling-water return end of the engine. The pipe lies on the exhaust side in front of the crank-
case. Connections to the backing rings of the cylinder liners (C) run from
it. The following are cooled:
- the upper part of the cylinder liner,
- the holes of the top land ring, and
- the cylinder head with the exhaust valve cages (if present).
Route of the cylinder cooling The cooling of the cylinder head (16) starts from the annular space around
water the cylinder head bottom (see figure 8 ). From there, the water flows
through holes into the annular space between the injection valve and the
inside of the cylinder head. From this annular space, the remaining large
cooling chambers of the cylinder head are filled and the exhaust valve
cages (if present) are cooled. The water is drained from the upper area to
the return manifold (D), which is located next to the supply pipe. It returns
the warmed water to the charge cooler or to the system.
12 Crankcase
13 Backing ring
14 Cylinder liner
15 Top land ring
16 Cylinder head
18 Leakage inspection
hole
C Cooling-water feed
E Land cooling (entry)
F Land cooling (exit)
Figure 8. Cylinder cooling system (sectioned in two places)
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 105/ 09

The supply pipe for the nozzle cooling water lies behind the one for the
cylinder cooling water (10) (see figure 7 ). The return pipe and the venting
pipe of the nozzle cooling water system are located above the exhaust
pipe.
Venting/drainage At the uppermost points of the cylinder head and the charge cooler, a
permanent venting pipe is connected. To drain water from the cylinder
heads and backing rings, empty the supply pipe.
Condensate pipe
The water which is produced through compressing and cooling the air after
the charge-cooler and in the charge-air pipe, is discharged through exter-
nal pipes. This is done by a drainage valve (float valve) which must be
monitored.
Crankcase venting
Venting valve The crankcase venting connection (17) is located on the upper side of the
crankcase (see Fig. 9 ). The connection and the shaped piece mounted
on it serve to equalize the pressure to atmospheric. Excess pressure in
the crankcase is released by lifting the curved valve shell. On the other
hand, the valve shell prevents the inflow of air in the case of a crankcase
fire. Leaking oil, which collects in this fitting is fed back into the crankcase.
1 Turbocharger
2 Charge air cooler
17 Crankcase venting pipe
Figure 9. Crankcase venting (turbocharger on free side of engine)

(58/64 engine shown)
Relief valve Additional relief valves are located in the crankcase covers. These allow
the rapid release of pressure in case of an explosion inside the crankcase.
Starting device
The engine is started using compressed air. It is admitted into the cylinder
and presses the piston down. Before it reaches bottom dead centre, the
flow of air is interrupted and the process continued with the next cylinders.
This continues until the ignition speed is reached.
Main starter valve The connection between the air bottles and the starting valves in the cylinder
heads is opened/closed by the main starter valve installed between them. To
actuate these valves, control-air pipes and control valves are required. The
main starter valve is located on the free end of the crankcase (see Fig. 10 ).
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 106/ 09

The starting air pipe is located on the exhaust side behind the cylinder cooling
pipes (10).
Figure 10. Main starter valve
Starting valves Branch pipes run from the starting air pipe to the starting valves in the
cylinder heads. The opening and closing of the starter valves is initiated by
control pistons, whose position is influenced by the starting-air pilot valves.
Starting-air pilot valves The starting-air pilot valves are located next to the fuel injection pumps.
They are connected to the main starting valve via a common control-air
pipe, and to the starting valves via individual control-air pipes. When there
is pressure from the control air, part of the air flows from the starting-air
pilot valve through a fitting or short section of pipe to the cams which
rotate on the camshaft. As soon as the cam closes the hole in the fitting,
the back pressure thus generated gives an impetus to the control piston of
the starting-air pilot valve (see illustration in the section “Camshaft“). The
control piston closes the vent hole, and directs the air to the starting valve.
This causes the starting valve to open, and the engine’s running gear is
turned.
Operating and monitoring equipment
For marine engines: Controlling and monitoring modern marine engines is done with the help of
Standardized control cabinets prefabricated components built into one or more control cabinets. Depend-
ing on the limits of the scope of supply, they may include the following
items:
- the remote-control system, with equipment for manual remote starting
and stopping, including start interlock and release, and clutch controls
- the safety system, with equipment for manual or automatic emergency
stops, automatic power reduction, and override command, et al.,
- the alarm system, with limit-value, open-circuit, and equipment-fault
monitoring,
- the display system for operating values and operating states
(see Figure 12 ),
- various controls for auxiliary equipment, such as for the charge-air by-
pass, the cylinder lubrication system, temperature regulation, etc., and
- serial interfaces to the ship’s alarm system (logging printer, group
alarm, hooter, etc.) and the MAN B&W Engine Diagnosis System EDS.
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 107/ 09

Figure 11. Interior view of the standardized control cabinets
Figure 12. Display unit (here installed with PGG-EG governor )
Operating and monitoring The data processing for these input and output signals is done in program-
indicator board mable miniaturized control systems. By means of an indicator board
(operator’s control station (see Figure 13 ) built into the door of the control
cabinet, the engine can be operated and monitored, and the functions
listed can be controlled. Two key panels and a display are provided for this
purpose. Operating values and operating and control states are shown in
clear text on the display.
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 108/ 09

Figure 13. Indicator board (control station) with key panels and display
Variant arrangement If the control cabinet is installed in the engine room, instead of in the
engine control room, the operator’s control station can be built into a
console in the engine control room.
The connection between the engine’s master terminal box and the control
cabinet is made by ready-made trunk cables with integral plug connectors
at both ends.
As an alternative to a standardized control cabinet, the engine can be

equipped with a small display unit for the essential operating values,
instead. This displays:
- the engine speed,
- the exhaust temperatures downstream of the cylinder, upstream and
downstream of the turbocharger,
- the fuel pressure and the starting-air, control-air, and charge-air pres-
sures, as well as the
- lubricating-oil and cooling-water pressures.
The only other operator’s controls for remote-controlled engines are the
emergency-start and emergency-stop valve.
For stationary engines ... For stationary plants, this prefabricated system, which can be tested in
part with the engine, is only used in exceptional cases. The obvious ap-
proach here is to combine the control and monitoring facilities of the
engine with those of the entire facility, and order them all from one
supplier. So, as a rule, only a terminal box with the desired controls for the
auxiliary equipment is supplied.
6700 2.3.3--01 E 08.99 L 40/54, L 48/60 109/ 09

Special engine designs 2.3.4
Identifier no. 001b -- Accelerator ”Jet Assist”
This device supports the rapid acceleration in partial load operation of

main marine engines. Compressed air, released and monitored by a
separate control system, is blown onto the compressor wheel of the
turbocharger. The charge air pressure is increased and
the manoevring characteristics are improved.
Identifier no. 006 - Mounting turbocharger on the free end
In propeller operation, turbocharger mounted on the free end of the engine

instead of the coupling end. Likewise, in generator operation, mounting
turbocharger on the coupling end instead of the free side of the engine.
Identifier no. 010 -- Charge air blow--off device
This device has the function of blowing off charge air into the engine room
before or after the charge air cooler is removed. In certain situations, it
restricts the ignition pressure at full load or overload. See section 3.5.
Identifier no. ... -- Charge air by--pass device
This device supports the increase in manifold pressure under partial load
of main marine engines. It consists essentially of a connecting pipe
between the charge air pipe and exhaust pipe, which can be controlled by
a flap.
Figure 1. Charge air blow--off device
6700 2.3.4--01 E 07.99 L 40/54 101/ 02

Identifier no. 00016/015a -- Injection timing adjusting device
Using the adjusting device, the injection timing can be modified depending
on the fuel quality. This can take place using a manual or an electric drive
mechanism. Adjusting the injection timing influences the ignition pressure.
Figure 1. Manual injection timing adjustment
Identifier no. 00017/016 - Slow-turn device
The device enables the engine to be turned slowly through approximately

2 revolutions with the aim of testing whether all the cylinder cavities are
free of fluids for starting. The device is based on the existing starter
system and works with a reduced starting air pressure of approx. 8 b
Identifier no. 021 -- Engine certification to IMO
Comprises a package of engine measures to guarantee compliance with

IMO regulations with regard to exhaust emissions.
Identifier no. 89 -- CoCoS products
The term CoCoS includes software products, data records relating to

orders and, in the case of CoCoS-EDS, sensors and hardware
components too.
CoCoS-EDS Engine Diagnostics System

CoCoS-SPS Spare Parts Catalogue
CoCoS-MPS Maintenance Planning System
CoCoS-SPO Spare Parts Ordering System
See brochure in section 5.
6700 2.3.4--01 E 07.99 L 40/54 102/ 02

Accessories 2.3.5
Gallery
Galleries on the engine are necessary in order to safely carry out

maintenance work. For this reason, engine-mounted galleries are available
for marine engines, while free-standing galleries are available for engines
installed in stationary plants.
Resilient engine support
Figure 1. Resilient support of an in-line engine
Rigid support -- The most simple solution for mounting the engine on the foundation is a
indirect resilient support -- rigid connection for both stationary plants and ship installations. With this
semi-resilient support -- solution, dynamic forces (caused by the uneven torque and free forces
resilient support due to gravity and moments of inertia), as well as structure-borne noise
are transferred to the foundation.
In order to avoid this, the engine/generator unit is, in the case of stationary
plants, often set up on a resiliently supported foundation block (indirect
resilient support), reducing the excitation of vibrations and the trans-
mission of structure-borne noise to the periphery in this way. In order to
reach this goal also for ship propulsion plants, either a semi-resilient sup-
port on steel diaphragms or (as more expensive solution) a direct resilient
support is realised. This way, the engine is, with regard to vibrations, sep-
arated from the foundation and, by means of a highly flexible coupling,
also from the elements to be driven.
6646 2.3.5--01 E 07.02 40/54, 48/60 101/ 05

Crankshaft extension
Figure 2. Crankshaft extension
The crankshaft extension permits a power output on the free end. It is

realised using the free shaft end and supporting bearings.
Auxiliaries drive
Figure 3. Drive gear for pumps attached to the engine
The auxiliaries drive, arranged on the free engine end, is required for driv-
ing cooling water and/or lube oil pumps. It consists of a gear wheel, which
is attached in front of the torsional vibration damper, on the free end of the
crankshaft.
6646 2.3.5--01 E 07.02 40/54, 48/60 102/ 05

Engine-mounted pumps
Figure 4. Engine-mounted pumps (cooling water pump on top, lube oil pump at
the bottom)
Two cooling water pumps and two lube oil pumps can be attached.
The lube oil pump, a self-priming gear pump, is mounted in the covering
on the free engine end, at the bottom. The drive gear engages in the spur
wheel fitted on the crankshaft end in front of the vibration damper.
The cooling water pump, a single-stage centrifugal pump, is fitted in the
covering on the free engine end, at the top. It is also driven by the spur
wheel on the crankshaft end.
Monitoring of the main bearing temperature
Figure 5. Monitoring of the main bearing temperature
The temperatures of the main bearings are recorded just underneath the
bearing shells in the bearing caps. To do this, resistance temperature sen-
sors (Pt 100) - refer to Figure 5 -, which are fitted in an oil-tight manner,
are used. The measuring cables run in the cylinder crankcase up to the
height of the cable duct on the exhaust side and to the control side of cyl-
inder bank B respectively, from where they are routed to the outside, to
terminal boxes.
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Oil mist detector
Figure 6. Arrangement of the oil mist detector
Damage to bearings, piston seizures and blow-by from the combustion

chamber cause increased oil vapour. Using the oil mist detector, the oil
mist concentration or the transparency of the air (opacity) in the crankcase
is monitored. To do this, air is continually drawn in from all crankcase
areas using a jet pump, cleaned of larger oil droplets and supplied to a
measuring section with infrared filters. The diode arranged at the exit
sends an electrical signal to the monitoring unit according to the amount of
light received.
The oil mist detector is part of the standard scope of the engine.
Splash-oil monitoring system
Figure 7. Arrangement of the splash-oil monitoring system
The splash-oil monitoring system is part of the safety system. Using sen-
sors, the temperatures of each individual running gear (or running gear
pair in the case of V-type engines) are indirectly monitored by means of
the splash oil. In this connection, the safety system initiates an engine
stop if a defined maximum value or the admissible deviation from the aver-
age is exceeded.
Damage on bearings of the crankshaft and connecting rod are recognised
at an early stage, and more extensive damage is prevented by initiating an
engine stop.
6646 2.3.5--01 E 07.02 40/54, 48/60 104/ 05

In the operator’s station, the temperatures of the individual running gears
of the engine are indicated by means of a graphical display and in absolute
values.
The splash-oil monitoring system is part of the standard scope of the en-
gine.
Monitoring the exhaust-gas-temperature average
Figure 8. Temperature sensor, recording with the cylinder head dismantled
The average monitor consists of thermocouples in the exhaust pipe (refer

to Figure 8 ) and a monitoring and display unit. Dependent on the instru-
mentation and control configuration, monitoring and display can be ef-
fected using a PLC (programmable logical control), a special unit or el-
ements of a higher-ranking monitoring system. Dependent on the engine
output, larger (at low load) or smaller deviations (at high load) from the
calculated average of all cylinders are permitted for individual cylinders.
Tools
In addition to the set of tools, which belongs to the standard scope of the
engine, a series of further important tools is available on request. Among
these are a valve cone grinder, a set of grinders and milling cutters for the
seats in the cylinder head, a grinder for the sealing faces in the cylinder
head/top land ring and a pneumatic honing device for the cylinder liners.
These tools are necessary for, or can facilitate maintenance work.
6646 2.3.5--01 E 07.02 40/54, 48/60 105/ 05

Systems 2.4

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.4--01 E 07.97 101/ 01

Fresh air/Charge air/
Exhaust gas systems 2.4.1
1 Intake casing 16 Float valve E Charge air for

2 Intake sound damper 17 Overspill pipe compressor cleaning
(variant 1)
3 Turbocharger 18 Exhaust pipe
G Fresh air
4 Compressor 19 Cleaning nozzles
H Charge air
5 Turbine
J Exhaust
6 Double diffuser A Compressor cleaning
K Cooling water
7 Diffuser housing B Lubrication oil for
turbocharger L Condensed water
8 Charge air cooler
discharge
9 Charge pipe C Turbine cleaning
N Charge air/block air for
D Waste water from turbine
turbocharger
cleaning
(NA-series)
Figure 1. Fresh air/charge air/exhaust system. Variants in Fig. 1a -- sound dampers, 1b -- intake casing (diagram applies also
to V-type engine)
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The air route The air required for combustion of the fuel in the cylinder is drawn in
axially by the compressor wheel (4) of the turbocharger (3) (see Fig. 1 ).
This is done either using the intake sound damper (2) with dry air filters or
using the intake casing (1). Using the energy transmitted by the exhaust
flow on the turbine wheel (5) of the turbocharger, the air is compressed
and thus heated. The air of high energy (charge air) is fed over a sliding
sleeve and the double diffuser (6) into the diffuser casing (7). The diffuser
reduces the flow speed to the benefit of pressure. The air is cooled in the
two stage charge air cooler (8) fitted in the casing. In this way, the cylinder
is filled with the greatest possible mass of air. This is carried out using the
charge pipe (9), which consists of elements connected elastically with
each other.
The exhaust route The exhaust leaves the cylinder head on the opposite side to the charge
pipe. It is collected in the exhaust manifold (18) and fed to the turbine side
of the turbocharger. Thermoelements in the cylinder heads both before
and after the turbocharger are used for monitoring the temperature. The
exhaust manifold consists of cylinder--length elements. The connection to
the cylinder head is made using a clamping connection. To connect with
one another and to the turbocharger, corrugated tube compensators are
used. The exhaust gases flow radially away from the turbine wheel.
Condensed water On the casing of the charge air cooler and at the start of the charge pipe,
there are connected condensation water pipes. Any water occurring is led
through the float valve (16). The blockable overspill pipe (17) must be
monitored on site.
Cleaning the charge coolers On the air side charge-air coolers can be cleaned with cleaning fluids
without dismantling. To do this, blind disks must be inserted after the
turbocharger and before the charge pipe. These are part of the special
tools.
Cleaning the turbocharger: There are nozzles (19) fitted in the intake casing and the sound dampers
the compressor side using water for the regular cleaning of the compressor wheel and compressor casing.
Water is sprayed in through the nozzles. The cleaning effect results from
the high impact speed of the drops of water compared to the rotating
wheel.
21 Tank A Compressor cleaning

22 Pressure spray E Charge air for
23 Air pump compressor cleaning
F Fresh water/Drinking
water
Figure 2. Compressor cleaning using charge air (left) or pressure spray (right)
The water is either filled into the tank (21) and blown out using the charge
air pressure to connection A (variant 1 in Fig. 2 ) or is used to fill a
pressure spray (22), placed under pressure using an air pump (23) and
displaced by a cushion of air (variant 2).
Cleaning the turbocharger: Cleaning the turbine side is preferably carried out using water (see Fig.
the turbine side using water 3 ). The water is sprayed into the exhaust manifold in front of the
6640 2.4.1--01 E 03.99 40/54, 48/60, 58/64 102/ 04

turbocharger, either using a nozzle or a lance (see also operating
instructions for turbocharger in volume C1).
or using solid matter Alternatively or additionally, cleaning can take place using soft, granulated
material. The cleaning agent is blown using compressed air to the same
point (C) in the exhaust manifold.
3 Turbocharger
C Turbine cleaning
J Exhaust from engine
D Waste water
Figure 3. Turbine cleaning using water or granules
”Jet Assist” acceleration device The ”Jet Assist” acceleration device is fed by the 30-bar compressed air
system. The flow of air is fed to the compressor casing and directed to the
compressor wheel through bore holes (30) distributed around the outside.
In this way, the volume of air is increased and the turbocharger
accelerated which results in the desired increase in charge pressure. See
section 3 -- “Adapting the engine to ...”
The pressure and throughput are set using the reducing valve and the
choke cover (31). Control guarantees that sufficient air is available for
starting procedures (see Fig. 4 ).
4 Compressor
5 Turbine
30 Flow hole
31 Choke cover
M Compressed air
O Control air
Figure 4. “Jet Assist” acceleration device
Charge air blower The charge air blower (variant 1 in Fig. 5 ) is used to improve the partial
load performance of the engine (see also section 3.5.8). When the
butterfly valve (40) is open, charge air flows through the blower pipe (41)
into the exhaust pipe. This leads to an increase in turbine performance
and a resultant increase in the charge pressure. The valve is activated
using a control cylinder (42) impinged with control air.
6640 2.4.1--01 E 03.99 40/54, 48/60, 58/64 103/ 04

Charge air relief device The charge air relief device (variant 2 in Fig. 5 ), the use of which is
restricted to sailing ships with full loads in arctic conditions or in the
operation of stationary engines with excess load, is also controlled using a
butterfly valve or by a spring loaded valve. The device is used to limit the
charge air pressure and the ignition pressure. The excess charge air is
blown into the machine room (43). There is no connection here to the
exhaust pipe.
3 Turbocharger
40 Butterfly valve
41 Blower pipe
42 Control cylinder
43 Relief pipe
J Exhaust from the

engine
G Fresh air
H Charge air to the
engine
Figure 5. Charge air blower and charge air relief device
Tip! For explanations of the symbols and letters used, see section 5.
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Compressed air and starting system 2.4.2
Compressed air is required for starting the engine and for a number of
pneumatic controls. For starting, $ 30 bar is required. For the controls, 30
bar, 8 bar or lower pressures are required.
1 Pipe 10 Pipe 19 M329/2 emergency stop

2 M462 air filter 11 Safety valve valve
3 Pipe 12 Starter pipe 20 Pipe
5 Venting valve 13 Starting valve 21 Starting air pilot valve
6 Feed pipe 14 Branch conduit 22 Fuel injection pump
7 Main starting valve 15 Control pipe 23 Shut--off piston
8 Pipe 16 M388 operator station 25 M306 blocking valve
9 M317 control valve 17 Booster servomotor (turning gear)
26 M329/1 pilot valve
Figure 1. Starting diagram (also applies to V-type engines as appropriate)
6700 2.4.2--01 E 08.99 40/54, 48/60 101/ 05

7 Main starting valve 27 Starting cam E Compressed air for
13 Starting valve 33 Switch mechanisms operating device
21 Starting air pilot valve (turning gear)
Figure 2. Compressed air and starting system (Part 1)
17 Booster servomotor
22 Fuel injection pump
23 Emergency stop piston
(shut--off piston)
28 Camshaft
34a Speed governor,
mechanical
34b Speed governor,
electronic (not started
with compressed air)
35 Admission rods
C Speed reference value

D Admission stop
F to M615 reducing
station
Figure 3. Compressed air and starting system (Part 2)
Compressed air route The compressed air flows via pipe 7171 to the main starting valve (7) (see
figure 1 , 2 and 3 ) and via pneumatically controlled starting valves
(13) to the cylinders. To ensure problem--free operation of the control
valves if the pressure in one of the compressed air tanks is reduced due to
previous starting operations, marine main engines also have a second
7172 compressed air connection. Control air can be supplied from a
separate compressed air tank via this connection. Non--return valves
prevent pressure compensation.
6700 2.4.2--01 E 08.99 40/54, 48/60 102/ 05

Figure 4. Main starting valve
If the shut--off valve on the compressed air tank is open, compressed air
will flow to the main starting valve (7) and through the pipe (8) to control
valve M317 (9). At the same time, compressed air will flow through air filter
M462 (2) and the pipe (1) to pilot valve M329/1 (26), the emergency stop
valve M329/2 (19) and blocking valve M306 (turning gear) (25) (see figure
1 ).
13 Starting valve
30 Cylinder head
31 Inlet valve
32 Exhaust valve
36 Backing ring
37 Top land ring
A Control air from the

starting air pilot valve
B Compressed air from
the main starting valve
Figure 5. Starting valve
If blocking valve M306 (25) is open, i.e. the turning gear is disengaged and
starting is not blocked from the safety control system (only in the case of
stationary engines), the air will flow on to pilot valve M329/1 (26). As soon
as a starting command is received from the automatic system or the
control station (16), it can switch to feed--through and open up the route to
the starting air pilot valves (21), control valve M317 (9) and the booster
servomotor (17). In case of an emergency, pilotvalve M329/1 (26) can
6700 2.4.2--01 E 08.99 40/54, 48/60 103/ 05

also be operated manually. Control valve M317 (9) will now open the main
starting valve (7) and close the air vent valve (5) so that compressed air
flows through the starting pipe (12) to the starting valves (13) (see figure
5 ).
In the case of V-type engines, only the A series is fitted with starting val-
ves.
Starting air pilot valve According to the setting of the camshaft (28), the air vent of the starting
air pilot valve (21) on one cylinder is covered by the starter cam (27) (see
Fig. 6 ). Thus a piston in the starting air pilot valve opens the passage,
and air flows over the control pipe (15) to the starting valve affected and
opens it. The compressed air present flows into the cylinder and presses
the piston down, i.e. the crankshaft starts to turn. When the starter cam
moves out of the area of the pulse pipe, the starting air pilot valve (21) clo-
ses, the air feed is interrupted and the pipe (15) is vented. The start pe-
riods of individual cylinders overlap in order to guarantee certain starting at
each crankshaft setting.
21 Starting air pilot valve

with pulse pipe
27 Starter cam
28 Camshaft
Figure 6. Starting air pilot valve/camshaft
Admission limit The admission limit during the start procedure and shortly after the start is
controlled in normal mode by the governor from the automatic device and
in emergency mode manually directly on the governor.
Flame trap A flame trap is installed in each branch pipe (14) in order to prevent the
flashback of flames if the starting valve is damaged.
Drainage A relief tap is fitted at the lowest point of the pipe connecting the
compressed air tank to the feed pipe (6). This tap must be opened at
regular intervals in order to release any condensed water from the pipes. It
is also used for venting the pipes before assembly work. The relief tap on
the main starting valve serves the same purpose and is arranged parallel
to the relief pipe of the venting valve.
Relieving the pipe Before starting maintenance work, the relief tap must be opened. This
before assembly work prevents pressure building up in front of the main starting valve through
leaks in the pressure vessel shut--off devices.
▲ Attention! The pressure is sufficient to inadvertently start the mo-

tor.
Emergency stop There is an emergency stop device for the fastest possible stop to the
engine in the case of an emergency. When operated, the emergency stop
6700 2.4.2--01 E 08.99 40/54, 48/60 104/ 05

valve M329/2 (19) is opened electrically and air flows through the pipe (20)
to the shut--off piston (23) at the injection pumps (22) and sets the control
rods to zero admission. Switching off the engine therefore depends on the
setting of the control rod assembly and the speed governor.
Blow through Before starting the engine, the combustion chambers must be blown
through using compressed air. This is done by initiating the start procedure
with open indicator valves. In doing so, admission to the fuel pumps must
be at zero/the emergency stop button must be depressed.
Turning over with slow-turn In the case of engines which are started in automatic operation, the
device opening of the indicator valves is not guaranteed. Before starting, the
slow-turn device is activated. This is carried out by control valve M359.
The device allows the engine to be slowly turned over

through approximately 2 1/2 revolutions with the aim of checking whether
all cylinder chambers are free of liquid for the subsequent start. The
device is based on the existing starter system. It operates with a reduced
starting air pressure of approximately 8 bar (see figure 2 ).
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Fuel oil system 2.4.3
1 Injection valve 9 Leakage pipe 16 Distributing pipe

2 Injection pipe 10 Pipe (return) 17 Leakage manifold
3 Leakage pipe 11 Checking point 18 Leakage manifold
4 Leakage pipe 12 Stop cock 19 Pressure gauge pipe
5 Injection pump 13 Stop cock 20 Buffer pistons
7 Heating pipe 14 Pipe (supply) 21 Pressure control valve
8 Venting pipe 15 Manifold
Figure 1. Fuel diagram
The fuel is supplied from an isolated pump via a filter on connection 5671
to the distributing pipe (16) (see Figure 1 and Figure 2 ). From here, a
pipe (14) with stop cock (13) branches to each injection pump (5) (see also
Figure 3 ). The excess fuel is returned to connection 5699 via the mani-
fold (15), which is connected to the injection pumps by return pipes (10)
with stop cocks (12). As a result, each individual pump can be shut off
from the fuel supply and fuel discharge, and disassembled without having
to drain the whole pipe system.
6700 2.4.3--01 E 09.99 L 40/54 101/ 07

1 Injection valve 16 Distributing pipe 5671 Fuel supply
2 Injection pipe 17 Leakage manifold 5699 Fuel return
3 Leakage pipe 18 Leakage manifold
4 Leakage pipe 20 Buffer piston 8171 Heating pipe (feed)
5 Injection pump 21 Pressure control valve 8199 Heating pipe (return)
7 Heating pipe 8186 Heating pipe (draining)
10 Pipe (return) A Sealing oil (MDF opera-
14 Pipe (supply) tion) 5693 Leakage fuel drain
15 Manifold B Lubricating oil 5694 Leakage fuel drain
C Cooling water/diesel oil
Figure 2. Fuel system
2 Injection pipe
5 Injection pump
10 Pipe (return)
12 Stop cock
13 Stop cock
14 Pipe (supply)
Figure 3. Fuel injection pump with pipes
6700 2.4.3--01 E 09.99 L 40/54 102/ 07

Buffer piston A small venting pipe (8) is connected to the distributing pipe (16) in order
to prevent air cushions from forming. The buffer pistons (20) attached to
the pipes (15 and 16) dampen the pressure surges which occur in the
pipes (see Figure 4 ).
20 Buffer pistons
15 Manifold
16 Distributing pipe
Figure 4. Buffer pistons
Pressure control valve The excess fuel flows back to the mixing tank via the pressure control
valve (21) at the end of the manifold (see diagram in Figures 1 and 2 ).
By this arrangement, it is possible to circulate preheated fuel by pumping
already prior to starting the engine, in order to preheat the pipe system
and the injection pumps.
Heating pipes The heating pipe (7) installed between the distributing pipe and manifold
for operation on heavy fuel oil compensates for heat losses from the pre-
heated fuel. The leakage fuel manifolds are heated by the fuel returned
from the heating pipe. Supply to the heating pipe is effected via connection
8171 and return from the heating pipe via connection 8199. Connection
8186 is available for draining the heating pipe if required.
Injection pipes/ The injection pumps (5) deliver the fuel in the injection pipes (2) to the in-
Leakage fuel pipes jection valves (1) (see Figure 5 ). The fuel leaking from the injection
pumps is collected in the leakage pipe (4) and drained off in the manifold
(18) at the base of the injection pumps. The leakage fuel is drained via
connection 5693.
6700 2.4.3--01 E 09.99 L 40/54 103/ 07

1 Injection valve
22 Cylinder head
23 Delivery pipe (lance)
D Cooling water supply

E Cooling water return
F Fuel from the injection
pump
Figure 5. Fuel injection valve
In the case of automatic systems, the injection pipes (2) are monitored for
fuel leakages. For this purpose, the injection pipes are jacketed. The
leaking fuel resulting from untight screwed connections or damaged pipes
runs in the tubular shells to the leakage pipes (3) and on to the leakage
manifold (17). The leaking fuel is drained via connection 5694. A container
with level monitoring for initiating an alarm signal can be connected to this
pipe. The checking points (11) in the leakage pipes (3 and 4) permit a vis-
ual inspection.
The fuel pressure in the distributing pipe (16) is displayed on a pressure

gauge at the operator’s stand.
Plant-specific system
Engines operated using heavy oil must be equipped with a few auxiliary
devices (mixing tank, heaters, viscosimeter, etc.). The schematic arrange-
ment and pipe layout is shown in the Figures 6 and 7 . The exact ar-
rangement of the individual devices is shown in the fuel diagram for the
relevant plant.
The higher final temperature required for highly viscous heavy oils in order
to prevent degassing problems requires a pressure system where the sys-
tem pressure is at least 1 bar above the evaporation pressure of water. All
components between the delivery pump (5) and the pressure regulating
valve (13) are subjected to this pressure, i.e. also the mixing tank (11).
Pressure system One pipe each runs from the service tanks for heavy oil (1) and diesel oil
(for marine engines) (2) (see Figure 4) to the three-way cock (15). From there, the fuel flows
through the double filter (3) to the delivery pumps (5) and through the au-
tomatic filter (7) or the reserve filter (8) to the mixing tank (11). It then
flows on through the booster pump (12), the final preheater (14), the vis-
cosity measurement and control device (18) and the double filter (19) to
the distributing pipe on the engine.
6700 2.4.3--01 E 09.99 L 40/54 104/ 07

As a rule, filters, pumps and final preheaters come in pairs or are designed
as reversible double filters so that 1 device is available as a reserve in
each case.
Switching from Using the three-way cock (15), it is possible to switch from diesel to heavy
diesel oil to heavy oil oil modes and back again. The return pipe (20) and both shut-off valves
and vice versa (21 and 22) allow the return of diesel oil to the diesel oil service tank (2).
The required system pressure is set and maintained at the pressure regu-
lating valves (6 and 13). If the delivery pumps are running while the engine
is out of operation, the whole delivery quantity will be returned to the suc-
tion side of the pumps via the pressure regulating valve (6). At the same
time, the cooler (4) built into the return pipe prevents excessive heating of
the fuel.
As a rule, the automatic filter (7) serves as the service filter. The reserve
filter (8) is to be cleaned manually and is only to be used in the event of
failure of the automatic filter (maintenance/repair). After switching from
diesel oil to heavy oil, the diesel oil in the mixing tank (11) is mixed in the
tank with the following heavy oil until only heavy oil is left in the system.
The reverse happens on switching from heavy oil to diesel oil. As a result
of this, the switch from one type of fuel to another and the associated
change in temperature takes place gradually. In addition, the gas-air mix-
ture in the system accumulates in the mixing tank (11) when the engine is
put into operation. The necessity for manual degassing is indicated by
means of a float switch which triggers an alarm in good time. The final pre-
heater (14) and viscosity measurement and control device (18) serve to
maintain the required fuel temperature during heavy oil operation.
Only part of the fuel supplied is used by the engine. The excess is fed
back to the mixing tank (11) through the return pipe (17) during heavy oil
operation. In the case of longer periods of diesel oil operation, the shut-off
valves (21 and 22) must be switched so that the excessive diesel oil is re-
turned to the diesel oil service tank (2) via the pressure regulating valve
(13) and the return pipe (20). This prevents inadmissible heating of the
diesel oil.
The three-way cock (16) and the flush pipe (9) allow the heavy oil present
in the system to be flushed out using diesel oil. For this purpose, the three-
way cock (15) is set to diesel mode and the three-way cock (16) is set to
flush, and one pump each (5 and 12) is kept in operation until the system
is filled with diesel oil. The fuel flowing out is led to the service tank for
heavy oil (1).
Open system In the case of stationary engines, the system safety requirements are not
(for stationary engines) quite as high as for marine systems. Here a so-called open system is gen-
erally used. All components between the delivery pump (4) and the pres-
sure sustaining valve (13) are subjected to the required system pressure.
See Figure 7 . The mixing tank (2) is unpressurised.
6700 2.4.3--01 E 09.99 L 40/54 105/ 07

1 Service tank (heavy oil) 9 Flush pipe 17 Return pipe
2 Service tank (diesel oil) 10 Degassing valve 18 Viscosity measuring and
3 Double filter 11 Mixing tank control device
4 Cooler 12 Booster pump 19 Double filter
5 Delivery pump 13 Pressure regulating valve 20 Return pipe
6 Pressure regulating valve 14 Final preheater 21 Shut-off valve
7 Automatic filter 15 Three-way cock 22 Shut-off valve
8 Reserve filter 16 Three-way cock
Figure 6. Fuel system, plant-specific (pressure system for marine engines)
6700 2.4.3--01 E 09.99 L 40/54 106/ 07

1 Service tank (diesel oil) 7 Viscosity measuring and 12 Fuel injection valve
2 Mixing tank control device 13 Pressure sustaining
3 Service tank (heavy oil) 8 Leakage pipe valve
4 Delivery pump 9 Buffer pistons 14 Distributing pipe
5 Final preheater 10 Overflow pipe 15 Three-way cock
6 Filter combination 11 Fuel injection pump 16 Three-way cock
17 Drain cock
Figure 7. Fuel system, plant-specific (open system for stationary engines)
6700 2.4.3--01 E 09.99 L 40/54 107/ 07

Control of Speed and Output 2.4.4
Tasks/connections
The most important tasks The following tasks have to be carried out in connection with engine output
and engine speed:
- parameters have to be changed or
- kept constant,
- malfunctions must be responded to in certain ways,
- values must be limited and
- if there are several engines in an installation, then these have to be
balanced against one another.
Systems involved These tasks cannot be managed by one element/one system alone. De-
pending on the design of the installation, the following are required (to
varying degrees of completeness):
- a speed and output limitation system,
- a speed and output control system, possibly
- a synchronisation system,
- a load distribution system and
- a frequency control system.
Everything is carried out The only way of actively influencing engine speed and output is by means
by means of the of the delivery rate setting of the fuel pumps. This is done using the control
admission setting. linkage and the speed governor. Certain delivery rate settings (admission
settings) produce,
- in the case of engines that drive generators, a certain output point on
the (constant) nominal speed curve
f A Pvar / nconst;
- in the case of engines that drive fixed-pitch propellers, a point on the
propeller curve and
- in the case of engines that drive controllable-pitch propellers, a point on
the combinator curve/in the propeller characteristic diagram.
In these two cases, the following applies:
f A Pvar / nvar.
Speed and output control system The speed and output control system adjusts the actual speed to the refer-
ence speed. To do so, an actual value must be recorded and a reference
value or, under certain circumstances, a selected reference value, must be
specified. The governor determines the required correction signal. Its set-
ting also establishes how the control responds and it limits speeds and
thus outputs.
Synchronisation device A synchronisation device is required in engines that drive three-phase gen-
erators. Three-phase systems may only be interconnected if frequencies
(speeds), voltages and phase relation correspond and if the energy pro-
ducing engines have the same degree of proportionality. The former
conditions must be created by influencing the generator (voltage) and the
engine (frequency/speed and phase relation). The latter condition must be
fulfilled by careful setting of the speed governor.
Active load sharing system Generally, with multi-engine installations, it has to be avoided that units
working in parallel are run at differing percentages of load. For this pur-
6700 2.4.4--01 E 11.00 L 40/54 101/ 06

pose, an active load sharing system is provided. It compares the output
signals of interconnected units and issues adjustment pulses over the re-
mote speed adjustment device to the speed governor until a balance is
achieved.
Frequency control system The load distribution system is usually combined with a frequency control
system in generator sets. In this connection, the busbar frequency is com-
pared to the specified frequency (e.g. 50 Hz or 60 Hz) and, in the event of
discrepancies, compensated by pulses to the speed governors.
1 Camshaft drive gear 11 Emergency stop valve B Reference speed

