STX Man B&W 5l2330h Auxiliary Engine Manual p.2

Instruction book for :
DAESUN/COSMO
SB-461
5L23/30H
MAN B&W Diesel Identification No. for Instruction Book.
Identification No for Description: 000.00
• Function
• Section No
Identification No for Working Card: 000 -_0_0.00
Sub-function
Function
-Section No
Identification No for Plates: 00000 - 00 H
II - H for Holeby
Edition
Section No and Function
For ordering of spare parts, see page 600.50.
This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made
available to any third party without the written consent to this effect from MAN B&W A/S, Holeby.
MAN B&W Diesel A/S, STX Engine Co., Ltd.

Holeby 80, Seongsan-dong, Changwon, Kyungnam
Ostervej 2, DK-4960 Holeby Republic of Korea
Denmark
Technical Service
Telephone 5 54 69 31 00 Telephone : + 82 55 280 0590
Telefax : + 82 55 282 6907
Marketing
Telefax + 45 54 69 30 30 Part Sales
Cables oildiesel maribo Telephone : + 82 55 280 0550-6
Telex 40646 hodiel dk Telefax : + 82 55 282 1388
Reg. No. 24231
STX Engine
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STX Engine
Index
Page 1(1) Engine Data 500
L23/30H
Description
Main data for gensets • -500.00

Introduction -500.01 (01H)
Safety -500.02 (01H)
Cross section -500.05 (01H)
Key for engine designation -500.10 (01H)
Designation of cylinders -500.11 (01H)
Engine rotation clockwise -500.12 (01H)
Code identification for instruments -500.20 (01H)
Introduction to planned maintenance programme 500.24 (02H)
Planned maintenance Programme -500.25 (01S)
Maintenance Schedule - NICO •500.25 (07H)
Operation data and set points -500.30 (35H)
Data for pressure and tolerance -500.35 (15H)
Data for torque moments -500.40 (07S)
Declaration of weight -500.45 (01H)
Ordering of spare parts -500.50 (01H)
Service letters -500.55 (01H)
Conversion table -500.60 (01H)
Basic Symbols for piping • -500.65 (01H)
Working Card
Plates
STX Engine
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STX Engine
c
Engine Data c
OPERA"FION
Operation of Engine
<
DAT
Engine Performance and Condition
Trouble Tracing
Specification and Treatment
Lubricating Oil, Fuel Oil and Cooling Water
Cylinder Head
Piston, Connecting Rod, and Cylinder Liner
Camshaft and Camshaft Drive

Operating Gear for Inlet Valves,
Exhaust Valves and Fuel Injection Pumps
LU Control and Safety Systems,
ü Automatics and Instruments
US
IENT!
AINT ENAI
Crankshaft and Main Bearings
O Engine Frame and Base Frame

Q_
o Turbocharger System
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Compressed Air System
< CO
DESCRIP TION
C/) Fuel Oil System

SYSTE
Lubricating Oil System
Cooling Water System
Special Equipment
Alternator
Specific Plant Information
Tools
Description
Main Data for GenSets 500.00
Page 1(1)
5L23/30H
Main Data for Engine Type L23/30H

Engine Nos 3
(SB5L23-5034/35/36)
Number of cylinders 5
Cycle 4 stroke
Cylinder bore 225 mm
Stroke 300 mm
Engine speed 720 rpm
Engine outpur (on flywheel) 650 kW
Compression ratio 13:1
Max. combustion pressure 132.5 kg/cm2
Firing order 1-2-4-5-3
Rotation C. W view from flywheel
Main Data for Alternator Make HYUNDAI

Type HFCS 506-14K
Serial No for engine No.1 53981RAL30301
Serial No for engine No.
Capacity 768.75 kVA
Rating 720 rpm
Voltage 445 V
Frequency 60 Hz
Power factor 0.8
Main Data for Turbocharger Make ENPACO-MAN B&W

Type NR15/R151
Serial No for engine No.1 SÄJ2291
Serial No for engine No.2 SAJ2292
Serial No for engine No.3 SAJ2293
Main Data for Governor Make WOODWARD

Type ÜG8D
Serial No for engine No.1 14657652
Serial No for engine No.2 14657652.
Serial No for engine No.3 14657654
STX Engine
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STX Engine
Description 500.01
Page 1(1) Introduction Edition 01H
L23/30H
Description
This instruction book serves the purpose of providing Reliability and Operation economy of the plant will to
general information for Operation and maintenance, a great extent depend on correct Operation and
to describe the design and to be used for reference proper maintenance.
when ordering spare parts.
Therefore, it is essential that the engine room per-
sonnel, in addition to basic knowledge of diesel
engine machinery installations, is fully acquainted
with the contents of the instructions.
The book is a basic instruction manual for the

/ particular engine supplied with plant-adapted infor-
Section 505-519 mation such as principle media-system drawings,
/
Spare parts plates
electric wiring diagrams and test bed reports.
/
The first five sections (500-504) of the book serve as
a guide to engine Operation, and the next fifteen
Working card
sections (505-519) contain technical descriptions,
spare parts illustrations with pertaining parts lists as
well as working cards.
Description
The last section (520) comprises tools.
The engine is divided into a number of main compo-

nents/assemblies, each of which is described in a
section of this book (section 505-519).
Each of these sections Starts with technical de-

scriptions of the systems/components, followed by
Fig. 1. Strvcturing ol instruction book.
working cards. Later, the spare parts illustration
plates and parts lists are to be found.
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96.02 - ES0S-G
STX Engine
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STX Engine
Description
Safety 500.02
Page 1 (2) Edition 01H
L23/30H
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be
constitutes the crucial point in obtaining Optimum placed well strapped nearthe area of application and
safety in the engine room. The general measures accessible by crane. The spare parts should be well-
mentioned here should, therefore, be a natural rou- preserved against corrosion and protected against
tine to the entire engine room staff. mechanical damage. The stock should be checked
at intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room when the ship is in port, the Ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, Skylights, able working light in explosion-proof fittings should
and doors in the engine room should be closed. be obtainable everywhere.
In particular, welding or work which causes spread-

ing of grit and chips must be avoided nearthe engine, Freezing
unless this is closed or covered, and the turbochar-
ger air intake filters are covered. If there is a risk of damage due to freezing when the
plant is out of service, engines, pumps, coolers and
The exterior of the engine should be kept clean and pipe Systems should be emptied of cooling water.
the paintwork maintained, so that leakages can
easily be detected.
Warning
Fire The opening of cocks may cause discharge of hot

liquids or gases. The dismantling of parts may cause
If the crankcase is opened before the engine is cold, Springs to be released.
welding and the use of naked light will involve the risk
of explosions and fire. The same applies to inspec- The removal of fuel valves (or other- valves in the
tion of oil tanks and the space below the cooler. cylinder head) may cause oil to run down to the
Attention should furthermore be drawn tothe danger piston crown, and if the piston is hot, an explosion
of fire when using paintand solventswitha lowflash may then blow out the valve.
point. Porous insulating material drenched with oil
from leakages is easily inflammable and should be When testing fuel valves with the hand pump do not
renewed. See also: "Ignition in crankcase" in section touch the spray holes, as the jet may pierce the skin.
503. Think out beforehand which way the liquids, gases or
rg flames will move, and keep clear.
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Crankcase Work
I Hand tools should be placed easily accessible on
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tool boards. Special tools should be fastened to tool Check beforehand that the starting air supply to the
co panels (if supplied) in the engine room dose to the engine is shut off.
area of application. No major objects must be left
unfastened, and the floor and passages should be
kept clear.
96.02-ES0U-G
STX Engine
500.02 Safety Description
Edition 01H Page 2 (2)
L23/30H
Feeling over Turning with Air
Whenever repairs or alterations have been made to After prolonged out-of-service periods or overhaul
the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of
until ensured that there is no undue heating, oil-mist liquid in the combustion spaces, turning with open
formation, blow-by, or failure of cooling water or indicator cocks should always be effected, through
lubricating oil Systems. at least two complete revolutions.
Feel-over Sequence Check and Maintain
Feel-overafter 5-15 and 30 minutes' idle running and Lubricating oil condition, filter elements and
finally when the engine is running at füll load. See measuring equipment.
also "Starting-up sequence" in the section 502.
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STX Engine 96.02 - ES0U-G

Description
Cross Section 500.05
Page 1(1) Edition 01H
L23/30H
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STX Engine
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STX Engine
Description 500.10
Page 1(1) Key for Engine Designation Edition 01H
L23/30H
Engine Type Identification
The engine types of the MAN B&W Holeby programme are identified by the following figures:
6 L 23/30 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-Iine
V : V-built
Cyl. diam/stroke
23/30 : 225/300
28/32 : 280/320
Design Variant
Rating
MCR : Maximum continuous rating

ECR : Economy continuous rating
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STX Engine
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STX Engine
Description 500.11
Page 1(1) Designation of Cylinders Edition 01H
L23/30H
Front End Flywheel End
i:::::: i: i;:; i !•»•;: i« : aw.'»«w»i*>W'. i *i/:«
Exhaust Side / Right Side
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Control Side / Camshaft Side / Left Side
89.17-ES1S-L
STX Engine
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STX Engine
Description 500.12
Page 1 (1) Engine Rotation Clockwise Edition 01H
L23/30H
Normal direction "clockwise" of diesel engine seen from flywheel end
Engine
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STX Engine
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STX Engine
Description
Code Identification for Instruments 500.20
L23/30H
Symbol explanation:
Measuring device
Local reading
lemperaturejndicator
No40*
Measuring device
Sensor mounted on engine/unit
Reading/identification mounted in a panel on the engine/unit
Pressurejndicator
No22*
Measuring device
Sensor mounted on engine/unit
Reading/identification outsidethe engine/unit
Temperature Alarm High

No. 12*
* Refer to Standard location and text for instruments on the following pages.
Specification of letter code for measuring devices
Ist etter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed H High
T Temperature 1 Indicating
§ U Voltage L Low
9
V Viscosity S Switching, Stop
X Sound T Transmitting
z Position X Failure
96.02 - ES1U-G
STX Engine
500.20 Code Identification for Instruments Description
L23/30H
Standard Text for Instruments
Diesel engine/Alternator
LT Water System
01 inlet to air cooler 05 outlet from alternator

02 outlet from air cooler 06 outlet from fresh water cooler (SW)
03 outlet from lub. oil cooler 07 inlet to lub. oil cooler
04 inlet toalternator 08 inlet to fresh water cooler (SW)
09
HT Water System
10 inlet to engine 14B FW outlet air cooler

10A FW inlet to engine 15 outlet HT system
11 outlet each cylinder 16 outletturbocharger
12 outlet from engine 17 outlet fresh water cooler
13 inlet toHT pump 18 i n let fresh water cooler
14 inlet HT air cooler 19A inlet prechamber
14A FW inlet air cooler 19B outlet prechamber
20 inlet to cooler 25 prelubricating

21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides
22 outlet from filter / inlet to engine 27 intermediatebearing/ alternator bearing
23 inlettoturbocharger 28 level in base frame
24 sealing oil - inlet engine 29 mainbearings
Charging Air System
30 inlet to cooler 35 surplus air inlet

31 outlet from cooler 36 inlettoturbocharger
32 jet assist system 37 Charge air from mixer
33 outlet from TC filter / inlet to TC compressor 38
34 39
Fuel Oil System
40 inlet to engine 45 fuel-rack position i

41 outlet from engine 46 inlet prechamber co
42 leakage 47 s
43 inlet to filter 48
44 outlet sealing oil pump 49
96.02 - ES1U-G
STX Engine
Description
Code Identification for Instruments 500.20
L23/30H
Cooling Oil System
50 inlet to fuel valves 55

51 outlet from fuel valves 56
52 57
53 58
54 59
Exhaust Gas System
60 outlet cylinder 65
61 outlet turbocharger 66
62 inletturbocharger 67
63 68
64 69
70 inlet toengine 75 microswitch for turning gear

71 inlet to stop cylinder 76 inlet turning gear
72 inlet to balance arm unit 77 waste gate pressure
73 control air 78 inlet to sealing oil System
74 inlet to reduction valve 79
Load Speed
80 85 microswitch for overload

81 overspeed 86
82 87
83 88 index - fuel pump
84 89 turbocharger speed
90 engine speed
Miscellaneous
91 natural gas -inlet toengine 95 voltage

92 oil mist detector 96 switch for operating location
93 knocking sensor 97
94 cylinder lubricating 98
99
96.02 - ES1U-G
STX Engine
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STX Engine
Description
Introduction to Planned Maintenance Programme 500.24
Pagei (1) Edition 02H
L23/30H
General 4. Related procedures - indicates other works,
depending on this work - or works which would be
The overhaul intervals are based on Operation on a expedient to carry out.
specified fuel oil quality at normal Service Output,
which means 70-100% of MCR. 5. Indicatesxnumberofmeninxnumberofhours
for accomplishing the work.
In the long run.it is not possible to obtain a secure and
optimal economical running withoutan effective main- The stated consumption of hours is only intended as
tenance System. aguide.
With the structure and amount of information in the Experience with the specific station/crew may lead to
maintenance Programme, it can be integrated in the a bringing up-to-date.
entire ship's/power station's maintenance System or
it can be used separately. 6. Refers to data, which are required for carrying
out the work.
The crux of the maintenance System is the key
diagram, see page 500.25, indicating the inspection 7. Special tools, which must be used. Please note
intervals for the components/systems, so that the that not all tools are Standard equipment.
crew can make the necessary overhauls, based on
the engines' condition and/or the time criteria. 8. Various requisite hand tools.
The stated recommended intervals are only for 9. Indicates the components/parts, which it is
guidance as different Service conditions, the quality advisible to replace during the maintenance work.
of the fuel oil and the lubricating oil, treatment of the Please note, that this is a condition for the intervals
cooling water, etc, will decisively influence the actual stated.
service results and thus the intervals between
necessary overhauls.
Experience with the specific plant/crew is to be used

for adjustmentoftime between overhaul. Further itis
to be used for adjusting the timetable stated for
guidance in the working cards.
Working Cards
Each of the working cards can be divided into two: a

front page and one or several pages, describing and
illustrating the maintenance work. 3 -
The front page indicates the following:
1. Safety regulations, which MUST be carried out

before the maintenance work can start.
2. A brief description of the work.
3. Reference to work, which must be carried out,

if any, before the maintenance work can start. essa
Fig 1. Guidance instruction for working cards.
96.02 - ES0S-G
STX Engine
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STX Engine
Description
Planned Maintenance Programme 500.25
Page 1 (4) Edition 01S
L23/30H
720/750 RPM
Time Between Overhaul

T T T Working
Description Overhaul to be carried out
Check the condition
I Card
No
Operating of Engine:
Readings of data forengine and alternatorwith refe-

rence to "Engine Performance Data", section 502.01 ... 502-01.00
-
CylinderHead:
Inlet and exhaust valve - overhaul and regrinding of

spindle and valve seat 505-01.10
Inspection of inlet, exhaust valves and valve guide .... 505-01.05
Check of valve rotators' rotation during engine rotation 505-01.05
Sleeve for fuel injector
Safety valve - overhaul and adjustment of opening • 505-01.30
pressure 505-01.25
Indicator valve 505-01.26
Cylinder head cooling water space - inspection 505-01.45

Cylinderheadnut-retightening 200 505-01.40
Piston, Connecting Rod and Cylinder Liner:
Inspection of piston 506-01.10

Piston ring and scraper ring 506-01.10
Piston pin and bush for connecting rod - check of

clearance 506-01.15
Connecting rod -measuringofbig-end bore 506-01.15
Inspection of big-end bearing Shells 506-01.16
Connecting rod-retightening 200 506-01.25

Cylinder liner- cleaning, honing and measuring 506-01.35
Cylinder liner removed - check the water space and
wearringinframe 506-01.40
Camshaft and Camshaft Drive:
Camshaft- Inspection of gear wheels, bolts, connections

etc 200 507-01.00
Camshaft bearing - inspection of clearance 507-01.05
Camshaft adjustment - check the condition 507-01.20
Lubrication of camshaft bearing - check 507-01.00
03.05-STX
STX Engine
500.25 Planned Maintenance Programme Description
Editiong 01S Page 2 (4)
L23/30H
720/750 RPM

Working
# = Overhaul to be carried out
Description • = Check the condition Card
No
Operating Gearfor Inlet Valves, Exhaust Valves and

Fuel Injection Pumps:
Roller guideforvalvegear 508-01.00

Valve gear - valve bridge, spring, push rod, etc 508-01.10
Roller guidefor fuel injection pump 508.01.05
Rollerguide housing 508-01.10

Inlet and exhaust valve - check and adjustment of valve
clearance 508.01.10
Lubricating of operating gear - check 508.01.00

508.01.05
Mounting bolts - houshing for valve gear - retightening,
see page 500.40 200
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment 509-01.00
Lambda Controller-adjustment 509-10.00
Govemor - check oil level, see governor instruction

book, section 509
Crankshaftand Main Bearing:
Checking of main bearings alignment, (autolog) 510-01.00

Inspectionof main bearing 510-01.05
Inspectionofguide bearing 510-01.10 oo
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Vibration damper - check the condition 510-04.00 o

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Lubricating of gear wheel for lub. oil pump and cooling in

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Counterweight-retightening, see page 500.40 200 CN
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Main - and guide bearing cap - retightening 200
510-01.05
510-01.10
03.05 - STX
STX Engine
Description
Planned Maintenance Programme 500.25
L23/30H
720/750 RPM

T T I Working
Overhaul to be carried out
Description Check the condition 'S e Card
No
Ü om
Engine Frame and Baseframe:
Holdingdown bolts - retightening, see page 500.40 200

Bolts between engine frame and base frame -
retightening, see page 500.40 200
For flexible mounted engines - check anti-vibration

mountings 200 519-03.00
Safety cover - function test 511-01.00
Turbocharger System:
Wetcleaningofturbineside 512-15.00
Water washingofcompressorside 512-05.00
Cleaning of air filter - compressor side (see turbo-

charger instruction book)
Turbochargercomplete-dismantling, cleaning, inspec-
tion etc. (see turbocharger instruction book)
Charging air cooler- cleaning and inspection 512-01.00
Charging air cooler housing-draining

Exhaust pipe - compensator
Compressed Air System:
Air Starter motor-dismantling and inspection 513-01.30

Function test - main starting valve, starting valve, main
valves and emergency Start valve 513-01.40
Dirt Separator - dismantling and cleaning

Muffler - dismantling and cleaning
Compressed air System-draining 513-01.90

Compressed air System - check of the System 513-01.90
03.05-STX
STX Engine
500.25 Planned Maintenance Programme Description
Edition 01S Page 4 (4)
L23/30H
720/750 RPM

Working
= Overhaul to be carried out
Description = Check the condition Card
iff No
Fuel Oil System and Injection Equipment:
Fuel oil filter - dismantling andcleaning 514-01.15

Fuel oil feed pump 514-10.00
Fuel oil injection pump - dismantling and cleaning 514-01.05
Fuel injection valve - adjustment of opening pressure 200 514-01.10

Fuel oil high-pressure pipe - dismantling and check 514-01.05
Adjustment of the maximum combustion pressure 514-05.01
Fuel oil system - check the System ... 514-01.90
Fuel oil - oil samples after every bunkering, see sec.504
Lubricating Oil System:
Lubricating oil pump -engine-driven 515-01.00

Lubricating oil filter -cleaning and exhange 515-01.10
Lubricating oil cooler 515-06.00
Prelubricatingpump-el.driven 515-01.05
Thermostatic valve 515-01.20
Centrifugal filter-cleaning and exhange ofpaper 515-15.00
Hand pump 515-10.00

Lubricating oil - oil samples, see section 504
Lubricating oil System - check the system 515-01.90
Cooling Water System:
Cooling water pump - engine-driven (sea water and

fresh water)
Thermostatic valve • 516-04.00
516-04.00 iin
Cooling water system - check the system 516-01.90 CM
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Cooling water system - water samples, see see. 504 o
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03.05-STX
STX Engine
Description
Maintenance Schedule - NICO 500.25
L23/30H

Working
Description • = Replace
• = Inspection Card
• = Inspection or replace No.
Fuel Injection Pump:
Sealparts 514-01.05
Spring: Delivery valve
Delivery valve
Plunger.complete
Spring: Plunger
Guide: Plunger
Deflector
Otherparts
Fuel Injection Valve: 514-01.10
Sealparts
Atomizer, complete (Nozzle needle and nozzle body)
Other parts
Replace: The dismantled parts must be replaced

with new parts.
Inspection: You have only to inspect the dismantled

parts except these arent considered faultily. When
those considered faultiry, you should consult MAN
B&W Diesel A/S, Holeby on whether replace or not.
Inspection or Replace: The dismantled parts are

inspected and those considered faultily are replaced.
98-31-ESO
STX Engine
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STX Engine
Description
Operation Data & Set Points 500.30
L23/30H
Normal Value at Füll load Alarm Set point Autostop of engine