2 Pulse pick-up 12 Inductive position pick-up a Pulse ”higher/lower”
(only in the case of electro- b Pulse ”Stop”
13 Operating device
nic speed governors) C Charge-air-pressure con-
3 Speed governor trolled admission limitation
15 Tacho machine
(Electronic part) E Actual admission value
(only in the case of electro- 16 Electronic control
F Compressed air for
nic speed governors) (only in electronic speed
emergency shut-down
governors)
4 Speed governor with G Control air
actuator
H Fuel
5 Linkage KS Coupling side
a Supply
6 Control shaft KGS Free end b Injection
7 Fuel injection pump c Return
8 Control rod A1 Actual speed P Charge air pressure
mechanical governor
9 Emergency stop piston
10 Buckling lever
A2 Actual speed
electronic governor
Figure 1. Speed and output control system
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Speed and output control system (mechanical-hydraulic)
Components The hydraulic speed and output control system - or, briefly, the speed con-
trol device - is mainly employed in stationary systems and for single-en-
gine marine systems and consists in the narrow sense of the remote
speed adjustment device (reference value setter), the mechanical speed
governor (4) with the hydraulic actuator and the shut-off device (see Fig-
ures 1 and 4 ). When employed in main marine engines, admission
limiters will also be included in the scope.
Arrangement The speed governor is located on the coupling side. It is connected to the
camshaft drive and mechanically joined via the linkage (5) to the control
shaft (6) of the injection pumps. The actual speed governor is located on
the hydraulic actuator (4). The booster servomotor (14) supports the
actuator. It provides the oil pressure necessary for starting the engine.
The remote adjustment and shut-off device is installed either on the engine
or apart from it, as required.
Method of operation The simplest way of specifying the speed reference value is from the
operator’s station. The reference value is converted into a spring
resistance in the speed governor (see Figure 2 ). This is done using a
pilot valve, which pretensions a speeder spring (17) using oil. Fly weights
(18) form the counter-acting force to the springs (18).
17 Speeder spring
18 Fly weights
J Oil from the pilot valve
Figure 2. Diagram of mechanical speed governors
The force of the fly weights attempts to lift the pilot valve whilst the force of
the speeder spring counteracts. When the engine is running at a constant
speed, the forces cancel each other out and the fly weights are vertical.
Any change in the balance of forces leads to a movement of the pilot
valve. This movement is converted into a rotation and thus moves the
control rods of the fuel pumps. This changes the amount of fuel injected
into the combustion chambers.
Buckling lever The control rods of the fuel pumps are connected to the control shaft using
buckling levers. The buckling lever is designed so that it can bend in either
direction if a certain controlling force is exceeded (see Figure 3 ). This
ensures that a jammed control rod or a pump plunger which is unable to
rotate cannot block the other fuel injection pumps. Normally, the articu-
lated lever is held in its bearings by a tension spring.
6700 2.4.4--01 E 11.00 L 40/54 103/ 06

1 Control shaft
2 Buckling lever
3 Tension spring
4 Adjustable articulated
rod
5 Control rod
(shown in rotated
position)
Figure 3. Operation of buckling lever (a Initial position, b Control rod blocked in ZERO position, c Control rod blocked in
FULL position)
Starting and acceleration Certain admission limits must not be exceeded when starting and acceler-
(admission limitation) ating the engine, e.g., in order to ensure that as little smoke as possible is
generated during acceleration or that manoeuvring is possible without
overloading. For this purpose, the charge air pressure is indirectly routed
into the limiting device of the speed governor.
Shutting the engine off Normally, the engine is shut off by setting the admission back to ”Zero”.
This can be done using the remote control device or from the operator’s
stand.
Emergency shut-off In case of an emergency, the engine can be stopped by routing control air
to the emergency stop piston of the fuel injection pumps (see Section
2.4.2).
A speed pick-up is necessary for the emergency shut-off. This is achieved

by the tacho machine (15) (see Figure 4 ). To provide redundancy, a
pulse pick-up (2) is attached radially to the camshaft drive gear (see Fig-
ure 5 ). The pulse pick-up records the actual engine speed by scanning
the contour of the gearwheel. Whenever a tooth moves past the pick-up, a
voltage is created which then decays in the space between the teeth. The
frequency of the voltage signals is proportional to the engine speed. The
tacho machine records the speed mechanically at the speed governor
drive.
Admission indicator/admission At the end of the control shaft, its deflection is transmitted to an inductive
transmitter position pick-up (12) (see Figure 4 ). In this way, 4-20 mA signals are
created, which permit a remote display or an other type of processing.
The admission can be read off on the engraved scale on the control rods
of the injection pumps.
Speed and output control system (electronic-hydraulic)
The electronic speed governor is mainly used in multi-engine marine units

and suction dredgers. In principle, both electronic and mechanical speed
control is possible. The mechanical control, however, is only used in
emergencies, e.g. in the case of the electronic control failing. The switch-
over takes place at the operator’s stand.
Components The electronic-hydraulic governor consists of the same components as the

mechanical-hydraulic governor, plus an electro-hydraulic converter, an
electronic speed governor and an oil cooler. The oil cooler cools the hy-
draulic oil which is heated by the larger oil pump.
6700 2.4.4--01 E 11.00 L 40/54 104/ 06

2 Pulse pick-up
4 Speed governor with
actuator
5 Linkage
6 Control shaft
12 Inductive position pick-
up
15 Tacho machine
22 Oil cooler
23 Change-over facility
(mechanical-
electronic)
Figure 4. Electronic-hydraulic speed governor made by Woodward, type PGG EG
Arrangement/Mode of operation Three pulse pick-ups are arranged radially to the camshaft drive gear, two
of which supply the actual speed value to the electronic control device
(see Figure 5 ). The third is used to monitor the engine speed for the
emergency shut-off.
1 Camshaft drive gear 2 Pulse pick-up
Figure 5. Arrangement of the pulse pick-ups on the camshaft drive
An analogue current signal of 4-20 mA is required as a speed reference

value for the governor. In the simplest case, the reference value can also
be specified using ”higher/lower” keys, for example situated on the oper-
ator’s stand at the engine.
The electronic control device calculates the difference between the

reference speed and the actual speed. This takes into account the
amount and the direction of the variation, its duration and the rate of
change. As a result, a correction signal in the form of an electric variable
is transferred to the actuator where it is converted into the force required
to adjust the fuel rack, using an electro-hydraulic converter.
6700 2.4.4--01 E 11.00 L 40/54 105/ 06

By a corresponding adjustment of the governor, the operating behaviour of
the engine can be adjusted to the prevailing conditions or the operational
requirements. See the printed publication in Section D of the Technical
Documentation.
Starting and acceleration The limit curves can be programmed as required in the governor. This is
(admission limitation) achieved using a small programming unit or in the electronic controls
themselves.
Shutting the engine off Electrical impulses are transmitted to the electronic controls as the engine
is being shut off. In an emergency, the engine can be stopped by feeding
control air to the emergency stop pistons of the fuel injection pumps (see
Section 2.4.2).
6700 2.4.4--01 E 11.00 L 40/54 106/ 06

Injection time adjusting device 2.4.5
Manual injection timing adjustment
Functioning The cam follower (6) which transfers the cam movement to the injection
pump, rests on the eccentric shaft (7). The latter can be turned by means
of a worm gear (10) (see Figures 1 and 2 ). This changes the position
of the cam follower in relation to the camshaft (8).
Adjustment of Depending on the direction in which adjustment takes place, the injection
injection timing timing (i.e. the start of injection) is advanced or retarded. This enables the
injection timing to be easily adapted to different fuel qualities. By advanc-
ing the injection, the ignition pressure can be increased to the design value
as part of the service activities.
On the other hand, retarding the injection, in conjunction with a drop in
ignition pressure, considerably reduces nitrogen oxide emissions. The rel-
evant setting can be seen on the graduated collar (3).
The injection timing should in general be adjusted in such a way that com-
bustion is completed shortly after TDC. The effects of adjustments must
be evaluated on the basis of changes in ignition pressure.
5 Graduated collar
6 Cam follower
7 Eccentric shaft
9 Cylinder crankcase
10 Worm gear
12 Hydraulic brake
Figure 1. Injection timing adjustment
6700 2.4.5--01 E 09.99 L 40/54 101/ 03

6 Cam follower
7 Eccentric shaft
8 Camshaft
Figure 2. Camshaft with eccentric shaft (58/64 engine shown)
Electrical injection timing adjustment
Functioning With electrical injection timing adjustment, the worm gear (10) is adjusted
by a 3-phase geared motor (9). The engine is arranged in axial direction
and can, if necessary, be manually operated (see Figure 3 ). In order to
comply with IMO regulations, two positions can be approached. These can
be defined by two infinitely adjustable limit switches (11) situated on the
housing. The full load position is in the ”advanced” field, and the partial
load position in the ”retarded” field.
Brake On the coupling side and the free engine end of the eccentric shaft (de-
pending on the number of cylinders), there are hydraulic brakes that keep
the eccentric shaft in position. On the coupling side, the hydraulic brake
(12) is located in the gear housing. On the free end, it is mounted separ-
ately on the eccentric shaft (17) (see Figure 4 ).
Before adjustment, the hydraulic brakes and a spring brake on the

3-phase motor are released. The hydraulic brakes are released and closed
by means of pistons to which hydraulic oil is admitted.
9 3-phase geared motor

10 Worm gear
11 Limit switch
12 Hydraulic brake
Figure 3. Electrical injection timing adjustment (L 58/64 engine shown)
6700 2.4.5--01 E 09.99 L 40/54 102/ 03

3 Graduated collar 10 Worm gear 15 Manual adjusting wheel
7 Eccentric shaft 11 Limit switch 16 Pointer on
8 Camshaft 12 Hydraulic brake, coupling adjustment device
9 3-phase geared motor side 17 Hydraulic brake, free en-
13 Exhaust cam gine end
14 Fuel cam
Figure 4. Electrical injection timing adjustment with hydraulic brake
6700 2.4.5--01 E 09.99 L 40/54 103/ 03

Technical data 2.5

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.5--01 E 07.97 101/ 01

Ratings and consumption data 2.5.1
Designations and works numbers
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xL 40/54
Works number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.120.xxx
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NA/xxS
Works number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see the name plate
Turbocharging method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . constant pressure
Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Acceptance at works
Operating and driving mode
Application correct
Stationary engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Main marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Auxiliary marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Drive configuration correct

Fixed-pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Controllable-pitch propeller . . . . . . . . . . . . . . . . . . . . . . . ..............
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Fuel correct
Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . 700 mm2/s ..............
Operation/monitoring correct
Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Central control/unmanned operation . . . . . . . . . . . . . . . ..............
Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
6700 2.5.1--01 E 09.99 L 40/54 101/ 03

Ratings and consumption data
Continuous rating/reference MCR to ISO 3046/I to ISO 3046/I

condition (reference cond.) (at site)
Rating .............. ............... . . . . . . . . . . . . . . . kW
Ambient air temperature .............. ............... . . . . . . . . . . . . . . . C
Charge air cooling water .............. ............... . . . . . . . . . . . . . . . C
temperature
Barometric pressure .............. ............... . . . . . . . . . . . . . . . bar
Site altitude .............. ............... . . . . . . . . . . . . . . . m above sea
level
Speed of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514 rpm

Sense of rotation . . . . . . . . . . . . . . . . . . . . . . . clockwise --
Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run
certificate
Mean effective piston pressure . . . . . . . . . . . . . . . . . . . . bar
Ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 bar
Mean piston speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m/s
Compression ratio e . . . . . . . . . . . . . . . . . . . . . . 14.1 --
Fuel oil consumption MCR to ISO 3046/I to ISO 3046/I

(reference cond.) (at site)
Heavy fuel oil .............. ............... . . . . . . . . . . . . . . . g/kWh
Diesel fuel oil/MDF .............. ............... . . . . . . . . . . . . . . . g/kWh
Lube oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . g/kWh

................................................ kg/h
Cylinder oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run
certificate
Technical data
Main dimensions Cylinder diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 mm

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 540 mm
Swept volume of one cylinder . . . . . . . . . . . . . . . . 67.86 dm3
Cylinder distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 mm
Ignition sequence Cyl. Rotating clockwise* . Rotating anticlockwise correct

6 A 1-3-5-6-4-2-1 . . . . . . . . . . . . . . 1-2-4-6-5-3-1 . . . . . . . . . . . . . . .
7 C 1-2-4-6-7-5-3-1 . . . . . . . . . . . 1-3-5-7-6-4-2-1 . . . . . . . . . . . . . . .
8 A 1-3-5-7-8-6-4-2-1 . . . . . . . 1-2-4-6-8-7-5-3-1 . . . . . . . . . . . . . . .
8 B 1-4-7-6-8-5-2-3-1 . . . . . . . 1-3-2-5-8-6-7-4-1 . . . . . . . . . . . . . . .
9 A 1-3-5-7-9-8-6-4-2-1 . . . . 1-2-4-6-8-9-7-5-3-1 . . . . . . . . . . . . . . .
9 B 1-6-3-2-8-7-4-9-5-1 . . . . 1-5-9-4-7-8-2-3-6-1 . . . . . . . . . . . . . . .
6700 2.5.1--01 E 09.99 L 40/54 102/ 03

Timing Inlet valve opens . . . . . . . . . . . . 40 Crank angle deg.
before TDC
closes . . . . . . . . . . . 20 Crank angle deg.
after BDC
Exhaust valve opens . . . . . . . . . . . . 50 Crank angle deg.
before BDC
closes . . . . . . . . . . . 40 Crank angle deg.
after TDC
Overlap . . . . . . . . . . . . . . . . . . 80 Crank angle deg.
Starting valve opens . . . . . . . . . . . 2-3 Crank angle deg.
after TDC
closes on Crank angle deg.
6-cyl. engine . . 1322 after TDC
closes on 7-cyl. to Crank angle deg.
9-cyl. engines . 1162 after TDC
Starting slide valve opens/closes . . . . . . . see test run certificate
Start of delivery/ see test run certificate
end of delivery of injection pump
Barred ranges and emissions
Barred ranges/ .................................................................

output restrictions .................................................................
.................................................................
See also Sections 3.4.3 and 3.6.2
Emissions Sound (air-borne) . . . . . . . . . . . . . . . . . . . . . . . . . dB(A)

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
Sound (structure-borne) . . . . . . . . . . . . . . . . . . . . ....................

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
Harmful substances in the exhaust gas

NOx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
* Sense of rotation viewed from the coupling side
6700 2.5.1--01 E 09.99 L 40/54 103/ 03

Temperatures and pressures 2.5.2
Service temperatures*
Air Air upstream of compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 45 C 1)
Charge air Charge air upstream of cylinder . . . . . . . . . . . . . . . . . . . . . . . . 45 ... 58 C 2)
Exhaust gas Exhaust gas downstream of cylinder . . . . . . . . . . . . . . . . . . . . . max. 540 C

Admissible deviation from the average on individual cylinders . . . . 50 C
Exhaust gas upstream of turbocharger . . . . . . . . . . . . . . . . . . . max. 575 C
Cooling water Cooling water downstream of engine . . . . . . . . . . . . . . . . . . . 90, max. 95 C

Preheating of engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . 60 C
Cooling water upstream of injection valve . . . . . . . . . . . . . . . . . . . 80 ... 85 C
Cooling water upstream of charge air cooler, LT stage . . . . . max. 38 C 1)
Lube oil Lube oil upstream of engine/upstream of turbocharger . . . . . . 55 ... 60 C

Lube oil preheating prior to starting . . . . . . . . . . . . . . . . . . . . . . . . . . 40 C
Fuel oil Fuel oil (MDF) upstream of engine . . . . . . . . . . . . . . . . . . . . . . . . max. 50 C

Fuel oil (HFO) upstream of engine . . . . . . . . . . . . . . . . . . . . . (see Table 1) 3)
Service pressures (overpressures)*
Air Air upstream of turbocharger (underpressure) . . . . . . . . . . max. --20 mbar
Starting air/control air Starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . min. approx. 15, max. 30 bar
Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, min. 5.5 bar
Charge air Charge air upstream/downstream of charge air cooler

(pressure differential) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 80 mbar
Cylinder Nominal ignition pressure (720kW/cyl.) . . . . . . . . . . . . . . . . . . . . . . . . 190 bar

Admissible deviation from the average on individual cylinders . . . . 5 bar
Safety valve (opening pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 +7 bar
Crankcase Crankcase pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 5 mbar

Safety valve (opening pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 mbar
Exhaust gas Exhaust gas downstream of turbocharger

As--new condition . . . . . . . . max. 30 mbar
Service operation . . . . . . . . max. 50 mbar
Cooling water Engine cooling water and charge air cooler, HT . . . . . . . . . . . . . . 2 ... 4 bar
Nozzle cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ... 4 bar
Charge air cooler, LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ... 3 bar
Lube oil Lube oil upstream of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 ... 4.5 bar
Lube oil upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . 1.4 ... 1.7 bar
6700 2.5.2--02 E 04.03 L 40/54 101/ 02

Fuel oil Fuel oil upstream of engine (in case of pressurised system) . . . . 4 ... 8 bar
Fuel injection valve (opening pressure) . . . . . . . . . . . . . . . . . . . 350 +10 bar
(opening pressure with new spring) . . . . . . . . . 370 bar
Fuel viscosity Injection viscosity Temperature down- Evaporation Required

stream of preheater pressure system pressure
(mm2/s at 50 C (mm2/s) ( C) (bar) (bar)
180 12 124 1.4 2.4
320 12 137 2.4 3.4
380 12 140 2.7 3.7
420 12 142 2.9 3.9
500 14 140 2.7 3.7
700 14 146 3.2 4.2
Table 1. Pressure required in the fuel oil system as a function of fuel oil viscosity and injection viscosity
Test pressures (overpressures)
Control air Control air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling spaces/water side Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar

Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling system, cylinder cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Cooling system, injection valve cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Fuel oil spaces Fuel supply pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 bar
Lube oil Lube oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar
* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and “List of
measuring and control units” in Volume D.
1) In compliance with rating definition. At higher temperatures/lower pressures, a derating is necessary.

2) Higher value to be aimed at in case of higher air humidity (water condensing).
3) Depending on the fuel viscosity and injection viscosity. See Section 3.3.4 - operating media.
80 controlled temperature
6700 2.5.2--02 E 04.03 L 40/54 102/ 02

Weights
2.5.3
Weights of principal components
Components -- from top down- Rocker arm casing with rocker arms . . . . . . . . . . . . . . . . . . . . . . . . . . . 456 kg
wards Rocker arm casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343 kg
Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1270 kg
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625 kg
Inlet valve/exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 kg
Exhaust valve with cage and flange (if fitted) . . . . . . . . . . . . . . . . . . . . . 51 kg
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 kg
Backing ring of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483 kg
Top land ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 kg
Piston with connecting rod big end and piston pin . . . . . . . . . . . . . . . . 336 kg
Piston without piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 kg
Piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 kg
Connecting rod (conrod shank, conrod big end and
big end bearing cap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388 kg
Connecting rod big end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 kg
Connecting rod shank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 kg
Big end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 kg
Main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 kg
Main bearing shell (shell half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 kg
Crankshaft with balance weights . . . 6L 40/54 . . . . . . . . . . . . . . . 13049 kg
Balance weight of the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 kg
Camshaft drive gear (two-part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 kg
Torsional vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 2650 kg
Damper mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 970 kg
Crankcase/tie rod Crankcase . . . . . . . . . . . . . . . . . . . . . . 6L 40/54 . . . . . . . . . . . . . approx. 21 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7L 40/54 . . . . . . . . . . . approx. 23.5 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L 40/54 . . . . . . . . . . . . . approx. 26 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9L 40/54 . . . . . . . . . . . approx. 28.5 t
Tie rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 kg
Cross tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 kg
Cylinder head bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.5 kg
Injection system Camshaft . . . . . . . . . . . . . . . . . . . . . . . 6L 40/54 . . . . . . . . . . . . . . . . 1546 kg

Torsional vibration damper, camshaft . . . . . . . . . . . . . . . . . . . . . . . . . 155 kg
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 kg
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 kg
Charge air and exhaust gas NA 34 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1270 kg

system NA 40 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2050 kg
Charge air cooler with attachment . . . . . . . . . . . . . . . . . . . . approx. 1984 kg
Exhaust pipe (section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 705 kg
Others Cylinder lubricating pump with attachment . . . . . . . . . . . . . . . . . . . . . . . 80 kg

Speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 68 kg
6700 2.5.3--01 E 09.99 L 40/54 101/ 02

Weights of complete engines
6L 40/54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 t
7L 40/54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 t
8L 40/54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 t
9L 40/54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 t
6700 2.5.3--01 E 09.99 L 40/54 102/ 02

Dimensions/Clearances/Tolerances-- Part 1 2.5.4
Erläuterungen Explanations
Die nachstehende Tabelle ist geordnet nach dem The table below has been organised by the MAN
MAN-Baugruppensystem, d.h. nach den fett gedruck- subassembly group system, i.e. by the subassembly
ten, in den Zwischentiteln rechts angeordneten Bau- group numbers in bold face entred at the right of the
gruppennummern. intermediate titles.
Maße und Spiele werden nach folgendem Schema angegeben:

X Durchmesser der Bohrung
Y Spiel
Z Durchmesser der Welle
Dimensions clearances have been given by the following systematic

principle:
X Diameter of the bore
Y Clearance
Z Diameter of the shaft
Toleranzangaben werden aus drucktechnischen For convenience of printing, tolerances are not
Gründen nicht wie üblich given like
+0,080 +0.080
200 200
+0,055 +0.055
sondern 200 +0,080/+0,055 geschrieben. but rather as 200 +0.080/+0.055
6700 2.5.4--01 E 05.03 L 40/54 101/ 04

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)
Zuganker/Queranker Tie rod/Cross tie rod 012
A 2255 +1.0/-1.0 Zuganker

B/C M80x4 Tie rod
A 721 +1.0/-1.0 Zuganker (Aussenlager)

B/C M56x4 Tie rod (external bearing)
A 536 +1.0/-1.0 Queranker

B/C M56x4 Cross tie rod
Kurbelwelle Crankshaft 020
A * -- **
A Wangenatmung A Crank web deflection

* Siehe Abnahmeprotokoll * See acceptance record
** Siehe Arbeitskarte 000.10 ** See work card 000.10
Kurbelwellenlager/Paßlager Main bearing/Location bearing 021
A 360 -0.040 -- --
B -- 0.320 ... 0.460 *
C 300 -0.100 -- --
D -- 0.500 ... 0.750 0.94
* Grenzwert für Lagerschalendicke im Haupt- * Limiting value for thickness of bearing shells in the
belastungsbereich. Austauschkriterien siehe zone of maximum loading. For criterias of replacement
Arbeitskarte 000.11. see work card 000.11
6700 2.5.4--01 E 05.03 L 40/54 102/ 04

(mm) new (mm) (mm)
Drehschwingungsdämpfer (Kurbelwelle) Torsional vibration damper (crankshaft) 027
A 1250* Durchmesser
Diameter
B 250 ... 350* Breite (Schwungmasse)
Width (flywheel mass)
C 336 ... 391* Breite (gesamt)
Width (complete)
* Je nach Auslegung * Depend on design
Pleuellager/Kolbenbolzenlager Crank bearing/Piston pin bearing 030
A 360 -0.040 -- --
B -- 0.320 ... 0.440 *
C 180 +0.257/+0.198 -- --
D -- 0.200 ... 0.280 0.36
E 180 -0.025 -- --
F -- 0.500 ... 1.100 --
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11.
6700 2.5.4--01 E 05.03 L 40/54 103/ 04

(mm) new (mm) (mm)
Kolben Piston 034
A 180 +0.080/+0.055 -- --
B -- 0.055 ... 0.105 0.12
C 180 -0.025 -- --
Die Außendurchmesser sind infolge der ballig--ovalen Checking the outer dimensions of the piston is rather
Form nur schwer zu kontrollieren. Auf die Angabe ge- difficult due to its crowned, oval form. Exact dimen-
nauer Maße wurde verzichtet, da die Lebensdauer des sions are not listed because normaly the life of the
Kolbens normalerweise durch den Verschleiß der piston is, in any case, determined by the wear of the
Ringnuten bestimmt wird. ring grooves.
Kolbenringe Piston rings 034
A 8 +0.230/+0.200 -- --
B -- 0.213 ... 0.265 0.70
C 8 -0.013/-0.035 -- --
D 8 +0.200/+0.170 -- --
E -- 0.183 ... 0.235 0.32
F 12 +0.060/+0.040 -- --
G -- 0.056 ... 0.100 0.12
H 12 -0.016/-0.040 -- --
J* -- 0.800 ... 1.200 --
J** -- 0.800 ... 1.350 --
* Stoßspiel Ring 1,2,3 * Ring gap: Ring 1/2/3

** Stoßspiel Ring 4 ** Ring gap: Ring 4
6700 2.5.4--01 E 05.03 L 40/54 104/ 04


Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)
Zylinderbuchse Cylinder liner 050
A 400 +0.057 -- --
B2* -- -- 1.20
B4* -- -- 0.32
B5* -- -- 0.12
C** -- -- 0.60
D 560 -- --
E 465 -- --
F 1080.5 -- --
G 698 -- --
H 473 -- --
K 90 -- --
* maximal zulässiger Verschleiß an Meßstelle der * Maximum permitted wear at measuring point of
Lehrschiene (siehe Arbeitskarte 050.02) gauge bar (see work card 050.02)
** Ovalität, C (A1 -- A2) ** Ovality, C (A1 -- A2 )
Maße A, B, C gültig für Zylinderbuchse, nicht für Dimensions A, B, C apply to cylinder liner, not to top
Feuerstegring. land ring.
Das Maß A wird im oberen Umkehrpunkt des ersten The dimension A is measured at the point of reversal
Kolbenringes quer und längs zur Motorlängsachse ge- of the top ring parallel with and at right angles to the
messen. longitudinal engine axis.
6700 2.5.5--02 E 08.00 L 40/54 101/ 03

(mm) new (mm) (mm)
Zylinderkopf/Zylinderkopfschraube Cylinder head/Cylinder head bolt 055
A 577 -- --
B 696 -- --
C 900 -- --
D 555 -- --
E 1595 -- --
F/G M56x4 -- --
Steuerungsantrieb Camshaft drive 100
A* -- 0.224 ... 0.390 --

B* -- 0.196 ... 0.378 --
C* -- 0.225 ... 0.394 --
D 156 +0.187/+0.132 -- --
E -- 0.152 ... 0.232 0.29
F 156 -0.020/-0.045 -- --
G -- 0.900 ... 1.400 --
H -- 0.750 ... 1.200 --
* Zahnspiel * Gear backlash
6700 2.5.5--02 E 08.00 L 40/54 102/ 03

(mm) new (mm) (mm)
Nockenwellenlager Camshaft bearing 102
A 160 -- --
B -- 0.147 ... 0.227 *
C 160 -0.025 -- --
D -- 0.140 ... 0.230 *
E 160 +0.216/+0.151 -- --
F -- 0.600 ... 0.900 --
* Grenzwert für Lagerschalendicke im Haupt- * Limiting value for thickness of bearing shells in the
belastungsbereich. Austauschkriterien siehe zone of maximum loading. For criterias of replacement
Arbeitskarte 000.11. see work card 000.11
6700 2.5.5--02 E 08.00 L 40/54 103/ 03


(mm) new (mm) (mm)
Kipphebellager/Einlaßventil/Auslaßventil Rocker arm bearing/Inlet valve/Exhaust valve

111/113/114
A* -- 0.2 +0.050/-0.050 --
B* -- 0.8 +0.100 --
C** 28 +0.021 -- --
D** -- 0.150 ... 0.221 0.28
E** 27.85 -0.050 -- --
F 80 +0.054/-0.014 -- --
G -- 0.046 ... 0.133 0.14
H 80 -0.060/-0.079 -- --
J -- 0.600 ... 2.200 --
* Ventilspiel, gemessen bei kaltem Motor * Valve clearance, measurement taken with cold
(gleiche Temperatur aller Teile) engine (same temperature of all components)
** Ein-- und Auslaßventil, gemessen auf halber ** Inlet and exhaust valve, measurement taken in
Höhe der Ventilführung the middle of the valve guide
Ein- und Auslaßschwinghebel Inlet and exhaust cam follower 112
A 56 +0.061/+0.004 -- --
B -- 0.064 ... 0.140 0.16
C 56 -0.060/-0.079 -- --
D 50 +0.120/+0.100 -- --
E -- 0.041 ... 0.077 0.10
F 50 +0.059/+0.043 -- --
G -- 0.350 ... 0.700 --
6700 2.5.6--04 E 09.01 L 40/54 101/ 05

(mm) new (mm) (mm)
Reglerantrieb Governor drive 140
A 45 +0.057/+0.007 -- --
B -- 0.047 ... 0.117 0.13
C 45 -0.040/-0.060 -- --
D 75 +0.046 -- --
E -- 0.060 ... 0.125 0.14
F 75 -0.060/-0.079 -- --
G -- 0.200 ... 1.040 --
H -- 0.400 ... 0.740 --
J* -- 0.119 ... 0.186 --
K* -- 0.100 ... 0.400 --
L -- 0.100 ... 0.300 --
Anlaßsteuerschieber Starting air pilot valve 160
A -- 0.2 +0.100 --
6700 2.5.6--04 E 09.01 L 40/54 102/ 05

(mm) new (mm) (mm)
Kraftstoffeinspritzpumpe Fuel injection pump 200
A 10 +0.100/+0.080 -- --
B -- 0.080 ... 0.120 0.15
C 10 -0.020 -- --
D 40 +0.062 -- --
E -- 0.020 ... 0.023 --
F 40.15 -0.050 -- --
G 76 +0.046 -- --
H -- 0.060 ... 0.146 0.16
J 76 -0.060/-0.106 -- --
Antrieb der Kraftstoffeinspritzpumpe Drive of fuel injection pump 201
A 75 +0.150/+0.075 -- --
B -- 0.075 ... 0.169 0.19
C 75 -0.019 -- --
D 65 +0.130/+0.110 -- --
E -- 0.071 ... 0.110 0.14
F 65 +0.039/+0.020 -- --
G 65 +0.090/+0.070 -- --
H -- 0.031 ... 0.070 0.08
J -- 0.900 ... 1.600 --
K -- 0.500 ... 0.700 --
L 160 +0.040 -- --
M -- 0.043 ... 0.123 0.13
N 160 -0.043/-0.083 -- --
6700 2.5.6--04 E 09.01 L 40/54 103/ 05

(mm) new (mm) (mm)
Kraftstoffeinspritzventil Fuel injection valve 221
A* -- 1.0 +0.050/-0.050 --
B** -- -- --
C 464.5 -- --
D 74.7 -- --
* Nadelhub * Needle lift

** Düsenspezifikation - siehe Abnahmeprotokoll ** Injector specification - see acceptance record
Antrieb für am Motor angebaute Pumpen Drive for on engine attached pumps 300/350
A* -- 0.350 ... 0.600 --

B* -- 0.350 ... 0.600 --
6700 2.5.6--04 E 09.01 L 40/54 104/ 05

(mm) new (mm) (mm)
Drehzahlaufnehmer Speed sensor 400
A -- 2.0 ... 3.0 --
Pufferkolben Buffer piston 434
A 90 +0.035 -- --
B -- 0.036 ... 0.106 0.11
C 90 -0.036/-0.071 -- --
6700 2.5.6--04 E 09.01 L 40/54 105/ 05

Operation/Operating media
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 3--02 E 07.97 101/ 01

Table of contents
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.1 Quality requirements on gas oil/diesel fuel (MGO)
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.7 Quality requirements for engine cooling water
: N 3.3.8 Analyses of operating media
: : N 3.3.11 Quality requirements for intake air (combustion air)
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Monitoring the engine/ performing routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 101 /02

: : N 3.5.10 Load application
: N 3.5.11 Exhaust gas blow--off
: N 3.5.12 Charge air blow--off
N 3.6 Engine operation III -- Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.2 Emergency operation with one cylinder failing
: : N 3.6.3 Emergency operation on failure of one turbocharger
: : N 3.6.4 Failure of the electrical mains supply (Black out)
: N 3.6.5 Failure of the cylinder lubrication
: : N 3.6.6 Failure of the speed control system
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
: : : N 3.6.8 Procedures on triggering of oil mist alarm
: : : N 3.6.8 Procedures in case a splash--oil alarm is triggered
: : : N 3.6.9 Procedures on triggering of Slow--Turn--Failure
N 3.7 Engine operation IV -- Engine shut--down
: N 3.7.1 Shut down/Preserve the engine
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 102 / 02

Prerequisites 3.1
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
6682 3.1--01 E 07.97 101/ 01

Prerequisites/Warranty 3.1.1
Prerequisites dating back into the past
Some of the prerequisites for successful operation of the engine/engine

plant are already dating back into the past when the phase of day-to-day
operation commences. Other prerequisites can, or have to be directly
influenced.
The factors that are no longer accessible to direct influence, are

- the source of the engine,
- qualified manufacture including careful controlling under the eyes of
control boards/classification societies,
- reliable assembly of the engine and its exact tuning during the trials.
The factors dating back into the past and having effects on future
performance also include
- the care invested in the planning, layout and construction of the
system,
- the level of cooperation of the buyer with the projecting firm and the
supplier, and
- the consistent, purpose activities during the commissioning, testing and
breaking-in phases.
Day-to-day prerequisites
The prerequisites directly required for day-to-day operation and to be

provided for again and again are, for example
- the selection of appropriate personnel and its instruction and training,
- the availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,
- ensuring operational availability and reliability, in due consideration of
operational purposes and results,
- the organisation of controlling, servicing and repair work,
- the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and
- definition of the operating purposes, compromising between expense
and benefit.
Detailed information on the above items is given in the following.
Warranty
Questions of warranty will be treated in compliance with the “General

Conditions of Delivery” of MAN B&W Diesel AG. In the following, we have
quoted some decisive passages, as a guideline how to orientate yourself
in your every-day decisions and/or actions by these principles. The
complete written texts and/or agreements reached in each case shall be
conclusive.
6680 3.1.1--01 E 12.97 32/40 upw 101/ 02

Item1
“MAN B&W Diesel AG shall warrant expressly assured properties as well
as faultless design, manufacture and material. Parts which by reason of
defects have become unserviceable or the serviceability of which has
been substantially impaired shall, at the option of MAN B&W Diesel AG,
be reconditioned free of charge or MAN B&W DIesel AG shall supply new
parts at the cost and risk of MAN B&W Diesel AG.”
Item 4
“The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.”
Item 5
“The Purchaser may only claim the warranty of MAN B&W Diesel AG if
- the equipment was installed and put into operation by personnel of
MAN B&W Diesel AG,
- MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,
- the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,
- no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,
- no spare parts of outside make have been used.”
6680 3.1.1--01 E 12.97 32/40 upw 102/ 02

Safety regulations 3.2
3.1 Prerequisites
3.3 Operating media
6682 3.2--01 E 07.97 101/ 01

General remarks 3.2.1
Safety--related principles/compliance with the same
Safe use German laws and standards as well as guidelines of the European
Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.
Intended use The technical documentation must contain statements regarding the
“intended use” and concerning restrictions in the use.
Remaining risks Remaining risks must be disclosed, sources of danger/critical situations

must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.
As communication elements which bring such sources of danger/critical

situtions to the attention of the operating personnel, signals, symbols, texts
or illustrations are to be used. Their use on the product and in the
technical documentation is to be co--ordinated. For safety requirements, a
multi--stage system is to be used.
MAN B&W Diesel AG’s These requirements are adhered to by MAN B&W Diesel AG by special
contribution efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.
6680 3.2.1--02 E 12.97 32/40 upw 101/ 01