Temp. before cooler SAE 30 TI20 60-75° C TAH20 90° C
(outlet engine) SAE 40 TI20 65-82° C TAH20 100° C
Temp. afler cooler SAE 30 TI22 45-65° C TAH22 75° C TSH22 85° C
(inlet engine) SAE 40 TI22 50-72° C TAH22 85° C TSH22 95° C
Pressure after filter (inlet eng) PI22 3-4 bar PAL 22 3 bar PSL22 2.5 bar
Elevated pressure i.g. when
centrifugal filter installed PI22 4-5 bar PAL 22 4 bar PSL22 2.5 bar
Pressure drop across filter PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar
Prelubricating pressure PI25 0.1-0.5 bar LAL25 level switch
Pressure inlet turbocharger PI23 1.5 ±0.2 bar
Lub. oil, level in base frame LAL 28/LAH 28 Iow/high level
Temp. main bearings TE29 75-85" C TAH29 95° C
Fuel Oil System
Pressure after filter MDO PI40 2-3 bar PAL 40 1.5 bar
HFO PI40 (A) PAL 40 4 bar
Leaking oil LAH42 leakage
Press, nozz. cool, oil, inlet eng. PI50 2-3 bar PAL 50 1.5 bar (C)
Temp. nozz. cool, oil, outlet eng. TI51 80-90° C (C)
Press. LT-system, inlet engine Pl 01 1-2.5 bar PAL 01 0.4 bar + (B)
Press. HT-system, inlet engine Pl 10 1-3.0 bar PAL 10 0.4 bar + (B)
Temp. HT-system, inlet engine Tl 10 60-75° C
Temp. HT-system, outl. cyl.units Tl 11 70-85° C
Temp. HT-system, outlet engine TAH 12 90° C TSH 12 95° C
TAH 12-2 93° C
Temp. raise across cyl. units max. 10° C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI62 425-475° C TAH 62 550° C
TAH 62-2 600° C
Exh. gas temp. outlet cyt. TI60 280-390° C TAH 60 420° C
Diff. between individual cyl. TAD60 average ±50° C
Exh. gas temp. after TC TI61 275-350° C* TAH 61 500° C
TI61 320-390° C "
Ch. air press. after cooler PI31 2-2.5 bar
Ch. air temp. after cooler TI31 35-55° C TAH 31 65° C
Press, inlet engine PI70 7-9 bar PAL 70 7 bar
Speed Control System
Engine speed
Mechanical
Elec. SI90 720 rpm SAH 81 815 rpm SSH81 825 rpm
Mechanical SSH81 815 rpm
Mechanical SSH81 850 rpm
CCU O1
OOIi O 1 1015rpm
Turbocharger speed SI89 SAH 89 (D)
Specific planls will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional Parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm.
03.46 - ES1
STX Engine
500.30 Operation Data & Set Points Description
L23/30H
Remarks to individual Parameters C. Nozzle Cooling Oil System
The nozzle cooling oil System is only applied for

A. Fuel Oil Pressure, HFO-operation stationary engines.
When operating on HFO, the System pressure must

be sufficient to depress any tendency to gasification D.Limits for TurbochargerOverspeed Alarm
of the hot fuel. (SAH 89)
The System pressure has to be adjusted according to 720 rpm 750 rpm 900 rpm
Engine type
the fuel oil preheating temperature. 5L23/30H 55,290 55,290 -
6L23/30H 55,290 55,290 42,680
7L23/30H 42,680 42,680 42,680
B.Cooling Water Pressure, Alarm Set Points 8L23/30H 42,680 42,680 42,680
As the System pressure in case of pump failure will

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure.
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03.46 - ES1
STX Engine
Description 500.35
Page 1(1) Data for Pressure and Tolerance Edition 15H
L23/30H
Section Description mm. / bar
505 Maximum inner diameter, valve guide 14.25 mm.

For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H" 1 5.0 mm.
Maximum height of spindle above cylinder head, "H" 2 83.3 mm
506 Piston and piston ring grooves (see working card 506-01.10)
Clearance in big-end bearing 0.15-0.20 mm
Clearance between connecting rod bush and piston pin 0.15-0.25 mm.
Maximum ovalness in big-end bore (without bearing) 0.08 mm.
New cylinder liner, inside diameter 225,000-225,046 mm.
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm
507 Clearance between camshaft and camshaft bearing 0.11-0.20 mm

Maximum clearance between camshaft and camshaft bearing 0.35 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm.
508 Valve clearance, Inlet valve (cold engine 15 - 55°C) 0.50 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55°C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
509 Clearance between pick-up and impulse wheel 1 ±0.3 mm
510 Deflection of crankchaft (autolog) (see working card 510-01.00)

Clearance between crankshaft and sealing ring, (upper and Iower part) 0.30-0.40 mm.
Clearance in main bearing 0,2-0,3 mm
Clearance in guide bearing (axial) 0.15-0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm
514 Maximum combustion pressure atfull load 130 ± 3 bar

Individual cylinders; admissible deviation from average ± 3 bar
Achangeof the height of the thrust piece spacerring of 0.10 mm

will change the maximum pressure by 1bar
1 ° turning of camshaft gear wheel changes max. pressure by approx 3 bar
s Measurement "X" between thrust piece and roller guide housing 5.5 ±, 2 - 5 mm
CM 1.5 mm
§ For L23/30H 900 rpm version a pressure of 135 bar measured at the
o
co indicator cock correspond to 130 bar in the combustion chamber
Opening pressure of fuel valve 320 bar
03.36 - ESO
STX Engine
Your Notes:
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STX Engine
Description 500.40
Page 1 (1) Data for Torque Moment Edition 07S
L23/30H
720/750 rpm
Tight ening
Section Description Thread Torque Pressure Lubricant
Nm bar
505 Cylinder cover stud (in frame) Stud M48 200 Copaslip
Nut for cylinder cover stud Nut M45 750 Copaslip
Cooling jacket cylinder cover Screw 22 Copaslip
506 Connecting rod (see section 506)

Connecting rod screw Stud M33x2
(hydraulictightening) Nut M33x2 700
507 Camshaft assembly Nut M12 50 Copaslip

Intermediate wheel shaft Nut M 20x1.5 250 Copaslip
Intermediate wheel gear Nut M12 40 Copaslip
Gear wheel on camshaft Screw M12 50 Unimoly
508 Housing for valve gear Screw M12 60 Copaslip

Valve gear bracket rocker arm Nut M16 150 Copaslip
510 Main bearing stud (in frame) Stud M48 200 Copaslip
Nut for main bearing stud Nut M45x3 750 Copaslip
Main bearing side screw Screw M24 300 Copaslip

Counterweight on crankshaft Screw M30x2 200 Copaslip
+ 60° turn
Vibrationdamperon crankshaft Nut M27 400 Copaslip

Frame / baseframe Nut M24 500 Copaslip
Flywheel mounting (fitted bolt) Nut M 20x1.5 200 Copaslip
Gearrimonflywheel Screw 34 Copaslip
Gear wheel on crankshaft Nut M10 40 Copaslip
514 Fuel pump distribution piece Screw M8 25-30 Copaslip

Fuel pump top flange (barrel) Screw M10 55-65 Copaslip
Fuel pump caviation plugs Plug M 20x1.5 100-120 Copaslip
Fuel pump mounting
(bottom flange) Screw M16 150 Copaslip
Fuel valve (nozzle nut) Nut M 26x1.5 100-120 Copaslip

Fuel valve mounting Nut M16 40 Copaslip
Fuel valve (cap nut) Nut 70 Copaslip
Q Fuel valve adjusting (lock nut) Nut 100 Copaslip
Highpressurepipe Nut M18x1.5 40 Copaslip
515 Gear wheel on lub. oil pump Nut 300 Copaslip
519 Conical elements mounting

Upper mounting Screw M20 150 Copaslip
Lower mounting Screw M20 320 Copaslip
02.15- ES0U
STX Engine
Your Notes:
in
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Q
9
STX Engine
Description
Declaration of Weight 500.45
L23/30H
Section Component Plate No. Item No. Weight in Kg.
505 Cylinder Head, complete 50501-50502 250

50508-50510
506 Piston, complete 50601 081 45

Piston Pin 50601 019 19
Connecting Rod, complete without bearing 50601 068 95
Cylinder Liner, complete 50610 018 100
Cooling Water Jacket 50610 055 33
507 Camshaft, section 50705 314,026,038 29
508 Housing for Roller Guide 50801 016 17
509 Governor, complete 50901 321,104,116 28
511 Main Bearing Cap 51101 108 75

Guide Bearing Cap 51101 300 85
Front cover 51102 019 164
End cover, complete 51106 237 179
512 Turbocharger, complete See Special

instruction
Intermediate piece 51202 181 9
Air Cooler 51203 054 450
Inlet Bend 51203 138 93
513 Air Starter 51309 756 40
514 Fuel Injection Pump 51401 381 15

Fuel Injection Valve 51402 177 5
Fuel Oil Feed Pump 51410 290 22
515 Lubricating Oil Pump 51501 330 45

Thermostatic Valve 51503 115 29
Prelubricating Oil Pump, incl. el-motor 51504 242 20
Centrifugal Filter 51515 337 24
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516 Thermostatic Valve 51604 114 29
Cooling Water Pump 51610 201 30
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97.06 - ES0U
STX Engine
Your Notes:
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STX Engine
Description 500.50
Page 1 (2) Ordering of Spare Parts Edition 01H
L23/30H
Whenever spare parts are ordered (or reference is These data are used by us to ensure supply of the
made in correspondence etc.) the following data must correct spare parts for the individual engines, even
be indicated for the particular engine: though the spare part illustrations contained in this
book may not always be in complete accordance with
1. Name of plant the individual components of a specific engine.
2. Engine type and engine No — , built by
3. Illustration plate number (complete with ed. Note: For ordering of spare parts for governor,
figures) turbocharger and alternator, please see Special in-
4. Item No struction book for these components.
5. Quantity required (and description)
Information found on page 500.15 or on the nameplate on the engine(s):
Example: Name of plant Eng. type Eng. No. Built by

DANYARD 5L28/32H 20433 MAN B&W Holeby
Information found on each plate:
Plate No. Edition Item No. Qty. (and description)

50601 13H 10 10 pcs (Piston ring)
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96.02 - ES2S-G
STX Engine
Description 500.50
Page 2(2) Ordering of Spare Parts Edition 01H
L23/30H
Name of Plant:
Engine type: Engine Number: Built by:
Plate No Ed. No Item No Description Qty
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STX Engine
Description 500.55
Page 1 (1) Service Letters Edition 01H
L23/30H
Description
Inordertoensurethe mostefficient, economical, and importance to the Operation of the plant, we recommend
up-to-date Operation of ourengines, we regularly send that engine staff to file them to supple-ment the
out "Service Letters", containing first-hand informa- relevant chapters of this instruction book.
tion regarding accumulated Service experience.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated instruction
book editions.
Therefore, since new service letters could be of great
in
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96.02 - ESOU-G
STX Engine
Your Notes:
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STX Engine
Oescription 500.60
Page 1 (3) Conversion Table EditionOIH
L23/30H
Sl Base Units Length (m)
Quantity Name Symbol 1 in (jnch) 25.40 mm =0.0254 m
1 ft(foot)= 12inches 0.3048 m
lenght metre m 1 yd (yard) = 3 ft = 36 inches 0.9144 m
mass kilogram kg 1 Statute mile = 1760 yds 1609 m
time second s 1 n mile (international nautical mile) 1852 m
electric current ampere A
absolute temperature* kelvin K
amount of substance mole mol Sl Prefixes

luminous intensity candela cd
Factor Prefix Symbol Factor Prefix Symbol
Also named "Thermodynamic temperature'
10" exa E 10' deci d
10" peta P 10 -' centi c