Destination/suitability of the engine 3.2.2
Use in accordance with the destination
The four-stroke Diesel engine delivered is destined for (firstly) operation

under the marginal conditions stipulated
- under Technical Data, Section 2.5.1,
- in the technical specification, Section 2.1 and
- in the order confirmation.
Furthermore destined for (secondly)
- operation using the specified operating media,
- taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as laying down of the marginal
conditions (e.g. removal space/crane capacities) in accordance with the
recommendations of MAN B &W Diesel AG or according to the state of
the art.
Furthermore destined for (thirdly)
- start, operation and stopping in accordance with the usual
organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.
Furthermore destined for (fourthly)
Situation/characteristic on condition of
(Marine engine) for operation at full load in arctic waters or Charge-air blow-off device
(stationary engines) operated temporarily at overload
Part-load operation with improved acceleration ability Charge-air blow-by device
Safe operation in the upper load range with part-load optimised Charge-air blow-off device
turbochargers
Fast and to a large extent soot-free acceleration Jet-assist device
Part-load operation with improved combustion and reduced Two-stage charge-air cooler
formation of residues
Operation with optimised part-load operating values by means of Timing adjustment device
timing adjustment (only engine 32/40)
Operation with optimised injection timing Injection timer
Slow turning prior to starting (in case of automatic operation) Slow-turn device
Low-vibration and low-noise (structure-borne) operation Semi-elastic/elastic support
Output on the free engine end Crankshaft extension
Cleaning of the turbocharger/s (during operation) Cleaning device/s
Cleaning of the charge-air cooler/s Cleaning device
6680 3.2.2--01 E 11.02 All D Eng 101/ 02

With restrictions destined/suitable for
The engine is with restrictions destined/suitable for:

- operation at operating values resulting in an alarm situation,
- operation at reduced speed (marine main engines),
- passing through barred speed ranges,
- black-out test,
- idling or low-load operation,
- operation with generator in “reverse power”
(during parallel operation with the grid),
- operation at reduced maintenance expenditures,
- speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
- operation without cylinder lubrication,
- operation after failure of the speed governor
(only marine main engines 32/40),
- operation in case of failure of the elctronic-hydraulic speed control
system after switching over to mech.-hydraulic speed governor
(40/45 ... 58/64)
- emergency operation with one or two blocked/partly disassembled
turbocharger/s,
......... shut-off fuel pumps,
......... removed running gear/s,
......... dismounted rocker arms/push-rods.
Not destined/suitable for
The engine is not destined/suitable for:

- operation at operating values due to which engine stop or load
reduction was effected,
- putting into operation of the engine/of parts without running in,
- operation in case of black-out,
- operation in case of failure of supply equipment (air, compressed air,
water, ..., electric voltage supply, power take-off),
- operation within barred speed ranges,
- operation after failure of the mech.-hydraulic speed governor,
- operation without appropriate surveillance/supervision,
- operation without maintenance expenditures or if they have been
reduced to a great extent,
- unauthorised modifications,
- use of other than original spare parts,
- long-term shut-down without taking preservation measures.
6680 3.2.2--01 E 11.02 All D Eng 102/ 02

Risks/dangers 3.2.3
Dangers due to deficiencies concerning personnel/level of training
Expectations in case of marine Propeller operation/generator operation (normal operation/operation in

engines road stead):
Chief engineer on board. Operational control by technical officer.
Maintenance work/repair work in the port:

To be carried out by engine operators, technical assistants or engine fitters
and helpers. For instructions and in difficult cases: technical officer or chief
engineer.
Generator operation (in port):

Operational control by technical officer.
Maintenance work/repair work in port:

As mentioned above.
Supplementary requirements Persons responsible for the operational control must be in possession of a
qualification certificate (licence) which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Expectations in case of During operation:

stationary plant (power plants) Plant manager (engineer) available. Operational control/supervision of the
engine and the associated supply systems by trained and specially
instructed engine operator or technical assistant.
Maintenance work/repair work:

Execution by engine operators, technical assistant or engine fitters and
helpers. For instructions and in difficult cases: engineer or chief engineer.
Supplementary requirements In Germany, for supervisory personnel and persons carrying out or
supervising maintenance and repair work, proof must be furnished in
accordance with the Power Industry Act (Energiewirtschaftsgesetz =
EnWG) that, among other things, the technical operation is ensured by a
sufficient number of qualified personnel. In other countries, comparable
laws/guidelines must be observed. Deficiencies regarding personnel/level
of training cannot be compensated by other efforts.
Dangers due to components/systems
Certain dangers are unavoidable with technical products and with certain
operating conditions or actions taken. This also applies to engines and
turbochargers, in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavourable conditions. Nevertheless, some dangers
remain, which cannot be avoided completely. Some of them are only
potential risks and some only occur under certain conditions or in case of
actions contrary to the instructions. Others are present even in normal
conditions.
6700 3.2.3--01 E 08.99 L 40/54, L 48/60 101/ 07

Table 2, Figures 1 and 2 Please refer to Table 2, Figures 1 and 2. These pages are meant to draw
attention to such danger zones.
Figure 1. Danger zones on engine according to EU Machinery Safety Directive

(Part 1)
6700 3.2.3--01 E 08.99 L 40/54, L 48/60 102/ 07

Figure 2. Danger zones on the engine according to EC Machinery Safety Directive (Part 2)
Danger due to operation/due to inappropriate use
Tables 3 and 4 Dangers not only result from components and systems, but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain information in addition to the
brief summary in Section 3.2.2.
Dangers due to emissions
Dangers arising from emissions, and the main protective and preventive
measures are given in Table 1.
Emission Danger Preventive/protective measure

Conditioned cooling water, lube oil, Harmful to skin and health, pollutes Use and dispose of according to the
hydraulic oil, fuel water instructions of the manufacturers or
suppliers
Cleaning agents and aids According to the manufacturers’ Use and dispose of according to the
information instructions of the manufacturers or
suppliers
6700 3.2.3--01 E 08.99 L 40/54, L 48/60 103/ 07

Emission Danger Preventive/protective measure
Exhaust gas with the harmful Noxious(1), is harmful to the Carry out maintenance work
constituents NOx, SO2, CO, environment if the limit values are according to the maintenance
hydrocarbons, soot exceeded schedule; maintain danger--oriented
operational control; monitor
operating results carefully; parts
with IMO marking to be replaced
only by identical ones
Sound (air-borne) Harmful to health, has a negative Wear ear protection, restrict
effect on the environment if the exposure to the minimum
limit values are exceeded necessary
Sound (structure-borne) Harmful to health, has a negative Restrict exposure to the minimum
effect on the environment if the necessary
limit values are exceeded
Vibrations Harmful to health; for the maximum Avoid intensification of process--
permissible limit, please refer to induced vibrations by additional
Volume B1, Section 2.5.1 sources
1) Information for customers in California
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.
Table 1. Dangers from emissions originating from engine and turbocharger
Planned workplaces
Engines are usually operated under remote control. Regular rounds

according to the rules of “observation-free operation” are required. In
particular, measurement, control and regulating devices as well as other
areas of the plant which require special attention, should be checked.
Personnel are not intended to remain continuously in the immediate
vicinity of the engine or turbocharger while it is running.
Maintenance and repair work should, if at all possible, not to be carried out
in the vicinity of the danger zones listed in Table 1 or in Figures 1 and 2
while the engine(s) is/are running.
Personal protective measures
All applicable occupational-safety regulations and provisions must be

observed in full.
This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.
The relevant sections of the technical documentation must be read and

understood.
6700 3.2.3--01 E 08.99 L 40/54, L 48/60 104/ 07

Dang
nger zone Source of hazard Possible consequences
Danger to ship and crew or emergency due to lack of electric
1 Engine, complete Absence of/impaired operational reliability
power
2 Flywheel Toothed rim/fixing bolts Body/limbs may be caught, crushed, or struck
3 Turning gear Toothed rim/area of gear meshing Body/limbs may be caught or crushed
6700
Space ahead of the running gear Danger of explosion; danger of running gear parts
4 Parts may be flung out or fly off
3.2.3--01 E
on the longitudinal sides of the being flung out

engine
Turbocharger, especially space Parts under internal pressure, parts turning at high
5 Parts may break, come off
radially to the rotor speeds
Pipes, pressure vessels, pressur- Squirting out or escape of media, danger of injury or fire, loss
6 ized parts or systems, or parts or Parts under internal pressure, or filled with
of operating media, contamination, possibly harmful to the
systems filled with liquid or gas liquids/gases
environment or health
Crankcase cover Danger of explosion from bearing or piston seizures; danger
7 Moving parts, hot oil, oil mixture of fire and accidents from oil squirting out, danger to persons
08.99
8 Covering of camshaft, rocker arms Meshing of cams and camshaft, movement of rocker Clothes/limbs may be caught or squeezed; escape of oil
and push rods arms and push rods
9 Insulation and jacketing of fuel and Hot surfaces, inflammable medium, parts under high Burning, squirting out of fuel, under certain circumstances in
injection pipes internal pressure piercing jets
Exhaust pipe and jacketing of the Hot surfaces, parts under internal pressure, filled with Burning, escape of hot gases, danger of fire
10
exhaust pipe hot gas
Instrumentation and control Electric shock, burns, electro-opthalmia; impairment of engine
11 Under voltage function if equipment malfunctions
devices or systems (electric)
L 40/54, L 48/60
Instrumentation and control Danger of injuries due to media squirting out/escaping, or

Parts under internal pressure, filled with liquids/gases
12 equipment (hydraulic or other release of pressure; impairment of engine if equipment
pneumatic) malfunctions
13 Control linkage of fuel pump Moving or spring--tensioned parts Squeezing, injury due to released spring tension
14 Screw connections Parts under high compression or tension Danger due to nuts or bolts breaking or flying off
Safety valves, pressure adjusting
16 valves (cylinder head, crankcase, Malfunction or failure and secondary faults Injuries from parts bursting or flying off, or escaping media
I & C systems)
Varying, sometimes high risks, depending on the
17 Special tools Injury or damage
application
Tab
ble 2. Danger zones on the engine (when being
be used correctly)
105/ 07
Dangerous condition Source of hazard Possible consequences
Hydraulic tensioning tools, Parts under high internal pressure may rupture, break, Injuries due to parts coming loose or flying off, or to
18 high--pressure hoses, or leak; escape of hydraulic oil in piercing jets is escaping hydraulic oil
high--pressure pump possible, hydraulic oil is harmful to health
6700
Operation at reduced speed Increase in torque, negative influence on operating Contamination, wear, overloading of components,
19
(marine main engines) values turbocharger surging
Idling operation or low--load Operation beyond the operating range, deterioration
3.2.3--01 E
20 operation of the operating values Incomplete combustion, residues in the combustion

chamber
Operation with generator “motor- Generator is operated as motor, internal combustion
21 ing” (in case of operation in parallel Unintended operating mode
engine is being driven
with the grid)
Accelerated running up to speed or Increased thermal and mechanical stresses, exhaust Unintended operating mode
22
load shedding discoloration, overloading of turbocharger
Operation without cylinder Lack of lube oil Deterioration of the lubricating conditions, outputs
23
lubrication 70% are not permissible
08.99
Emergency operation with

Engine capacity is reduced, risk of overloading
24 blocked/partly dismounted
turbocharger
Emergency operation with fuel Reduction in output is necessary, operating values
25
pump shut off may be exceeded
Reduction in output is necessary, operating values
Emergency operation with running may be exceeded, risk of starting difficulties, critical Increased attention required
26
gear removed vibrations may occur
L 40/54, L 48/60
Reduction in output is necessary, operating values Increased attention required

27 Emergency operation with rocker
may be exceeded
arms or push rods dismantled
Table 3. Danger situations in case of part
rtially incorredt use
106/ 07
Dangerous condition Source of hazard Possible consequences
Putting the engine or components Preliminary damage to components, negative effects Increased wear, permanent damage, effect on oil consump-
into service without running in on running surfaces tion, and, in extreme cases, piston seizure
Running with impaired supply of
Overheating due to lack of cooling and air, seizures due to
operating media or power (includ- Failure of supply of operating media or electricity
6700
lack of lube oil

ing black-out and black--out test)
Operation within restricted speed Increased vibrations, which may build up from
Endangering of components and screw connections
3.2.3--01 E
ranges resonance, and mechanical stress

Operation with governor not Speed regulation not posible Shut-down by emergency-stop unit via overspeed relay, or
working keeping admission close to Zero
Operation without appropriate
Reaction to events uncertain Various
supervision
Decline in operational reliability, spontaneous failures
Operation with greatly reduced
must be expected, need to improvise, special actions Cumulative effects, invalidation of warranty
maintenance
at unfavourable times
Risk of decline in operational reliability due to unsound Failure of parts leading to secondary damage, invalidation of
Unauthorised modifications
solutions warranty
08.99
Correct interaction with other parts is not certain,

Failure of parts leading to secondary damage, invaldiation of
Use of non--original spare parts decline in operational reliability and spontaneous
warranty
failures must be expected
Taking out of service for a long Corrosion damage, accumulation of corrosive products,
time without out-of-service protect- Corrosion, and sticking of parts
starting and operating difficulties
ion
Table 4. Danger situations in case of inccorrect use
L 40/54, L 48/60
107/ 07
Safety instructions 3.2.4
Characterisation/danger scale
Characterisation According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
- type and source of danger,

- imminence/extent of danger,
- possible consequences,
- preventive measures.
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
Danger scale The imminence/extent of danger is characterised by a five--step scale as
follows:
▲▲▲ Danger! Imminent danger

Possible consequences: Death or most severe injuries, total damage
to property
▲▲ Caution! Potentially dangerous situation

Possible consequences: Severe injuries
▲ Attention! Possibly dangerous situation

Possible consequences: Slight injuries, possible damage to property
Important! For calling attention to error sources/handling errors
Tip! For tips regarding use and supplementary information
Examples
▲▲▲ Danger! The flywheel can catch body/limbs so that they are
squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.
▲ Attention! Taking the engine/components into operation without

prior running in can lead to damage on components.
Proceed according to instructions, also run in again after an extended
period of low--load operation.
6680 3.2.4--01 E 12.97 32/40 upw 101/ 01

Safety regulations 3.2.5
Prerequisites
Personnel The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book It is advisable resp. required by supervisory authorities to keep a service
log book into which all the essential jobs and deadlines for their perform-
ance, the operating results and special events are entered. The purpose of
this log book is that in the event of a change in personnel the successors
are in a position to duly continue operation using this data log. Moreover,
the log book permits to derive a certain trend analysis and to trace back
faults in operation.
Regulations for accident pre- The regulations for accident prevention valid for the plant should be ob-
vention served during engine operation as well as during maintenance and over-
haul work. It is advisable to post those regulations conspicuously in the
engine room and to stress the danger of accidents over and over again.
Following advice The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the techni-
cal documentation are valid supplementarily and are to be observed in the
same way.
Secure the crankshaft and components connected to it against moving
Before starting work in the crankcase or on components that move when

the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.
▲▲▲ Danger! Ignoring this means danger to life!
Causes Unintentional turning of the crankshaft and thus movement of the con-
nected components may be caused:
- in marine propulsion plants by the vessel in operation or when the
vessel is at standstill due to the flow of water against the propeller,
- in gensets by maloperation when the mains voltage is applied,
- by unintentional or negligent starting of the engine,
- by unintentional or negligent actuation of the engine turning device
(turning gear).
Precautions The following protective measures are to be taken:
6680 3.2.5--01 E 06.02 101/ 04

- Close the shut-off valves of the starting and control air vessels/secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,
- Engage the engine turning device, secure against actuation.
▲ Attention! In double and multi-engine plants the engine turning
device must no be used as locking brake when the second engine is
running!
The resistance of the engine turning device is not sufficient enough to re-
liably prevent the crankshaft from turning. When the turning device is en-
gaged, only the start-up is electrically blocked and the control air supply to
the main starting valve is interrupted.
- Mount reference plate to the operating devices permitting a start-up of
the engine.
- For gensets and shaft generators: Secure the generator switch (es-
pecially of asynchronous generators) against switching-on. Mount refer-
ence plate. As far as possible the safeguards/safeguarding elements
are to be opened in additon.
- For main marine engines with variable-pitch propeller: Pitch of the en-
gine at standstill to be set to zero-thrust, not to zero.
- For single-engine plants with fixed or variable-pitch propeller: The
above-mentioned measures are to be carried out. Further precautions
are not required.
- For multi-engine plants with reduction gearbox/es, when work is carried
out on one engine while the other engine is running:
J When using flexible couplings their rubber elements have to be re-
moved.
J When using flexible couplings with intermediate rings the latter have to
be removed; the resulting free space must by no means be bridged.
Coupling parts becoming loose as a result have to be supported if re-
quired.
J When using clutch-type couplings between the engine and the gearbox
these have to be removed completely. Switching off/opening of the
coupling, as well as shutting off the switching medium compressed air/
oil is not sufficient.
J When using clutch-type couplings in the gearbox the flexible couplings
have to be partly disassembled in accordance with the first two points.
- For engines with mechanical dredger pump drive on which work at the
dredger pump gearbox or at the dredger pump is carried out during en-
gine operation, measures have to be taken which are in accordance
with the above-mentioned points.
Precautions in case other work is being done on the engine
Opening of crankcase doors Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour con-
centration.
▲ Attention! Danger of explosion due to atmospheric oxygen enter-

ing, because overheated components and operating media in their
environment may be at ignition temperatures.
Opening of pipes/pressure Before opening pipes, flanges, screwed connections or fittings, check if
vessels the system is depressurized/emptied.
▲ Attention! Disregarding this means: risk of burns when hot

fluids are involved, fire hazard in case of fuel, injuries caused by
flung-out screw plugs or similar objects when loosening same under
pressure.
6680 3.2.5--01 E 06.02 102/ 04

Disassembling/assembling In case of disassembly, all pipes to be reinstalled, especially those for fuel
pipelines oil, lube oil and air, should be carefully locked. New pipes to be fitted
should be checked whether clean, and flushed if necessary. It should in
each case be avoided that any foreign matter gets into the system. In case
of prolonged storage, all parts involved have to be subjected to preserva-
tion treatment.
Use of hydraulic tensioning When using hydraulic tensioning tools, observe the particular safety re-
tools gulations in work card 000.33.
▲ Attention! Disregarding this means: danger of injuries by needle-

like or razor-edged jets of hydraulic oil (which may perforate the
hand), or by tool fragments flung about in case of fractured bolts.
Removing/detaching heavy When removing or detaching heavy engine components it is imperative to

engine components ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for deposit-
ing must also have the appropriate carrying capacity. This is not always
the case with platforms, staircase landings or gratings.
Releasing compression springs For releasing compression springs, use the devices provided (refer to the
work cards that apply).
▲ Attention! Disregarding this means: danger of injuries by

suddenly released spring forces/components.
Coverings Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again. En-
gine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
▲ Attention! Disregardig this means: risk of fire. Loose clothing

and long hair might get entangled. Spontaneous supporting against
moving parts when loosing ones balance may result in serious in-
jury.
Use of cleaning agents When using cleaning agents, observe the suppliers instructions with re-
spect to use, potential risks and disposal.
▲ Attention! Disregarding this means: danger of caustic skin and

eye injury, and also of the respiratory tract if vapours are produced.
▲ Attention! Using Diesel fuel for cleaning purposes involves the

risk of fire or even explosion. Otto fuel (petrol) or chlorinated hydro-
carbons must not be used for cleaning purposes.
Use of anti-corrosion agents ▲ Attention! Anti-corrosion agents may contain inflammable sol-
vents which, in closed spaces, may form explosive mixtures (see
work card 000.14).
Use of high-pressure cleaning When using high-pressure cleaning equipment, be careful to apply this
equipment properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat insu-
lating parts covered by water-permeable materials have to be appropri-
ately covered or excluded from high-pressure cleaning.
Other precautions
Failure of the governor/ In case of governor or overspeed governor failure, the engine has to be
overspeed governor stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.
6680 3.2.5--01 E 06.02 103/ 04

▲▲▲ Danger! If the governor/overspeed governor is defective, a
sudden drop in engine loading upon separation of the drive connec-
tion or de-energization of the generator will result in inadmissible
engine overspeed causing the rupturing of running gear compo-
nents or destruction of the driven machine.
Fire hazard The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of un-
lagged, hot engine components (exhaust pipe, turbocharger). After carry-
ing out overhaul work on exhaust gas pipes and turbochargers, all insula-
tions and coverings must be carefully refitted completely. The tightness of
all fuel oil and oil pipes should be checked regularly. Leaks are to be re-
paired immediately.
Fire extinguishing equipment must be available and is to be inspected peri-

odically.
In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil requires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
▲▲▲ Danger! Carbon dioxide fire extinguishing equipment must

not be used until it has been definitely ensured that no one is left in
the engine room. Ignoring this means danger of life!
Temperature in the engine room The engine room temperatures should not drop below +5 C. Should the
temperature drop below this value, the cooling water spaces must be emp-
tied unless anti-freeze has been added to the cooling water. Otherwise,
material cracks/damage to components might occur due to freezing.
6680 3.2.5--01 E 06.02 104/ 04

Operating media 3.3
3.1 Prerequisites
3.3 Operating media
6682 3.3--01 E 07.97 101/ 01

Quality requirements
on gas oil/diesel fuel (MGO) 3.3.1
Diesel fuel
Other designations Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel
Diesel fuel is a medium class distillate of crude oil which therefore must
not contain any residual components.
Specification
Suitability of the fuel depends on the conformity with the key properties as
specified herunder, pertaining to the condition on delivery.
On establishing the key properties, the standards of DIN EN 590 and

ISO 8217--1987 (Class DMA), as well as CIMAC--1990 were taken into
consideration to a large extent. The key property ratings refer to the
testing methods specified.
Property/feature Unit Test method Properties

Density at 15 & min. kg/m3 ISO 3675 820.0
max. kg/m3 ISO 3675 890.0
Cinematic viscosity/40 C min. mm2/s ISO 3104 1.5
max. mm2/s ISO 3104 6.0
Filterability* in summer max. C DIN EN 116 0
in winter max. C DIN EN 116 -12
Flash point Abel--Pensky min. C ISO 1523 60
in closed crucible
Destillation range up to 350 C min. % by volume ISO 3405 85
Content of sediment max. % by weight ISO 3735 0.01
(Extraction method)
Water content max. % by volume ISO 3733 0.05
Sulphur content max. % by weight ISO 8754 1.5
Ash max. % by weight ISO 6245 0.01
Coke residue (MCR) max. % by weight ISO CD 10370 0.10
Cetane number min. -- ISO 5165 40**
Copper--strip test max. -- ISO 2160 1
Other specifications:
British Standard BS MA 100--1987 M1
ASTM D 975 1D/2D
* Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.
** L/V 20/27 engines require a cetane number of at least 45
Table 1. Diesel fuel oil (MGO) -- key properties to be adhered to
6680 3.3.1--01 E 07.97 General 101/ 02

Supplementary information
Using fuel oil If, in case of stationary engines a distillate intended for oil firing (for
instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to
ASTM D--396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low--temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane number
must be met.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680 3.3.1--01 E 07.97 General 102/ 02

for Marine Diesel Fuel (MDO) 3.3.2
Marine Diesel Oil
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Marine Diesel Oil (MDO) is offered as heavy distillate (designation

ISO--F--DMB) or as a blend of distillate and small amounts of residual oil
(designation ISO--F--DMC) exclusively for marine applications. The
commonly used term for the blend, which is of dark brown to black colour,
is Blended MDO. MDO is produced from crude oil and must be free from
organic acids.
Specification
The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties with
those listed in the table below which refer to the condition on delivery.
The key properties have been established to a great extent on the basis of
ISO 8217--1987 and CIMAC--1990. The key properties are based on the
test methods specified.
Property/feature Unit Test method Designation

Specification ISO-F DMB DMC
Density at 15 C kg/m3 ISO 3675 900 920
Cinematic viscosity at 40 C mm2/scSt ISO 3104 <11 <14
Pour Point winter quality C ISO 3016 <0 <0
summer quality C <6 <6
Flash point Pensky Martens C ISO 2719 >60 >60
Sediment content (extraction) % by weight ISO 3735 <0.07 -
Total content of sediments % by weight ISO CD 10307 - 0.10
Water content % by volume ISO 3733 <0.3 <0.3
Sulphur content % by weight ISO 8754 <2.0 <2.0
Ash content % by weight ISO 6245 <0.01 <0.05
Coke residue (MCR) % by weight ISO CD 10370 <0.30 <2.5
Cetane number - ISO 5165 >40 >40
Copper-strip test - ISO 2160 <1 <1
Vanadium content mg/kg DIN 51790T2 0 <100
Content of aluminium and silicon mg/kg ISO CD 10478 0 <25
Visual inspection - * -
6680 3.3.2--01 E 12.00 General 101/ 02

Property/feature Unit Test method Designation
Other specifications:
British Standard BS MA 100 -1987 Class M2 Class M3
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
* With good illumination and at room temperature, appearance of the fuel should be clear and transparent.
Table 1. Marine Diesel Oil (MDO) - key properties to be adhered to
At transshipment facilities and in transit MDO is handled like residual oil.

Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
Interfuel, for example with remainders of such fuels in the bunkering boat,
which may adversely affect the key properties considerably.
The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system,
should lie approx. 10C above the pour point so as to ensure it can still be
pumped.
The recommended fuel viscosity at the inlet of the injection pump is

10 ... 14 mm2/s.
If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed,

incompatibility may result in sludge formation in the fuel system, a large
amount of sludge in the separator, clogging of filters, insufficient
atomization and a large amount of combustion deposits. We would
therefore recommend to run dry the respective fuel storage tank as far as
possible before bunkering new fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and
combustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we

recommend to provide a centrifugal separator upstream of the fuel oil filter.
Separator throughput 65% with relation to the rated throughput.
Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst
fines) and water can thus largely be removed and the intervals between
cleaning of the filter elements considerably extended.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680 3.3.2--01 E 12.00 General 102/ 02

for heavy fuel oil (HFO) 3.3.3
Prerequisites
MAN B&W four-stroke engines can be operated on any crude-oil based

heavy fuel oil provided the engine and the fuel treatment plant are
designed accordingly. In order to ensure a well-balanced relation between
the costs for fuel, spare parts and maintenance and repair work, we
recommed bearing in mind the following points.
Heavy fuel oil (HFO)
Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably,
depending on the bunker places. Heavy fuel oil normally is a mixture of
residue oil and distillates. The components of the mixture usually come
from state-of-the-art refining processes such as visbreaker or catalytic
cracking plants. These processes may have a negative effect on the
stability of the fuel and on its ignition and combustion properties. In the
essence, these factors also influence the heavy fuel oil treatment and the
operating results of the engine.
Bunker places where heavy fuel oil grades of standardised quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international
specifications. The responsibility for the choice of appropriate fuels rests
with the engine operator.
Specifications Mineral oil companies have internally established specifications for heavy
fuel oils, and experience shows that these specifications are observed
worldwide and are within the limits of international specifications (e.g. ISO
8217, CIMAC, British Standards MA-100). As a rule, the engine builders
expect that fuels satisfying these specifications are being used.
The fuel specifications (Table 1) are categorized by viscosity and grade,

and make allowance for the lowest-grade crude oil offered worldwide and
for the most unfavourable refining processes. The specifications have
been coordinated between the International Standard Organisation (ISO),
the British Standards Institute (BSI), the association of engine builders
(CIMAC) and the International Chamber of Shipping (ICS).
Blends The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other processes
(such as solvents) is not permitted. The reasons are, for example: the
abrasive and corrosive effects, the adverse combustion properties, a poor
compatibility with mineral oils and, last but not least, the negative
environmental effects. The order letter for the fuel should expressly
mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.
The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and keep
6680 3.3.3--01 E 11.02 General 101/ 09

dirt, water and catfines finely suspended. Therefore, they impede or
preclude the necessary cleaning of the fuel. We ourselves and others have
made the experience that severe damage induced by wear may occur to
the engine and turbocharger components as a result.
The admixing of chemical waste materials (such as solvents) to the fuel is

for reasons of environmental protection prohibited by resolution of the IMO
Marine Environment Protection Committee of 1 Jan. 92.
Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as
overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Specifications
For the usability of fuels of certain specifications, Table 1 is valid. In

Table 2, the limit values to be complied with in each case are stated.
Fuel oil specification

CIMAC 1990 A10 B/C10 D15 E/F25 G/H/35 H/45 H/55
BS MA-100 M4 M5 M7 8/9 M8/-- M9/--
ISO F-RM A10 B/C10 D15 E/F25 G/H/35 H/45 H55
Usability for engine models
Model 20/27 23/30 25/30 28/32 27/38
Stationary and marine main engines
Marine auxiliary engines
Model 16/24 21/31 27/38 32/36 32/40 40/45 40/54 48/60 52/55 58/64
All engines
Table 1. Usability of fuels with respect to engine models
Legend for Table 1 Fuel can be used without consultation
Fuel can be used after consulting MAN B&W Diesel AG. Con-
sultation is necessary if the fuel exceeds the specified limit
values.
6680 3.3.3--01 E 11.02 General 102/ 09

Fuel oil specification
CIMAC 1990 A10 B/C10 D15 E/F25 G/ H45 H55
H/35
See
BS MA-100 M4 M5 M7 8/9 M8/-- M9/-- Item
ISO F-RM A10 B/C10 D15 E/F25 G/ H45 H55
H/35 +
Fuel-system related characteristic values
Viscosity (at 50EC) mm2/s max. 40 40 80 180 380 500 700 2
Viscosity (at 100EC) ( St)
(cSt) max. 10 10 15 25 35 45 55 2
Density (at 15EC) g/ml max. 0.975 0.981 0.985 0.991 3
Flash point EC min. 60 4
Pour point (summer) EC max. 6 24 30 30 5/6
Pour point (winter) min. 0 24 30 30 5/6
Engine-related characteristic values
Carbon residues (Conradson) % wt. max. 10 10/14 14 15/20 18/22 22 22 7
Sulphur % wt. max. 3.5 3.5 4 5 5 9

Ash % wt. max. 0.10 0.15 0.20 3
Vanadium mg/kg max. 150 150/30 350 200/50 300/60 600 3
0 0 0
Water % vol. max. 0.5 0.5 0.8 1 1 1 1 3
Sediment (potential) % wt. max. 0.1
Ergänzende Kennwerte
Aluminium and silicon mg/kg max. 80 3
Asphalts % wt. max. 2/3 of carbon residues (Conradson) 7
Sodium mg/kg Sodium 1/3 vanadium, sodium 100 3
Cetane number of low-viscosity constituent min. 35 8
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating
oil (used oil)
Table 2. Fuel oil specifications and associated characteristic values
Legend to Table 2 Refer to supplementary remarks in Section ...
The heavy fuel oils ISO F--RMK 35/45/55, with a maximum density of 1010
kg/m, can only be used if appropriate modern separators are available.
In the fuel ordering form, the limit values as per Table 2, which have an
influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table 2, because they provide important background information.
Supplementary remarks
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
1. Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in
Table 2 is possible under normal service conditions, with properly working
systems and regular maintenance. Otherwise, if these requirements are
not met, shorter TBO’s (times between overhaul), higher wear rates and a
higher demand in spare parts must be expected. Alternatively, the
6680 3.3.3--01 E 11.02 General 103/ 09

necessary maintenance intervals and the operating results expected
determine the decision as to which heavy fuel oil grade should be used.
It is known that as viscosity increases, the price advantage decreases

more and more. It is therefore not always economical to use the highest
viscosity heavy fuel oil, which in numerous cases means the lower quality
grades.
Heavy fuel oils ISO--RMB/C 10 or CIMAC B10 ensure reliable operation of

older engines, which were not designed for the heavy fuel oils that are
currently available on the market. ISO--RMA 10 or CIMAC A10 with a low
pour point should be preferred in cases where the bunker system cannot
be heated.
2. Viscosity/injection viscosity
Heavy fuel oils if having a higher viscosity may be of lower qualtiy. The
maximum permissible viscosity depends on the existing preheating
equipment and the separator rating (throughput).
The specified injection viscosity and/or fuel oil temperature upstream of

the engine should be adhered to. Only then will an appropriate atomisation
and proper mixing, and hence a low-residue combustion be possible.
Besides, mechanical overloading of the injection system will be prevented.
The specified injection viscosity and/or the necessary fuel oil temperature
upstream of the engine can be seen from the viscosity/temperature
diagram.
3. Heavy fuel oil treatment
Trouble-free engine operation depends, to a large extent, on the care

which is given to heavy fuel oil treatment. Particular care should be taken
that inorganic, foreign particles with their strong abrasive effect (catalyst
residues, rust, sand) are effectively separated. It has shown in practice
that with the aluminium content > 10 mg/kg abrasive wear in the engine
strongly increases.
The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign particles concentration be, according to our experience.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the the cleaning
equipment.
Settling tank The heavy fuel oil is preceleaned in the settling tank. This precleaning is
all the more effective the longer the fuel remains in the tank and the lower
the viscosity of the heavy fuel oil is (maximum preheating temperature
75C to prevent formation of asphalt in the heavy fuel oil). One settling
tank will generally be sufficient for heavy fuel oil viscosities below 380
mm2/s at 50C. If the concentration of foreign matter in the heavy fuel oil is
excessive, or if a grade according to CIMAC H/K35, H/K45 or H/K55 is
preferred, two settling tanks will be required, each of which must be
adequately rated to ensure trouble-free settling within a period of not less
than 24 hours. Prior to separating the content into the service tank, the
water and sludge have to be drained from the settling tank.
Separators A centrifugal separator is a suitable device for extracting material of higher

specific gravity, such as water, foreign particles and sludge. The
separators currently used are of the self-cleaning type (i.e. with
automatically induced cleaning intervals).
Cleaning equipment other than centrifugal separators cannot be agreed to.
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
6680 3.3.3--01 E 11.02 General 104/ 09

are capable of separating water up to a heavy fuel oil density of 1.01 g/ml
at 15C. The cleaning effect is automatically controlled by the separator.
Table 3 shows what is essential in designing the heavy fuel oil cleaning
equipment.
It is common practise to use the stand-by separator for heavy fuel oil
cleaning as well, which allows fuel oil separation at a 50% admission rate.
Water Attention is to be paid to very thorough water separation, since the water
is not a finely distributed emulsion but in the form of adversely large
droplets. Water in this form promotes corrosion and sludge formation also
in the fuel system, which has an adverse effect on the delivery and
atomisation and thus also on the combustion of the heavy fuel oil. If the
water involved is sea water, harmful sodium chloride and other salts
dissolved in the water will enter the engine.
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that
condensate cannot flow back into the tanks.
Vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting

temperature of the heavy fuel oil ash may drop into the range of the
exhaust valve temperature which will result in high-temperature corrosion.
By precleaning the heavy fuel oil in the settling tank and in the centrifugal
separators, the water, and with it the water-soluble sodium compounds
can be largely removed.
If the sodium content is lower than 30% of the vadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
If the sodium content is higher than 100 mg/kg, an increase of salt

deposits is to be expected in the combustion space and in the exhaust
system. This condition will have an adverse effect on engine operation
(among others, due to surging of the turbocharger). The content of sodium
of engines with PTG has to be limited to 50 mg/kg.
Under certain conditions, high-temperature corrosion may be prevented by

a fuel additive that raises the melting temperature of the heavy fuel oil ash
(also refer to item 12).
Ash Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be
aluminium silicate, which causes high wear in the injection system and in
the engine. The aluminium content found multiplied by 5–8 (depending on
the catalyst composition) will approximately correspond to the content of
catalyst materials in the heavy fuel oil.
Separators In case of a high content of foreign matter, it is recommended to preclean

the heavy fuel oil in settling tanks. The separators connected downstream
are to be operated with the least possible throughout.
If a homogenizer is used, it must not be installed between the settling tank

and the separator on any account, since in that case, harmful contami-
nants, and in particular seawater, cannot be separated out sufficiently.
6680 3.3.3--01 E 11.02 General 105/ 09

ALFA LAVAL separators
Marine and stationary
application:
Connected in parallel
1 Alcap for 100% throughput
1 Alcap (standby) for 100%
throughput
WESTFALIA separators
Marine and stationary
application:
Connected in parallel
1 Unitrol for 100% throughput
1 Unitrol (standby) for 100%
throughput
Figure 1. Heavy fuel oil cleaning/separator layout
Layout of the separators is to be in accordance with the latest

recommendations of the separator manufacturers, Alfa Laval and
Westfalia. In particular, the density, viscosity and content of solid matter in
the heavy fuel oil are to be taken into consideration. Consulting MAN B&W
Diesel AG is required if other makes of separators come up for discussion.
If the cleaning treatment prescribed by MAN B&W Diesel AG is applied,

and if the separators are correctly set, it can be expected that the results
given in Table 3 below for water and inorganic foreign particles in the
heavy fuel oil are reached at the entry into the engine.
The results obtained in practical operation reveal that adherence to the

above values helps to particularly keep abrasive wear in the injection
system and in the engine within acceptable limits. Besides, optimal lube oil
treatment must be ensured.
Definition Particle size Quantity

Inorganic foreign particles < 20 mg/kg
(incl. catalyst residues) < 5 ³m (aluminium content < 5 mg/kg)
Water ---- < 0.2% by volume
Table 3. Obtainable contents of foreign matter and water (after separation)
4. Flash point (ASTMD-93)
National and international regulations for transport, storage and application

of fuels must be adhered to in respect of the flash point. Generally, a flash
point of above 60C is specified for fuels used in Diesel engines.
5. Low temperature behaviour (ASTM D-97)
Pourpoint The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
Cloudpoint to approx. 10C above the pour point. For filter clogging, the cloud point is
of interest.
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm2/s (cSt) or a termperature less than approx. 10C
above the pour point. Please also refer to item 5.
6680 3.3.3--01 E 11.02 General 106/ 09

7. Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke
formation, reduced power and increased fuel consumption, as well as a
rapid rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to
carbon residues reaches the limit value 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermogravimetric analysis (TGA) must be performed by MAN
B&W to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).
8. Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend

constituents of the heavy fuel oil in order to achieve the specified
reference viscosity may have poor ignition qualities. The cetane number of
these constituents should be higher than 35. An increased aromatics
content (above 35%) also leads to a decrease in ignition quality.
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge--air temperature.
Preheating of the charge-air in the part-load range, output reduction for a

limited period of time, and using a fuel additive are possible measures to
reduce detrimental influences of fuel of poor ignition qualities. More
effective, however, are a high compression ratio and the in-service
matching of the injection system to the ignition qualities of the fuel oil
used, as is the case in MAN B&W trunk piston engines.
The ignition quality is a key property of the fuel. The reason why it does
not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found this to
be an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to
Figure 2.
9. Sulphuric acid corrosion
The engine should be operated at the cooling water temperatures

specified in the operating manual for the respective load. If the
temperature of the component surface exposed to the acidic combustion
gases is below the acid dew point, acid corrosion can no longer be
sufficiently prevented even by an alcaline lubricating oil.
If the lube oil quality and engine cooling meet the respective requirements,
the TBN values given in Sheet 3.3.6 will be adequate, depending on the
sulphur concentration in the heavy fuel oil.
6680 3.3.3--01 E 11.02 General 107/ 09

10. Compatibility
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
11. Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constiuents are compatible (refer
to item 10).
V Viscosity, mm 2/s (cSt)

at 50 C
D Density, kg/m 3
at 15 C
CCAI Calculated Carbon
Aromaticity Index
A Normal operating
conditions
B Difficulties may be
encountered
C Problems encountered
may increase up to
engine damage after a
short time of operation
1 Engine type
2 The combining straight
line across density and
viscosity of a heavy
fuel oil results in CCAI.
Figure 2. Nomogram for the determination of CCAI (suitable for heavy fuel oil viscosities 180 mm2/s at 50 C) --
Assignment of CCAI ranges to engine types
CCAI can also be calculated with the aid of the following formula:
CCAI = D -- 141 log log (V+0.85) -- 81.
12. Additives to heavy fuel oils
MAN B&W Diesel engines can be economically operated without

additives. It is up to the customer to decide whether or not the use of an
additive would be advantageous. The additive supplier must warrant that
the product use will have no harmful effects on engine operation.
6680 3.3.3--01 E 11.02 General 108/ 09

The use of fuel additives during the guarantee period is rejected as a
matter of principle.
Additives currently in use for Diesel engines are listed below together with
their effect on engine operation:
Type of additive Effect/influence

Sludge and water dispersant, Residue formation in the fuel system,
demulsifier emulsion of water
Combustion catalyst, Combustion space and exhaust gas
ignition improver system
Ash modifier Combustion space and exhaust gas
system, high-temperature corrosion and
ash deposits
Pour-point depressant Fluidity at low temperature
Table 4. Additives to heavy fuel oils: Classification/effects
Examinations
Sampling To be able to check as to whether the specification indicated and/or the

stipulated delivery conditions have been complied with, we recommend a
minimum of one sample of each bunker fuel to be retained, at least during
the guarantee period for the engine. In order to ensure that the sample is
representative for the oil bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at the end of the bunkering
period. “Sample Tec”, supplied by Messrs Mar-Tec, Hamburg is an
appropriate testing kit for taking samples continuously during the
bunkering.
Analyse samples The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density,
viscosity, pour point. If these values should deviate from those of the
heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator
and the preheating temperature are not set correctly for the given injection
viscosity. The criteria for an economic engine operation with regard to
heavy fuel oil and lubricating oil may be determined with the help of the
MAN B&W Fuel and Lub Analysis Set”.
Our department for fuels and lube oils (Augsburg Works, Department
QCB) will be glad to furnish further information if required.
6680 3.3.3--01 E 11.02 General 109/ 09

Viscosity/Temperature diagram
for fuel oils 3.3.4
Figure 1. Viscosity/temperature diagram for fuel oils
6680 3.3.4--01 E 04.99 All Eng 101/ 03

Explanations to the viscosity/temperature diagram
The diagram (Figure 1 ) shows the fuel temperatures on the horizontal

and the viscosities on the vertical scales. The diagonal lines correspond to
the viscosity-temperature curve of fuels with different reference viscosity.
The vertical viscosity scales in mm2/s = cSt apply to 40C, 50C or 100C.
Determination of the viscosity-temperature curve and the preheating temperature required
Example: Heavy fuel oil of A vertical line is drawn starting from a reference temperature of 50C and
180 mm2/s at 50 C a horizontal line (a) starting from a viscosity of 180 mm2/s. From the point
of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm2/s at 50C.
This permits the preheating temperature to be determined for the specified

injection viscosity. Keeping to the example chosen, the values below refer
to a heavy fuel oil of 180 mm2/s at 50C.
Specified injection viscosity Required heavy fuel oil

mm 2/s temperature before engine inlet*
C
minimum 12 126 (line c)
maximum 14 119 (line d)
* The temperature drop after the preheater up to the fuel injection pump is not covered by
these figures (max. admissible 4 C).
Table 1. Determination of the heavy fuel oil temperature as a function of viscosity
(example)
A heavy fuel oil of 180 mm2/s at 50C reaches a viscosity of 1000 mm2/s
at 24C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.
Fuel oil preheating/pumpability
HFO temperature Using a state-of-the-art final preheater a heavy fuel oil outlet temperature
of 152 C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4 C. Only then can the prescribed injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s = cSt/50 C (representing the maximum viscosity of international
specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm2/s
should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.
The transfer pump is to be rated for a heavy fuel oil viscosity of up to

1000 mm2/s. The pumpability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system must permit heating up of
the fuel oil to approx. 10 C above its pour point.
6680 3.3.4--01 E 04.99 All Eng 102/ 03

Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to
- max. 50 C for gas oil operation and
- max. 60 C for Marine Diesel Fuel operation.
6680 3.3.4--01 E 04.99 All Eng 103/ 03

for lube oil 3.3.5
Lube oil for operation on gas oil and Diesel oil (MGO/MDO)
The specific power output offered by today’s Diesel engines and the use of
fuels, which more and more often approach the limit in quality, increase
the requirements placed on the lube oil and make it imperative that the
lube oil is chosen carefully. Doped lube oils (HD oils) have proven to be
suitable for lubricating the running gear, the cylinders, the turbochargers
and for cooling the pistons. Doped lube oils contain additives which,
amongst other things, provide them with sludge carrying, cleaning and
neutralization capabilities.
Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table 3 .
Specifications
Base oil The base oil (doped lube oil = basic oil + additives) must be a narrow dis-
tillation cut and must be refined in accordance with modern procedures.
Brightstocks, if contained, must neither adversely affect the thermal nor
the oxidation stability. The base oil must meet the limit values as specified
below, particularly as concerns its aging stability.
Properties/characteristics Unit Test method Characteristic value

Structure -- -- preferably paraffin-basic
Behaviour in cold, still flowing C ASTM-D2500 -15
Flash point (as per Cleveland) C ASTM-D92 > 200
Ash content (oxide ash) Weight % ASTM-D482 < 0.02
Coke residue (as per Conradson) Weight % ASTM-D189 < 0.50
Aging tendency after being heated up to 135 C -- MAN-aging cabi- --
for 100 hrs net
n-heptane insolubles Weight% ASTM-D4055 t< 0.2
or DIN 51592
evaporation loss Weight% -- <2
drop test (filter paper) -- MAN-test must not allow to recognize
precipitation of resin or as-
phalt-like aging products
Table 1. Lube oil (operation on MGO/MDO) - characteristic values to be observed
Doped lube oils (HD-oils) The base oil, which has been mixed with additives (doped lube oil) must
have the following characteristics:
Additives The additives must be dissolved in the oil and must be of such a composi-
tion that an absolute minimum of ash remains as residue after combustion.
The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion chamber, especially at the
outlet valves and in the inlet housing of the turbochargers. Hard additive
ash promotes pitting on the valves seats, as well as valve blow-by and
increased mechanical wear.
6680 3.3.5--01 E 12.02 General 101/ 04

Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that the build-up of coke and tar-like resi-
dues forming during the combustion of fuel is precluded.
Dispersancy The dispersancy must be selected such that commercially available lube-
oil cleaning equipment can remove the detrimental contaminations from
the used oil.
Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralized. The reaction time
of the additives must be matched to the process in the combustion
chamber.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D1401 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:

after 10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. The fresh oil must not contain any water or other conta-
minations.
Lube oil selection
Engine SAE-Class Viscosity mm 2/s at 40 C or

100 C
20/27*, 23/30, 28/32 30** preferably in the upper range
25/30 40 of the SAE-class
32/36 through 58/64 40 applicable to the engine
* Applies to engines with year of manufacture from 1985 on. For engines delivered before 01 Jan.
1985, lube oil viscosity as per SAE 40 continues to be valid.
** If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Doped grade Doped lube oils (HD oils) corresponding to international specifications
MIL-L 2104 D or API-CD, and having a total base number (TBN) of
12-15 mg KOH/g are recommended by us.
(Designation for armed forces of Germany: O-278)
The content of additves included in the lube oil depends upon the condi-
tions under which the engine is operated, and the quality of fuel used. If
marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight
% as per ISO-F DMC, and coke residues of up to 2.5 weight % as per
Conradson, a TBN of approx. 20 is of advantage. Ultimately, the operating
results are the decisive criterion as to which content of additives ensures
the most economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
A lube oil as specified above is to be used for the cylinder lubrication and
the lubricating circuit.
6680 3.3.5--01 E 12.02 General 102/ 04

Speed governor In case of mechanic-hydraulic governors with separate oil sump, multi-
grade oil 5W--40 is preferably used. If this oil is not available for top-
ping-up, an oil 15W--40 may exceptionally be used. In this context it
makes no difference whether multigrade oils based on synthetic or mineral
oil are used. According to the mineral oil companies they can be mixed in
any case.
(Designation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the remain-
ing equipment fitted to the engine.
Lube-oil additives We strongly advise against subsequently adding additives to the lube oil,
or mixing the different makes (brands) of the lube oil, as the performance
of the carefully matched package of additives which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been approved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and perform-
ance of their products. In case of doubt, we are more than willing to pro-
vide you with further information.
Examinations
We carry out the examinations on lube oil in our laboratories for our cus-
tomers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for the examination.
6680 3.3.5--01 E 12.02 General 103/ 04

Base Number ( mgKOH/g )
M
Manufacturer
f t 12 - 15 1)
ADNOC Marine Engine Oil X412
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
Vanellus C3 2)
CALTX Delo 1000 Marine SAE 40
CASTROL Castrol MLC 40
Castrol TLX 154
Rivermax SX 40
CHEVRON Delo 1000 Marine SAE 40
DELEK Delmar 40-12
ENGEN Genmarine EO 4015
ELF Disola M 4015
ERTOIL Koral 15
ESSO / EXXON Exxmar 12 TP 40
FINA Caprano S412
IRVING Marine MTX 1240
MOBIL Mobilgard 412 / SHC 120
Mobilgard ADL 40 / Delvac 1340
PETROBRAS Marbrax CCD-410
REPSOL Neptuno NT 1540
SHELL Gadinia Oil 40
Sirius FB 40
(Sirius/Rimula X) 2)
Gadinia AL
STATOIL MarWay 1540
TEBOIL Ward S 10 T
TEXACO Taro 16 XD 40
TOTAL Rubia S 40
1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a base number (TBN) of approx. 20
is of advantage.
2) If the sulphur content of the fuel is < 1%.
Table 3. Lubricating oils which have been released for the use in MAN B&W Diesel
four-stroke engines running on gas oil and Diesel oil
6680 3.3.5--01 E 12.02 General 104/ 04

for lube oil 3.3.6
Lube oil for heavy fuel oil operation (HFO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the acceptable limit in quality
increase the requirements placed on the lube oil and make it imperative
that the lube oil is chosen carefully. Medium-alkaline lube oils have proven
to be suitable for lubricating the running gear, the cylinders, the turbo-
charger and, if applicable, for the cooling of the pistons. Medium-alkaline
oils contain additives which, amongst other things, provide them with a
higher neutralising capacity than doped (HD) engine oils have.
No international specifications exist for medium-alkaline lube oils. An ad-

equately long trial operation in compliance with the manufacturer’s instruc-
tions is therefore necessary before a general release is possible.
Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table 4 .
Requirements
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern pro-
cedures. Brightstocks, if contained, must neither adversely affect the ther-
mal nor the oxidation stability.
The base oil must meet the limit values of the following Table, particularly
as concerns its aging stability.
Properties/characteristics Unit Test method Characteristic values

Structure -- -- preferably paraffin-basic
Behaviour in cold, still flowing C ASTM-D2500 -15
Flash point (as per Cleveland) C ASTM-D92 > 200
Ash content (oxide ash) Weight % ASTM-D482 < 0,02
Coke residue (as per Conradson) Weight % ASTM-D189 < 0,50
Aging tendency after being heated up to 135 C - MAN-aging -
for 100 hrs cabinet
n-heptane insolubles Weight % ASTM-D4055 < 0,2
or DIN 51592
evaporation loss Weight % - <2
drop test (filter paper) - MAN-test must not allow to recognize
precipitation of resinous or
asphalt-like aging products
Table 1. Lube oil (HFO operation) - characteristic values to be observed
Medium-alkaline lube oil The base oil (medium-alkaline lube oil) with which additives have been
mixed must demonstrate the following characteristics:
Additives The additives must be dissolved in the oil and must be of such a composi-
tion that an absolute minimum of ash remains as residue after combustion,
6680 3.3.6--01 E 12.02 General 101/ 04

even though the engine were run on distillate fuel temporarily. The ash
must be soft. If this prerequisite is not complied with, increased deposits
are to be expected in the combustion space, especially at the exhaust
valves and in the inlet housing of the turbochargers. Hard additive ash pro-
motes pitting on the valve seats, as well as valve blow-by and increased
mechanical wear in the cylinder space.
Additives must not promote clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that the build-up of coke and tar-like resi-
dues forming during the combustion of heavy fuel oil is precluded.
Dispersancy The dispersancy must be selected such that commercially available lube-
oil cleaning equipment can remove the detremental contaminations from
the used oil, i.e., the used oil must have good separating and filtering prop-
erties
Diesel-Performance The Diesel performance (without taking the neutralisation capacity into
consideration) must, at least, comply with MIL-L-2104 D resp. API-CD.
Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products resulting from combustion are neutralised at the lube oil con-
sumption rate that is specific for the engine. The reaction time of the addi-
tives must be matched to the processes in the combustion chamber. Hints
concerning the selection of the TBN are given in Table 3 .
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D 1410 test after one hour. The
foaming behaviour (ASTM-D 892) must meet the following conditions:
after 10 minutes < 20 ml. The lube oil must not contain agents to improve
the viscosity index. Fresh oil must not contain any water or other conta-
minations.
Lube oil selection
Engine SAE-class Viscosity

mm 2/s at 40 C or 100 C
20/27*, 23/30, 28/32 30** preferably in the upper range
25/30 40 of the SAE-Class
32/36 through 58/64 40 applicable to the engine
* Applies to engines with year of manufacture from 1985. For engines delivered before 01 Jan.
1985, lube oil viscosity as per SAE 40 continues to be valid.
** If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Neutralisation property (TBN) Medium-alkaline lube oils having differently high levels of neutralisation
capacity (TBN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and TBN can be
correlated as follows (refer to Table 3 ). The operating results will in the
essence be the decisive criterion as to which TBN will ensure the most
economic mode of engine operation.
6680 3.3.6--01 E 12.02 General 102/ 04

TBN (mg KOH/g oil) Operating conditions
20 -- 25 Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil
with a low sulphur content of ($ 0.5% by weight)
30 Common today in heavy fuel oil operation. Provision is thereby made for
an adequate additive safety margin even under conditions of varying
HFO quality.
For 32/40, 40/54, 48/60 and 58/64 engines only if sulphur concentration
< 1.5 %.
40 For 32/40, 40/54, 48/60 and 58/64 engines in general, provided the
sulphur concentration is > 1,5%.
For the other engine types if TBN 30 is definitely inadequate in terms of
wear, residue formation and time between renewal of oil charge, or if the
sulphur concentration > 4.0% by weight.
Contact the engine supplier prior to use.
Table 3. Determining the TBN appropriate for operating conditions
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The lube oil supply rate is factory-set to conform to both the quality
of the fuel to be used in service and to the anticipated operating condi-
tions.
A lube oil as specified above is to be used for the cylinder lubrication and
the lubricating circuit.
Speed governor In case of mechanic-hydraulic governors with separate oil sump, multi-
grade oil 5W-40 is preferably used. If this oil is not available as refill, an oil
15W-40 can be used for once. In this context it is not important, if multi-
grade oils based on synthetic or mineral oil are used. According to the
mineral oil companies they can be mixed in all cases.
The oil quality specified by the manufacturer is to be used for the remain-
ing equipment fitted to the engine.
Lube-oil additives We strongly advise against subsequently adding additives to the lube oil,
or mixing the different makes (brands) of the lube oil, as the performance
of the carefully matched package of additives, which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are, therefore, in a the position to
quote the oil from their own product line that has been approved by the
engine manufacturer for the given application. Independent of this release,
the lube oil manufacturers are in any case responsible for quality and per-
formance of their products. In case of doubt, we are more than willing to
provide you with further information.
Examinations
We carry out the lube oil examinations in our laboratories for our cus-
tomers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for the examination.
6680 3.3.6--01 E 12.02 General 103/ 04

Manufacturer Base Number ( mgKOH/g )
20 - 25 30 40
ADNOC Marine Engine Oil Marine Engine Oil Marine Engine Oil
X424 X430 X440
AGIP -- Cladium 300 Cladium 400
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404
CALTEX Delo 2000 Marine Oil Delo 3000 Marine Oil Delo 3400 Marine Oil
SAE 40 SAE 40 SAE 40
CASTROL Castrol TLX 204 Castrol TLX 304 Castrol TLX 404
CEPSA Koral 25 Koral 35 --
CHEVRON Delo 2000 SAE 40 Delo 3000 SAE 40 Delo 3400 SAE 40
DELEK Delmar 40-24 Delmar 40-30 Delmar 40-40
ENGEN -- Genmarine EO 4030 Genmarine EO 4040
ELF Aurelia 4020 Aurelia 4030 Aurelia 4040
ERTOIL Koral 25 Koral 35 --
ESSO / EXXON Exxmar 24 TP 40 Exxmar 30 TP 40 Exxmar 40 TP 40
-- Exxmar 30 TP 40 Plus Exxmar 40 TP 40 Plus
FINA Stellano S420 Stellano S430 Stellano S440
IRVING Marine MTX 2040 Marine MXD 3040 Marine MXD 4040
MAO MING -- MMDL 4030 --
MOBIL -- Mobilgard 430 Mobilgard 440
-- Mobilgard M430 Mobilgard M440
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040
SHELL Argina S 40 Argina T 40 Argina X 40
STATOIL MarWay-2040 MarWay-3040 MarWay-4040
TEBOIL -- Ward S 30 T Ward S 40 T
TEXACO Taro 20 DP 40 Taro 30 DP 40 Taro 40 XL 40
TOTAL HMA Super X 420 HMA Super X 430 HMA Super X 440
Table 4. Lubricating oils, which have been released for the use in MAN B&W Diesel four-stroke engines running on heavy fuel
oil
6680 3.3.6--01 E 12.02 General 104/ 04

for engine cooling water 3.3.7
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise, corro-
sion, erosion and cavitation may occur on the walls of the cooling system
in contact with water and deposits may form. Deposits impair the heat
transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected be-
fore the first commissioning of the plant. During subsequent operations the
concentration specified by the engine manufacturer must always be en-
sured. In particular, this applies if a chemical additive is used.
Requirements
Limiting values The characteristics of the untreated cooling water must be within the fol-
lowing limits:
Property/feature Characteristics Unit

Type of water preferably distilled water or freshwater, --
free from foreign matter.
Not to be used: Sea water, brackish
water, river water, brines, industrial waste
water and rain water
Total hardness max. 10 dH*
pH-value 6.5 - 8 --
Chloride ion content max. 50 mg/l
*) 1dH (German hardness) 10 mg CaO in 1 litre water 17.9 mg CaCO3/itre

0.357 mval/litre 0.179 mmol/litre
Table 1. Cooling water -- characteristics to be adhered to
Test device The MAN B&W water test kit includes devices permitting, i.a., to determine
the above-mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to work
card 000.07.
Distillate If a distillate (from the freshwater generator for instance) or fully desali-
nated water (ion exchanger) is available, this should preferably be used as
engine cooling water. These waters are free from lime and metal salts, i.e.
major deposits affecting the heat transfer to the cooling water and worsen-
ing the cooling effect cannot form. These waters, however, are more corro-
sive than normal hard water since they do not form a thin film of lime on
the walls which provides a temporary protection against corrosion. This is
the reason why water distillates must be treated with special care and the
concentration of the additive is to be periodically checked.
6680 3.3.7--01 E 03.01 32/40 upw 101/ 07

Hardness The total hardness of the water is composed of temporary and permanent
hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the hydrogencarbon content of the
calcium and magnesium salts. The permanent hardness can be deter-
mined from the remaining calcium and magnesium salts (sulphates). The
decisive factor for the formation of calcareous deposits in the cooling sys-
tem is the temporary (carbonate) hardness.
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion Corrosion is an electro-chemical process which can largely be avoided if

the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulance.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material destruc-
tion in closely limited regions.
Erosion Erosion is a mechanical process involving material abrasion and destruc-

tion of protective films by entrapped solids, especially in regions of exces-
sive flow velocities or pronounced turbulences.
Corrosion fatigue Corrosion fatigue is a damage caused by simultaneous dynamic and cor-
rosive stresses. It may induce crack formation and fast crack propagation
in water-cooled, mechanically stressed components if the cooling water is
not treated correctly.
Treatment of the engine cooling water
The purpose of engine cooling water treatment is to produce a coherent

protective film on the walls of the cooling spaces by the use of anti-corro-
sion agents so as to prevent the above-mentioned damage. A significant
prerequisite for the anti-corrosion agent to develop its full effectivity is that
the untreated water which is used satisfies the requirements mentioned
under point 2.
Protecting films can be produced by treating the cooling water with a

chemical anti-corrosion agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils fall more and more out of use since, on the
one hand, their use is heavily restricted by environmental protection legis-
lation and, on the other hand, the suppliers have, for these and other rea-
sons, commenced to take these products out of the market.
Treatment before operating the Treatment with an anti-corrosion agent should be done before the engine
engine for the first time is operated for the first time so as to prevent irreparable initial damage.
▲ Attention! It is not allowed to operate the engine without cooling

water treatment.
6680 3.3.7--01 E 03.01 32/40 upw 102/ 07

Cooling water additives
Permission required No other additives than those approved by MAN B&W and listed in Tables
2 to 5 are permitted to be used. The suppliers are to warrant the effec-
tivity of the cooling water additive.
A cooling water additive can be approved for use if it has been tested ac-
cording to the latest rules of the Forschungsvereinigung Verbrennungs-
kraftmaschinen (FVV), ”Testing the suitability of coolant additives for cool-
ing liquids of internal combustion engines” (FVV publication R 443/1986).
The test report is to be presented if required. The necessary testing is car-
ried out by Staatliche Materialprüfanstalt, Department Oberflächentechnik,
Grafenstraße 2, 64283 Darmstadt on request.
To be used only in closed circuits Additives can only be used in closed circuits where no appreciable con-
sumption occurs except leakage and evaporation losses.
1 Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of cor-
rosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling wa-
ter temperatures commonly practiced nowadays, it may lead to potential
inversion. If necessary, the pipes must be dezinced.
2 Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.

A thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.
Emulsifiable anti--corrosion oils have nowadays lost importance. For rea-

sons of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the possi-
bility of preparing a stable, non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, adding an anti-foam agent or hardening (see
work card 000.07) is recommended.
Anti-corrosion oil is not suitable if the cooling water may reach tempera-
tures below 0 C or above 90 C . If so, an anti-freeze or chemical additive
is to be used.
3 Anti-freeze agent
If temperatures below the freezing point of water may be reached in the

engine, in the cooling system or in parts of it, an anti-freeze agent simulta-
neously acting as a corrosion inhibitor must be added to the cooling water.
Otherwise the entire system must be heated.
(Designation for armed forces of Germany: Sy-7025).
Sufficient corrosion protection will be afforded if the water is mixed with at

least 35% of these products. This concentration will prevent freezing
down to a temperature of about - 22 C. The quantity of anti-freeze actually
6680 3.3.7--01 E 03.01 32/40 upw 103/ 07

required, however, also depends on the lowest temperatures expected at
the site.
Anti-freeze agents are generally based on ethylene glycol. A suitable

chemical additive must be admixed if the concentration of the anti-freeze
specified by the manufacturer for a certain application does not suffice to
afford adequate corrosion protection. The manufacturer must be contacted
for information on the compatibility of the agent with the anti-freeze and
the concentration required. The compatibility of the chemical additives
stated in Table 2 with anti-freeze agents based on ethylene glycol is con-
firmed. Anti-freeze agents may only be mixed with each other with the
supplier’s or manufacturer’s consent, even if the composition of these
agents is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be

cleaned thoroughly.
If the cooling water is treated with an emulsifiable anti-corrosion oil, no

anti-freeze may be admixed, as otherwise the emulsion is broken and oil
sludge is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the envi-
ronmental protection legislation. For information, contact the suppliers of
the additives.
Prerequisites for efficient use of an anti--corrosion agent
1. Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other equip-
ment outside the engine are free from rust and other deposits because dirt
will considerably reduce the efficiency of the additive. The entire system
has therefore to be cleaned using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).
Loose solid particles, in particular, have to be removed from the system by

intense flushing because otherwise erosion may occur at points of high
flow velocities.
The agent used for cleaning must not attack the materials and the seal-
ants in the cooling system. This work is in most cases done by the supplier
of the cooling water additive, at least the supplier can make available the
suitable products for this purpose. If this work is done by the engine user
it is advisable to make use of the services of an expert of the cleaning
agent supplier. The cooling system is to be flushed thoroughly after clean-
ing. The engine cooling water is to be treated with an anti-corrosion agent
immediately afterwards. After restarting the engine, the cleaned system
has to be checked for any leakages.
2. Periodical checks of the condition of the cooling water and

cooling system
Treated cooling water may become contaminated in service and the addi-
tive will loose some of its effectivity as a result. It is therefore necessary to
check the cooling system and the condition of the cooling water at regular
intervals.
The additive concentration is to be checked at least once a week, using

the test kit prescribed by the supplier. The results are to be recorded.
6680 3.3.7--01 E 03.01 32/40 upw 104/ 07

Important! The concentrations of chemical additives must not be
less than the minimum concentrations stated in Table 2 .
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
damages. However, concentrations more than double as high should be
avoided for economical reasons.
A cooling water sample is to be sent to an independent laboratory or to the

engine supplier for making a complete analysis every 3 - 6 months.
For emulsifiable anti-corrosion oils and anti-freeze agents, the supplier

generally prescribes renewal of the water after approx. 12 months. On
such renewal, the entire cooling system is to be flushed, or if required to
be cleaned (please also refer to work card 000.08). The fresh charge of
water is to be submitted to treatment immediately.
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.
The causes of deposits in the cooling system may be leakages entering

the cooling water, breaking of the emulsion, corrosion in the system and
calcareous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded, since other-
wise the danger of corrosion will increase. Exhaust gas leakage into the
cooling water may account for a sudden drop in the pH value or an in-
crease of the sulphate content.
Water losses are to be made up for by adding untreated water which

meets the quality requirements according to item 2. The concentration of
the anti-corrosion agent has subsequently to be checked and corrected if
necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
was drained.
Protective measures
Anti-corrosion agents contain chemical compounds which may cause

health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturers are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly

wash your hands after use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing should be changed and
washed before being worn again.
If chemicals have splashed into the eyes, immediately wash with plenty of
water and consult a doctor.
Anti-corrosion agents are a contaminating load for the water in general.

Cooling water must therefore not be disposed off by pouring it into the
sewage system without prior consultation with the competent local authori-
ties. The respective legal regulations have to be observed.
6680 3.3.7--01 E 03.01 32/40 upw 105/ 07

Permissible cooling water additives
1. Chemical additives (Chemicals) - containing nitrite
Minimum concentration ppm

P d
Producer P d t designation
Product d i ti IInitial
iti l dose
d Product Nitrite Na-Nitrite
per 1000 litre (NO2) (NaNO2)
Drew Ameroid Int. Liquidewt 15 l 15000* 700 1050
Stenzelring 8 Maxigard 40 l 40000 1330 2000
21107 Hamburg DEWT-NC 4.5 kg 4500 2250 3375
Germany
Unitor Chemicals Rocor NB Liquid 21.5 l 21500 2400 3600
KJEMI-Service A.S. Dieselguard 4.8 kg 4800 2400 3600
P.O.Box 49
3140 Borgheim
Norway
Vecom GmbH CWT Diesel/QC-2 16 l 16000 4000 6000
Schlenzigstr. 7
21107 Hamburg
Germany
Nalfleet Marine Nalfleet EWT Liq 3l 3000 1000 1500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-131 C 10 l 10000 1000 1500
Northwich Nalfleet EWT 9-111 10 l 10000 1000 1500
Cheshire CW8DX, UK Nalcool 2000 30 l 30000 1000 1500
Maritech AB Marisol CW 12 l 12000 2000 3000
P.O.Box 143
29122 Kristianstad
Sweden
Uniservice N.C.L.T. 12 l 12000 2000 3000
Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24000 2000 3000
16162 Genova, Italy
* The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Table 2. Chemical additives -- containing nitrite
2. Chemical additives (Chemicals) - free from nitrite
Initial dose
Producer Product designation per 1000 l Minimum concentration
Arteco
Technologiepark Havoline
Zwijnaarde 2 XLI 75 l 7.5 %
B-9052 Gent, Belgium
Table 3. Chemical additives -- free from nitrite
6680 3.3.7--01 E 03.01 32/40 upw 106/ 07

3. Emulsifiable anti-corrosion oils
Producer Product
(Designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL, UK Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
DEA Mineralöl AG, Überseering 40, Targon D
22297 Hamburg, Germany
Deutsche Shell AG, Überseering 35, Oil 9156
Table 4. Emulsifiable anti-corrosion oils
4. Anti-freeze agents with corrosion inhibiting effect
Producer Product
(Designation)
BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein, Glysantin G 48
Germany Glysantin 9313
Glysantin G 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze
BP, Britannic Tower, Moor Lane, Antifrost X 139
London EC2Y 9B, UK anti-frost
DEA Mineralöl AG, Überseering 40, Kühlerfrostschutz
Deutsche Shell AG, Überseering 35, Glycoshell
Höchst AG, Werk Gendorf, 84508 Burgkirchen, Genatin extra
Germany (8021 S)
Mobil Oil AG, Steinstraße 5, 20095 Hamburg, Frostschutz 500
Germany
Arteco, Technologiepark, Zwijnaarde 2, Havoline XLC
B-9052 Gent, Belgium
Table 5. Anti-freeze agents with corrosion inhibiting effect
6680 3.3.7--01 E 03.01 32/40 upw 107/ 07

Analyses of operating media 3.3.8
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
On engines operated on heavy fuel oil, it is also essential that certain

heavy fuel oil properties are checked for optimum heavy fuel oil treatment.
It cannot always be taken for granted that the data entered on the
bunkering documents is correct for the oil as supplied.
Test kit
We recommend the following MAN B&W test kits for comprehensive

chemical and physical analysis of fuel/lube oils:
Medium Type Designation

Heavy fuel oil and lube oil A Fuel and Lube Analysis Set
Cooling water B Cooling Water Test Kit
Table 1. Test kit for operating media analysis
Figure 1. Test kit A for fuel and lube oil analysis
6680 3.3.8--01 E 06.99 32/40 upw 101/ 04

Figure 2. Test kit B for cooling water analysis
of interest for
P
Property
t Fuel Water Lubricati P
Property t is
i indicative
i di ti off Testt
T
on oil or decisive for kit
Density x x Separator setting A
Viscosity x x Separating temperature, injection A*
viscosity, lube oil dilution
Ignition performance x Ignition and combustion behaviour, A
CCAI/CII ignition pressure, pressure increase
rate, starting behaviour
Water content x x Fuel oil supply
pp y and atomisation,, A
Checking for sea water x x corrosion
i tendency
t d A
Total Base Number (TBN) x Remaining neutralisation capacity A
pH value x B
Pour point x x Storing capacity/pumpability A
Water hardness x Cooling water treatment B
Chloride ion concentration x Salt deposits in the cooling system B
Concentration of corrosion x Corrosion protection in the cooling **
inhibiting oil system
in the cooling water
Drop test x Total contamination of lube oil A
Spot Test (ASTM-D2781) x Compatibility of HFO blending A
components
* Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).
** Not included. Provided by the supplier of the corrosion inhibitor.