Supplementary Sl Units
10" tera T 10-» milli m
Quantity Name Symbol 10» giga G 10* micro u
10" mega M 10» nano n

plane angle radian rad 10» kilo k 10'2 pico P
solid angle steradian sr 10 2
f
hecto h 10" femto
10 deca da 10-" atto a
Derived Si Units with Special Names

Quantity Name Symbol Expressed in base, Area (m2)
supplementary or
derived Sl units 1 sq. in (Square inch) 0.6452 x 1 0 J m 2
1 sq. ft (Square foot) 92.90 x 10-» m 2

frequency hertz Hz 1 Hz = 1 s'
force newton N 1 N 1 kg m/s2
pressure, stress pascal Pa 1 Pa 1 N/m 2 ' Volume (1m 3 = 10001)

energy, work quantity of heat Joule J 1 J 1 Nm
1 cub. in (cubic inch) 16.39 x 10* m'
power watt W 1 W 1 J/s
1 cub. ft (cubic foot) 28.32 x 10-' m3 = 28.32 1
electric Potential volt V 1 V = 1 W/A
1 gallon' (imperial, UK) 4.546 x 1 0 ' m> = 4.546 1
temperature Celcius •c rc 1 k"
2 2 2
1 gallon' (US) 3.785 x 1Cr' m' = 3.785 1
* For mechanical Stresses N/mm is widely used. 1 N/mm = 10* N/m
1 barrel (US petroleum barrel) =
" t f C ) = T(K) - T 0 (K), where T , = 273.15 K
42 gallon (US) 0.1590 m1
1 bbl (dry barrel. US) 0.1156 m'
Additional SU Units 1 register ton = 1 0 0 cub. ft 2.832 m>
1 gallon = 4 quarts = 8 pints

Quantity Name Symbol Definition
time minute min 1 min = 60 s Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
time hour h 1 h = 60 min
1 kn (knot) = 1 nautical milem 1.852 km/h = 05144 m/s
plane angle degree • r (n/180) rad
For other conversions. see table for length
volume lilre I 1 I = 1 dm'
pressure bar bar 1 bar = 105Pa
92.16- ESOU
STX Engine
500.60 Conversion Table Description
L23/30H
Mass(kg) Dynamic viscosity (N s/m 2 )
1 Ib (pound mass) =16 ozs (ounces) 0.4S36 kg 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 cwl (UK) (hundredweight) = 112 Ibs 50.80 kg 1 poundal s/sq.ft 1.488 N s/m2
1 long ton (UK) = 20 cwt = 2240 Ibs 1.016 metric tons = 1016 kg 1 Ibf/sq.ft 47.88 N s/m2
1 Short ton (UK) = 2000 Ibs 0.907 metric tons = 907 kg poise is a Special name laken from the CGS System. 1 P = 0.1 Pa :
1 slug* 14.59 kg 1 cP = 1 mPa s = 10-' Pa s
Unit and mass in the ft-lb-s System
Kinematic viscosity (m 2 /s)

Density
1 sq.ft/s 92.90 x 10-' m2/s = 92.90 x 10' cSt •
1 Ib/cub. ft 16.02 kg/m» 1 cSt (centi stokes) = 10* m!/s. Slokes is a Special name taken from the
CGS system. 1 St = 10"1 m2/s
Force (1 kg m/s2 = 1 N)
Energy, Work (1 Nm = 1 J, Wh)
1 kp (kilopound)* 9.807 N
3
1 poundar* 138.3 x 10 N 1 cal l t * 4.187 J*
1 Ibf (pound force) 4.448 N 1 kpm 9.807 J
Can occasionally be found stated as kgf (kilogram force). 1 hph (metric) 2.648 x 10'J = 0.7355 kWh
Standard acceleration of free fall gn = 9.80665 m/s2 1 ft. Ibf 1.356 J
Unit of force in the ft-lb-s System 1 hph (UK, US) 2.685 x 10M = 0.7457 kWh
1 BTU (UK. US) 1.055 x10'J = 1.055 KJ

Exact value: 4.1868 J
Pressure
I.T. - International Steam Table
(1 N/M2 = 1 Pa, 1 bar = 10 5 Pa, 1 mbar = 10-3 bar)
1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 10» Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H j O " (T = 277 K) Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W)
750 mm Hg* 105 Pa = 1 bar
1 kpm/s 9.807 W
1 mm Hg* (T = 273 K) 133.3 Pa= 1.333 mbar
J 1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW
1 mm H,O" (T = 277 K) 10 at = 9.807 Pa = 98.07 x 10' mbar
1 kcal,t/h 1.163 W
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 ft Ibf/s 1.356 W
1 in H 2 O" (T = 277 K) 249.1 Pa = 2.491 mbar
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 atm (Standard atmosphere) = 760 mm Hg, 1.013 x 10s Pa = 1013 mbar
1 BTU/h 0.2931 W
1 atm= 1.033 at
1 Ibf/sq.in (psl) 6895 Pa = 68.95 mbar
Mercury. 1 mm Hg = 1 Torr
Moment of Force, Torque (kg m 2 /s 2 = Nm)
Values in Table provided gn = 9.80665 m/s2
Water column (WC) Can easily be derived from the above tables.
Stress ( 1 N/m2 = 10 * N/mm 2 ) Moment of Inertia (kg m2)
1 kp/mm2 = 100 kp/cm2 9.807 N/mm2 1 GO2 (old Rotation) = 4 x C kg m2
1 Ibf/sq. in (psi) = 0.07031 at s

6.895 x 10 N/mm 2 2
1 WR (old notation)* = 1 x I* kg m2
2
•I = ) dm, x r m, = mass at the radius r
G = W = mass in kg D = Diameter of gyration
R = Radius of gyration
STX Engine 92.16-ES0S

Description 500.60
Page 3 (3) Conversion Table Edition 01H
L23/30H
Specific fuel consumption* (g/kWh) Some physical data in Sl units

1 g/hph (metric) 1,360 g/K Wh
Nomencia ture
See also table for specific fuel oil consumption values
t = temp. in °C AK = temperature difference
p = density in kg/m3 C = heat capacity in J/(kg AK)
Temperature difference (K) t P cs t C„

ränge
1 - C (Celsius) 1 K
1 "F (Fahrenheil) 5/9 K Water 18 999 4 .18x 10'
Lubricating oil (approx.)* 15 900 1.96 x 10'
Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
Temperature levels (K) (see Derived Sl Units with Special
Names) • Viscosity: 100-140 cst at 4 0 X
750 mm Hg = 1 bar = 10» Pa
t X (Celsius) t t * 273.15 = K 1 atm (Standard pressure at sealevel 760 mm Hg = 1013 mbar
PF (Fahrenheit) 5/9(t,- 3 2 ) * 273.15 = K Gas constant for air and exhaust gas = 287 J/(kg x K)
Celsius from Fahrenheit: tc = 5/9(t, - 32) Water, heat of evaporation 100'C 1.013 bar 2.256 x 10' J/kg
Fahrenheit from Celchjs: t, = 9/5 x t, • 32 Fuel oil. Lower caloric value 41-43 x 10* J/kg
ISO 3046/1-1986 Standard reference fuel 43 x 10» J/kg
Diesel engine reference fuel (see below)
Specific heat capacity (J/(kg K))

1 kcaltI/(kgxX) 4.187 x 10» J/(kg K)
1 BTUV(lb x - F) = 1 kcal,, /(kg X ) 4.187 x 10» J/(kgK) Specific fuel oil consumption (SFOC)
British Thermal Unit (see table for energy conversions)
Reference conditions
Specific fuel oil consumption values refer to brake power, and the following
Heat conductance (W/(m K)) reference conditions:
1 calLT/(cm x sx "C) 418.7 W/(m K) Reference Conditions (ISO)

1 kca!„/(m x h x X ) 1.163 W/(m K)
1 BTU7(ft x h x - F) 1.731 W/(m K) Blower inlet temperature 25*C 298 K
British Thermal Unit (see table for energy conversions) Blower inlet pressure 1000 mbar
Charge air coolant temperature 25"C 298 K
Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
Heat transmittion (W/(m2 K))

1 calLT/(cm x s x X ) 41.87x10» W/(m'K)
1 kcal u /(m' x h x X ) 1.163 W/(m"K)
1 BTUV(ft! x h x *F 5.678 W/(m ! K)
92.16- ESOU
STX Engine
Your Notes:
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STX Engine
Description
Basic Symbols for Piping 500.65
L23/30H
No. Symbol Symbol designation No. Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.14 ^ ^ Spectacle flange
1.1 Pipe 2.15 H!K Orifice
1.2 — Pipe with indication of direction of flow 2.16 X Orifice
1.3 IX Valves, gate valves, cocks and flaps 2.17 HLJh Loop expansion Joint
1.4 Appliances 2.18. CH< Snap-coupling
1.5
O Indicating and measuring Instruments 2.19 V Pneumatic flow or exhaust to atmosphere
1.6 EE-EEE High pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
Enclosure for several components as-

1.8 sembled in one unit 3.2 Valve, angle
2. PIPES AND PIPE JOINT 3.3 Valve, three-way
2.1 -+- Crossing pipes, not connected 3.4 tX Non-return valve (flap), straight
i
2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle
i Z^
2.3 —I— Tee pipe 3.6 Non-return valve (flap), straight screw
Flexible pipe 3.7 down

2.4
&
2.5
-o- Expansion pipe (corrugated) general 3.8 Non-return valve (flap), angle, screw
2.6 Joint, screwed 3.9 down
2.7 1 Joint, flanged 3.10 Safety valve
2.8 —=3— Joint, sleeve 3.11 Angle safety valve
2.9 -jr- Joint, quick-releasing 3.12

th Self-closing valve
2.10 —<= Expansion Joint with gland 3.13 oki Quick-opening valve
2.11 Expansion pipe 3.14 K>J Quick-closing valve
2.12 11 Cap nut 3.15 Regulating valve
II
2.13 Blank flange 3.16 >\<] Ball valve (-cock)
96.02 - ES0S-G
STX Engine
500.65 Basic Symbols for Piping Description
L23/30H
3.17 Butterfly valve 4. CONTROL AND REGULATION PARTS
3.18 Gate valve 4.1 Han-operated
3.19 Double-seated change-over valve 4.2 Remote control
3.20 Suction valve ehest 4.3 Spring
3.21
z^
Suction valve ehest with non-retum 4.4 r-n Mass
3.22 valves 4.5 r° Float
3.23 Double-seated change-over valve, 4.6 Piston
3.24 straight 4.7 Membrane
3.25 Double-seated change-over valve, angle 4.8 Electric motor
3.26 Cock, straight through 4.9 Electro-magnetic
3.27 Cock, angle 4.10 KI Manual (at pneumatic valves)
3.28 Cock, three-way, L-port in plug 4.11 Push button
3.29 Cock, three-way T-port in plug 4.12 wwJ Spring
3.30 Vgl Cock, four-way, straight through in plug 4.13 Solenoid
3.31 Cock with bottom connection 4.14 Solenoid and pilot directional valve
3.32
O<h. Cock, straight through, with bottom conn. 4.15 By plunger or tracer
3.33 Cock, angle, with bottom connection 5. APPLIANCES
3.34 Cock, three-way with bottom connection 5.1 Mudbox
3.35 Thermostatic valve 5.2 Filter or strainer
3.36 111, r Valve with test flange 5.3 Magnetic filter
3.37 3-way valve with remote control 5.4 Separator
3.38 (actuator) 5.5 Steam trap
Qn/off valve cpntrolled by solenoid and