Table 2. Properties that can be tested using the test kits
Refills of the chemicals that are used are available. Each test kit includes
a comprehensive User’s Guide containing everything you need to know
about its use.
6680 3.3.8--01 E 06.99 32/40 upw 102/ 04

Other testing equipment
Lube Oil Tec To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)
Figure 3. Lube Oil Tec
port-A-lab For testing lube oil. Tests comparable to those performed by Lube Oil Tec.
Refractometer For monitoring how much anti-freeze is dispensed (in stationary systems).
Sources
Product Item number Source

A Fuel and Lube Analysis Set 09.11999-9005 1, 2
Chemical refills for A 09.11999-9002 1, 2
B Cooling Water Test Kit 09.11999-9003 1, 2
Chemical refills for B 09.11999-9004 1, 2, 3
Lube Oil Tec 2
port-A-lab 3
Measuring instrument for determining the 4
concentration of corrosion inhibitors containing
nitrite
Refractometer for determining the concentration of 5
anti-freeze
6680 3.3.8--01 E 06.99 32/40 upw 103/ 04

Addresses
Source Address
1 MAN B&W Diesel AG, Augsburg, Dept. SK
2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Supplier of corrosion inhibitor
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
6680 3.3.8--01 E 06.99 32/40 upw 104/ 04

Quality requirements for
intake air (combustion air) 3.3.11
General
The quality and the condition of the intake air (combustion air) exert great
influence on the engine output. In this connection, not only the atmos-
pherical condition is of great importance but also the pollution by solid and
gaseous matter.
Mineral dust particles in the intake air will result in increased wear. Chemi-
cal/gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and
regular maintenance/cleaning of the air filter are required.
Requirements
Limiting values The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the following limiting values:
Properties/feature Character- Unit *

istic value
Particle size max. 5 ³m
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/m3 (STP)
Chlorine max. 1.5 mg/m3 (STP)
Sulphur dioxide (SO2) max. 1.25 mg/m3 (STP)
Hydrogen sulphide (H2S) max. 15 mg/m3 (STP)
* m3 (STP) Cubic metre at standard temperature and pressure
Table 1. Intake air (combustion air) -- characteristic values to be observed
When designing the intake air system, it has to be kept in mind that the
total pressure drop (filter, silencer, piping) must not exceed 20 mbar.
6680 3.3.11--01 E 04.01 General 101/ 01

Engine operation I -
Starting the engine 3.4
3.1 Prerequisites
3.3 Operating media
6682 3.4--01 E 11.97 101/ 01

Preparations for start/
Engine starting and stopping 3.4.1
Preparations for start after short downtimes
Activate/check the systems Switch on pumps for fuel oil, lube oil and cooling water unless mounted on
the engine. Prime the engine. After downtimes exceeding 12 hours, addi-
tionally open the indicator valves and turn the running gear by approx.
three revolutions using the turning gear. On engines which are started
automatically, activate the slow-turn instead. Check whether the cooling
water and lube oil have been preheated (if possible). Set the shut-off el-
ements of all systems to in-service position. The engine is then ready to
be started.
Recommendation: It is recommended to use Diesel fuel oil for starting HFO-operated en-
Start using Diesel fuel oil gines, and to switch over to heavy fuel oil after the service temperature
has been reached. Starting the engine on heavy fuel oil is possible pro-
vided the necessary heating equipment is available or the heavy fuel oil is
still hot enough.
Engine start is initiated by a pulse transmitted through valve M 388/1 to

valve M 329/1 in the engine-mounted operating station. In case of
emergency, starting can also be initiated by hand on the valve M 329/1.
Further, please observe the specifications applying to the remote control of

marine engines.
Preparations for engine start on heavy fuel oil
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. Proceed as follows:
Steps - Switch on the pump for cylinder cooling water, and then the preheater.
Temperature required: approx. 60C.
- Switch on the pump for the injection valve cooling water, and subse-
quently the preheater. Temperature required: approx. 55C.
- Switch on the preheater for lube oil (heating coil in the service tank) or
preheat the lube oil in the by-pass (separator circuit). Temperature re-
quired: approx. 40C.
Important! The lube oil service pump and/or stand-by pump must
not be switched on until approx. 10 minutes prior to engine start to avoid
that the turbocharger(s) is/are overlubricated because of the absence of
sealing air at standstill.
- Switch on the fuel oil delivery pump, and subsequently the heating
equipment for the mixing tank, HFO piping and final preheater. The
heavy fuel oil in the service tank has to be permanently kept at a tem-
perature of approx. 75C.
- When the necessary temperatures have been reached and the viscos-
ity of the heavy fuel oil as entering the injection pumps is correct (refer
to Section 3.3), the engine can be started.
6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 101/ 06

Preparations for starting after prolonged downtimes or after overhaul work
For restarting the engine after overhaul work or after prolonged downtimes
(several weeks) the following work has to be done:
Fuel oil system - Dewater and top up the settling tank and service tank.
- Drain the filters and clean the elements.
- Set all the shut-off elements to in-service position.
For starting HFO-operated engines on Diesel fuel:
Set the three-way cock to the position permitting Diesel fuel to flow
from the service tank to the mixing tank (see the system-specific fuel oil
diagram in Volume E1.)
- Switch on the delivery pump and evacuate air from the injection pumps,
pipes and filters.
- Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.
- For HFO operation: Start the heating equipment (unless permanently
on) and check it.
- Switch the delivery pump and the heating for the final preheater off
again (danger of overheating).
Cooling water system - Remove sludge from cooling water tank, coolers, pumps and pipes (en-
gine, injection valves, charge-air cooler).
- Top up the cooling water, check the concentration of the anti-corrosion
agent.
- Switch on the cooling water pumps or stand-by pumps (engine and in-
jection valves).
- Evacuate air from the cooling water spaces and check all connections
for tightness.
- Check, i.e. open the leaked water drain from the cylinder liner sealing in
the backing ring and from the charge-air cooler casing to verify that
they are tight.
- Check the cooling water pressure and the water volume in the compen-
sating tank.
- Check the compensating tank for separations of anti-corrosion oil (cyl-
inder cooling) and fuel oil (injection valve cooling).
- Switch off the cooling water pumps.
Lube oil system - Pump the lube oil out of (oil sump and) storage tank and clean the oil
spaces (make sure not to forget the exhaust gas turbocharger).
- Clean the oil filters, separators and oil coolers.
Top up new lube oil, or separate the oil charge in use.
- Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.
- Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.
- Check the pipe connections and pipes for leakages.
- Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.
- With the indicator valves opened, move the running gear by two
revolutions using the turning gear. Watch the indicator valves to see
whether any liquid is issuing.
- Disengage the turning gear again and switch off the lube oil pump.
Starting system - Dewater the compressed air tank and check the pressure, top up if
necessary.
- Check the shut-off valves for ease of movement.
- Check the starting valves in the cylinder heads for tightness
6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 102/ 06

(see Work Card in Volume B2).
Clearances Check the valve clearance.
Test run If possible, make a short test run as follows:

- Start the heating equipment for lube oil and cooling water, where avail-
able. When preheating temperatures have been reached, set the shut-
off elements to in-service position, switch on the fuel, lube oil and cool-
ing water pumps, unless these are mounted on the engine, and start
the engine. Operate the engine at low speed for approx. 10 minutes.
- Watch the indicating instruments during operation.
- If the engine operates properly, load should be applied or the engines
should be shut down. Prolonged idle operation is to be avoided. The
engine should reach the service temperature as quickly as possible
because it suffers higher wear while cold.
Start the engine (with PGG speed governor)
1 Indication
2 Admission lever
3 Push-button
4 Actuating lever
Figure 1. Operating equipment (PGG speed governor)
Steps - Set the actuating lever (4) to “LOCAL” .

- Adjust the nominal speed to the lowest value possible (if possible).
- Verify that the indication (1) “DON’T START” is not glowing (if the in-
dication is glowing, the engine cannot be started.)
- Shift the admission lever (2) to 50% ... 60%.
- Press push-button (3) “START” until the engine starts running.
- By means of the admission lever (2), adjust the admission limitation to
the desired value (e.g. 100%, as shown in Figure 1 ).
- Change the nominal speed towards the upper range.
▲ Attention! Observe remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!
6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 103/ 06

Start the engine (with PGG-EG speed governor)
1 Indication
3 Push-button
4 Actuating lever
Figure 2. Operating equipment (PGG-EG speed governor)
Steps - Set the actuating lever (4) to “NORMAL OPERATION WITH

ELECTRICAL GOVERNOR”.
- Prior to starting, adjust the nominal speed to approx. 30% using the
adjusting knob provided for this purpose.
- Press push-button (3) “START” until the engine starts running.
- Adjust the nominal speed by means of the adjusting knob provided.
▲ Attention! Observe remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!
Start the engine (with PGA speed governor)
1 Indication
2 Admission lever
3 Push-button
4 Actuating lever
5 Fine regulating valve
Figure 3. Operating equipment (PGA speed governor)
Steps - Set the actuating lever (4) to “LOCAL”.
6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 104/ 06

fine regulating valve (5).
- Shift the admission lever (2) to 50%.
- Press the push-button (3) “START” until the engine starts running.
- Set the admission limitation to the desired value using the admission
lever (2).
- Adjust the nominal speed on the fine regulating valve (5).
▲ Attention! Observe the remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!
Start the engine (with PGA-EG speed governor)
1 Indication
3 Push-button
4 Actuating lever
5 Fine regulating valve
Figure 4. Operating equipment (PGA-EG speed governor)
Steps - Set the actuating lever (4) to “NORMAL OPERATION WITH ELECTRI-
CAL GOVERNOR”.
fine regulating valve (5).
- Press the push-button (3) “START” until the engine starts running.
- Adjust the nominal speed on the fine regulating valve (5).
▲ Attention! Observe the remarks in Sections 3.4 to 3.7 (Operational
control I - IV) !
Shut down the engine
Steps - Check whether a sufficient amount of compressed air is available in the

compressed air tanks.
- Remove load from engine and operate it at low load.
- Shut down the engine.
- If it is desired to maintain the operability of the engine for short-term
restarting, the pumps are to be kept operating, and the cooling water,
lube oil, and in case of HFO operation the fuel oil, too, are to be kept at
service temperatures. Recooling should be terminated.
- Otherwise, switch off the fuel oil delivery pump.
6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 105/ 06

- The pumps for cooling water and lube oil should continue operating,
and cooling of the engine should be continued for approx. 10 minutes
after shut down (in case of electrically driven pumps).
- Close all the shut-off valves, especially those on the compressed air
tanks. Check the pressure gauges!
- Open all the indicator valves in the cylinder heads.
- Engage the turning gear and attach a warning sign on the control con-
sole.
- Clean the engine on the outside and carry out the necessary checks.
Deficiencies, if any, should be remedied immediately even if appearing
trivial.
▲ Attention! If there is a danger of freezing, drain the cooling water
completely unless anti-freeze has been added; otherwise, cracks
might form in cooling spaces due to frozen water!
Engine shut down from HFO operation
For engine shut-down directly from HFO operation, the following points are
to be observed (refer to system-specific fuel oil diagram in Volume E1):
- If the engine is to be restarted after a few minutes, it is sufficient to
keep the heating equipment and one delivery pump operating.
- In case of longer engine downtime, the mixing tank and the pipes of the
fuel module have to be flushed with Diesel fuel from the Diesel fuel ser-
vice tank (please refer to the operating instructions for the fuel module
-- Technical Documentation / Engine and system accessories in Vol-
ume E1.)
- The injection pipes from the injection pumps to the injection valves, and
the injection nozzles proper, cannot be flushed. The remainders of
heavy fuel oil congeal sooner or later, depending on the viscosity of the
fuel used. It might become necessary prior to re-starting that these
components have to be dismantled, heated and emptied unless special
heating equipment for engine starting on heavy fuel oil is available.
Emergency stop
For quickest possible engine stop in case of the lubrication or cooling sys-
tem failing, or similar faults, a pneumatic stop piston is fitted in every injec-
tion pump which, when operated by compressed air, sets the injection
pump to zero admission.
At the same time, the speed governor is induced to move the control
linkage to ZERO admission, too.
This emergency stop system is activated in two ways as described below:

1. Automatically, by a monitoring system (consisting of oil pressure con-
troller, cooling water temperature controller, speed governor etc. -
differing from engine to engine).
2. Manually, by pressing an emergency stop push-button in the control
stand or engine control centre of the remote control.
In both cases, emergency stop is indicated by a lamp in the control stand
glowing, and possibly also by an audible signal.
▲ Attention! In emergency cases, where the manoeuvrability of the

vessel is of greater importance than the engine damage prevention,
an emergency stop impulse can be suppressed by pressing a corre-
sponding push-button (override push-button) in the switch cabinet
or engine control centre!
6640 3.4.1--03 E 11.02 L 40/54, 48/60, L 58/64 106/ 06

Change-- over from Diesel fuel oil
to heavy fuel oil and vice versa 3.4.2
Change-over from Diesel fuel operation to operation on heavy fuel oil
Preliminary remarks In the case of engines equipped with a pressurised fuel oil system for HFO
operation, there exists the risk that on prolonged operation on Diesel fuel
oil the maximum admissible Diesel fuel temperature is exceeded due to
hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).
Important! On switch-over to heavy fuel oil operation, recirculation

has also to be switched back to mixing tank; otherwise, heavy fuel oil will
enter the Diesel fuel oil service tank.
Prerequisites - The engine is operated on Diesel fuel oil, the components are at
service temperatures.
- The heating equipment is in operation, the HFO temperature in the
service tank being permanently maintained at approx. 75C.
Steps - Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
available.
- Switch the three-way cock to HFO operation (refer to system-specific
fuel oil diagram).
- For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating capacity
of the final preheater in accordance with the viscosimeter data so that
the viscosity shown in the viscosity/temperature diagram is obtained at
the injection pumps (depending on the heavy fuel oil used).
- In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.
- The temperature of the cooling water as leaving the cylinder is to be
maintained at approx. 80C. In the case of heavy fuel oils with a high
sulphur concentration, in particular, make sure that the temperature
does not drop below this value.
6628 3.4.2--01 E 07.97 32/40 upw 101/ 02

Change-over from HFO operation to operation on Diesel fuel oil
Steps - Switch the three-way cock (please refer to system-specific fuel oil
diagram) to Diesel fuel oil approx. 30 minutes prior to engine
shut-down.
- Final preheaters controlled by hand have to be switched off.
- When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.
- Switch off all heating equipment (as far as required).
Important! A change-over to Diesel fuel oil offers the advantage
that the engine is ready to be started at any time without previous system
heating for several hours being required. Maintenance and overhaul work
is substantially facilitated if the piping and injection system is filled with
Diesel fuel oil.
6628 3.4.2--01 E 07.97 32/40 upw 102/ 02

Admissible outputs and speeds 3.4.3
Background
Power, speed ... The following relationships exist between engine power, speed, torque and
mean effective pressure:
1200 ô P e
pe and
VH ô n ô z
9550 ô P e
Md n
Where
pe Mean effective pressure [bar],

Pe Effective engine power [kW],
VH Cubic capacity [dm3],
n Speed [rpm],
Z Number of cylinders and
Md Torque [Nm].
Mean pressure The mean effective pressure is the mean value of the cylinder pressure
over the whole four-stroke cycle. It is proportional to the power and the
torque and inversely proportional to the speed. If the mechanical efficiency
hmech is known, it can be calculated from the mean value of the indicated
pressures:
pe pi ô ®mech
Synchronous speeds Three-phase generators are connected to the synchronous speeds:
n 60 ô f
p
Where
n Rated engine speed [rpm],

f Mains frequency [Hz] and
p Number of generator pole pairs.
Operating points/characteristic Stable engine operating points are only obtained when there is a balance
curves between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.
In hydraulic drive units, such as propellers or pumps, the power required

increases by roughly the speed to the power of three Pn3). This means
that increases in speed are relatively difficult to achieve towards the top of
the power curve. This also applies to speed gains as the ship’s speed is a
direct function of engine speed (nv). The gradient of the power-speed
curve (in the case of fixed-pitch propellers) or the location of the operating
point (with variable-pitch propellers) is determined by the pitch of the
propeller and the resistance of the ship or, in the case of pumps, by the
blade setting.
6680 3.4.3--01 E 06.99 32/40 upw 101/ 03

Changes in pump filling only bring about a change in power in the case of
generator systems; in marine propulsion systems, however, they lead to
different power-speed combinations.
Permitted power and speed
In service, the maximum speed and torque have to be limited in the first
approximation to 100 %, the continuous output in diesel operation to
between 0 and 100 %, and in HFO mode to between 151) and 100 %. This
is to some extent achieved through design measures but must be
supplemented by operational techniques.
Operation in a power range below 15 or 20 % is only permitted for short

periods. Operation in the range between
60 - 90 % of rated power is recommended.
The permitted operating ranges for marine engines are shown in Figure 1.
Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch propellers (left) and for single-engine
systems with variable-pitch propellers without shaft generator (right)
Term Explanation Term Explanation

Rating Effective engine power (Pe) I Operating range for continuous operation
Speed Speed (n) II Operating range permitted temporarily,
e.g. acceleration/manoeuvring
bmep Mean effective pressure (pe) 1 Load Limit
2 Recommended combinator curve
3 Zero thrust curve
Torque Torque (Md) FP Design range for fixed-pitch propeller unit
MCR Maximum continuous power P Design range for variable-pitch propeller unit
(blocked power) with combinator
Table 1. Legend for Figure 1 (abridged texts - not suitable for propeller design or for checking same)
1) 15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.
6680 3.4.3--01 E 06.99 32/40 upw 102/ 03

Other limitations
- Engines that are being used as the main source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 100 % output.
They may be operated with a maximum of 10 % reduction in speed.
- Engines being used as the diesel-electric source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 110 % output.
Output 100 % may be applied temporarily for acceleration purposes.
- Engines being used for dredging operation are blocked at between 100
and 90 % output depending on engine size and may be operated with a
maximum of 30 % reduction in speed.
- Engines used in fishing boots or tugs are blocked at 100 % output and
may be operated with a 20 % reduction in speed.2)
The above information is for guidance purposes only. The procedures to
be used under operational conditions will be agreed between the
purchaser, shipyard/planning office and engine manufacturer.
▲ Attention! Blocking/limitations must not be lifted without first

consulting MAN B&W Diesel AG.
2) Only applies to engines 20/27 to 32/40
6680 3.4.3--01 E 06.99 32/40 upw 103/ 03

Engine
Running-- in 3.4.4
Preconditions
Engines must be run in

- during commissioning at site if, after the test run, pistons or bearings
were removed for inspection and/or if the engine was partly or com-
pletely disassembled for transport,
- on installation of new running gear components, e.g. cylinder liners,
pistons, piston rings, main bearings, big-end bearings and piston pin
bearings.
- on installation of used bearing shells,
- after an extended low-load operation (> 500 operating hours).
Adjustment required Surface irregularities on the piston rings and the cylinder liner running sur-
face are smoothed out during the running-in process. The process is
ended when the first piston ring forms a perfect seal towards the combus-
tion chamber, i.e. the first piston ring exhibits an even running surface
around its entire circumference. If the engine is subjected to a higher load
before this occurs, the hot exhaust gases will escape between the piston
rings and the cylinder liner running surface. The film of oil will be destroyed
at these locations. The consequence will be material destruction (e.g.
scald marks) on the running surface of the rings and the cylinder liner and
increased wear and high oil consumption during subsequent operation.
The duration of the running-in period is influenced by a number of factors,

including the condition of the surface of the piston rings and the cylinder
liner, the quality of the fuel and lubricating oil and the loading and speed of
the engine. The running-in periods shown in Figure 1 and 2
respectively are, therefore, for guidance only.
Operating media
Fuel Diesel oil or heavy fuel oil can be used for the running-in process. The fuel
used must satisfy the quality requirements (Section 3.3) and be appropri-
ate for the fuel system layout.
The gas that is to be later used under operational conditions is best used
when running-in spark-ignited gas engines. Dual-fuel engines are run in in
diesel mode using the fuel that will later be used as pilot oil.
Lubricating oil The lubricating oil to be used while running-in the engine must satisfy the
quality requirements (Section 3.3) relating to the relevant fuel quality.
▲ Attention! The entire lube oil system is to be rinsed thoroughly

before taking the engine into operation for the first time (see work
card 000.03).
6680 3.4.4--03 E 04.03 32/40 upw 101/ 03

Running-in the engine
Cylinder lubrication During the entire running-in process, the cylinder lubrication is to be
switched to the “Running-in” mode. This is done at the control cabinet
and/or the operator’s panel (under “Manual Operation”) and causes the
cylinder lubrication to be activated over the entire load range already when
the engine is started. The increased oil supply has a favourable effect on
the running-in of the piston rings and pistons. After completion of the run-
ning-in process, the cylinder lubrication is to be switched back to “Normal
Mode”.
Checks During running-in, the bearing temperature and crankcase are to be

checked,
- for the first time after 10 minutes of operation at minimum speed,
- after operational output levels have been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
are to be measured and compared with those of the neighbouring bear-
ings. For this purpose, an electric tracer-type thermometer can be used
as measuring device.
At 85% load and on reaching operational output levels, the operating data
(firing pressures, exhaust gas temperatures, charge air pressure, etc.) are
to be checked and compared with the acceptance record.
Standard running-in programme Marine engines for propeller plants (operation at variable speed)
Running-in can be carried out with a fixed-pitch, controllable-pitch, or zero-
thrust-pitch propeller. During the entire running-in period, the engine out-
put is to remain within the output range that has been marked in Figure 1
and 2 respectively, i.e. below the theoretical propeller curve. Critical
speed ranges are to be avoided.
Running-in during commissioning Four-stroke engines are, with a few exceptions, always subjected to a test
at site run in the manufacturer’s works, so that the engine has been run in, as a
rule. Nevertheless, repeated running is required after assembly at the final
place of installation if pistons or bearings were removed for inspection
after the test run or if the engine was partly or completely disassembled for
transportation.
Running-in after installation of In case cylinder liners, pistons and/or piston rings are replaced on the oc-
new running gear components casion of overhaul work, the engine has to be run in again. Running-in is
also required if the rings have been replaced on one piston only. Run-
ning-in is to be carried out according to Figures 1 and 2 and/or the
pertinent explanations.
The cylinder liner requires rehoning according to work card 050.05 unless
it is replaced. A portable honing device can be obtained from one of our
service bases.
Running-in after refitting used If used bearing shells were refitted or new bearing shells installed, the
or installing new bearing respective bearings have to be run in. The running-in period should be
shells (main bearing, big-end three to five hours, applying load in stages. The remarks in the previous
and piston pin bearing) paragraphs, especially under “Checks”, as well as Figure 1 and 2
respectively are to be observed.
Idling at high speed over an extended period is to be avoided, wherever
possible.
Running-in after low-load ope- Continuous operation in the low-load range may result in heavy internal
ration contamination of the engine. Combustion residues from the fuel and lubri-
cating oil may deposit on the top-land ring of the piston, in the ring grooves
and possibly also in the inlet ducts. Besides, the charge-air and exhaust
6680 3.4.4--03 E 04.03 32/40 upw 102/ 03

piping, the charge-air cooler, the turbocharger and the exhaust gas boiler
may become oily.
As also the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, accelerating the en-
gine too quickly will result in increased wear and possibly cause other
types of engine damage (piston ring blow-by, piston seizure).
After prolonged low-load operation (500 operating hours), the engine

should therefore be run in again, starting from the output level, at which it
has been operated, in accordance with the Figures 1 and 2 .
Please also refer to the notes in Section 3.5.4 ”Low-load operation”.
Tip! For additional information, the after-sales service department of

MAN B&W Diesel AG or of the licensee will be at your disposal.
A Controllable-pitch propeller
B Fixed-pitch propeller
C Engine output
(specified range)
D Running-in period in [h]
E Engine speed and output
in [%]
Figure 1. Standard running-in programme for marine propulsion engines (variable

speed) of the 32/40 engine type
A Controllable-pitch propeller
B Fixed-pitch propeller
C Engine output
(specified range)
D Running-in period in [h]
E Engine speed and output
in [%]
Figure 2. Standard running-in programme for marine propulsion engines (variable

speed) of the 40/54, 48/60, 58/64 engine types
6680 3.4.4--03 E 04.03 32/40 upw 103/ 03

Engine operation II -
Control the operating media 3.5
3.1 Prerequisites
3.3 Operating media
6682 3.5--01 E 11.97 101/ 01

Monitoring the engine/
performing routine jobs 3.5.1
Monitoring the engine/routine checks
State-of-the-art engine systems normally run automatically using intelligent

control and monitoring systems. Hazards and damage are precluded to a
large extent by internal testing routines and monitoring equipment. Regular
checks are nevertheless necessary to identify potential problems at an
early stage and to implement the appropriate preventive measures. More-
over, the necessary maintenance work should be done as and when re-
quired.
It is the operator’s duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that in-
curred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be de-
fined to make an objective assessment of findings possible.
Regular checks The regular checks should include the following measures:
(every hour/daily)
- Assess the operating status of the propulsion system, check for alarms
and shut-downs,
- visual and audible assessment of the systems,
- checking performance and consumption data,
- checking the contents of all tanks containing operating media,
- checking the most essential engine operating data and ambient condi-
tions,
- checking the engine, turbocharger, generator/propeller for smooth run-
ning.
Periodic checks In addition to the regular checks, further checks should be made at some-
(daily/every week) what longer intervals for the following purposes:
- Determine the operating hours logged, and verify the balancing of oper-
ating times in case of multi-engine systems,
- evaluate the number of starting events,
- check the printers or recording instruments,
- check all the relevant engine operating data,
- evaluate the stability of the governor and control linkage,
- check the engine systems for unusual vibrations and extraordinary
noise,
- check all the systems, units and main components for proper perform-
ance,
- check the condition of operating media.
6680 3.5.1--03 E 10.02 L 40/54, 48/60, L 58/64 101/ 04

Routine jobs
The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:
Fuel oil system - Check the service tanks (diesel fuel and heavy fuel oil) and top up in
time. Prior to changeover to another tank, drain the water from the
latter.
- Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.
- Regularly drain or exhaust water and sludge from the service tanks.
Otherwise sediments could rise up to the outlet connection level.
- Clean the filters and separators at regular intervals.
- Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card 000.05) and keep these together
with the engine operating data logs. The fuel has to meet the quality
specifications.
Engines operated on heavy fuel oil:
- Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/temperature dia-
gram, Section 3.3.4
Figure 1. Viscosity/temperature diagram (reduced version)
- Do not mix heavy oils of different viscosities, and do not blend heavy oil
with distillate as instability may occur and cause engine operating
trouble.
- Submit the heavy fuel oil to one-stage or two-stage separation, de-
pending on the system layout.
Lube oil system - Check the lube oil level in the service tank and top up if necessary.
- Check the lube oil temperatures upstream and downstream of the
cooler.
- Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.
▲ Attention! The engine must be shut down immediately if the oil
pressure drops!
6680 3.5.1--03 E 10.02 L 40/54, 48/60, L 58/64 102/ 04

- Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).
- Use lube oil grades that meet the quality requirements
(see Section 3.3).
- Clean the filters and separators at regular intervals.
Cooling water system - Check the cooling water level in the expansion tanks (cylinder and in-
jection valve cooling) and top up if necessary. Check the concentration
of the corrosion inhibitor (see quality requirements, sheet 3.3.7 and
work card 000.07).
- Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures. Reduce
the temperature slowly to avoid thermal stresses in the engine.
- Adjust the cooling water outlet temperature to the specified value (refer
to Section 2.5). If the engine operating temperature is too low, excess-
ive cylinder liner wear will occur, and the sulphur contained in the heavy
fuel oil will induce corrosion. Fuel oil consumption will also rise.
- If marine engines are operated on heavy fuel oil during manoeuvring
(pier-to-pier operation), care should be taken that the cooling water
temperatures are maintained at as high a level as possible.
▲ Attention! In case of faults in the engine cooling water circuit,
especially if the cooling water pump fails, the engine must be shut
down immediately!
Starting air - Refill the compressed air tanks immediately upon engine starting so
system that sufficient compressed air is available whenever required.
- The pipes from the distributing pipe to the starting valves are to be
checked after starting to ensure that they do not become too hot. If this
is the case, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.
Charge air system - High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). Discharge of
the condensed water is to be checked through the leaked water pipe
that runs along each cylinder bank. Where the condensed water is
drained via a float valve, this valve is to be checked for proper oper-
ation. To minimise the accumulation of condensed water, the charge air
temperature should be kept as high as possible over the entire operat-
ing range, however, with due allowance being made for other operating
parameters.
- The charge-air pressure should be looked up in the test run record and
compared with that measured on the engine. This comparison permits
conclusions to be drawn regarding the condition of the exhaust gas
turbocharger and charge-air cooler. The charge air pressure measured
by a differential pressure gauge upstream and downstream of the
charge air cooler will serve as a measure for the degree of fouling of
the air side of the cooler.
Refer to the Technical Documentation, Volume B2 / work card 000.40.
Supplementary jobs/notes
Operating values - Although the cylinders develop the same output, the exhaust gas tem-
peratures may vary slightly. It is not admissible to adjust the cylinders
to the same exhaust gas temperatures.
- The cylinders should be loaded as evenly as possible. This can be veri-
fied by comparison of the ignition pressures and the control linkage
position of the injection pumps.
- The exhaust gas temperatures have to be checked and compared with
the previously measured temperatures (acceptance certificate).
If larger differences should be found, the cause is to be traced and the
fault eliminated.
6680 3.5.1--03 E 10.02 L 40/54, 48/60, L 58/64 103/ 04

- The exhaust discoloration is to be checked. Oil in the combustion
chamber will give the exhaust gases a bluish colour, poor combustion
or overloading will give the exhaust gases a darker resp. black colour.
- The engine output has to be reduced if the intake air temperatures or
air pressures deviate from the values which were taken as a basis for
output definition.
Indicator diagrams - Indicator diagrams have to be taken from all cylinders at the specified
(not applicable to dual-fuel intervals (refer to the maintenance schedule, Section 4). For taking
engines) indicator diagrams at ignigion pressures $160 bar, a mechanical in-
strument (such as, for example, an indicator, Maihak make), or, es-
pecially at higher ignition pressures, an electronic measuring unit can
be used. Pressure/volume diagrams can be taken by means of an
electronic ignition pressure measuring device, e.g. of Messrs Baewert,
Meerane (see complementary sheet 3.5.2). The shape of the com-
pression/expansion line permits the ignition point and the ignition pres-
sures to be determined, providing a useful comparison of the loading of
the individual cylinders. The ignition pressures should only slightly devi-
ate from the average ( 5 %) and should not exceed the specified
level. Higher pressures are indicative of premature injection or an ex-
cessive injection volume, lower pressures suggest delayed injection or
an insufficient injection volume. A comparison of diagrams with those
taken from the new engine permits potential irregularities to be recog-
nised. The following values should be entered in each diagram to per-
mit comparison at a later date should this be necessary: turbine speed,
charge air pressure, exhaust gas temperature downstream of the cylin-
der, engine speed, injection pump setting, spring calibration, and
possibly the fuel consumption during taking of diagrams.
Determination of output - Marine engines can be rated using the engine operating data and the
injection pump setting. In the case of Diesel generator sets, the engine
output can be determined from the generator output. Please refer to
Section 3.5.
Running gear bearings - In order to detect bearing damage in time and to avoid consequential
damage, various safety equipment is fitted to the engine. The following
systems are used:
The oil mist detector controls the oil vapour concentration in the crank-
case of each cylinder (or cylinder pair in the case of V-type engines)
and releases an audible and visible alarm or shuts the engine down
automatically when smoke develops from evaporating lube oil, when
the bearing temperatures are too high, or in case of incipient piston fail-
ure.
The bearing temperature monitoring system uses resistance thermom-

eters fitted in the bearing bodies of the main bearings. These thermom-
eters pass corresponding pulses to the safety system, thereby releas-
ing audible and visible alarms or shutting down the engine
automatically.
The splash-oil monitoring system indirectly determines the tempera-

tures of each individual running gear (or running gear pair in the case of
V-type engines) by means of the splash oil. In case a defined maxi-
mum value or the admissible deviation from the mean value is ex-
ceeded, the safety system initiates an engine shut-down. With this
equipment, it is possible to recognise incipient damage on running gear
components and bearings at a very early stage.
6680 3.5.1--03 E 10.02 L 40/54, 48/60, L 58/64 104/ 04

Engine log book/
Engine diagnosis/Engine management 3.5.2
Engine log book
Classification societies and some supervisory authorities require keeping

an engine log book. Despite any printers and plotters your plant my have,
we also recommend to enter the results of your checks in an engine log
book, in which also additional observations and actions can be noted and
jobs that are due can be entered. Advantageously,
- measuring and test results,
- renewal and topping up of operating media,
- empirical information/conclusions drawn from maintenance and repair
work
should also be entered in this engine log book. It is up to the plant
manager/chief engineer to develop the engine log book to a basic tool to
work with or an essential instrument of engine operation.
Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference values.
The information sources of reference should be the test run and
commissioning records as well as the “List of measuring and control units”.
Still more valuable empirical facts/decision-taking fundamentals are

obtained if essential operating data, times between overhaul or activities
are not only noted down but represented chronologically. Diagrams similar
to that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.
Figure 1. Diagrams for trend analyses
6680 3.5.2--02 E 07.99 32/40 up D 101/ 05

Engine diagnosis using electronic ignition pressure measuring units
Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure measuring unit, e.g. the Baewert HLV-94.
Using this device, the pressure (if required, of several engines) at the
indicator connection is recorded and indicated on an LC display in form of
a diagram over the crank angle or in form of a table. The appertaining
mean indicated pressures are also calculated. Via a connection cable, the
measuring results can also be printed or made accessible to computer
evaluation via a COM1 or COM2 interface. In a similar way, the injection
pressure is recorded and delivered. For this purpose, however, DMS
sensors are required which are to be attached to the injection pipes.
Electronic ignition pressure measuring units allow to draw reliable

conclusions on the load distribution from cylinder to cylinder and on
deviations from normal combustion and injection pressure trends, using
the measured values, pressure curves and diagrams obtained. Depending
on the power spectrum, they provide decision-taking fundamentals for
correction measures and maintenance or repair work, which in turn
contribute to reducing operating costs and downtimes.
Figure 2. Electronic injection pressure measuring device, make Baewert
6680 3.5.2--02 E 07.99 32/40 up D 102/ 05

System Company
Indicator system Baewert GmbH
HLV 94 Postfach 177
D-08393 Meerane
Digital pressure indicator Leutert GmbH & Co.
DPI Schillerstraße 14
D-21365 Adenhofen
Peak pressure indicator Lehmann & Michels GmbH
LEMAG-PREMET LS Marlowring 4
D-22525 Hamburg
Table 1. Electronic indicator systems
Engine diagnosis using CoCoS-EDS
CoCoS-EDS is an engine diagnosis and trend analysis system, which

evaluates the latest measuring data of the Diesel engine, on line on a PC.
It was developed by MAN B&W Diesel AG and is a component of the
CoCoS engine management system. The diagnosis system, which
furnishes the knowledge of excellent specialists, permits a permanent
diagnosis in respect of
- tubocharging, combustion and injection,
- the temperatures and pressures of air, gas, oil and water systems,
- the temperatures of components, and
- the condition of air filter, compressor, charge air cooler, turbine and
exhaust gas boiler.
EDS offers three operating levels, which are available at any time:
- monitoring,
- trend, and
- diagnosis.
Monitoring EDS uses the values of the normal alarm system and, in addition, the
measuring values of the EDS sensor box. These additional measuring
values are required for making more exact calculations and diagnoses.
They are recorded every 20 seconds and memorised every half hour. In
case of an engine stop, all data recorded during the last half an hour is
available. This is essential for analysing emergency stops.
Figure 3. CoCoS-EDS monitoring - visualising measuring data on a turbocharger
6680 3.5.2--02 E 07.99 32/40 up D 103/ 05

Taking physical and thermo-dynamic processes into consideration, EDS
converts the measuring values in such a way that the displayed values
represent the actual condition of the engine. The measuring records can
be requested in various forms of representation.
Trend The trend analysis graphically represents the registered and memorised
changes in condition. It is a very helpful method for early diagnosis of
irregularities in an engine’s operating condition.
In case of short-trend analyses, all engine operating values are memorised

in the data base at five-minute intervals. The memory depth is two weeks.
In the long-term data base, the operating data of the short-trend data base
are accumulated to daily values. The memory depth here is two years.
Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period
of time
Diagnosis Every five minutes, the so-called tentative diagnosis is made, enabling
recognition and display of deviations of an operating value from its normal
value, independent from the present load point and from external
influences.
Since presently measuring sensors with long-term stability are not

available for high-pressure values, the diagnosis system provides an
indication once a week or, if necessary, at shorter intervals that an ignition
and injection pressure measurement is to be carried out. After these
values are entered, the EDS is able to make a complete diagnosis.
On request, the user is provided with the following information:

- date and time of the first striking and of the last occurrance of the
disturbance,
- the type of disturbance, and
- the cause of the disturbance.
6680 3.5.2--02 E 07.99 32/40 up D 104/ 05

Figure 5. CoCoS-EDS diagnosis
The three modules provide the user with the necessary information on the
actual condition of the engine, and all the experience gained by the MAN
B&W engine developers and service engineers.
6680 3.5.2--02 E 07.99 32/40 up D 105/ 05

Load curve
during acceleration/manoeuvring 3.5.3
Power-increasing-times for diesel engines in marine applications
It is not permitted to apply load to and withdraw load from Diesel engines
as quickly as desired. Instead, allowance is to be made for
- thermal and mechanical loads,
- exhaust gas colouration, and
- the turbocharger capacity.
The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.
Zeit (Min.) bei vorgewärmtem Motor (Öltemperatur 40 C, Frischwassertemperatur 60 C)

Time (min) with engine at preheating temperature (oil temperature 40 C, F.W. temperature 60 C)
Figure 1. Load application curve during manoeuvring
Acceleration In the AHEAD direction, 60% of the engine output are permitted to be
applied only after 15 seconds have elapsed under emergency
manoeuvring conditions or 30 seconds resp. under normal manoeuvring
conditions. 100% engine output is not allowed to be reached earlier than
after 30 seconds or 3 minutes resp. Diagram, part 3.
6680 3.5.3--01 E 11.98 All D Eng 101/ 02

In the ASTERN direction, 15 seconds or 40 seconds resp. must elapse
before 70% of the output are reached. Higher outputs are not available
due to the propeller properties. Diagram, part 2.
Load reduction At least 15 seconds must elapse during load reduction from FULL AHEAD
to STOP, at least 10 seconds during load reduction from FULL ASTERN to
STOP. Diagram, part 1/4. In case of faster load reduction, the
turbocharger may start surging
Besides, please note ... Marine main engines in preheated condition should be operated at a
speed not exceeding approx 75% or a load not exceeding approx. 40%, if
possible. Operation at full load is admissible after the service temperatures
have been reached.
In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behaviour of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100 are
encountered in the case of marine propulsion engines. This means that
the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ship’s behaviour during manoeuvring (except, e.g. tug boats and
ferries).
Under normal manoeuvring conditions, we therefore strongly recommend

that the normal rates should be adhered to, and emergency manoeuvring
should be restricted to exceptional situations. This will decisively contribute
to trouble-free long-term operation.
In case of manned engine operation, the engine room staff is responsible

for the observation of load application requirements. For remotely
controlled engines, the loading programs for normal and emergency
manoeuvring have to be integrated in the remote control scope. Such
integration has to be agreed between the buyer, the shipyard and the
engine manufacturer.
6680 3.5.3--01 E 11.98 All D Eng 102/ 02

Part-- load operation 3.5.4
Definition Generally the following load conditiones are differentiated:

- Over-load: > 100 % of full load output
- Full-load: 100 % of full load output
- Part-Load: < 100 % of full load output
J Low-load: < 25 % of full load output
Correlations The ideal operating conditions for the engine prevail under even loading at
60 % to 90 % of the full-load output. Engine control and rating of all
systems are based on the full-load output.
In the idling mode or during low-load engine operation, combustion in the
cylinders is not ideal. Deposits may form in the combustion chamber,
which result in a higher soot emission and an increase of cylinder
contamination.
Moreover, in low-load operation and during manoeuvring of ships, the
cooling water temperatures cannot be regulated optimally high for all load
conditions which, however, is of particular importance during operation on
heavy fuel oil.
Better conditions Engines are genuinely better equipped for low-load operation
- if they have a two-stage charge-air cooler, the second stage of which
can be switched off in order to improve the operating data or
- if they have a two-stage charge-air cooler and switch-over from HT to
LT has been provided for, permitting the admission of HT water to the
LT stage.
HT: high temperature LT: low temperature
Operation on heavy fuel oil Because of the aforementioned reasons, low-load operation < 20 % of full
load output on heavy fuel oil is subjected to certain limitations. According
to Figure 1 , the engine must, after a phase of part-load operation, either
be switched over to Diesel oil operation or be operated at high load (>70 %
of full load output) for a certain period of time in order to reduce the de-
posits in the cylinder and exhaust gas turbocharger again.
In case the engine is to be operated at low-load for a period exceeding
that shown in Figure 1 , the engine is to be switched over to Diesel oil
operation beforehand.
For continuous heavy-fuel oil operation at part loads in the range below
25 % of the full engine output, co-ordination with MAN B&W Diesel AG is
absolutely necessary.
Operation on Diesel fuel oil For low-load operation on Diesel fuel oil, the following rules apply:
- A continuous operation below 15 % of the full load output is to be
avoided, if possible.
Should this be absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. the use of part-load injection
nozzles).
- A no-load operation, especially at nominal speed (generator operation)
is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15 % of full load, as long as the
spezified operating data of the engine will not be exceeded.
6680 3.5.4--01 E 04.03 All D Eng 101/ 02

P full load output in % t Operating period in hours (h)
Figure 1. Time limits for part-load operation on heavy fuel oil (on the left), duration of “Relieving operation” (on the right)
Explanations Figure on the left: Time limits for part-load operation on heavy fuel oil.
Right-hand figure: Necessary operating time at > 70 % of full-load output
after part-load operation on heavy fuel oil. Acceleration time from present
output to 70 % of full-load output not less than 15 minutes.
Example Line a At 10 % of full-load output, HFO operation is permissible for

max. 19 hours, then switch over to Diesel fuel oil, or
Line b operate the engine for approx. 1.2 hours at not less than 70 %
of full-load output to burn away the deposits that have formed.
Subsequently, low-load operation on heavy fuel oil can be
continued.
6680 3.5.4--01 E 04.03 All D Eng 102/ 02

Determine the engine output and
design point 3.5.5
Preliminary remarks
The engine output is one of the most important operating parameters. It

serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump admission settings provide design points. The
position of such design points permits conclusions to be drawn on
- alterations in resistance (of the ship),
- losses, leakages, damage, and
- the efficiency of the injection system, turbocharging system and charge
renewal system.
In the case of older engines (> 30 000 hours of operation), reliable con-
clusions are only possible at design points for which all three above-men-
tioned parameters are known. Further relevant operating values may have
to be taken into consideration to guarantee a correct judgement.
How to proceed
In the case of marine The effective engine output Pe cannot be easily measured on marine pro-
propulsion engines pulsion engines. For this purpose, it would be necessary to measure the
torque. In the case of medium-speed four-stroke Diesel engines, the indi-
cated output Pi cannot be determined from indicator diagrams either.
Alternatively, the design point of interest can be determined from the

speed and the mean value of the pump admission settings. From this,
conclusions can be drawn on the corresponding effective output. A pre-
requisite, however, is that the same fuel is used and that the fuel tempera-
ture is the same.
In the case of Diesel generator The effective engine output for generator sets can be determined relatively
sets precisely from the effective generator output Pw, which is measured con-
tinually, and from the generator efficiency ®gen, which varies but slightly
within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.
Preparatory work
The mean value of pump admission settings plotted over the output is re-
corded during the engine works trials and included in the acceptance cer-
tificate in the form of a curve, both for marine and stationary engines. In
the case of marine engines, this data is also entered on an additional
sheet together with three propeller curves. The diagram corresponds to
Figure 1 . For determining the design point and the engine output, the
diagram of the acceptance certificate relating to the respective plant is,
therefore, to be used.
6680 3.5.5--01 E 09.02 32/40 upw 101/ 04

This information permits the engine output to be determined and an
assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump admission settings are recorded simultaneously and exactly
during sea trials and immediately afterwards with the ship loaded. This
should be done at varying engine outputs, under normal operating and
weather conditions, and with the fuel intended to be used for continuous
operation. In the case of ships equipped with a controllable-pitch propeller,
it must be ensured that the propeller pitch is the same. The design points
determined this way are also to be entered in the form. They serve as
reference values for assessing parameters determined later on.
Intermediate values have to be interpolated in accordance with the
diagram contained in the acceptance certificate.
For stationary engines, only the pump admission settings of the

acceptance certificate are to be copied into the form sheet.
Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for the
engine trials as a rule. In heavy fuel oil (HFO) operation, pump admission
settings are approximately the same.
Determining the design point and the engine output
Example (marine propulsion Determining the design point and the engine output are to be carried out
engine) analogously using the example shown in Figure 1 , where:
Engine type XY,

Rated output 6200 kW,
Rated speed 450 rpm.
Steps Steps required:

- Measure the speed and the fuel pump admission setting. The following
have been determined:
Speed 432 rpm,
Pump setting 59 mm.
- Convert the measured speed value into a percentage of the rated
speed, which in this case will be 96%.
- Look up the speed point (96%) on the speed coordinate and project it
vertically upwards.
- Determine the admission value (59 mm) on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point.
- Draw a horizontal through the intersection up to the output coordinate
and determine the value, which in this case will be 86%.
- Determine the corresponding engine output.
86% x 6200 kW
5330 kW
100%
1 Limiting curve for output 5 100s%-torque and 7 Range of open blow-by

2 Recommended combinator 100%-mean-effective- flap
curve pressure line 8 Range, in which the
3 Zero-thrust curve 6 Constant-fuel-admission charge air is preheated
4 Range of open blow-off flap lines
Table 1. Legend of Figure 1
6680 3.5.5--01 E 09.02 32/40 upw 102/ 04

Figure 1. Diagram for determining the design point and engine output (example)
Prerequisites Diagram prepared as required, characteristic design points added,

matched to the usual fuel oil.
6680 3.5.5--01 E 09.02 32/40 upw 103/ 04

Generator sets In the case of generator sets, the method can be applied analogously.
Design points are in this case only found on the 100%-speed line, or close
to it.
Evaluation of results
The design point that has been determined has to be within the admissible
service range. For marine propulsion engines, at least with a new vessel
and new engine, therefore, it has to be to the right of the theoretical pro-
peller curve.
The design of the propulsion system is in order if admission settings are

as follows, with the system new and at rated speed:
Fixed-pitch propeller 85 -- 90%,

Controllable-pitch propeller 85 -- 100%,
Diesel generator sets 100%.
Refer to Section 3.4 - Permissible outputs and speeds.
The shifting of design points towards the left, with the other basic condi-
tions being the same, is attributable to the increased resistance of the
ship’s hull, propeller modifications (larger diameter, increased pitch) or pro-
peller defects.
Shifting of design points in an upward direction (higher admission settings)

is attributable to lighter fuels, higher preheating temperatures, functional
inadequacies or wear in the injection system, or functional inadequacies in
the turbocharging/charge renewal systems. Provided normal fuels are
used and the heating and cleaning equipment is in order, the wear on in-
jection pump plungers and guides will only take effect after prolonged
times of operation ( 30.000 operating hours).
Since there are numerous potential influencing factors, whose effects can-
not be easily determined, we recommend that in case of doubt you contact
the nearest service center or the service head office of MAN B&W Diesel
AG, Augsburg.
Economically efficient outputs and speeds
The usual test run/commissioning programme of marine main engines not

only includes the determination of engine speeds and fuel pump admission
settings as described under “Preparatory work”, but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:
- engine speed/admission setting,
- ship’s speed, and
- fuel oil consumption
is necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as
- what amount of fuel is needed if the distance A is desired to be
travelled at the speed B, or
- at what speed (economic speed) will the greatest cruising range be
covered for a given amount of fuel.
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Engine operation at reduced speed 3.5.6
Changing operating conditions
Marine propulsion systems are subjected to external influences that may

lead to a shifting of operating points. Causes for a shifting of operating
points and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include
- increased drive resistances, or
- increased ship’s resistances,
due to marine growth and increasing roughness, inappropriate propeller
layout, propeller modifications (larger diameter/increased pitch) or
propeller defects.
Limits of operation at reduced speed under full torque
Under these conditions, the engine will still reach the full torque but no
longer the full speed -- at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/
fuel-limited speed is limited as follows:
Admissible speed Corresponding

Application reduction 1) rated output
(blocked)
Marine main engine driving ---- 100%
a controllable-pitch propeller
Marine main engine driving $ 10% 100%
a fixed-pitch propeller
Suction dredger equipped
with $ 30% 90%
engines 20/27, 25/30 $ 30% 100%
engines 32/40 - 58/64
Fishing boats/tugs with
engines 20/27 - 32/40
$ 20% 100%
1) These values only serve for guidance. Conclusive for engine operation are the values fixed
by agreement between the buyer, the shipyard/projecting office and the engine supplier.
Table 1. Maximum admissible speed reduction at full torque
Operations with an even higher reduction of speed at full torque is not

admissible
- because of the decreasing excess combustion air ratio (tendency of
contamination/coking of components contacted by gas),
- because of the rising component temperatures endangering vital
components (exhaust valves, cylinder heads, piston etc.), and
- because of the danger that the surging limit of the compressor is
reached as a result of turbocharger fouling.
With due regard to the fact that continuous operation at reduced speed
under full torque is not only unfavourable for the engine but also results in
6680 3.5.6--01 E 06.99 32/40 up D 101/ 02

reduced ship’s speeds, it must by all means be attempted to eliminate or
reduce avoidable resistances. Most promising are counter measures
against the above-mentioned resistances.
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Equipment for optimising the engine
to special operating conditions 3.5.7
Overview
MAN B&W four-stroke engines and turbochargers have been designed

specifically to yield optimum results, e.g. in terms of fuel oil consumption
and emission behaviour at normal service output. Nevertheless, certain
operating situations can better be coped with using supplementary or
alternative equipment.
Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimising the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.
Equipment/measure Object/load Ship Stationary

condition
Blow off charge air Full load x x
Bypass charge air Part load x
Raise charge air temperature Part load x
(two-stage charge air cooler)
Control the charge air Part load/ x x
temperature Full load
(CHATCO)
Blow off exhaust gas Full load x
(waste gate)
Accelerate turbocharger Manoeuvring x x
(jet assist) Load
application
Adjust the valve timing Part load x x
(32/40 engine only)
Adjust injection timing Part load x x
Table 1. Equipment for optimising the operating performance.
x = availability
Brief descriptions
Charge air blow-off device When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle flap.
See Section 2.4.1 and 3.5.12.
Charge air bypass device The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
the engine under these conditions, charge air is blown into the exhaust
6680 3.5.7--02 E 11.02 32/40 up D 101/ 02

pipe. For this purpose, the bypass flap is opened. The resultant pressure
increase in the exhaust pipe leads to a higher turbine output and,
consequently, to a higher charge air pressure.
The throttle flap is controlled by a pneumatic actuator cylinder, as a

function of the engine speed and fuel pump admission setting. Please
refer to Sections 2.4.1 and 3.5.8.
Device for raising the High air temperatures during part-load operation contribute to improved
charge air temperature combustion and, consequently, reduced exhaust gas discoloration. This
(two-stage charge air cooler) condition can be achieved if a two-stage charge air cooler is used and the
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).
Control of the charge air The charge air temperature control CHATCO reduces the amount of
temperature (CHATCO) condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the This equipment is used where special demands exist regarding fast
turbocharger (jet assist) acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of approx.
4 bar before being passed into the compressor casing of the turbocharger
to be admitted to the compressor wheel via inclined bored passages. In
this way, additional air is supplied to the compressor which in turn is
accelerated, thereby increasing the charge air pressure. Operation of the
accelerating system is initiated by a control, and limited to a fixed load
range. Please refer to the figure in Section 2.4.1.
Device for blowing off the By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust gas (waste gate) exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
effected. This measure is necessary if the turbocharger has been
designed for optimised part load operation. See section 3.5.11.
Device for adjusting the valve Two twin cams per cylinder are arranged on the camshaft. In each case,
timing (for 32/40 engines only) the cam track on the coupling side is in mesh under full-load conditions.
During operation, the camshaft is shifted by a hydro-pneumatic control
system (similar to reversible engines).
This equipment enables the timing, i.e. the valve overlap, to be adapted to
the prevailing load. As a result, the charge renewal is optimised and the
engine operating data is improved during part-load operation. For details,
please refer to Section 2.4.5.
Device for adjusting the injection Adjustment on the 32/40 engine is achieved by means of a camshaft that
timing permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing which is in mesh with the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.
On the engine types 40/54, 48/60 and 58/64, adjustment if effected by

shifting the cam followers provided between the cam track and the fuel
pump cylinder, or by turning the eccentric shaft carrying these cam
followers. For details, please refer to Section 2.4.5. The above-described
facilities allow the ignition pressure and the fuel consumption to be
influenced by effecting a shifting in the direction of “advanced ignition”.
Shifting in the direction of “retarded ignition” helps reduce NOX emissions.
6680 3.5.7--02 E 11.02 32/40 up D 102/ 02

Bypassing of charge air 3.5.8
Technical layout
This equipment for the bypassing of charge air essentially consists of the
connection between the charge air pipe (1) and the exhaust pipe (8), the
throttle flap (4) and the associated electropneumatic control.
1 Charge air pipe

2 Diaphragm
3 Interconnecting pipe
4 Throttle flap,
pneumatically operated
5 Lift limiting screw
6 Electro-pneumatic
4/2-way valve (M392)
7 Compensator
8 Exhaust pipe
9 Lever for manual
switch-over
10 Shaft end, slotted
(emergency operation)
Figure 1. Equipment for charge air bypassing (schematic representation)
The rate of air flow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.
Functional description
The supply of air to the pneumatic drive is controlled by the 4/2-way valve
(6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared
when the solenoid valve is energised. The valve is switched over to
passage 1 - 3 for closing the flap when the valve is de-energised. The
switching condition of the solenoid valve (energised) is determined by the
following conditions:
- engine speed > 60 ... < 85%*,
- pump rack setting > 25 ... < 65%*,
- engine is not started/engine is not connected (stable load condition).
* The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)
6680 3.5.8--01 E 06.99 32/40 up D 101/ 03

To ensure these conditions and for the electric control of the solenoid
valve, there is a speed transmitter/speed relay and a split cam in the
control stand. This cam effects the pump rack setting (40/54 to 58/64
engines). On the 32/40 engine, pump rack settings are generated by a unit
evaluating the analog signals of the remotely operating admission
transmitter. This equipment restricts bypassing to an output/speed range
as shown in Figure 2.
1 Range for bypassing of 3 Theoretical propeller

charge air curve
2 Limit of maximum
admissible operating
range
Figure 2. Output/speed range for the bypassing of charge air (example, valid for
fixed-pitch propeller drive)
The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to be
reduced.
Setting
The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.
6680 3.5.8--01 E 06.99 32/40 up D 102/ 03

Emergency operation
If necessary, the 4/2-way valve can be switched over by hand using the
lever (9) on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end (10). See Figure 3.
9 Lever for
4/2-way valve
10 Slotted shaft end
Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency
6680 3.5.8--01 E 06.99 32/40 up D 103/ 03

Condensed water in charge air pipes
and pressure vessels 3.5.9
Background
Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
- the air temperature rises,
- the air humidity rises,
- the charge air pressure rises, and
- the charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,
and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
The amount of water accumulating in air vessels is much less, hardly in

excess of 5 kg per charge.
The amount of condensed water should be reduced as far as possible.

Water must not enter the engine.
▲ Attention! Water draining of the charge air pipe must work

properly. Water should be drained from the air vessels after filling
and before the air is used.
Nomogram to determine the amount of condensed water
Using the nomogram in Figure 1, the amount of water can be determined

which condenses in the air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples which follow.
6680 3.5.9--01 E 11.98 32/40 upw 101/ 03

Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels
Example 1 -- Determine the amount of water accumulating in the charge air pipe
1st step Ambient air temperature 35 C,

Relative air humidity 90%.
The corresponding point of intersection in the diagram is the point I, i.e.
the original water concentration is 0.033 kg of water/kg of air.
2nd step Charge air temperature

downstream of cooler 50 C,
Charge air pressure (overpressure) 2.6 bar.
The resultant point of intersection in the diagram is point II, i.e.
the reduced water content 0.021 kg of water/kg of air.
3rd step The difference between I and II is the condensed water amount A.
A I II 0.033 0.021 0.012 kg of water/kg of air.
6680 3.5.9--01 E 11.98 32/40 upw 102/ 03

4th step Multiplied by the engine output and the specific rate of air flow, the amount
of water accumulating in one hour, QA is obtained.
Engine output P 12,400 kW,

specific air flow rate le* 7.1 kg/kWh.
QA A ô P ô le 0.012 ô 12, 400 ô 7.1 1.055 kg water/h

1 t water/h.
Example 2 -- Determine the amount of water condensing in the compressed air vessel
1st step Ambient air temperature 35 C,

Relative air humidity 90%.
The resultant point of intersection in the diagram is point I, i.e.
the original water content 0.033 kg of water/kg of air.
2nd step Temperature T of the air in the vessel 40 C = 313 K,

Pressure in the vessel (overpressure) pü 30 bar, entsprechend
absolute pressure Pabs 31 bar or 31 ô 10 5 Nm2.
The resultant point of intersection in the diagram is point III, i.e.
the reduced water content is 0.0015 kg of water/kg of air.
3rd step The difference between I and III is the condensed water amount B.
B I III 0.033 0.0015 0.0315 kg of water/kg of air.
4th step Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
QB B ô m.
m is calculated as follows:
pôV
m .
RôT
Legend
Absolute pressure in the vessel, pabs 31 ô 10 5 Nm2,
volume V of the pressure vessel 4000 dm3 = 4 m3,
gas constant R for air 287 Nm/kgôK,
temperature T of the air in the vessel 40 C = 313 K.
m 31 ô 105 ô 4 138 kg of air.

287 ô 313
Final result
QB Bôm 0.0315 ô 138 kg 4.35 kg of water.
* The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:
Four-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 7.0 ... 7.5 kg/kWh,

Two-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 9.5 kg/kWh.
6680 3.5.9--01 E 11.98 32/40 upw 103/ 03

Load application 3.5.10
Isolated operation
Application of load dependent Large applications of load, such as occur in a ship’s auxiliary engine in the
on medium pressure ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
1 1. Stage
2 2. Stage
3 3. Stage
Pe Application of load as a
% of continuous power
pe medium effective
pressure in continuous
power
Figure 1. Application of load in stages according to IACS and ISO 8528-5
For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:
1. Stage 33%,
2. Stage 23%,
3. Stage 18%,
4. Stage 26%.
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.
Application of load dependent The diagram in Figure 2 applies for applications of load based on the
on the actual power current value.
6680 3.5.10--01 E 01.98 32/40 upw 101/ 02

1 Maximum application
of load
2 Usable in short term
3 Not usable
(control reserve)
Pe C Application of load
Pe Constant load
Reference pressure pe =
24.8 bar
Figure 2. Application of load dependent on the current power
In keeping to this maximum load connection rate, the demands of the

classification associations can be safely fulfilled. These are (at 11/97):
the dynamic speed onset as a % of the nominal speed $ 10%,

the remaining speed change as a % of the nominal speed $ 5%,
the settling time until intake to tolerance band +/-- 1%
of the nominal speed $ 5 sec.
Load shedding Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:
Dynamic speed change as a % of the nominal speed $ 10%,

remaining speed change as a % of the nominal speed $ 5%.
Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.
Parallel network mode
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
6680 3.5.10--01 E 01.98 32/40 upw 102/ 02

Exhaust gas blow-- off 3.5.11
Technical layout
The device for blowing off the exhaust gas essentially consists of the con-
nection between the exhaust pipe upstream of the turbocharger (11) and
the exhaust pipe downstream of the turbocharger (9), the blow-off flap (1)
and its electro-pneumatic control.
1 Blow-off flap with 8 Blow-off pipe C Control air 8 bar

pneumatic drive 9 Exhaust pipe G Fresh air
2 Intake silencer downstream of H Charge air
3 Turbocharger turbocharger J Exhaust gas downstream
4 Compressor 10 Compensator of engine
5 Turbine 11 Exhaust pipe upstream of P Exhaust gas downstream
6 Double diffuser turbocharger of turbocharger
7 Deflection casing M367 Electro-pneumatic
5/2-way valve
Figure 1. Device for blowing off exhaust gas (schematic representation)
6680 3.5.11--01 E 11.02 32/40 upw 101/ 03

Brief description
Depending on the turbocharger design, especially in case of part-load

oriented use, turbocharger overspeed may occur in the upper load range.
In order to prevent this, exhaust gas is taken from the exhaust pipe up-
stream of the turbocharger and led via a bypass pipe directly into the
chimney or to the exhaust gas boiler plant. This way, an exhaust gas
pressure reduction is reached and thus a turbine speed decrease during
full load. If required, the by--pass pipe (blow-off pipe) is opened and/or
closed by means of an electro-pneumatically controlled flap.
1 Blow-off flap with

pneumatic drive
8 Blow-off pipe
9 Exhaust pipe
downstream of
turbocharger
12 Exhaust pipe with
covering
(upstream of
turbocharger)
Figure 2. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)

pneumatic drive
8 Blow-off pipe
Figure 3. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)
6680 3.5.11--01 E 11.02 32/40 upw 102/ 03

Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The turbocharger speed serves as a criterion for the activation of the blow-
off flap. In case the speed transmitter fails, the activation is effected as a
function of the fuel admission. If the turbocharger speed or the fuel admis-
sion are in the critical range, the active flap position is maintained in order
to prevent constant switching-over (hysteresis) of the blow-off flap. In
case the actual value in turn exceeds and/or falls below the limit value, the
flap control causes switching over of the blow-off flap.
6680 3.5.11--01 E 11.02 32/40 upw 103/ 03

Charge air blow-- off 3.5.12
Technical layout
The device for blowing off the charge air essentially consists of the blow-
off pipe on the charge air cooler, the blow-off flap (1) and its electro-pneu-
matic control.
1 Blow-off flap with 8 Charge air pipe C Control air 8 bar

pneumatic drive 9 Exhaust pipe G Intake air
2 Intake silencer downstream of H Charge air
3 Turbocharger turbocharger J Exhaust gas downstream
4 Compressor 10 Compensator of engine
5 Turbine 12 Charge air cooler P Exhaust gas downstream
6 Double diffuser 13 Blow-off pipe of turbocharger
7 Deflection casing M367 Electro-pneumatic R Blown-off charge air
5/2-way valve
Figure 1. Device for blowing off charge air (schematic representation)
6680 3.5.12--01 E 11.02 32/40 up D 101/ 02

Brief description
Depending on the operating or climatic conditions prevailing at the place of

use, an excessive charge air pressure may occur in case of low intake air
temperatures. This requires a controlled pressure reduction by removing
charge air from the charge air pipe via a flap. The blow-off pipe is opened
or closed by means of an electro-pneumatically controlled flap, if
necessary.
Depending on the prevailing climatic conditions at the place of use, one

distinguishes between the one-stage and the two-stage blow-off device:
- The one-stage blow-off device is used if the expected intake air tem-
peratures are below +5 C but not lower than --15 C.
- The two-stage blow-off device is used if the expected intake air tem-
peratures are below --15 C.
Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The admission serves as a criterion for the activation of the blow-off flap.
If the admission is lower than the limit value, the blow-off flap is closed. In
case the admission is higher and the intake air temperature is lower than
the limit value, the flap control causes the blow-off flap to be opened.

pneumatic drive
8 Charge air pipe
9 Exhaust pipe
downstream of
turbocharger
12 Charge air cooler
13 Blow-off pipe
Figure 2. Arrangement of the charge air blow-off pipe (figure shows V 48/60 en-
gine type - the design of the pipe fitted may differ from that shown in the figure)
6680 3.5.12--01 E 11.02 32/40 up D 102/ 02

Engine operation III -
Operating faults 3.6
3.1 Prerequisites
3.3 Operating media
6682 3.6--01 E 11.97 101/ 01

Faults/Deficiencies
and their causes (Trouble Shooting) 3.6.1
Preliminary remarks
Trouble shooting with the aid of Tables 1-3 contain a number of potential operating faults and their possible
Tables 1-3 causes. They are intended to contribute to reliable fault diagnosis and effi-
cient elimination of their causes.
Break-down The faults were subdivided into three categories:

- Engine start/engine operation,
- operating data, and
- other problems.
In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for
- the appearance,
- the temporal and physical facts, and
- the personal, empirical know-how.
“Info” and “Code” columns The “info” column contains references to text passages of the operating
instruction manual and to work cards. The code numbers given in the
“code” column permit the table to be also used under the motto “What
happens if ...”.
Example The code number 15, for example, appears at three different points in the
tables (marked by -). The meaning behind it: Supposed the injection tim-
ing is too far in the “late” direction, the following possible effects must be
expected:
- The engine does not reach the full output/speed,
- the exhaust gas temperatures are excessive, and
- the exhaust plume is visible, of dark colour.
Trouble shooting on the To be noted: The operating instruction manual for the turbocharger con-
turbocharger tains its own table for trouble shooting.
Order of entries The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to en-
gine operating media and operating media systems in the first place, fol-
lowed by engine, turbocharger, and possibly ship.
6680 3.6.1--02 E 11.02 32/40 up D 101/ 09

Trouble shooting “Engine start/engine operation”
Fault/system Causes Info Code
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system Pressure in the compressed air tank too low 01
Main starting valve defective 162.xx 02
Starting valve defective 161.xx 03
Starting air pilot valve defective 160.xx 05
Control and monitoring Fault in the pneumatic or electronic control system 63
system
Remote starting interlocked 83
Turning gear Turning gear not completely disengaged 79
Engine reaches ignition speed, but there is no ignition

Fuel Fuel quality inadequate 3.3 09
Fuel oil system Fuel tank empty 06
Fuel system not vented 07
Injection pumps do not deliver fuel 2.4, 200.xx 08
Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
livery pump defective
Fuel oil filter clogged 13
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.xx 16
and barrel
Speed governing system Speed governor/booster defective/faulty/misadjusted 140.xx 56
Pick-up defective (32/40 engine) 140.xx, 400.xx 78
Control and monitoring Fuel admission release missing/too low 65
system
Fault in the pneumatic or electronic control system 63
Cylinders firing irregularly

Water in the fuel 3.3, 000.05 10
Fuel system Fuel system not vented 07
Injection valve Injection valves defective 221.xx 20
Inlet/exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Engine does not reach full output or speed

Water in the fuel 3.3, 000.05 10
Fuel oil viscosity too low, fuel overheated 3.3 66
6680 3.6.1--02 E 11.02 32/40 up D 102/ 09

Injection timing adjustment Injection timing too late (only engines with 2.4, 200.xx, 15 -
automatic injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.xx 16
and barrel
Injection pump plunger sticking, spring broken 200.xx 17
Control rod, regulating sleeve or pump element got 200.xx 18
stuck
Pressure valve in the injection pump not tight 200.xx 19
Injection valves Injection valves defective 221.xx 20
Nozzle orifices or injection pipes clogged 221.xx 21
Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56
Governor or control linkage setting spoiled 2.4, 140.xx 22
Control linkage sluggish or stuck 203.xx 23
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Control and monitoring Fuel admission release missing/too low 65
system
Speed release too low 89
Turbocharger Turbocharger fouled or defective 500.xx 49
Ship Marine propulsion engines: Propeller damaged, or 45
marine growth on hull
Irregular engine operation, knocking

Fuel pressure at entry into injection pumps too low, 2.4, 2.5 12
delivery pump defective
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Injection timing adjustment Injection timing too early (only engines with automatic 2.4, 200.xx, 14
injection timing adjustment) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
valves not tight
Excessive valve clearance 111.xx 90
Engine speed fluctuates

Fuel Air in the fuel 75
Fuel system Fuel pressure at entry into injection pump too low, de- 2.4, 2.5 12
Governor/control linkage Governor setting spoiled, control linkage worn out 2.4, 140.xx 22
Governor/booster defective/faulty/misadjusted 140.xx 56
Pick-up defective (32/40 engine) 140.xx, 400.xx 78
Injection pump/IP drive Control rod, regulating sleeve or pump element got 200.xx 18
stuck
Control and monitoring Reference value for speed instable (air leakage/elec- 58
system trical signal)
6680 3.6.1--02 E 11.02 32/40 up D 103/ 09

Engine speed drops, engine stops

Fuel Water in the fuel 3.3, 000.05 10
Fuel system Fuel tank empty 06
Governor/control linkage Reference value for speed missing 59
Control and monitoring Shut-down initiated 2.4 24
system
Overspeed protection tripped

Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56
Governor - “Dynamics” incorrectly adjusted 140.xx 57
Control and monitoring Overspeed relay defective 85
system
Exhaust plume contains soot, dark smoke

Charge-air system Charge air too cold 2.5 73
Charge-air cooler fouled (excessive differential 2.5, 322.xx 53
pressure)
Injection timing adjustment Injection timing too late (only engines with automatic 2.4, 200.xx, 15 -
202.xx
(40/45 ... 58/64)
Injection pump/IP drive Fuel injection pump, baffle screws worn 200.xx 69
Injection valves Injection valve defective 221.xx 20
valves not tight
Control and monitoring Fuel admission setting too high (marine main engines 64
system - in manoeuvring mode only)
Air intake filter clogged (air starvation) 91
Exhaust plume is blue smoke

Fuel Water in the fuel 3.3, 000.05 10
Lube oil system Oil level in the oil sump too high (wet oil sump) 34
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28
Piston rings stuck or broken 034.xx 32
Turbocharger Turbocharger overlubricated 500.xx 92
Noise coming from the valve or injection pump drive (noise depending on speed)
Drive roller defective, or spring broken 200.xx (32/40, 46
40/45), 201.xx
(40/54 ... 58/64)
valve not tight
6680 3.6.1--02 E 11.02 32/40 up D 104/ 09

Excessive valve clearance 111.xx 90
Smoke issuing from crankcase/crankcase venting, hollow-sounding noise coming from the crankcase
Lubricating oil Oil contains too much water 3.3, 000.05 81
Engine Crankcase venting blocked 93
Piston/piston rings Piston rings stuck or broken 034.xx 32
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Oil mist detector tripped

Oil mist detector Sensitivity wrongly set 76
Condensed water in the measuring unit (if engine 77
room ventilators blow cold air against the detector)
Lubricating oil Lubricating oil contains too much water 3.3, 000.05 81
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28
Splash-oil monitoring system tripped

Lubricating oil Lube oil temperature too high 104
Lube oil temperature - deviation from mean value ex- 105
cessive
Table 1. Faults and their causes/trouble shooting -- Part 1 -- “Engine start/engine operation”
6680 3.6.1--02 E 11.02 32/40 up D 105/ 09

Trouble shooting “Operating data”
Fault Causes Info Code
Cooling water temperature too high

Cooling water system Lack of cooling water, or air in the cooling water 42
(HT system) system
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Preheating system operating 87
Control and monitoring Indicating instrument or connecting line defective 39
system
Cooling water pressure too low

Cooling water system Cooling water level in the storage tank too low 70
(HT system)
Leakage in the system 71
Pipes clogged, fittings blocked 74
Stand-by pump not started 82
system
Pressure switch/transducer defective 61
Lube oil temperature too high

Cooling water system Lack of cooling water or air in the CW system 42
(recooling system)
Preheating system operating 87
system
Lube oil pressure too low

Lube oil system Lack of oil in the service tank 35
Overpressure valve of lube oil pump, spring broken 36
Pressure control valve defective 60
Lube oil pipes not tight 37
Lube oil pipe clogged 80
Lube oil filter clogged 38
Lube oil pump defective 41
Stand-by pump not started 82
system
Pressure switch/transducer defective 61
6680 3.6.1--02 E 11.02 32/40 up D 106/ 09

Exhaust gas temperature (deviation from level or change of mean value)

Fuel system Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
Charge-air system Charge-air temperature too high, charge-air pressure 2.5 48
too low
Fault in the bypassing system 62
Injection timing adjustment Injection timing too late (only engines with automatic 2.4, 200.xx, 15 -
202.xx
(40/45 ... 58/64)
Injection pump Fuel injection pump - incorrect setting 200.xx 67
Fuel injection pump defective 200.xx 68
Cylinder head Cylinder head - inlet duct fouled 055.xx 88
valves not tight
system
Temperature sensor defective 84
Cabling/connections defective/inadequate 86
Ship Marine propulsion engines: propeller damaged, or 45
marine growth on hull
Charge-air temperature too high

Air intake system/charge-air Temperature of air taken in too high 2.5 50
system
Cooling water system Lack of cooling water, or air in the CW system 42
(LT system)
system
Temperature sensor defective 84
Charge-air pressure too low

Air intake system/charge-air Temperature of air taken in too high 2.5 50
system
Charge-air cooler fouled (excessive differential 2.5, 322.xx 53
pressure)
Leakage on the air and exhaust gas sides 52
Exhaust gas system Exhaust gas back pressure too high (exhaust gas 2.5 54
boiler fouled)
202.xx
(40/45 ... 58/64)
system
Turbocharger Air filter, compressor/turbine side of turbocharger fou- 500.xx 51
led/damaged
6680 3.6.1--02 E 11.02 32/40 up D 107/ 09

Main bearings - Temperature too high

Main bearing Bearing damaged, lubrication faulty 021.xx 72
Engine Alignment/foundation faulty 000.09, 012.xx 95
Control and monitoring Temperature sensor defective 84
system
Table 2. Faults and their causes/trouble shooting -- Part 2 -- “Operating data”
6680 3.6.1--02 E 11.02 32/40 up D 108/ 09

Trouble shooting “Other problems”
Control linkage of injection pumps sluggish/blocked

Governor/control linkage Governor or control linkage setting spoiled 2.4, 140.xx 22
Control and monitoring Shut-down device triggered 2.4 24
system
Injection pump delivery erratic