3.39 Rpn-retum valve (air) ' ...
pirot dlrectionar vatve and with spring
5.6 D Centrifugal pump
return
3/2 spring return valve, normally closed
STX Engine 2/2 spring return valve, normally closed 96.02 - ES0S-G
Description
Basic Symbols for Piping 500.65
L23/30H
5.7 -H- Gear or screw pump 6. FITTINGS
6.1
V
5.8 Hand pump (bücket) Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 • Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water Jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control 7. READING INSTR. WITH ORDtNARY DESIGNATIONS
5.18 Air lubricator 7.1 o Sight flow indicator
5.19 Silencer 7.2 Observation glass
Fixed capacity pneumatic motor with on

5.20 direction of flow 7.3 Level indicator
5.21 Single acting cylinder with spring returned 7.4 r< Distance level indicator
5.22 Double acting cylinder with spring 7.5 Recorder
5.23 retumed
Steam trap
96.02 - ES0S-G
STX Engine
Your Notes:
§
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STX Engine
o
Engine Data o
OPERA"HON
Operation of Engine o
in
DAT
Trouble Tracing
Cylinder Head

UJ Control and Safety Systems,
tn o Automatics and Instruments
IENTJ
ENAI

1NIV
o Engine Frame and Base Frame

CL
o Q
Q Z
z Compressed Air System
<.
DES!CRIPTION
YSTEMS
Fuel Oil System

c/>
Special Equipment
Alternator
Tools
1
Index
Page 1(1) Operation of Engine 501
L23/30H
Description
Operating -501.01 (01H)

Out of service -501.05 (01H)
Starting-up after out of service periods •501.10 (01H)
Guidelines for longterm Iow-Ioad Operation on HFO • -501.15 (02H)
Working Card
Plates
STX Engine
Your Notes:
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STX Engine
Description
Operating 501.01
L23/30H
PreparationsforStarting 4. Checkthe pressure in thestartingairreceiver(s)
and open the starting air supply (blow-off water, if any,
The following describes what to do before starting, and drain the starting air System before opening.
when the engine has been out of Service for a ionger
periodoftime.orifmajoroverhaulshave beert made. 5. Regulating gear - please check:
1. Check the oil level in the base frame (or in the - that all fuel pumps are set at index "0" when the
lub. oil tank, if the engine is with dry sump), air regulating shaft are in STOP position.
lubricator and in the govenor.
- that each fuel pump can be pressed by hand to
Start-up the prelubricating pump. füll index when the regulating shaft are in STOP
Position, and that the pumps return automatically to
The engine shall be prelubricated at least 2 minutes the "0" index when the hand is removed.
prior to Start.
- that the spring-loaded pull rod is working
Check oil pressures before and after the filter. correctly.
2. Open the cooling water supply, start separate - that the stop cylinder for regulating the shaft
cooling water pumps where installed, and check the works properly, both when stopping normally and at
cooling water pressure. overspeed and shut down.
Note: To avoid shock effects owing to large tempe- - that testing is made by simulating these
rature fluctuations just after the Start, it is recom- situations.
mended:
6. Open the indicator valves and turn the engine
a) to preheat the engine. Cooling water of at least some few revolutions, check that no liquid is flowing
60 °C should be circulated through the frame and outfromanyoftheindicatorvalvesduringtheturning.
cylinder head for at least 2 hours before Start:
Slow-tuming must always be carried out, before the
- either by means of cooling water from engines engine is started after prolonged out of-service pe-
which are running or by means of a built-in preheater riods and after overhauls, which may involve a risk of
(if installed). liquid having collected in the cylinders.
or 7. Close the indicator valves.
b) When starting without preheated cooling water, 8. Disengage the turning gear, if fitted. Check that
the engine must only be started on MDO (Ma-rine it is locked in the "OUT" position.
Diesel Oil).
The engine should not be run up to more than 50% Starting

load to begin with, and the increase to 100% should
take place gradually over 5 to 10 minutes. 1. Start the engine by activating the Start buttom.
I Note: When starting on HFO (Heavy Fuel Oil), only 2. Check the lubricating oil pressure, cooling water
Q item "a" applies. pressure, fuel oil feed pressure. Check that the
9
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CM
prelubricating oil pump is stopped.
O
CO 3. Open the fuel oil supply to the feed pump.
o
3. Check that all alarms are connected.
Starting on HFO: circulate preheated fuel through the
pumps until correct working temperatures have been See also "checks after starting-up".
obtained. This normally takes 30-60 minutes.
96.02 - ES0U-G
STX Engine
501.01 Operating Description
L23/30H
Testing during Running 9. To ensure füll operational liability, the condition
of the engine should be continuously observed in
When the engine is running, the planned maintenance order for preventive maintenance work to be carried
Programme and the following should be checked: out before serious breakdowns occur.
1. The lubricating oil pressure must be within the

stated limits and must not fall below the stated Stopping
minimum pressure. The paper filter cartridges must
bereplaced beforethe pressure dropacross the filter 1. Before stopping, it is recommended to run the
reaches the stated maximum value, or the pressure engine at reduced load, orto idle for about 5 minutes
after the filter has fallen below the stated minimum forcooling-down purposes.
value. Dirty filter cartridges cannot be cleaned for re-
use. 2. The engine is stopped by keeping the fuel pump
delivery rate at "0", by turning the "load- limit" knob on
2. The lubricating oil temperature must be kept the governor to "0", or by activating the remote
within the stated limits indicated on the data sheet. stopping device.
3. The fuel oil pressure must be kept at the stated

value, and the filter must be cleaned before the Start and Stop on HFO
pressure drop across the filter reaches the stated
maximum value. Start and stop of the engine should take place on HFO
in order to prevent any incompatibility problems by
4. The cylindercoolingwatertemperature must be change-overto MDO.
kept within the limits indicated and the temperature
rise across the engine should not exceed 10°C. MDO should only be used in connection with main-
tenance work on the engine or longer periods of engine
5. The cooling water temperature at the charging standstill.
air cooler inlet should be kept as Iow as possible;
however, not as Iow as to produce condensation water Before starting on HFO the engine must be properly
in the charging air space. preheated as described in "Preparations for Starting"
and as described below.
Adjustment takes place in the external System out-
sidethe engine, and theamountof cooling water must Stopping the engine on HFO is no problem, but it
be adjusted so that the temperature rise across the should be ensured that the temperature of fuel pipes
charging air cooler is 3 - 5 °C. are not reduced to a level below the pour point of the
fuel, otherwise, reestabilishing of the circulation might
6. The exhaust gases should be free from smoke cause problems.
atall loads. For normal exhaust temperatures, seethe
test report from shop and sea trials.
Starting on MDO
7. Keep the charging air pressure and tempera-
ture under control. For normal values, see the test For starting on MDO there are no restrictions except
report from shop and sea trials. lubricating oil viscosity may not be higher than 1500
i
cSt (5° C SAE 30, or 10° C SAE 40).
8. Recharge the starting air receivers when the 3
o
pressure has dropped to about 20 bar. Stop rechar- Initial ignition may be difficult if the engine and co
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ging at 30 bar. ambient temperatures are Iowerthan 5° C and 15° C 00
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cooling watertemperature.
96.02 - ES0U-G
STX Engine
Description 501.05
Page 1 (2) Out of Service Edition 01H
L23/30H
1. Stand-by Engines 4.3. Open up all filtere to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position the me- replaced before start, after repair, or after excessive
dia cooling water and fuel oil should be continuously differential pressure. After removal, dirty elements
circulated at temperatures similar to the Operation can be examined for particles of bearing metal at the
conditions. bottom of the paper lamella. (the elements can not be
usedagain).
The engine shall be prelubricated 2 minutes prior to
start, if there is notintermittentorcontinuous prelub- 4.4. Check the cylinder walls.
ricating installed. intermittent prelub. is 2 min every 10
minutes. 4.5. Take deflection measurements of the crank-
shaft.
2. Maintenanceduring Standstill 4.6. A lubricating oil sample should be sent to a