Fuel Fuel viscosity too low, fuel overheated 3.3 66
Fuel too cold, solidified in the pipes (HFO) 3.3 11
Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
Pressure valve in the injection pump not tight 200.xx 19
Control rod, regulating sleeve or pump element 200.xx 18
sticking
Starting-air pipe before cylinder head becoming hot

Cylinder head Starting air valve not tight 161.xx 04
Safety valve in the cylinder head blowing off

Cylinder head Safety valve, spring broken 057.xx 27
202.xx
(40/45 ... 58/64)
Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- “Other problems”
6680 3.6.1--02 E 11.02 32/40 up D 109/ 09

Emergency operation
with one cylinder failing 3.6.2
Emergency operation with one Even if the engine is operated with adequate care, serious faults occuring
or two cylinders failing
- on the injection system or injection pump drive,
- on the inlet or exhaust valves or the gear of these,
- on the cylinder head, or
- on the connecting rod, piston or cylinder liner
cannot be completely ecxluded. If such a fault occurs, the engine has to
be stopped and the damage has to be remedied. If this is not possible, the
possibilities of emergency operation are to be checked and the necessary
provisions are to be made, if any. The engine can then be further operated
under certain conditions, and at reduced output in most cases. If for some
important reason the engine cannot be stopped, it should at least be at-
tempted to take all appropriate measures for avoiding consequential dam-
age.
Dual-fuel engines are to be operated on diesel oil.
Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.
Operation possible/ Conditions/

Fault not possible Measures
Engine mounting Dangers
rigid resilient
A I B Code number
Case 1 ✔ 1, 5-7, 9
Injection pump ✔ 1, 5-7, 9
Legend: switched off
Case 2 ✔ 1, 2, 5-7, 9
A Single-engine plant Rocker arms and
Twin-engine
B Twin engine or dis-
push rods dis
multi-engine plant mantled, injection ✔ 1, 2, 5-7, 9
pump switched off
✔ O
Operation
ti possible
ibl Case 3 ✔ 1-3, 5-10
✘ Operation not possible
☎ Consultation with Piston and ✔ 1) 1-10, 13
MAN B&W Diesel AG connecting rod
requested dismantled ✘ 12
Case 4 ☎ 11
Two pistons and ☎1) 11
connecting rods
dismantled ✘ 12
1) Operation of resiliently mounted Diesel generator sets is not possible under these conditions.
Table 1. Emergency operation with one or two cylinders failing
6680 3.6.2--03 E 12.00 32/40 upw 101/ 04

Explanations -- Type of fault
Case 1 Operating faults which necessitate the switching off of the injection pump
(fuel admission = zero) but permit operation of the cylinder/piston involved
against the normal compression resistance (the compression), such as
- fault in the injection system due to a defective nozzle,
- fault on the cylinder head due to a defective valve, due to gas leaking
at the cylinder head, due to a broken cylinder head bolt.
Case 2 Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero) but
permit operation of the respective cylinder/piston to be continued against
compression (valves closed), such as
- fault in the valve timing gear,
- fault on the cylinder head due to gas leaking on the sealing rings, due
to max. two broken cylinder head bolts2).
Important! Cases 1 and 2 are less problematic from the vibrations
point of view than case 3 is, because the running gear components remain
in place.
In case of operating faults which do not permit operation of the piston

against compression, case 3 should be attempted, or the engine should be
shut down.
Case 3 Operating faults making the removal of a complete running gear (piston,
connecting rod, push rods) necessary.
Important! Cases 1 ... 3 are made allowance for in the torsional

vibration calculation. Limitations in operation which may become
necessary are given as barred ranges on warning plates attached to the
operating equipment.
Case 4 Operating faults making the removal of two complete running gears (pis-
ton, connecting rod, push rods) necessary.
2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
Conditions/measures -- What is to be done?
Code number Conditions/measures/dangers
1 Switch off the injection pump as described in work card 200.02 (32/40,
40/54, 48/60 engine types) or work card 200.01 (L58/64 engine type).
2 - Remove the rocker arm as described in work card 111.01.
- Remove both push rods as described in work card 112.01, swing up the
cam follower and secure it in this position using a wire rope and clamp-
ing screw from the basic tools stock3). Plug the lube oil bores.
- Plug the oil pipe for rocker arm lubrication.
3 - Remove the piston and connecting rod.
- Plug the lube oil bores in the crank pin as described in work
card 020.04.
- Plug the starting air pipe leading to the silenced cylinder.
3) Cams and rollers must have no contact as the camshaft is turning.
6680 3.6.2--03 E 12.00 32/40 upw 102/ 04

Code number Conditions/measures/dangers
4 For adequate balancing of the rotating mass moments, remove a balance

weight at the throw of the defective cylinder as described in
work card 020.01.
5 Reduce the engine output (and speed) in accordance with the instruction
plate attached to the control console. Theoretically available output and/or
speed in accordance with the conditions, which have been explained in the
following.
6 Observe the operating data. The exhaust gas temperatures and turbo-
charger speeds must not exceed the admissible limits.
7 Take note of the danger of turbocharger “surging”.
8 Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.
9 Permanently observe the engine. As a matter of precaution, engine oper-

ation/manoeuvring should be performed from the engine room. Limit oper-
ation to emergency cases/a limited period of time.
10 Mass balancing upset. Critical vibrations may occur on the engine or in the
ship’s hull (natural hull frequencies) also outside the speed ranges which
have been barred as a result of the torsional vibration calculation. Such
ranges should be avoided/passed quickly. The engine output is to be re-
duced to 50%.
11 Mass balancing severely upset. Engine operation only permitted on con-

sultation with MAN B&W Diesel AG.
12 Mass balancing upset. Vibrations/movements that occur on the engine

cannot be controlled by the elements of the resilient mounting system.
13 Block the resilient mounting by means of the device provided, as de-

scribed in work card 012.04. This blocking device is included in the tools
set in case of single-engine plants. It can also be obtained later on. Con-
sultation with MAN B&W Diesel AG is requested because of the work
which is to be done prior to its use.
Reduction of output and speed
To avoid that the unaffected/remaining cylinders are overloaded, the en-

gine output, and possibly also the engine speed, have to be reduced. The
following theoretical conditions apply:
Controllable-pitch propeller or Maximum admissible output P max PN ô Z--1.

Z
generator drive (n = const.)
Fixed-pitch propeller Maximum admissible speed n max nN ô ¯Z--1

Z
.
With
PN Rated output nN Rated speed Z Number of
cylinders
The value for radicand can be looked up in Table 2.
6680 3.6.2--03 E 12.00 32/40 upw 103/ 04

Z 5 6 7 8 9 10 12 14 16 18
¯Z--1
Z
0.89 0.91 0.93 0.94 0.94 0.95 0.96 0.96 0.97 0.97
Table 2. Factors to determine the speed reduction required when a cylinder fails
As a matter of basic principle, the maximum admissible exhaust gas tem-

perature must not be exceeded, and the turbocharger must not be “surg-
ing”.
Instructions concerning vibrations
Barred ranges/ Switching off the injection pump on one cylinder may result in critical
Torsional vibrations speeds requiring further restrictions of the operating speed range. The
barred ranges to be observed under these abnormal operating conditions
are given on the instruction plates.
If it should be necessary to remove the running gear components of the

cylinder affected (case 3), the engine output has to be reduced to 50%.
Moreover, the mass balance is seriously upset. Free mass forces and mo-
ments may occur, which in turn may result in anomalous vibrations on the
engine or in the ship’s hull. In this case, further speed ranges have to be
barred as required.
Removal of a balance weight to compensate the rotating mass portion of

the removed connecting rod will restore the upset mass balance to some
extent only.
Should it become necessary to suppress the ignition of more than one

cylinder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.
6680 3.6.2--03 E 12.00 32/40 upw 104/ 04

Emergency operation on failure
of one turbocharger 3.6.3
Preliminary remarks
Turbochargers are turbo machines subjected to high stresses which must

reliably ensure the entire gas renewal performance of the engine at very
high speeds and relatively high temperatures and pressures. Like the
engine, the turbocharger can also suffer disturbances, despite careful
system operation, and emergency operation is also possible in most cases
unless the damage can be repaired immediately.
Means available The following means are availabe for emergency operation of the engine
with the turbochargers defective:
NR turbochargers (R series and S series)

- End cover to close the turbine rear side with the rotor and bearing
housing removed (cartidge)
NA turbochargers (S series)
- Arresting key to block the rotor from the compressor side (the suction
cross-sectional opening remains unclosed) -- such a key is also
available for NR 34/S,
- end cover to close the compressor and turbine rear side with the rotor
dismantled.
All of these elements are so designed that the flow is not obstructed on the
air side and exhaust side of the turbocharger.
Means for use on the engine

- Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before if required).
This cover piece serves to facilitate suction.
- Blind flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The blind flange serves
to lock the exhaust pipe during suction, with the bypass removed.
- In the case of V-type engines, depending on the layout of charge-air
and exhaust pipes on the engine, blind flanges for the charge-air pipe
socket and exhaust pipe socket (charge air side: downstream of the
compressor, exhaust gas side: upstream of the turbine). These blind
flanges serve to prevent wrong switching/backflow/leakage in
emergency operation.
Emergency operation with one The following possibilities exist if the rotor of the turbocharger can no
or both turbochargers failing longer rotate freely, or must be prevented from rotating. Please refer to
Table 1.
6680 3.6.3--01 E 10.98 General 101/ 03

Emergency measures Supplementary measures/
provisiones
Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger 1-3
Engine may be stopped (temporarily)
NR turbocharger
● Dismantle the rotor and bearing housing (cartridge), mount the end cover on 1-7
the rear of the turbine (see turbocharger operating manual and relevant work
cards). Gas renewal of the engine is through the partly stripped turbocharger
on the air side and exhaust side.
This possibility exists in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
NA turbocharger
● Measure A
Block the rotor from the compressor side using the arresting key (suction 1-4, 7
opening remains open). Subsequently re-assemble intake air silencer or intake (5-7 depending on
casing. Please refer to turbocharger operating manual and work card 500.05. situation and required)
Take measure A only if measure B cannot be taken for reasons of time.
Consequential damage possible.
● Measure B
Dismantle the rotor with bearings, block the bearing casing by mounting end
covers on the compressor and turbine sides. Reassemble the silencer/intake
casing and the turbine inlet casing, if applicable. Please refer to the 1-7
turbocharger operating manual and work card 500.05.
Possibilities in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)
Explanations
Code number Supplementary measures/provisions
1 Reduce the engine output. The maximum exhaust gas temperatures

downstream of the cylinders and upstream of the turbocharger and (on
engines equipped with two turbochargers) the maximum admissible
turbocharger speed must not be exceeded. Observe the exhaust gas for
discolouration.
2 Use all the endeavours that appear appropriate to reduce consequential

damage.
3 With the rotor arrested or dismantled, cut off the lube oil supply to avoid
fouling and fire hazards.
4 The engine has to be operated in the naturally aspirated mode, (if

equipped with two turbochargers) with reduced super-charging.
6680 3.6.3--01 E 10.98 General 102/ 03

Code number Supplementary measures/provisions
5 In-line engines:
Cover pieces (protection girds) have to be mounted on the charge-air pipe.

On engines equipped with a charge-air bypass, it is also necessary to
mount the blind flange at the exhaust gas side connection.
6 V-type engines
On V-type engines having a common charge-air pipe, a blind flange is to

be mounted on the compressor outlet of the defective turbocharger so as
to avoid air losses.
7 V-type engines
Separate the exhaust gas inlet side of the defective turbocharger from the
gas flow of the second turbocharger by fitting a blind flange.
1 turbocharger failing In-line engine V-type engine

Fixed-pitch
p propeller
p p 15% up to 50%
of the rated output at the
corresponding speed
Controllable-pitch
p 20% up to 50%
propeller/generator
ll / t service
i of the rated output at the rated speed
Table 2. Emergency operation with one or both turbochargers failing -- outputs/
speeds that can be reached
6680 3.6.3--01 E 10.98 General 103/ 03

Failure of the electrical mains supply
(Black out) 3.6.4
The term “black out” designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.
If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!
Stop the engine immediately ▲ Attention! No matter whether automatically controlled or

manually operated engines are concerned, it must be ensured that
the engine is stopped immediately on black out.
This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement “ship takes precedence over
engine”. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.
Emergency lubrication equip- The oil supply of engines equipped with a directly connected,
ment engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set to
“Zero” admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.
The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.
Automatically operated systems After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:
1. Lube oil pump and fuel oil supply pump,
2. cooling water pump,
3. engine room ventilation system,
4. sea water pump.
▲ Attention! Under no circumstances must the engine be allowed
to start up automatically after black out.
6680 3.6.4--01 E 01.98 32/40 upw 101/ 02

The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the engine
allowed to be restarted and load to be applied gradually in accordance with
the automatic acceleration programme.
Manually operated engine plants Manually operated engines have to be immediately stopped after black out
so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.
Black-out-Test In the course of engine commssioning, black out is frequently caused on

purpose to test the behaviour of the engine and the reaction of the
shut--down device. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50 % and/or an
output below approx. 15 %.
Putting into operation of the Depending on the load at which the engine was being operated prior to the
engine after black out sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.
Preferably, engine restarting should therefore be postponed until the

engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage by
thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure that
water at relatively low temperatures from the pipelines slowly mixes
with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.
6680 3.6.4--01 E 01.98 32/40 upw 102/ 02

Failure of the cylinder lubrication 3.6.5
Emergency operation with Supply of lube oil to the piston running surfaces, piston rings and cylinder
cylinder lubrication failing liners is ensured by splash oil in the crankcase and by the additional
cylinder lubrication. If the cylinder lubrication system should fail in part or
completely, engine operation can be continued for a short period
(app. 250 h).
The lubrication system should be repaired or replaced as soon as

possible.
6680 3.6.5--01 E 03.02 General 101/ 01

Failure of the speed control systems 3.6.6
Starting the engine in manual operation (with PGA speed governor)
Starting condition Failure of the remote control.
1 Indication
2 Admission lever
3 Push-button
4 Operating lever
5 Fine regulating valve M 128
Figure 1. Operating device, in case a PGA speed governor is mounted

(for older models, the steps apply accordingly)
Steps - Switch the operating lever (Remote control/Local) (4) to “Local”.

- Shift the admission lever (2) to position 4 ... 5.
- Adjust the desired speed value to minimum by means of the fine
regulating valve M 128 (5) (to the stop, counterclockwise).
- Check whether all systems are working (oil, cooling water, lube oil) and
whether the indication (1) is glowing/not glowing.
- Depress the push-button (3) “Starting” until the engine ignites.
- Set the admission limitation to the desired value (normally “Full”) by
means of the admission lever (2).
- Adjust the desired speed value on the fine regulating valve M 128 (5).
In the case of twin-engine plants which drive a shaft, only one engine is
run in manual operation.
▲ Attention! Observe the remarks in Sections 3.4 to 3.7, Engine
operation!
To ensure a reliable interaction of the engine with the subordinate

system components (coupling and propeller or generator), the
corresponding remarks in the operating instruction manuals of the
respective manufacturers are to be observed during manual
operation.
Important! It is recommended to start the engine in manual

operation at regular intervals.
6680 3.6.6--03 E 09.99 40/54, 48/60, 58/64 101/ 02

Mechanic-hydraulic speed governor
In case of a total failure of the mechanic-hydraulic speed governor, e.g.

due to breakage of the speed governor’s drive shaft, the engine is
stopped.
▲ Attention! Starting the engine is only possible after the governor

has been repaired.
6680 3.6.6--03 E 09.99 40/54, 48/60, 58/64 102/ 02

Behaviour in case
operating values are exceeded/
alarms are released 3.6.7
General remarks
Operating values/limit values Operating values, e.g. temperatures, pressures, flow resistances and all
other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the “List of measuring and control devices” (in
Volume D).
Alarms, reduction and stop Depending on the extent to which values are exceeded and on the
signals potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -- Acoustic or visual warnings can be acknowledged. The displays remain
technical possibilities active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation “ship takes precedence over engine”. For stationary
plants, this possibility is not provided.
Fixing alarm and limit values For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
▲▲ Caution! Ignoring or suppressing of alarms, the cancellation of

reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.
Liability claims for damages due to exceeded nominal values and

supressed or ignored alarm and safety signals respectively, can in no case
be accepted.
6680 3.6.7--01 E 04.01 32/40 upw 101/ 01

Procedures on
triggering of oil mist alarm 3.6.8
What should be done?
Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases in cases of damage to bearings and piston seizures
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.
Danger to people and property! ▲▲▲ Danger! When the oil mist concentration is too high, there is
acute danger to people and property. An explosion in the crankcase
may occur, and the engine, crankshaft and running gear
components may be seriously damaged.
Turn off the engine immediately! ▲▲ Warning! When the oil mist concentration is too high, the
engine is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.
If the oil mist detectors are not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.
Tests after an oil mist alarm/engine stop
Checking the oil mist detector After an oil mist detector alarm occurs, the function of the oil mist detector
must be tested according to the manufacturer’s operating instructions. The
engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapour can trigger a false alarm. The measuring cell should
be cleaned if traces of water are detected. The engine should then be
blown through with compressed air, checking at the same time that the
runnung gear turns easily. If water can be eliminated as the cause of the
alarm, the following checks are to be performed:
Internal check of running gear After a wait of 10 minutes -- required because of possible dangers of
explosion on the entry of air (see safety regulations) -- all crankcase
covers are to be removed. The subsequent checks include:
- measuring of all bearing temperatures,
- a visual examination of the running gear components and oil sump for
chips, discolouration or material deposits and
- a visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminium alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
External checks of running gear The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the
external bearing,
6680 3.6.8--01 E 06.99 32/40 upw 101/ 02

- a visual examination of the camshaft(s), the injection pump motors, the
cam followers and rollers for wear/seizure.
Checking the combustion For this purpose, the cylinder head covers are to be opened and the
chambers combustion chambers, particularly the running surfaces of the cylinder
liners, are to be checked:
- either by employing an endoscope after first removing the injection
valves or
- by inspecting the surfaces with a mirror after removing one intake and
exhaust valve cage each (if present).
If no damage is ascertained during these checks, then extend the search
for damage to those points of the fault list which have not yet been
checked. If needs be, get in touch with the nearest service base.
Important! The engine must not be restarted until freedom from

damage has been established or original faults have been removed.
6680 3.6.8--01 E 06.99 32/40 upw 102/ 02

Procedures in case
a splash-- oil alarm is triggered 3.6.8
General
Monitoring of the running gear The temperatures of the running gear in the crankcase are transmitted to
temperature the surrounding lubricating oil. Big-end bearing damage, piston seizures
and blow-bys from the combustion chamber cause a change in lube oil
temperature. For the splash-oil monitoring system, part of the splash oil
from each crank pin is collected. The temperature of the splash oil from
each individual crank pin is monitored and compared with that of the other
pins. In case a defined maximum temperature is exceeded or if the
difference between the temperatures of the individual running gears is too
large, an alarm is first triggered and, if necessary, the engine is then shut
off automatically.
Risk of personal injuries and da- ▲▲▲ Danger! Bearing damage, piston seizures and blow-bys pro-
mage to property! mote the formation of oil mist, which includes an acute risk of per-
sonal injuries and damage to property. An explosion may occur in
the crankcase, and engine, crankshaft, as well as running-gear com-
ponents may suffer severe damage.
If the splash-oil monitoring system does not work properly, the engine is
not monitored. In this case, incipient damage cannot be recognised, at
least not in time.
Checks to be carried out after a splash-oil alarm/an engine stop
Checking the alarms After an alarm occurred, the splash-oil temperatures are to be observed
further. Should the temperature which caused the alarm to be triggered
not decrease to the normal value again after a short while, the engine is to
be stopped, and the running gear concerned is to be checked. Following
an automatic engine stop, the running gear must be checked.
Checking the running gear After waiting for 10 minutes - which is required because of the possible
explosion hazard on entry of air (see the safety regulations) - all crankcase
covers are to be removed. The further checks include the following:
- measuring all bearing temperatures,
- visual inspection of the running gear components as well as the oil
sump for chips, discolouration and warping of material,
- visual inspection of all piston skirts and cylinder liners.
Pistons from aluminium alloy suffer contact damage already at an early
stage, skirts from grey cast iron are less easily damaged.
If no damage is ascertained, the search for damage is to be extended to
those items of the trouble-shooting list which have not been checked so
far. If necessary, the nearest service base should be contacted.
Important! The engine may only be restarted after it has been es-
tablished that no damage occurred or after the damage causing the alarm
has been eliminated.
6680 3.6.8--02 E 05.02 General 101/ 01

Procedures on triggering
of Slow-- Turn-- Failure 3.6.9
General remarks
Engines, which are equipped with “slow turn”, are automatically turned
prior to engine start, with the turning procedure being monitored by the
engine control. If the engine does not reach the expected number of
crankshaft revolutions within the specified period of time or in case the
slow-turn time is shorter than the minimum slow-turn time, an error mess-
age is issued.
A corresponding error message mostly indicates that liquid has accumu-
lated in the combustion chamber. If the slow-turn procedure is completed
successfully, the engine is automatically started.
Behaviour after a slow-turn failure
Slow-turn parameter During the slow-turn procedure, the engine is automatically turned prior to
the actual engine start, applying a reduced air pressure . In this connec-
tion, 2.5 crankshaft revolutions are to be reached during a specified period
of time. If these are reached during a period of less than 15 seconds or if
the time required exceeds 40 seconds, the engine control triggers a slow-
turn failure.
Slow-turn Parameter Value
Revolution counter 2.5 revolutions
Slow-turn monitoring Limiting value Tmax 40 sec
Slow-turn monitoring Limiting value Tmin 15 sec
Engine standstill timer 4 hrs
Table 1. Slow-turn parameter for engine control
Elimination of the failure Unhindered turning of the engine is mostly impeded by liquid, which has
penetrated into the combustion chamber. This may be fuel, cooling water
or lubricating oil. In this case, the engine is to be turned by a complete
crankshaft rotation by means of the turning gear, with the indicator cocks
opened.
In this connection, the following procedure is to be followed:
- Engage turning gear
- Open indicator cocks
- Turn engine by one complete crankshaft rotation
- Check for any fluid issuing at the indicator cock.
J If no fluid issues at indicator cock,
- Close indicator cocks
- Disengage turning gear
- Press button “Confirmation engine turned”
- Start engine.
J If fluid issues at indicator cock,
- Determine the cause for the presence of fluid in the combustion
chamber, and eliminate it.
▲ Attention! Purging of the respective cylinder is not permissible in
this connection! If the above-mentioned steps are not carried out,
another starting attempt will again result in a slow-turn failure!
6680 3.6.9--01 E 11.01 32/40 upw 101/ 01

Engine operation IV -
Engine shut-- down 3.7
3.1 Prerequisites
3.3 Operating media
6682 3.7--01 E 11.97 101/ 01

Shut down/Preserve the engine 3.7.1
If an engine is to be shut down for more than 1 week it has to be turned

once a week for approx. 10 minutes. For this purpose, the lube oil pumps
for the lubrication of the running gear and the cylinder have to be
commissioned (oil temperature approx. 40 C).
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 “Corrosion inhibitors/preservation
of Diesel engines”. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.
6680 3.7.1--01 E 12.97 32/40 upw 101/ 01

Maintenance/Repair
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 4--02 E 11.97 101/ 01

Table of contents
N 4 Maintenance/Repair
: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.5 Replacement of components by the New--for--old Principle
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.1 Maintenance Schedule (Systems)
: : N 4.7.2 Maintenance Schedule (Engine)
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 101 /01

General remarks 4.1
Purpose of maintenance work/ Similarly to regular checks, maintenance work belongs to the user’s
prerequisites duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by qualified
personnel and at the times defined by the maintenance schedule.
Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful notes on overhaul or repair becoming due, and is of influence on
the planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN B&W Diesel AG to submit a quotation whenever
required.
Maintenance schedule/ The jobs to be done are shown in the maintenance schedule, which
maintenance intervals/ contains
personnel and time required
- a brief description of the job,
- the intervals of repetition,
- the personnel and time required, and it makes reference to
- the corresponding work cards/instructions.
Table 1. Maintenance schedule/extract
6680 4.1--03 E 06.99 32/40 upw 101/ 02

Work cards in Volume B2 and C2 The work cards, comprised in Parts B2 and C2 of the technical
respectively documentation, contain brief descriptions of
- the purpose of jobs to be done.
They contain
- information on the tools/appliances required, and
- detailed descriptions and drawings of the operating sequences and
steps required.
There is one copy on paper and one foil-sealed copy of each work card
available. The latter are dirt-proof and can be appropriately used for
information while the job is being done.
Maintenance schedule of Volume C1 contains the maintenance schedule of the turbocharger/s.

turbocharger
Figure 1. Work card -- example
6680 4.1--03 E 06.99 32/40 upw 102/ 02

Maintenance schedule (explanations) 4.2
Preliminary remarks
Maintenance schedules: The maintenance schedule of the engine comprises work to be done on
Systems 4.7.1 components of peripherical systems and components/subassemblies of
Engine 4.7.2 the engine itself (refer to Section 4.7). The maintenance schedule for the
Turbocharger 4.7.3 turbocharger is part of Volume C1 of the Technical Documentation.
Binding character and adaptabilities
Validity of the maintenance The maintenance schedules 4.7.1 and 4.7.2 are valid in combination and
schedule comprise jobs to be done at regular intervals and/or within regular interval
ranges.
After 30,000 or 36,000 operating hours a thorough inspection of the main

components is to be carried out. During this process the cylinder head and
valves, the cylinder liners and pistons as well as the running gear compo-
nents and bearings, in particular, should be checked for wear and replaced
if necessary. It is recommended to entrust one of our service bases with
this comprehensive scope of work or a general overhaul.
Adaption of the maintenance The maintenance schedules have been drawn up for standard operating
schedule conditions. The stipulations contained therein are non committal recom-
mendations and approximative values. In order to gain emprical values, it
is recomended to observe the lower interval ranges first, as approximate
values. After a critical evaluation of the operating results and conditions,
shorter intervals may become necessary provided external operating
conditions (timetable of ships/inspection time of power plants) allow it. In
case of favourable operating results and conditions, an extension of the
intervals is possible.
Favourable operating conditions are:

- constant load within the range of 60% to 90% nominal load,
- observing the specified temperatures and pressures of the operating
media,
- using the specified lube oil and fuel quality,
- as well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:
- long-term operation at peak load or low load; prolonged idling times;
frequent, drastic load changes,
- frequent engine starting and repeated warming-up phases without ad-
equate preheating,
- high loading of the engine before the operating media have reached the
specified temperatures,
- lube oil, cooling water and charge air temperatures that are too low,
- using inappropriate fuel qualities and insufficient separation,
- inadequate intake air filtering (particularly on stationary engines).
6628 4.2--02 E 07.02 32/40 upw 101/ 01

Tools/Special tools 4.3
Preliminary remarks
Standard tools The following comprehensive standard set of tools comes supplied with
the engine:
- basic tools,
- hydraulic tensioning tools, and
- special tools.
This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Tools are also available

- for jobs that are generally more difficult to perform or that are only
seldom necessary,
- which facilitate the work, or
- which help to overcome plant-specific obstructions.
Tools on customer’s request Such tools are supplied on request. MAN B&W Diesel AG will gladly
submit an offer, if desired. The table below shows which tools are available
to supplement the standard set of tools for the engine.
Special tools Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary
equipment/accessories. Further special tools, e.g. for the milling of seats
in the valve cages of cylinder heads (from 40/54 engine upwards), are
made available to our service bases, and possibly also our authorised
workshops, for such purposes. We therefore recommend that you consult
these partners, or entrust them to do jobs for you whenever your own
capacities in terms of time, qualification or personnel are inadequate.
Tools supplied on customer’s request
Tools Explanations
Device for removing/fitting the For maintenance work such as checking the main bearing or replacing the
main bearing cap bearing shells, the main bearing cap has only to be lowered; it need not be
Item no. 10310 removed. This is only necessary in special cases. This tool is provided for
this purpose.
Device for removing/fitting the Maintenance jobs such as the checking of spring assemblies can be done
torsional vibration damper without the complete vibration damper having to be disassembled. This is
(on the crankshaft) only necessary in special cases. This tool is provided for this purpose.
Item no. 10305
Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or when
cylinder liner the roughness of the running surface has become insufficient. This job can
Item no. 10115 be contracted to a service base or done by the user himself using the
honing tool.
6628 4.3--02 E 07.99 32/40 upw 101/ 07

Figure 1. GERUS pneumatic honing tool, fitted
Tool for regrinding the sealing Regrinding of the sealing groove in the top land ring or the cylinder head
groove in the top land ring becomes necessary when the sealing ring is no longer able to provide
Item no. 10110 adequate compensation for deformation/material loss.
Suspension device for the If the engine room is high enough, the cylinder head is dismantled
cylinder head, without rocker completely. If the overhead space is inadequate, the rocker arm casing
arm casing has to be dismantled, and the cylinder head has to be lifted off using this
Item no. ... device.
Assembly/turnover stand Included in the standard set of tools. The turnover stand enables cylinder
for the cylinder head heads to be turned into the positions most favourable for carrying out the
necessary work, e.g. on the top and on valves/valve seats.
Figure 2. Assembly/turnover stand for cylinder heads
6628 4.3--02 E 07.99 32/40 upw 102/ 07

Electric valve seat grinder Valve seats requiring a minimum of correction can be treated by hand,
Item no. 10104 using grinding paste. If this method fails to produce a satisfactory result,
mechanical remachining is necessary.
Figure 3. Hunger valve seat grinder
Electric valve cone grinder Similarly to valve seats, valve cones showing minimum deficiencies can be
Item no. 10102 corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remachining is necessary.
Figure 4. Hunger valve cone grinder
6628 4.3--02 E 07.99 32/40 upw 103/ 07

Tool for grinding/milling of seats Rough or damaged seats can be remachined by hand using this tool with
in the cylinder head (valve cage, grinding discs or wheel-type milling cutters. A dial gauge is provided for
injection valve, starting valve) checking the required residual gap.
Bild 5. Tool for milling/grinding of seats in the cylinder head
Tool for grinding the seats on the A grinding ring is supplied to allow manual regrinding of the seats on the
valve cage shroud valve cage shroud. Adhesive grinding discs provide an effective way of
reworking the seats.
Device for checking start The start and end of delivery of fuel pumps are significant operating values
and end of fuel delivery on for the individual cylinders and the reciprocal load distribution. Although
fuel injection pumps changes due to wear or the installation of spare parts are negligible as a
(pneumatically operating) rule, it is advisable to make a check in such cases.
Item no. 10225
Figure 6. Device for checking the start and end of delivery
6628 4.3--02 E 07.99 32/40 upw 104/ 07

Testing device for injection Included in the standard tools set. The testing of injection valves for
valves (pneumatic/hydraulic) correct timing and injection is carried out with the pressure testing set
(from GERUS) which ensures reproducible injection conditions and a more
comfortable working environment.
Figure 7. Testing device for injection valves
Device for pulling the drive Pumps driven by the Diesel engine directly require no regular
gear of directly driven lube maintenance. If it becomes necessary to disassemble a pump, the drive
oil or cooling water pumps gear has to be pulled. This tool is provided for this purpose.
Item no. 10320
Device for removing and For cleaning the air side, charge air coolers may be flooded in the
installing the pipe bundles as-installed condition. The dummy flanges needed for this purpose are
of the charge air cooler included in the standard set of tools. Should this method of cleaning not
Item no. 10325 yield a satisfactory result, the cooler insert is to be removed, using this
device, and to be cleaned by a more appropriate method.
6628 4.3--02 E 07.99 32/40 upw 105/ 07

Baewert indicator to measure The accurate measuring and evaluating of ignition (and injection)
and evaluate ignition and pressures using the Baewert indicator which consists of a quarz crystal
injection pressures sensor and an instrument for evaluation furnishes useful information on
Item no. 10210 the condition of the engine and potential areas for improvement. A serial
interface and a PC program permit computer-aided evaluation. This device
cannot be used for gas engines. For devices from other manufacturers,
see section 3.5.2.
Figure 8. Baewert indicator
Grinding device for delivery This device is used for regrinding the seat of the injection pipe in case of
pipe sealing problems.
Item no. 10112
Figure 9. Grinding device for delivery pipe
Endoscope with or without video For inspecting all types of internal areas and for checking cams and rollers
camera of the valve camshaft of Vee-type engines, the Olympus endoscope may
Item no. 10230/235 be used. It consists of an eyepiece unit, a jacketed photoconductor and
interchangeable lenses. These permit a direct view onto the illuminated
object or a look to the sides.
6628 4.3--02 E 07.99 32/40 upw 106/ 07

Figure 10. Industrial endoscope with flexible photoconductor and interchangeable
lenses
Digital pressure gauge for Using the SI digital pressure gauge, differential pressure measurements
measuring the pressure and on the charge air cooler and in the crankcase can be carried out safely
differential pressure and comfortably. Special connections are available. The device can also
Item no. 10215 be used at other measuring points.
Figure 11. SI digital pressure gauge
Tools for engine and systems accessories
Information on tools required for engine accessories such as the oil mist
detector and for systems accessories such as filters, separators, fuel and
lube oil treating modules, water softening equipment, etc. can be gathered
from the documents contained in Volumes E1 to E... of the technical
documentation.
6628 4.3--02 E 07.99 32/40 upw 107/ 07

Spare Parts 4.4
Since it is so important, we are repeating below a sentence which we have

used already:
Tip! Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.
Figure 1. Spare parts catalogue for engine components - illustration sheet
6680 4.4--01 E 08.98 32/40 upw 101/ 03

Figure 2. Spare parts catalogue for engine components - text sheet
Spare parts for tools/ordering of tools (engine and turbocharger)
Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.
To avoid querying, please provide information 1, 2 and 5 as shown on the

following page:
Explanations 1 Piece number

2 Denomination
3, 4 Subassembly group
5 Tool number = order number
6680 4.4--01 E 08.98 32/40 upw 102/ 03

Figure 3. Information required for ordering tools/parts of these. Figure shows work card belonging to subassembly group 030
Spare parts for measuring, control and regulating systems, and for engine and systems accessories
Information on spare parts

- for measuring, control and regulating equipment such as temperature
sensors, relays, transducers (unless contained in the spare parts
catalogue of the engine),
- for engine accessories such as oil mist detector, and
- for system accessories such as filters, separators, water softening
equipment and the like
are contained in Volumes D1 to D... and Volumes E1 to E...
6680 4.4--01 E 08.98 32/40 upw 103/ 03

Replacement of components
by the New-- for-- old Principle 4.5
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the “Reconditioned-for-old” principle. These include
- piston crowns,
- valve cages and valves,
- fuel injection nozzles and injection pumps,
- governors,
- compressed-air starters, and
- completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel AG or the
nearest Service Center.
6680 4.5--01 E 11.97 32/40 upw 101/ 01

Special services/Repair work 4.6
No matter whether routine cases or really intricate problems are

concerned,
- MAN B&W Diesel AG, Augsburg works,
- MAN B&W Diesel AG, Service Center Hamburg,
- MAN B&W Diesel Pte. Ltd., Service Center Singapore,
- service bases and authorised repair workshops
are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard offered
by suppliers, shipyards, repair workshops or specialist firms. Some of this
whole range of services, however, can only be rendered by someone who
can rely on decades of experience in Diesel engine systems. The latter are
considered as a part of the expert commitment towards the users of our
engines and for our products.
Please note the supplementary information contained in the printed

publications of Volume A1 of the Technical Documentation. In these, you
will also find the addresses and telephone numbers of the nearest service
bases which you can approach whenever required.
6680 4.6--01 E 12.97 32/40 upw 101/ 01

Maintenance schedule (signs/symbols) 4.7
Explanation of signs and symbols
The heading of the maintenance schedule shows symbols instead of

entries in two languages. They have the following meaning:
Serial number of the maintenance work.

1, 2, 3 The series shows gaps for changes/up-dates which could become
necessary.
Brief description of the job
Related work cards.

The work cards listed contain detailed information on the work steps
required.
___.xx These work cards comprise a group of work cards
A No Work card required/available
B See maintenance instructions of manufacturer (volume E1)
C These jobs are to be carried out by a MAN B&W Diesel
Service Center or by a special company
D See respective maintenance work
Relation between working cards.
x These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
y connection to the work in question.
Required personnel
Time required in hours per person
per Relational term to indicate the time required

24 ... 36000 Repetition intervals given in operating hours
Signs used in the columns of intervals.
Their meaning is repeated in each sheet.
x, 1 ... 4
We assume that the signs and symbols used in the head are sufficiently
pictorial and that it is not necessary to repeat them constantly.
Table 1. Explanation of signs and symbols of the maintenance schedule
Groups of maintenance works In case of the maintenance schedule (systems) the maintenance works
are grouped according to systems/functional groups whereas in the main-
tenance schedule (engine) they are grouped according to subassemblies.
6628 4.7--03 E 06.99 32/40 upw 101/ 01

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
Kraftstoffsystem Fuel oil system

004 Systembauteile auf Dichtheit Check system components for A 005 1 0.2 Motor X
kontrollieren (Sichtprüfung) tightness (visually) 006 Engine
005 Tagestank: Kraftstoffstand Check fuel oil level in day tank. Drain A 004 1 0.2 Motor X
kontrollieren; Tagestank und day tank and settling tank 006 Engine
Absetztank entwässern
006 Viskosimat kontrollieren Check viscosimat (carry out B 004 1 0.1 Einheit X
(Temperatur--Vergleichsmessung comparative temperature 005 Unit
durchführen) measurement)
007 Kraftstoffilter reinigen (abhängig vom Clean fuel oil filter (depending on B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
Differenzdruck) differential pressure) Filter
008 Kraftstofförderpumpe überholen Overhaul fuel delivery pump B 1 1 Pumpe 3 3 3 3 3 3 3 3 3 3 3
Pump
009 Pufferkolben kontrollieren/überholen Check/overhaul buffer pistons 434.04 1 1 Einheit X
Unit
Schmierölsystem Lube oil system

011 Systembauteile auf Dichtheit Check system components for A 012 1 0.2 Motor X
kontrollieren (Sichtprüfung) tightness (visually) 262 Engine
012 Betriebsbehälter für Motor-- und Check lube oil level in service tanks for A 011 1 0.1 Motor X
Zylinderschmierung: Ölstand engine and cylinder lubrication 262 Engine
kontrollieren
X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed
6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 101 /07

1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
014 Ölprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000.05 1 0.15 Motor X
Engine
015 Ölprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 Motor X
Engine
016 Ölfüllung wechseln (entsprechend Change oil filling (depending on results 000.04 015 -- 0 Motor 1 1 1 1 1 1 1 1 1 1 1
Analyse), Behälter reinigen of analysis), clean the tank Engine
017 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of piston, big--end A 018 1 0.2 Zyl./ X
bei Kolben, Pleuel-- und and main bearings, on the gear box 112 Einheit
Kurbelwellenlagern, am Rädertrieb und and the turbocharger (visually) -- refer Cyl./unit
am Turbolader -- siehe auch 401 to 401
018 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of camshaft A 017 1 2 Motor X
bei Nockenwellenlagern, bearings, injection pumps and valve Engine
Einspritzpumpen und am Ventilantrieb gear in the rocker arm casing (visually)
(im Kipphebelgehäuse) -- siehe auch -- refer to 401
401
020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 Pumpe 1 1 1 1 1 1 1 1 1 1 1
Pump
022 Zylinderschmierölaggregat bzw. Check the cylinder lube oil unit or 302.01 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
--pumpe, Blockverteiler und pump, the block distributor and the Unit
Überwachungsgeräte überholen monitoring systems
023 Schmieröl--Automatikfilter reinigen Clean the lube oil service filter B 024 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig von Spülintervallen) (depending on scavenging intervals) Filter
024 Schmieröl--Indikatorfilter reinigen Clean the lube oil indicating filter B 023 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig vom Differenzdruck) (depending on differential pressure) Filter

6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 102 /07

1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
025 Schmieröl--Vorwärmer reinigen Clean the lube oil preheater (depending B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(abhängig von der Separiertemperatur on separating temperature at the flow Unit
bei erforderlichem Durchsatz). rate required).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
026 Schmieröl--Separator Check, clean and overhaul the lube oil B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(selbstaustragend) kontrollieren, separator (residue--selfdischarging) Unit
reinigen, überholen
027 Schmieröl--Kühler reinigen, evtl. durch Clean the lube oil cooler. C -- 0 Einheit 1 1 1 1 1 1 1 1 1 1 1
Spezialfirma Cleaning should be carried out by a Unit
Kühlwassersystem (Zylinder- und Düsenkühlung) Cooling water system (Cylinder an injection valve cooling)
031 Ausgleichsbehälter: Kühlwasserstand Compensating tank: Check the cooling A 032 1 0.2 Motor X
kontrollieren water level Engine
032 Düsenkühlwasserablauf kontrollieren Check the injection valve cooling water A 031 1 0.1 Motor X
(auf freien Ablauf und eventuelle system for free drainage and fuel Engine
Kraftstoffspuren) leckages
033 Kühlwasser: Korrosionsschutz Check the corrosion protection of the 000.07 1 0.5 Motor X
kontrollieren -- siehe auch 401 cooling water -- refer to 401 Engine
035 Kühlräume kontrollieren, System Check the cooling water spaces, clean 000.08 -- 0 Motor 1 1 1 1 1 1 1 1 1 1 1
chemisch reinigen (Zylinder-- und the system chemically (cylinder and Engine
Düsenkühlung). injection valve cooling system).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a

6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 103 /07

1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
036 Kühlwasser--Rückkühler: Kühlräume Heat exchanger: Clean the cooling C -- 0 Einheit 1 1 1 1 1 1 1 1 1 1 1
reinigen, evtl. durch Spezialfirma spaces. Unit
Cleaning should be carried out by a
Druckluft- und Steuerluftsystem Compressed air and control air system

042 Druckluftbehälter nach jedem Füllen Compressed--air tank: Drain water after A 1 0.1 Einheit 1 1 1 1 1 1 1 1 1 1 1
entwässern (wenn keine automatische every filling (in case there is no Unit
Entwässerung erfolgt) automatic drainage)
043 Druckluftbehälter innen reinigen, Compressed--air tank: Clean the inside, B 2 10 Einheit 1 1 1 1 1 1 1 1 1 1 1
Ventile (nach Vorschrift der overhaul valves (according to Unit
Klassifikationsgesellschaft) überholen specifications of the classification
society)
044 Steuerluftsystem: Wasserabscheider Control air system: Drain the water 125.xx 1 0.1 Motor X
und Luftfilter entwässern separator and the air filter Engine
045 Steuerluftsystem: Wasserabscheider Control air system: Clean the water 125.xx 1 0.5 Motor X
und Luftfilter reinigen separator and the air filter Engine
Ladeluftsystem Charge air system

052 Ladeluftkühler/Ladeluftleitung: Charge air cooler/pipe: Check A 1 0.1 Leitung X
Kondenswasserablauf auf Menge/ condensation water drainage for Pipe
Durchgängigkeit kontrollieren quantity/free pass--through
053 Ladeluftkühler auf Wasser-- und Clean charge air cooler on both water 322.01 2 15 Kühler 1 1 1 1 1 1 1 1 1 1 1
Luftseite reinigen, evtl. durch and air side. 322.02 Cooler
Spezialfirma Cleaning should be carried out by a
6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 104 /07

1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
054 Ladeluftumblase--/Ladeluftabblaseein-- Charge air bypass/blow--off device: A 062 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
richtung: Systembauteile auf Dichtheit Check system components for Engine
kontrollieren (Sichtprüfung). Steuer-- tightness (visually). Check control and
und Überwachungselemente auf monitoring elements
Funktionstüchtigkeit prüfen
Abgassystem Exhaust gas system

062 Abgasabblaseeinrichtung: Exhaust gas blow--off device: Check A 054 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
Systembauteile auf Dichtheit system components for tightness Engine
kontrollieren (Sichtprüfung). Steuer-- (visually). Check control and monitoring
und Überwachungselemente auf elements for proper functioning.
Funktionstüchtigkeit kontrollieren
063 Abgasleitung: Flanschverbindungen Exhaust gas pipe: check flange 289.01 086 1 0.2 Leitung 1 1 1 1 1 1 1 1 1 1 1
und Kompensatoren auf Dichtheit connections and compensators for Pipe
kontrollieren (Sichtprüfung) leaks (visually)
Meß- , Steuer- und Regeleinrichtungen Measurement and control systems

072 Schalt-- und Abstelleinrichtungen: Monitor and control equipment: Check A 2 6 Motor X
Funktionsfähigkeit und Schaltpunkte switch points and proper function -- Engine
kontrollieren -- siehe auch 402 refer to 402
073 Schaltventile im 10-- und 30 Dismantle control valves of the 10 and 125.xx 1 24 Motor X
bar--System zerlegen, Verschleißteile 30 bar system, replace wearing parts Engine
erneuern
074 Batterie: Ladezustand und Säurestand Accumulator: Check charge state and A 1 0.5 Motor 4
kontrollieren electrolyte level Engine

6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 105 /07

1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
075 Ölnebeldetektor kontrollieren/überholen Check/overhaul oil mist detector B 1 1 Motor 3 3 3 3 3 3 3 3 3 3 3
Engine
076 Abgastemperatur--Meßanlage Check measuring system for exhaust A 1 6 Motor 3
kontrollieren gas temperatures Engine
Motorfundament/Rohranschlüsse Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannung Foundation: Check tension of bolts. 012.01 083 2 8 Motor X
kontrollieren. Check stoppers, brackets and resilient Engine
Stopper, Konsolen und elastische elements for tight fit (in case of ships
Elemente auf festen Sitz kontrollieren also after collision or ground contact) --
(bei Schiffen auch nach Kollision oder refer to 402
Grundberührung)
083 Elastische Lagerung: Setzbetrag der Resilient mount: Check amount of 012.01 082 2 3 Motor 4
elastischen Elemente feststellen settling of resilient elements 092 Engine
084 Elastische Rohrverbindungen: Alle Flexible tubes: Check all hoses A 1 1 Motor 4
Schläuche kontrollieren Engine
085 Elastische Rohrverbindungen: Flexible tubes: Replace hoses for fuel A 2 14 Motor 1 1 1 1 1 1 1 1 1 1 1
Schläuche für Kraftstoff, Schmieröl, oil, lube oil, cooling water, steam and Engine
Kühlwasser, Dampf und Druckluft compressed air
erneuern
086 Schraubverbindungen (z.B. an Abgas-- Bolted connections: Check for tight 000.30 063 2 10 Motor X
und Ladeluftleitung, Ladeluftkühler und fit/proper preload (e.g. on exhaust gas Engine
Turbolader) auf festen Sitz/korrekte and charge air pipe, charge--air cooler
Vorspannung kontrollieren -- siehe auch and turbocharger) -- refer to 402
402

6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 106 /07

1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
y
24
3
Elastische Kupplung/Törngetriebe Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung und Flexible coupling: Check alignment and 000.09 083 2 8 Motor 4
Gummielemente kontrollieren rubber elements 093 Engine
093 Kupplungsschrauben auf festen Coupling bolts: Check for tight 020.02 047 1 1 Motor X
Sitz/korrekte Vorspannung kontrollieren fit/proper preload -- refer to 402 Engine
-- siehe auch 402
094 Törngetriebe kontrollieren/überholen Check/overhaul turning gear B 1 1 Einheit 3 3 3 3 3 3 3 3 3 3 3
Unit
Außerdem erforderlich Additionally required

401 Neu oder in überholtem Zustand Check parts installed in new or D -- 0 Einheit X
eingebaute Teile/neu eingesetzte reconditioned condition and operating Unit
Betriebsstoffe einmal nach der media applied in new or improved
angegebenen Zeit kontrollieren -- gilt condition once after the time given --
für 017, 018, 033 applies to 017, 018, 033
402 Neu oder in überholtem Zustand Check parts installed in new or D -- 0 Einheit X
eingebaute Teile/neu eingesetzte reconditioned condition and operating Unit
Betriebsstoffe einmal nach der media applied in new or improved
angegebenen Zeit kontrollieren -- gilt condition once after the time given --
für 072, 082, 086, 093 applies to 072, 082, 086, 093

6640 4.7.1--01 E 12.02 40/54, 48/60, 58/64 107 /07

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2
80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
Betriebswerte Operating data 000

102 Abgastrübung kontrollieren Check smoke number of exhaust gas A 1 0.1 Motor X
Engine
103 Zünddrücke kontrollieren Check ignition pressures 000.25 1 0.1 Zyl. X
Cyl.
104 Betriebswerte erfassen Take the operational values 000.40 1 0.1 Motor X
Engine
Triebwerk/Kurbelwelle Running gear/Crankshaft 020

112 Triebwerk kontrollieren (Sichtprüfung) Check the running gear (visually) A 017 2 0.2 Zyl. 2 X
Cyl.
113 Kurbelwelle: Wangenatmung messen Crankshaft: Measure crankweb 000.10 122 2 0.15 Zyl. 2 X
(bei Schiffsmotoren auch nach Kollision deflection (in case of marine engines 202 Cyl.
oder Grundberührung) also after collision or ground contact)
Kurbelwellenlager Main bearing 021

122 Paßlager: Axialspiel kontrollieren Locating bearing: Check axial 021.xx 113 2 0.5 Lager 2 X
clearance 202 Bearing
123 1 Lagerdeckel absenken und untere Lower one bearing cap and inspect 000.11 142 2 3 Lager X
Lagerschale kontrollieren. Lösedruck bearing shell. Check pressure for 012.02 Bearing
der Lagerschrauben kontrollieren loosening bearing bolts 012.03
021.xx
124 Alle Lagerschalen erneuern Replace all bearing shells. 021.xx 2 3 Lager X
Bearing
* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 101 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
Drehschwingungsdämpfer Torsional vibration damper 027

132 Schwingungsdämpfer der Kurbelwelle: Vibration damper of crankshaft: Check 027.01 2 30 Motor X
Hülsenfedern kontrollieren sleeve springs Engine
133 Schwingungsdämpfer der Nockenwelle: Vibration damper of camshaft: Check 027.02 2 6 Einheit 4
Hülsenfedern kontrollieren sleeve springs Unit
Pleuellager Big- end bearing 030

142 1 Lagerschale ausbauen und Remove and check one bearing shell. 000.11 123 2 7 Lager X
kontrollieren. Lösedruck der Check pressure for loosening bearing 030.02 Bearing
Lagerschrauben kontrollieren bolts 030.03
030.04
143 Alle Lagerschalen erneuern Replace all bearing shells. 030.03 124 2 7 Lager X
030.04 Bearing
Kolben/Kolbenbolzen Piston/Piston pin 034

152 1 Kolben (bei V--Motor je Zylinderreihe) Remove, clean and check one piston 030.01 155 3 2 Zyl. X
ausbauen, reinigen und kontrollieren. (in case of V--engine per cylinder 034.01 162 Cyl.
Schulterspiel (nicht bei 40/54 und bank). Measure shoulder clearance 034.02 172
48/60), Kolbenringe und Ringnuten (not in case of 40/54 and 48/60), piston 034.05
vermessen. Lösedruck der rings and ring grooves. Check pressure 034.07
Pleuelschaftschrauben kontrollieren. for loosening bolts of connecting rod
shank

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 102 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
153 Alle Kolben ausbauen, reinigen und Remove, clean and check all pistons. 034.01 154 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034.02 155 Cyl.
40/54 und 48/60) und Ringnuten case of 40/54 and 48/60) and ring 050.05 163
vermessen. Alle Kolbenringe erneuern. grooves. Replace all piston rings. 173
Achtung: Wenn Kolbenringe erneuert Caution: If piston rings are replaced
werden, ist die Zylinderbuchse the cylinder liner is to be rehoned!
nachzuhonen!
154 1 Kolbenbolzen (bei V--Motor je Remove one piston pin (in case of 034.03 152 2 0.25 Zyl. X
Zylinderreihe) ausbauen, V--engines per cylinder bank). Check 155 Cyl.
Kolbenbolzenbuchse kontrollieren, piston pin bush, measure the
Spiel messen. clearance.
155 1 Kolben (bei V--Motor je Zylinderreihe) Disassemble one piston (in case of 034.02 152 3 2 Zyl. X
zerlegen. Bauteile reinigen. Kühlräume V--engine per cylinder bank). Clean 034.03 154 Cyl.
und Kühlbohrungen auf Koksansatz components. Check cooling spaces 034.04
kontrollieren. Bei Schichtdicken über and cooling passages for coke
1 mm alle Kolben zerlegen. deposits. If thickness of layer exceeds
1 mm, disassemble all pistons.
157 Alle Kolben zerlegen. Bauteile reinigen. Disassemble all pistons. Clean 034.02 153 3 2 Zyl. X
Neue oder regenerierte Kolbenoberteile components. Install new or 034.03 Cyl.
einbauen. reconditioned piston crowns. 034.04
158 Alle Kolben zerlegen. Bauteile reinigen. Disassemble all pistons. Clean 034.02 153 3 2 Zyl. X
Kolbenbolzenlager erneuern. components. Replace piston pin 034.03 Cyl.
bearings. 034.04
Zylinderbuchse Cylinder liner 050

162 1 Zylinderbuchse (bei V--Motor je Measure one cylinder liner (in case of 050.02 152 2 0.25 Zyl. X
Zylinderreihe) vermessen. V--engines per cylinder bank). 172 Cyl.
* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 103 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
163 Alle Zylinderbuchsen vermessen und Measure and rehone all cylinder liners. 050.02 153 2 3 Zyl. X
nachhonen 050.05 173 Cyl.
164 Alle Zylinderbuchsen ausbauen, Remove, clean and check all cylinder 050.01 157 3 4.5 Zyl. X
reinigen und kontrollieren. Dichtringe liners. Replace sealing rings. 050.04 Cyl.
erneuern
165 Alle Zylinderbuchsen mit Dichtringen Replace all cylinder liners and sealing 050.01 3 4.5 Zyl. X
erneuern. rings. 050.04 Cyl.
Zylinderkopf Cylinder head 055

172 1 Zylinderkopf (bei V--Motor je Remove, clean and check one cylinder 055.01 152 3 3 Zyl. X
Zylinderreihe) abbauen, reinigen und head (in case of V--engines per cylinder 055.02 162 Cyl.
kontrollieren. Lösedruck der bank). Check pressure for loosening
Zylinderkopfschrauben kontrollieren. the cylinder head bolts.
173 Alle Zylinderköpfe abbauen, reinigen Remove, clean and check all cylinder 055.01 153 3 3 Zyl. X
und kontrollieren heads. 055.02 163 Cyl.
Sicherheitsventile Safety valves 057/073

182 Sicherheitsventile in Triebraumdeckeln: Safety valves in crankcase covers: 073.01 1 0.1 Ventil X
Alle Ventile auf Leichtgängigkeit Check all valves for easy movement Valve
kontrollieren
183 Sicherheitsventile in Zylinderköpfen: Safety valves in the cylinder heads: A 1 2 Ventil X
Alle Ventile ausbauen und reinigen. Remove and clean all valves. Check Valve
Öffnungsdruck kontrollieren opening pressure

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 104 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
Steuerungsantrieb Camshaft drive 100

202 Zahnräder kontrollieren, Zahnspiele Check gearwheels, measure the 100.01 017 2 1 Motor 2 X
messen backlash 113 Engine
122
Nockenwelle/Nockenwellenlager/Schwinghebel Camshaft/Camshaft bearing/Cam follower 101/102/112

216 Nocken, Rollen und Schwinghebel Check cams, rollers and cam follower 112.02 018 1 0.5 Zyl. 2 X
kontrollieren (Sichtprüfung) (visually) 209.01 213 Cyl.
217 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112.02 216 2 2.5 Zyl. X
kontrollieren cylinder 303 Cyl.
218 2 Nockenwellenlager ausbauen, Remove two camshaft bearings, check 000.11 2 1.5 Lager X
Lauffläche kontrollieren. Lösedruck der running surface. Check pressure for 102.01 Bearing
Lagerschrauben kontrollieren loosening bearing bolts
219 Alle Nockenwellenlager ausbauen und Remove and replace all camshaft 102.01 2 1.5 Lager X
erneuern bearings. Bearing
Kipphebel Rocker arm 111

222 Kipphebel und zugehörige Check rocker arm and relevant bolted 111.01 233 1 0.1 Zyl. X
Schraubverbindungen kontrollieren connections (visually) Cyl.
(Sichtprüfung)
223 Kipphebellagerbuchsen an 2 Zylindern Check rocker arm bushes on two 111.01 173 2 2 Zyl. X
kontrollieren cylinders Cyl.

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 105 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
Ein- und Auslaßventile Inlet and exhaust valves 113/114

232 Ein-- und Auslaßventile: Drehbewegung Inlet and exhaust valves: Check proper 113.01 222 1 0.1 Zyl. 2 X
während des Betriebes kontrollieren rotation during operation 114.01 233 Cyl.
233 Ventilspiel kontrollieren Check valve clearance 111.01 222 2 0.2 Zyl. 2 X
232 Cyl.
234 2 Einlaßventile (bei V--Motor je Remove two inlet valves (in case of 113.01 172 2 1.5 Ventil X
Zylinderreihe) ausbauen. Ventilsitze V--engine per cylinder bank). Check 113.02 242 Valve
kontrollieren. Ventildrehvorrichtungen valve seats. Check valve rotators, 113.03
kontrollieren, verschlissene Teile replace wearing parts 113.07
austauschen
235 Alle Einlaßventile ausbauen. Ventilsitze Remove all inlet valves. Check and 113.01 173 2 2.5 Ventil X
kontrollieren und nacharbeiten. overhaul valve seats. Check valve 113.02 243 Valve
Ventildrehvorrichtungen kontrollieren, rotators, replace worn parts. Check 113.03
verschlissene Teile austauschen. valve guides. 113.04
Ventilführungen kontrollieren 113.05
113.07
236 Alle Einlaßventile ausbauen, Remove all inlet valves, replace valve 113.01 173 2 1.5 Ventil X
Ventilkegel und Ventilsitze cones and valve seats. 113.02 244 Valve
austauschen.
242 2 Auslaßventile (bei V--Motor je Remove two exhaust valves (in case of 113.02 172 2 2.5 Ventil X
Zylinderreihe) ausbauen. Ventilsitze V--engine per cylinder bank). Check 113.03 234 Valve
kontrollieren. valve seats. 114.01
245 Alle Auslaßventilkörbe ausbauen. Remove all exhaust valves cages. 114.01 2 4.5 Ventil X
Ventilsitze kontrollieren und Check and overhaul valve seats. Valve
nacharbeiten.

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 106 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
243 Alle Auslaßventile ausbauen. Remove all exhaust valves. Check and 113.02 173 2 4.5 Ventil X
Ventilsitze kontrollieren und regrind valve seats. Check valve 113.03 235 Valve
nachschleifen. Ventilführungen guides. 113.04
kontrollieren 113.05
114.01
244 Alle Auslaßventile ausbauen, Remove all exhaust valves, replace 113.02 173 2 1.5 Ventil X
Ventilkegel und Ventilsitze valve cones and valve seats. 114.01 236 Valve
austauschen.
Drehzahlregler Speed governor 140

262 Mechanischer Regler: Ölstand Mechanical governor: Check oil level 140.01 011 1 0.1 Motor 4
kontrollieren 012 Engine
263 Mechanischer Regler und Mechanical governor and booster 140.01 1 1 Motor 4
Booster--Servomotor: Öl und Ölfilter servo--motor: Replace oil and oil filter 140.02 Engine
wechseln
264 Mechanischer Regler: Reglerantrieb, Mechanical governor: Check governor 140.01 202 1 1 Einheit 2 4
d.h. Antriebswelle und Zahnräder drive, i.e. drive shaft and gearwheels. 140.03 Unit
kontrollieren.
265 Mechanischer Regler: Regler durch Mechanical governor: Take the C 1 2 Motor 3 3 3 3 3 3 3 3 3 3 3
Spezialwerkstatt überholen lassen governor to be overhauled by a special Engine
workshop
266 Elektronischer Regler: Impulsgeber auf Electronic governor: Check pulse A 1 0.2 Einheit 4
Verschmutzung und korrekten Abstand pickup for dirt and verify that space is Unit
kontrollieren correct

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 107 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
Anlaßsteuerschieber/Anlaßventil/Hauptanlaßventil Starting air pilot valve/Starting valve/Main starting valve 160/161/162

272 Alle Anlaßsteuerschieber ausbauen Remove and overhaul all starting air 160.01 1 1 Ventil X
und überholen pilot valves Valve
273 Anlaßventile auf Dichtheit kontrollieren Check starting valves for tightness 161.01 1 0.2 Ventil X
Valve
274 Alle Anlaßventile ausbauen und Remove and overhaul all starting 161.01 1 2 Ventil X
überholen valves Valve
275 Hauptanlaßventil ausbauen und Remove and overhaul main starting 162.01 1 2.5 Ventil X
überholen valve Valve
Kraftstoffeinspritzpumpe Fuel injection pump 200

302 Alle Prallschrauben ausbauen und Remove and check all baffle screws 200.01 305 1 0.25 Pumpe X
kontrollieren (Sichtprüfung) (visually). 200.05 Pump
305 Alle Prallschrauben ausbauen und Remove and replace all baffle screws. 200.01 302 1 0.25 Pumpe X
erneuern 200.05 Pump
303 1 Einspritzpumpe mit Antrieb und Detach, disassemble and check one 112.02 302 2 4 Einheit X
Schwinghebel demontieren, zerlegen injection pump together with drive and 200.xx Unit
und kontrollieren cam follower 201.xx
304 Alle Einspritzpumpen mit Antrieb und Detach, disassemble and check all 112.02 217 2 4 Pumpe X
Schwinghebel demontieren, zerlegen injection pumps together with drives 200.xx 302 Pump
und kontrollieren. Pumpenelemente and cam followers. Replace pump 201.xx
erneuern elements.

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 108 /09

80--100*
10--12*
15--20*
30--40*
60--80*
1, x
per
1--2*
3--4*
5--6*
2,
250
500
24
3 y
Kraftstoffregelgestänge Control linkage 203

312 Alle Lagerstellen und Gelenke Lubricate all bearing points and joints. 203.01 2 1 Motor X
schmieren, Funktionsprüfung Check for proper functioning. Engine
durchführen
Kraftstoffeinspritzventil Fuel injection valve 221

322 Einspritzventile ausbauen, Remove injection valves, check nozzle 221.01 2 3.5 Ventil X
Düsenelemente prüfen und ggf. durch elements or replace them by new or 221.02 Valve
neue bzw. regenerierte Düsenelemente reconditioned nozzle elements if 221.03
ersetzen necessary 221.04

* x 1000 h * x 1000 h
6640 4.7.2--04 E 12.02 40/54, 48/60, 58/64 109 /09

Annex
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 5--02 E 07.97 101/ 01

Table of contents
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6700 10.03 L 40/54 101 /01

Designations/Terms 5.1
Standards The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205--1972 and ISO 2276--1972, and in MAN Quality Specification
Q10.09211--3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Engines
Turbocharged engines Turbocharged engines feature one or several turbochargers (consisting of

a turbine and compressor) that are exhaust-gas driven and used to
compress the air required for combustion.
Dual-fuel engines Dual-fuel engines can be either operated on liquid fuels, or on gaseous
ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.
Otto gas engines Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.
Design and sense of rotation
Left-hand engine/ The terms left-hand (LH) engine and right-hand engine are determined by
Right-hand the exhaust side of the engine. Viewing onto the coupling end, a left-hand
engine engine has the exhaust side at the left, and a right-hand engine at the
right. Figure 1 . This definition can normally only be applied to in-lines
engines.
Left-hand engine Right-hand engine
Figure 1. Design (left-hand engine/right-hand engine)
Sense of rotation Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) ones counter-clockwise.
6680 5.1--01 E 04.00 General 101/ 03

Designation of cylinders and bearings
Designation of cylinders The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the
coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .
In-line engine V-type engine
Figure 2. Designation of cylinders
Designation of crank pins, The crank pins and big end bearings are designated (starting from the
journals and bearings coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3 ). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.
01,1,2... Journal A Coupling flange

1... Crank pin B Spur gear
Figure 3. Designation of crank pins and bearings
6680 5.1--01 E 04.00 General 102/ 03

Designation of the engine sides/ends
Coupling end KS The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.
Free engine end KGS The free engine end is opposite the coupling end of the engine.
Left-hand side The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.
Camshaft side SS The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust gas
side).
Exhaust gas side AS The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for in-line
engines only.
Exhaust gas counterside AGS On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.
6680 5.1--01 E 04.00 General 103/ 03

Formulae 5.2
The following is a selection of essential formulae of the engine building

and plant engineering sector. These formulae illustrate basic coherences.
Engine
pe ô V H ô n ô z
Effective engine output Pe Pe
1200
1200 ô P e
Mean effective pressure pe pe
VH ô n ô z
Swept volume VH VH D2 ô ¶ ô s
4
Mean piston speed cm cm sôn

300
9550 ô P e
Torque Md Md n
Overall efficiency ®e ®e 3600

Hu ô be
Propeller
P1 n1 3
Propeller law
P2 n2 3
M d1 n1 2
M d2 n2 2
Generator
Synchronous speed n 60 ô f
p
Legend
be Specified fuel consumption kg/kWh
cm Mean piston speed m/s
D Cylinder diameter dm
f Frequency Hz
Hu Net calorific value of the fuel kJ/kg
6680 5.2--01 E 01.98 General 101/ 02

Md Torque Nm
n Speed rpm
P Rating kW
Pe Effective engine output kW
p Number of pole pairs /
pe Mean effective pressure bar
s Stroke dm
VH Swept volume dm3/cyl.
z Number of cylinders /
®e Overall efficiency /
Swept volume
Engine type Swept volume

dm3/cyl.
20/27 8,48
25/30 14,73
32/40 32,15
40/45 56,52
40/54 67,82
48/60 108,50
52/55 116,74
58/64 169,01
Table 1. Swept volume of MAN B&W engines
6680 5.2--01 E 01.98 General 102/ 02

Units of measure/
Conversion of units of measure 5.3
Useful information on units of measure is contained in the brochure

“SI units” in Section 5.5. It contains explanations on the ISO system of
units of measure, factors of conversion of units of measure, and physical
parameters commonly used in engine building.
6680 5.3--01 E 12.97 General 101/ 01

Symbols and codes 5.4
Use
To provide for clearness in the representation of process-related

coherences, standardized symbols and codes are used. The list below
contains a selection of such symbols and codes specifically used in engine
and power generation plant engineering. The symbols and codes are
mainly used in Section 2 and 3 of the operating manual.
Symbols for functional/piping diagrams
6680 5.4--01 E 12.97 General 101/ 05

6680 5.4--01 E 12.97 General 102/ 05
6680 5.4--01 E 12.97 General 103/ 05
Table 1. Symbols used in functional and piping diagrams
Codes for measuring, control and regulating units
Measuring, control and regulating units are marked by character

combinations in system diagrams. The individual characters have the
following meanings:
6680 5.4--01 E 12.97 General 104/ 05

Letter Letter ... designating at Letter ... designating at Letter ... designating
point 1 the measured point 2 the measured at point 2 ... n
quantity/input quantity ... quantity/input quantity ... the processing in form of ...
A ---- ---- Alarm/limit value signal
C ---- ---- Automatic regulation/automatic
continous control
D Density Difference ----
E Electrical quantity ---- Pick-up/sensor
F Flow rate/throughput Ratio ----
G Distance/length/position ---- ----
H Manual input/manual ---- ----
intervention
I ---- ---- Indication
J ---- ---- Scanning
K Time ---- ----
L Level ---- ----
M Humidity ---- ----
N Freely assignable ---- Freely assignable
O Freely assignable ---- Optical display/Yes or No info
P Pressure ---- ----
Q Other quality standards Integral/sum ----
(analysis/material property)
except D, M, V
R Nuclear radiation quantity ---- Registration/storage
S Speed/frequency ---- Switch-over/intermittent
T Temperature ---- Transducer
U Composite quantities ---- ----
V Viscosity ---- Actuator/valve/operating
element
W Weight/mass ---- ----
X Other quantities ---- Other processing functions
Y Freely assignable ---- Computing operation
Z ---- ---- Emergency intervention/
safeguarding by activating/
shut--off
Column 1 Column 2 Column 3 Column 4
Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams
Explanation The letter entered at point 1 represents a quantity of the second column of
the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.
Example T Temperature measuring point (without sensor)

TE Temperature sensor
TZA+ Temperature cutout/alarm (when the upper limit is reached)
PO Pressure visual indication
PDSA Pressure difference/switch over/alarm
6680 5.4--01 E 12.97 General 105/ 05

Brochures 5.5
In addition to the brochures in Volume A1 and D there are available:
SI units
CoCoS EDS
CoCoS SPC
6680 5.5--01 E 12.97 32/40 up D 101/ 01

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Technical Documentation

Work No. . . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information

6700 B1--01 E 04.99 101/ 02

6700 B1--01 E 04.99 102/ 02

N 2.1 Scope of supply/Technical specification

6700 10.03 L 40/54 101 /03

6700 10.03 L 40/54 102 / 03

: : : N 4.1 General remarks

6700 10.03 L 40/54 103 /03

6680 1--02 E 02.02 101/ 01

6700 10.03 L 40/54 101 /01

▲▲ Caution! Lack of information and disregard of information may

Condition 2 Maintenance and overhaul of modern four-stroke engines requires a previ-

▲▲ Caution! Untrained persons can cause severe injury to per-

▲ Attention! Technical documents are valid for one specific plant!

6680 1.1--01 E 10.02 32/40 upw 101/ 01

The reliable and economically efficient operation of a propulsion system

This Technical Documentation complements these faculties by specific

▲▲ Caution! Neglection of the Technical Documentation, and

6680 1.2--01 E 12.97 32/40 upw 101/ 01

Instructions for use

The operating manual contains written and illustrated information. Some

The operating instructions have to be be made available to these persons.

We attempt to render assistance by a clearly organised composition and

Structure and special features

The operating instruction manual consists of five sections:

It mainly focuses on:

6680 1.3--01 E 11.02 32/40 upw 101/ 02

Usually a thematic differentiation is made between marine propulsion en-

6680 1.3--01 E 11.02 32/40 upw 102/ 02

6680 1.4--01 E 10.02 32/40 upw 101/ 01

6680 2--02 E 07.97 101/ 01

N 2.1 Scope of supply/Technical specification

6700 10.03 L 40/54 101 /01

2.1 Scope of supply/Technical specification

6682 2.1--01 E 07.97 101/ 01

Technical Specification The order confirmation, technical specification related to order

6628 2.1.1--01 E 12.97 32/40 upw 101/ 01

2.1 Scope of supply/Technical specification

6682 2.2--01 E 12.97 101/ 01

The camshaft is positioned in a trough on the exhaust counter side. It

The engine can be operated on fuel oil of up to 700 mm2/s at 50  C up to,

6700 2.2.1--01 E 06.99 L 40/54 101/ 01

6700 2.2.2--01 E 06.99 L 40/54 101/ 05

6700 2.2.2--01 E 06.99 L 40/54 102/ 05

6700 2.2.2--01 E 06.99 L 40/54 103/ 05

6700 2.2.2--01 E 06.99 L 40/54 104/ 05

6700 2.2.2--01 E 06.99 L 40/54 105/ 05

2.1 Scope of supply/Technical specification

6682 2.3--01 E 12.97 101/ 01

Figure 1. Main components

6700 2.3.1--01 E 02.00 L 40/54, L 48/60 101/ 09

Without fittings V-oil sump

Figure 3. Oil sump

6700 2.3.1--01 E 02.00 L 40/54, L 48/60 102/ 09

Crankshaft/counterweights/ The crankshaft is forged from a special steel. It is arranged in a

6700 2.3.1--01 E 02.00 L 40/54, L 48/60 103/ 09

Torsional vibration damper

Rotary oscillations, produced by the crankshaft when excited, are reduced

Figure 6. Torsional vibration damper, with some spring assemblies in place

6700 2.3.1--01 E 02.00 L 40/54, L 48/60 104/ 09

removing the piston. This has advantages in terms of operational safety

Figure 7. Connecting rod

Figure 8. Connecting rod machining centre

The engine can be operated on fuel oil of up to 700 mm2/s at 50 C up to,