laboratory for immediate analysis.
In periods during stand-still of the engine (not in stand-
by position) it is recommended to start the prelub- 4.7. Drain plugs are unscrewed from the bottom of
ricating oil pump minimum 10 minutes once every turbochargers, or the drain cock is opened. If drain
week and totum the engine during the prelubricating facilities are installed in the exhaust gas System this
period by 2-3 revolutions. should be opened.
3. Laid-upVessels 5. Work during Repairs
During the lay-up period (and also when laying-up the The following should be made during major repairs.
vessel) we recommend that our Special instructions
for preservation of the engines are followed. 5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also, retighten
foundation bolts.
4. Work before Major Repairs
5.2. Check the various gear wheel drives for the
4.1 After stopping the engine, while the oil is still camshaft(s).
warm, start the el-driven prelub. pump, open up the
crankcase and camshaft housings and check that the 5.3. Remedy leakages of water and oil in the engine,
oil is flowing freely from all bearings. Also, take off the and blow through blocked-up drain pipes.
top covers on the cylinder heads and make sure that
oil is not supplied for lubrication of rocker arms, as 5.4. Drain starting air pipes of water.
non-return valves are fitted which do not open until the
oil pressure at the inlet to the rocker arms exceeds 1 5.5. Emptytheoilsumpoflubricatingoilandremove
bar. the sludge, if not done within a period of one year.
Clean the sump very thoroughly and subsequently
§ After overhaul of pistons, bearings, etc. this check coat with clean lubricating oil.
m should be repeated before starting the engine.
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bottom of the oil sump for fragments of babbitt from
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bearings 6.1. If an opening-up of engine or lubricating oil
System may have caused ingress of impurities,
cleaning should be carried out very carefully before
starting the engine.
96.02 - ES0U-G
STX Engine
501.05 Description
Edition 01H
Out of Service Page 2 (2)
L23/30H
Thedifferentialpressureacrossthelub.oilfiltermust 6.7 b) Adjustmentspeed:Switch-inthealternator
be watched very carefully aftercleaning and starting- on the switchboard and setthe load to about40%7On
up the engine. Be sure to replace filter cartridges in reaching normal oil temperatures in governor and
duetime. engine, increase the load instantly to about 80% (by
starting the major pump or compressor). This must
6.2. Afterrestoring normal lubricatingoilcirculation, not cause the frequency to fall by more than some
turn the engine at least two revolutions by means of 8%, and the engine must return to a constant no rpm
the turning rod to check the movability of the relevant after about 3 seconds (although this rpm will be a little
partsof the engine. Iower than before owing to the speed droop of
the governor). If the engine is operated in parallel with
6.3. Close the drain cocks in the turbocharger (or in other engines, an even Sharing of load shall be
the exhaust gas System, if mounted). established within about 3 seconds. If the governor
reacts too slowly, compensating adjustment is ef-
6.4. Lubricate thebearings and rod connections in fected as indicated in Woodward's instruction manual
the manoeuvring gear. Disconnectthe governorand (Compensating Adjustment).
move the rod connections by hand to check that the
friction in bearings and fuel pumps is sufficiently Iow. Note: It is a condition for this test that the engine and
If repair of bearings or alignment of engine has been turbocharger are in perfect operating condition, so
made, check no 1, 2, and 5 should be repated. that possible sources of error immediately can be
eliminated
6.5. Checks to be made just before starting of the
engine are mentioned under 501.01. 6.7 c) Hunting: Run the engine at synchronous
rpm, and without load. Provided the governor oil is
6.6. Add cooling water and check the leakage pres- warm, the regulating lever must not perform any major
sure System on at the upper and Iower cy-linder liner periodical movments, and neither must there be any
sealings and at cooling water connections. Variation in the engine speed. If that is the case,
repeat the compensating adjustment according to
6.7. Check the governor as follows: Woodward's instruction manual.
Start up the engine and run it at the synchronous
number of revolutions. 6.7 d) Speed droop: in case ofunsatisfactory load
sharing between two ore more engines this can be
6.7 a) Speed-setting: Before switching-in the al- rectified by increasing the speed droop of the engine
ternator on the switchboard please check that the that is subjectto the greatest load (or by reducing the
Servomotor adjusts the rpm with a suitable quickness setting of the other engines).
after actuation of the synchronizer knob on the switch-
board. The ränge from - 5% to + 5% from the syn- The setting should not normally be increased beyond
chronous rpm should be tested. 70 on the scale, and satisfactory parallel Operation
can generally be obtained at settings between 40 and
60.
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96.02 - ES0U-G
STX Engine
Description
Starting-up after Out of Service Periods 501.10
L23/30H
The following enumerate checks are to be made After the last feel-over, repeat check 4 page 501.05,
immediately afterstarting, during load increase, and see also Ignition in Crankcase page 503.04 in
during normal running. section 503.
In the following it is assumed that the engine has After repair or renewal of cylinder liners, piston rings
been out of Service for some time, for instance due or bearings, allowance must be made for a running-
to repairs and that checks during out of Service in period, i.e. the engine load should be increased
periods have been carried out as described in the gradually as indicated in the tables below. The
previous chapter. engine output is determined on the basis of the fuel
index and the load on the electric switchboard. The
When starting after such an out-of-service period, turbocharger speed gives some indication of the
the following checks must be made in the stated engine Output, but is not directly proportional to the
order in addition to normal surveillance and recor- output throughout the Service period.
ding.
Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known forcertain
1. To be Checked immediately after Starting: that there are no hot spots in the engine. Then,
increase the speed to the normal rpm and connect to
1.1. Check that the turbocharger is running. the switchboard and put on load.
1.2. Check that the lubricating oil pressure is in The load increase during the starting-up sequence
order. may, for instance, be:
1.3. Check that all cylinders are firing (see exhaust 25 % load for 2 hours
temperatures). 50 % load for 2 hours
75 % load for 2 hours
1.4. Check that everyting is normal for the engine 100 % load may be put on.
speed, fuel oil, cooling water and System oil.
The pump index indicated in the tables has been
1.5. Check by Simulation of the overspeed shut- given as a percentage of the index at füll load. To
down device that the engine stops. The overspeed enable the index to be read directly off the fuel
setting should be according to " Set Points and pumps, the following formula can be employed:
Operation Data " section 500.
I = x L
100
2. To be Checked during Starting-up, but
only if Required after Repairs or Alterations: IF = Index at füll load (from testbed table)
2.1. If the condition of the machinery is not well- 1% = Index expressed as % of füll load index
known, especially after repairs or alterations, the (stated in the preceding starting-up
"feel-over sequence" should always be followed, sequence).
i.e.:
Following the alteration of the pump index of the one
O After 5-15 and 30 minutes' idle running, open the or two cylinders concerned it must be checked that
I
Q crankcase and the camshaft housing and perform when in STOP position the governor is able to move
feel-over on the surfaces of all moving parts where all the fuel pumps to an average pump index not
s friction may arise and cause undue heating. exceeding 2 or 3.
Feel: Main, crankpin, (alternator), and camshaft After completing the starting-up sequence, make
bearings, piston pins, cylinder liners, roller guides sure that all fuel pumps are set at the same index and
and gear wheels. that the governor can cause all fuel pumps to move
to "0" index.
96.30-ES0U-G
STX Engine
Your Notes:
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STX Engine
Description
Page 1(1) Guidelines for Longterm Low-Load Operation on HFO 501.15
Edition 02H
General
Part load/low load Operation HFO-operation at loads Iower than 20% MCR should
therefore only take place within certain timeiimita-
In certain ship Operation situations the diesel-gen- tions according to the curves.
erator sets are sometimes exposed to part load/low
load Operation. After a certain period of HFO-operation at a load
Iower than 20% MCR, a change to MDO should take
During manoeuvring all diesel-generator sets are place in order to prevent further retardation of the
often started up for safety reasons, resulting in Iow engine Performance condition, or the engine load
load conditions for all sets. should over a period of 15 minutes be raised to 70%
MCR and maintained here for a certain period of time
During harbour stay even one diesel-generator run- in orderto burn off the carbon deposits, thus reestab-
ning could be Iowloaded when hotel purposes are lishing adequate Performance condition. After such
the only electricity consumers. "cleanburning period" Iow-Ioad Operation on HFO
can be continued.
At part load/low load it is important to maintain
constant media temperatures, i.e. for cooling water, However the Operator must be aware of the fact that
lubricating oil and fuel oil, in order to ensure ad- fouwling in the air inlet Channels, if any, will not be
equate combustion chamber temperature and thus cleaned with high load running. Extensive Iow-Ioad
complete combustion. running can therefore result in necessity off manual
cleaning of the inlet Channels.
At loads Iower than 20% MCR there is risk of timede-
pendant retardation of the engine Performance con- If Special application conditions demand continuous
dition due to fouling of gas- and air Channels, com- HFO-operation at loads Iower than 20% MCR. and
bustion chambers and the turbocharger. occasionally performed "clean-burning" periods are
inconvenient or impossible, Special equipment and
arrangements must be established.
Load %
20 - i
Admissible Iow-Ioad Operation Necessary operating period
(load percent/period) on HFO. with min. 70% load after Iow-
Ioad Operation on HFO.
15 - Running-up period to 70%

load: approx. 15 min.
70% load
10 - - HFO or MDO
5 -
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9 i i i r I I ( i I I
0 1 40 50 60 70 80 90
i r
5 10 20 30 1 2 3
Operating period (h)
Operating period (h)
Example: a) with 10% load 19 hours maximum Operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards Iow load Operation on HFO can be continued.
Fig 1 Low-Ioad Operation.
00.11-ES1
STX Engine
Your Notes:
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STX Engine
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Engine Data o
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o Operation of Engine o
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OPERA"
DAT
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Engine Performance and Condition O
in
Trouble Tracing
Cylinder Head

Ul Control and Safety Systems,
o Automatics and Instruments |
IENT,
ENA
oz Engine Frame and Base Frame

^<
Turbocharger System
oo
CRIPTIONS Ar.
YSTEMS AND
Fuel Oil System

coco
UJ Cooling Water System 1
Q
Special Equipment 1
Alternator 1
Specific Plant Information 1
Tools 1
1
Index
Page 1(1) Engine Performance and Condition 502
L23/30H
Description
Egine Performance and condition 502. 01 (01H)

Buation of readings regarding combustion condition -502. 02 (01H)
öidensate amount -502. 05 (01H)
Working Card
Egine Performance data 502- 01 .00 (01H)
Plates
STX Engine
Your Notes:
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STX Engine
Description
Engine Performance and Condition 502.01
L23/30H
Performance Data and Engine Condition An increase of Charge air temperature involves a
corresponding increase ofthe exhaust gas temperature
During Operation small alterations of the engine level in a ratio of about 1:1.5, i.e. 1 "C higher Charge air
condition continuously take place as a result of temperature causes about 1.5°C higher exhaust gas
combustion, including fouling of airways and gasways, temperature.
formation of deposits, wear, corrosion, etc. If
continuously recorded, these alterations of the Reduction of the Charge air pressure results in a
condition can give valuable information about the correspondinq reduction ofthe compression pressure
operational and maintenance condition of the engine. and max. combustion pressure. When checking the
Continual observations can contribute to forming a max. pressure adjustment ofthe engine, it is therefore
precise and valuable basis for evaluation of the to be ensured that the existing Charge air pressure is
optimal Operation and maintenance programmes for correct.
the individual plant.
The injected amount of fuel is equivalent to supplied
We recommend taking weekly records of the most energy and is thus an expression ofthe load and mean
important Performance data of the engine plant. During pressure of the engine. The fuel pump index can
recording (working card 502-01.00 can be used), the therefore be assumed to be proportional to the mean
observations are to be continually compared in order pressure. Consequently, it can be assumed that the
to ascertain alterations at an early stage and before connected values ofthe pump index are proportional
these exert any appreciable influence on the Operation to the load.
ofthe plant.
The specificfuel consumption. SFOC (measured by
As a reference condition forthe Performance data, the weight) will, on the whole, remain unaltered whether
testbed measurements of the engine or possibly the the engine is operating on HFO or on MDO, when
measurements taken during the sea trial at the delivery considering the difference in calorimetric combustion
of the ship can be used. If considerable deviations value. However, when Operation on HFO, the
from the normal condition are observed, it will, in a combination of density and calorific value may result
majority of cases, be possible to diagnose the cause in an alteration of up to 6% in the Volumetrie
of such deviations by means of a total evaluation and consumption at a given load. This will result in a
a set of measurements, after which possible corresponding alteration in the fuel pump index, and
adjustment/overhauls can be decided and planned. regard should be paid to this when adjusting the
overload preventative device ofthe engine.
Evaluation of Performance Data Abrasive particles in the fuel oil result in wear of fuel
pumps and fuel valve nozzles. Effective treatment of
For example, fouling of the airsideoftheaircoolerwill the fuel oil in the purifier can limit the content of
manifest itself in an increasing pressure drop, Iower abrasive particles toaminimum.Worn fuel pumps will
Charge air pressure and an increased exhaust result in an increase of the index on account of an
temperature level (with consequential influence on increased loss in the pumps due to leakage.
the overhaul intervals for the exhaust valves).
When evaluating operational results, a distinetion is
Fouling ofthe turbine side ofthe turbocharger will, in to be made between alterations which affect the whole
s
CM itsfirst phase, manifest itself in increasinq turbocharger engine (all cylinder units) and alterations which oeeur
in
revolutions on account of increased gas velocity in only one or a few cylinders. Deviations oecuring for
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the charging air quantity will decrease on account of of individual components, for example, a fuel valve
O
CO the greater flow resistance through the nozzle ring, with a too Iow opening pressure, blocked nozzle
o
resulting in higher wall temperatures in the combustion holes, wear, or other defects, an inlet or exhaust valve
chambers. with wrongly adjusted clearance, burned valve seat
etc.
96.20 - ES0U-G
STX Engine
502.01 Engine Performance and Condition Description
L23/30H
The operational observations supplemented by the Normally, the fuel nozzle temperature will be higher
däily routine monitoring contribute to ensuring that than the approx. 180°C, at which cold corrosion Starts
faulty adjustments and other deviations in the to occur.
Performance of individual components are observed
in time to avoid operational disturbances and so that Abrasive particles in the fuel oil involve a heavier wear
normal routine overhauls can be carried out as of the fuel valve needle, seat, and fuel nozzle holes.
scheduled. Therefore, abrasive particles are, to the greatest
possible extent, to be removed at the purification.
If abnormal or incomprehensible deviations in the
Operation are recorded, expert assistance for the
evaluation of these should be obtained. ExhaustValves
The overhaul intervals of exhaust valves is one of the

Turbochargers key Parameters when reliability of the entire engine is
to be judged. Operation on HFO has a negative effect
Service experience has shown that the turbine side is on these intervals. The Performance of the exhaust
exposed to increased fouling when operating on HFO. valves is therefore extremely informative.
The rate of fouling and thereby the influence on the Especially under favourable conditions, fuel qualities
Operation of the engine is greatest for small with a high vanadium and sodium content will promote
turbochargers where the flow openings between the burning of the valve seats. Combinations of vanadium
guide vanes of the nozzle ring are relatively small. and sodium oxides with a corrosive effect will be
Deposits especially occur on the guide vanes of the formed during the combustion. This adhesive ash
nozzle ring and on the rotor blades. In the long run, may, especially in the case of increased valve
fouling will reduce the efficiency of the turbocharger temperatures, form deposits on the seats. An
and thereby also the quantity of air supplied for the increasing sodium content will reduce the melting
combustion of the engine. A reduced quantity of air point and thereby the adhesive temperature for the
will resultin higher wall temperatures in the combustion ash, which will involve a greater risk for deposits. This
Spaces of the engine. condition will be especially unfavourable when the
weight ratio Na increases beyond 1:3.
Detailed Information and instructions regarding water Va
washing of the turbocharger are given in the section
512. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
With correct maintenance, the valve temperature is
FuelValves kept at a satisfactory Iow level at all loads. The air
supplyto the engine (turbocharger/aircooler) and the
Assuming that the fuel oil is effectively purified and maximum pressure adjustment are key parameters in
that the engine is well maintained, the operational thisconnection.
conditions forthe fuel valves and the overhaul intervals
will not normally be essentially altered when operating It is important forthe functioning of the valves that the
onHFO. valve seats are overhauled correctly in accordance
with our instructions. s
If, for any reason, the surface temperature of the fuel
valve nozzle is Iower than the condensation The use of rotocaps ensures a uniform distribution of 3
9
temperature of sulphuric acid, sulphuric acid temperature on the valves. 00
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o
condensate can form and corrosion take place (cold 00
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corrosion). The formation of sulphuric acid further
depends on the sulphur content in the fuel oil.
STX Engine 96.20 - ESOU-G

Description Engine Performance and Condition 502.01
L23/30H
Airlnlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good Ventilation of the engine room and a suitable
not substantially aitered when using residual fuel. location of the fresh air intake on the deck are
important. Seawater in the intake air might involve
corrosive attack and influence the overhaul intervals
Fuel Pumps for the exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (Ventilation) to the engine room is
Operation of the fuel pumps will not be very much to correspond to approximately 1.5 times the air
affected. consumption of the engines and possible boilers in
Operation. Sub-pressurein the engine room will involve
Theoccurrenceofincreasingabrasivewearofplunger an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if using a fuel The exhaust back-pressure measured after the
which contains residues from catalytic cracking. turbochargersatfull load should not exceed 250-300
Water in the fuel oil involves an increased risk of mm water gauge. An increase of the exhaust back-
cavitation in connection with pressure impulses pressure will also involve an increased exhaust valve
occurring at the cutting-off of the fuel pump. A fuel temperature level.
with a high asphalt content has deteriorating lubricating
propertiesand can, in extreme cases, resultin sticking
of the fuel pump plungers.
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96.20 - ES0U-G
STX Engine
Your Notes :
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STX Engine
Description Evaluation of Readings Regarding 502.02
Pagei (1) Combustion Condition Edition 01H
L23/30H
PRESSURE DROP
INCREASING
(limit 50%)
Air filtere
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
cooler fouled.
ALL CYLINDERS
Exhaust temp. increasing:
Air System fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust System fouled Water flow too small
(nozzle ring, turbine wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE AIR

Exhaust temp. in- PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too Iow air riter or Charge
owing to leakage of air cooler (air side).
exhaust valve or piston
ring blow-by.
s
and P are measured by means
I of max. pressure gauge.
Q Pams> too Iow: Leaky com
combustion chamber.
9
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charging air pressure too Iow.
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o
p t0 low:
™> °
P too Iow, ignition too late.
Engine Performance
and condition 501.01
92.03 - ES0S-G
STX Engine
Your Notes:
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STX Engine
Description
Condensate Amount 502.05
L23/30H
Ambienl air temperature (1 bar)
10 20 30 40 50 70 CC)
0.10
0.08
0.06
Max. water Content
of atmosphere
0.04
0.02
Relative 0
air humidity 30 40 50 60 70 CC)
Charge air temperature after cooler.

Air temperature in tank.
Fig. 1. Nomogram for calculalion of condensate amount.
General Condensation of water in the engine's Charge air

receiver is consequently dependent on the humidity
There is always a certain amount of water in air. When and the temperature of the ambient air. To find out if
the air is saturated with aqueous vapour, the humidity condensation in the Charge air receiver will occur the
is said to be 100% and there is as much water in the diagram can be used.
air as it can absorb without condensing. The amount
of water in kg/kg air can be found from the diagram. Example:
The ability to absorb the water depends on the
pressure and temperature of the air. 6L23/30H,720rpm(P) 780 kW
m
CM Ambient air condition:
in airtemperature 35 °C
9
S Amount ofCondensation Water inThe Charge Air relative air humidity 90 %
3
o Receh/er Charge airtemperature 50 °C
00
o Charge air pressure 2.6 bar
Both higher pressure and Iower temperature reduce
the ability to absorb water. A turbocharged diesel As a guidance, an airconsumption of 8.2 kg/kWh (Le)
engine takes air from outside, compresses and cools at füll load can be used for MAN B&W Diesel
the air. Then, normally, the air cannot absorb the A/S, Holeby engines.
same amount of water as before.
96.02- ES1S-G
STX Engine
502.05 Condensate Amount Description
L23/30H
Solution according to diagram:
The volume of condensate in the air tank is determin-
Water content of air (I) 0.033 kg/kg ed by means of the curve atthe bottom to the right of
Max. water cont. of air (II) 0.021 kg/kg the diagram, representinganoperatingpressureof 30
bar.
Amount of condensate in Charge air receiver.
Example:
= (I - II) x le x P
= (0.033 - 0.021) x 8.2 x 780 = 76.8 kalb Amount of condensate in air tank.
Volumetrie capacity of tank(V) 4000 dm3

DrainingofCondensation Water Temperaturein tank (T) 40 °C=313K
Internal press. oftank(p) 30 bar
This phenomenon will occur on all turbocharged = 31 x10 5 N/m2(abs.)
engines. For MAN B&W Holeby 4-stroke engines, Gas constant for air (R) 287 Nm/kg.K
there is no risk with a small amount of water in the Ambientairtemperature 35 °C
Charge air receiver. But if the Charge air receiver is Relative air humidity 90 %
filled with water, there is a risk of getting water into the Weight of air in tank
cylinder. This water has to be drained away. As
Standard a valve is mounted on the Charge air receiv-
er/cooler on the engine. This valve is to be used for m= pxV ~ 31 x 1 0 5 x 4 " 138kg
draining of the water. If there is a great amount, the
valve can be left half-open. If the amount is small, the RxT 287x313
Charge air receiver can be drained periodically. Solution acc. to above diagram:
Water content of air (I) 0.033 kg/kg

Amount of Condensate Water in Air Tanks Max. water cont. of air (III) 0.0015 kg/kg
Amount of condensate in air tank
= (l-lll)xm.
= (0.033 - 0.0015) x 138 = 4J35kc
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96.02- ES1S-G
STX Engine
Working Card 502-01.00
Page 1 (4) Engine Performance Data Edition 01H
L23/30H
Safety precautions: Special tools:
D Stopped engine Plate no. Item no. Note.

D Shut-off starting air
• Shut-off cooling water 52005-01 109 Max. pressure
• Shut-off fuel oil indicator
D Shut-off cooling oil
D Stopped lub. oil circul.
Description: Hand tools:
Measuring of engine Performance data.
Starting position:
Engine is running.
Related procedure:
Man power: Replacement and wearing parts:
Working time : V2 hour Plate no. Item no. Qty./

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)
96.37 - ES0U-G
STX Engine
502-01.00 Engine Performance Data
Working Card
L23/30H
Engine Performance Data
IWV Engine Type Engine No Date/Year Hour Total Engine
1 2 3 4 5 6 RunningHours
Engine RPM Fuel Type Turbocharger Turbocharger

7 8 Visc. Density 9 Type Serial No 10 RPM
Switchboard
Effect (kW) Voltage (V) Current (A) cos q>/kVAr
11 12 13 14
Cylinder Data
Ave
1R
16 ~
15 Cylinder No. 1 2 3 4 5 6 7 8 9 rage
17 Fuel Pump Index g
18 Maximum Pressure (bar) g
19 Compress. Pressure (bar) ^
20 Exhaust Temp. (° C) ^
21 Cooling Water (°C) ^
Turbocharger
Temp. inlet blower (° C) Pressure before blower (mmWC) Temp. after blower (° C)
22 23 24
A Press, air cooler (mmWC) Temp. Charge air (° C) Press. Charge air (bar)
25 26 27
Temp. exhaust gas before TC (° C) Temp. exhaust gas after TC (" C) Press, exhaust gas after TC (mmWC)
28 29 30

Temp. after engine (° C) Press, before filter (bar) Press, after filter (bar)
31 32 33
Temp. inlet engine (° C) Press, before TC (bar)
34 35 36

LT temp. inlet air cooler (" C) LT temp. outlet air cooler (° C) LT press. inlet air cooler (bar)
37 38 39
LT temp. inlet lub. oil cooler (° C) LT temp. outlet lub. oil cooler (° C) LT temp. inlet alternator (° C)
40 41 42
Q
o
LT temp. outlet alternator (° C) HT FW temp. inlet engine (° C) HT FW press. inlet engine (bar)
43 44 45
Fuel Oil System

Fuel oil temp. inlet engine (° C) Fuel oil press before engine (bar)
46 47
Sign.
48 49 50
96.37 -ES0U-G
STX Engine
Page 3 (4) Engine Performance Data Edition 01H
L23/30H
Instruction for Filling in the Diagram "Engine 14. Cos (p/kVAr- can be read on the switchboard.
Performance Data"
The numbers in the instruction are commensurate Cylinder Data

with the numbers in the diagram.
15. Cylinder No. - can be read on engine plate.
The automatic Symbols mentioned in the instruction A/B is used for V-engines.
(Tl 01, Tl 03, Pl 01 etc) refer to the diagrams printed
in the instruction books for specified plants and page 16. Average for all engine cylinders for point: 17-
500.20. 18-19-20-21.
17. Fuel pump index - can be read on each of the

Engine Performance Data high pressure fuel oil injection pumps.
1. Name of ship, if stationary name of plant. 18. Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
2. Engine type.
19. Compression pressure (bar) - can be read for
3. Engine No. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
4. Date/year of observations. RPM.
5. Hour, time of observations. 20. Exhaust temperature (°C)

- thermometer Tl 60.
6. Total engine running hours - engineer's log-
book. 21. Water outlet cylinder (°C) (jacket cooling)
7. Engine revolutions per minute (RPM) - can be
read on tachometer Sl 90.
Turbocharger
8. Fuel oil type: the viscosity must be stated (in
cSt) and the temperature by which the viscosity has 22. Thermometer inlet blower (°C) can be read
been measured, f.inst. 180 cSt/50°C. Density must by means of a thermometer placed in the engine
be stated: g/cm3. room near the air filter of the TC.
9. Turbocharger: type and serial number are 23. Pressure before blower (mmWC) - can be
stated on the rating plate of turbocharger and page read by means of a mmWC instrument placed in
500.00. the engine room near the TC.
10. Turbocharger revolutions per minute (RPM) - 24. Temperature after blower (°C) - can be read
can be read on the tachometer Sl 89. by means of a thermometer Tl 30.
25. A Pressure air cooler (mm/WC).

in
I Switchboard.
Q
9 26. Charge air temperature (°C). Temperature of
co
11. Alternator Output (kW) - can be read on the the Charge air in the Charge air receiver.
main switchboard. - thermometer Tl 31.
12. Voltage (V) - can be read on the switchboard. 27. Pressure Charge air (bar). Pressure of the
Charge air in the Charge air receiver.
13. Current (A) - can be read on the switchboard. - pressure gauge Pl 31.
96.37-ES0U-G
STX Engine
502-01.00 Engine Performance Data
Working Card
L23/30H
28. Gas before temperature exhaust TC (°C) ture (sea, raw or fresh) at inlet lub. oil cooler (°C)
- thermometer Tl 62. - thermometer Tl 07.
29. Exhaust gas temperature after TC (°C) 41. Low temperature (LT) cooling water tempera-
- thermometer Tl 61. ture (sea, raw or fresh) at outlet lub. oil cooler °C)
30. Exhaust gas pressure after the TC (bar)
- pressure gauge Pl 61. 42. Low temperature (LT) cooling water tempera-
ture (sea, raw or fresh) at inlet alternator (°C)
43. Low temperature (LT) cooling water tempera-
31. Lub. oil inlet cooler temperature (°C) ture (sea, raw or fresh) at outlet alternator (°C)
- thermometer Tl 20. - thermometer Tl 05.
32. Lub. oil pressure before the filter (bar) 44. High temperature (HT) fresh water tempera-
- pressure gauge Pl 21. ture (FW) at inlet engine (°C)
33. Pressure of the lub. oil after the filter (bar)
- Pressure gauge Pl 22. 45. High temperature (HT) fresh water tempera-
ture (FW) of outlet engine (°C)
The filter elementshouldbe replaced with apressure - thermometer Tl 10.
drop across the filter of 1.5 bar (see section 615).
34. Lub. oil inlet engine temperature (°C) Fuel Oil System
46. Fuel oil temperature at inlet engine (°C)
35. Lub. oil pressure before the turbocharger - thermometer Tl 40.
(bar).
- pressure gauge Pl 23. 47. Fuel oil pressure before engine (bar)
- pressure gauge Pl 40.
Cooling Water System 48.

ture (sea, raw or fresh) at inlet Charge air cooler (CC) 49.
38. Low temperature (LT) cooling water tempera- 50. Signature.

ture (sea, raw orfresh)at outlet Charge aircooler(°C)
39. Low temperature (LT) cooling water pressure

(sea, raw or fresh) at inlet Charge air cooler (bar)
- pressure gauge Pl 01. i
S
96.37 - ES0U-G
STX Engine
Engine Data c
OPERA-riON
Operation of Engine LT
DAT
Engine Performance and Condition C
Trouble Tracing c
Specification and Treatment <

Cylinder Head

IENT!
AINT ENA
o ^_
DESlCRIP TIONS Ah
;MS AND
Fuel Oil System

LU
CO Lubricating Oil System

CO
Special Equipment
Alternator
Tools 1
1
Index
Page 1(1) Trouble Tracing 503
L23/30H
Description
Starting failures • — 503.01 (02H)

Faults in fuel oil System — 503.02 (01H)
Disturbances during running — 503.03 (01H)
Ignition in crankcase — 503.04 (01H)
Trouble shooting guide for centrifugal by-pass filter • — 503.05 (01H)
Trouble shooting guide for turbine Starter — 503.06 (01H)
Trouble shooting for cooling water system — 503.09 (01H)
Trouble shooting for lubricating oil cooler — 503.10 (01H)
Working Card
Plates
STX Engine
Your Notes:
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STX Engine
Description 503.01
Page 1(1) Starting Failures Edition 02H
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical System. Check electrical parts.
off valve is opened, without
start button being activated.
Enginedoes not turn when start Air pressure in starting air re- Start compressors, re-charge
button is activated. ceiver too Iow. air receiver.
Main valve(s) closed. Open valve at receiver and
stop valve interposed in line
between receiver and engine.
Pinion does not engage with Check the air Starter.
the flywheel.
Air motor runs, pinion engages Check the air motor for broken
but does not rotate. shafting, bearingor clutch jaws,
see Working Card 513-01.30.
Faults in electrical System. Check electrical parts.
Engine turns too slowly or Worn air motor parts. Remove and disassemble the
irregularly when start button is air motor. Examine all parts
depressed. and replace any that are worn
or damaged. Use the guide-
lines for determining unserv-
iceable parts, see Working
Card 513-01.30.
Start valve is sticking in closed Check start valve.
Position.
Low air pressure. Raise the air receiver pres-
sure.
Air Starter works, but the drive Clutch or drive shaft broken. Dismantle the air Starter and
shaft does not rotate. repair it.
00.12 -ESO
STX Engine
Your Notes:
B
p
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in
CM
in
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9
STX Engine
Description 503.02
Page 1 (3) Faults in Fuel Oil System Edition 01H
L23/30H
Trauble Possible Cause Trauble Shooting
Engine turns on starting air, but Sluggish movementof manoeuvering Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not gear. nections in manoeuvering gear.
actuated.
Governor setting incorrect. Adjust governor, see Special in-
struction manual.
Overspeed stop tripped. Cancel overspeed stop.
Piston in stop cylinder is actuated. Check that piston is not sticking.

Check that pressure in cylinder is
relieved. Check that the overspeed
trip is not actuated.
Piston in stop cylinder is actuated Check pressures and tempera-

owing to uncancelled shutdown tures. Check for faults in shut-
function(1). down devices.
Failures in governor. Check that governor is working

property. For further fault location,
see Special instr. manual.
Incorrect adjustment of manoeuve- Check rod connec. Check that fuel

ring gear. pump index is corresponding to
"Adjustments after trials" in testbed
Chart.
Incorrect adjustment of limiter Adjust setting of limiter cylinder.

cylinder.
Engine turns on starting air, but no

fuel is injected owing to failures in Fuel oii Service tank empty. Pump oil into the tank.
fuel system.
Air in fuel pumps and fuel injection Vent the fuel pumps with fuel with-
valves (2). out air bubbles appears. If ignition
fails in just one cyl., vent the re-
spective fuel injection valve. If igni-
tion still fails, install a spare valve
before attempting to Start the engi-
neagain.
Wom-out fuel pump. Change fuel pumps.
Defective fuel injection valves or Change defective fuel valves.

valve nozzles (4).
Too Iow pressure before fuel injection Increase the fuel oil feed pump
in pumps (3). pressure.
I
Q Engine turns on starting air, fuel is
9
CD injected, but ignition fails. Water in the fuel. Orain off water and repeat venting
of fuel pumps.
Fuel valves or nozzles defective (4). Change defective fuel valves,

see Working Card 514-01.10.
Cont.
96.37 - ES0U-G
STX Engine
503.02 Faults in Fuel Oil System Description
L23/30H
Trouble Possible Cause Trouble Shooting
Check intake and exhaust valve

Compression during Start too Iow (5). for tight closing. Check cyl. wear
and piston rings.
Check fuel pump timing advance,

Incorrect timing of camshaft (6). and fuel valve opening pressure as
well as camshaft adjustment.
First ignitions are too violent Slow turning with open indicator
(safety valves are opening). Oil has collected on piston crown (7). valves. To locate defective fuel
Engine runs erratically. val-ve, remove oil.
Lubricate and mobilize rod

Sluggish movement of manoeuvering connections and bearings in
gear. manoeuvering gear.
Check rod connection is manoeu-

Fuel pump index too high. vering gear. Check that governor
is working properly. Limiter
cylinder to be set Iower.
Remarks
1) If the shutdown function is due to overspeed, 4) If the fuel is forced into the cylinder through a
the shutdown impulse is cancelled by setting the defective fuel valve or through worn-out atomizer
overspeed governor and thus venting the stop cylin- holes, no or too sluggish atomization may prevent
der. ignition, possibly followed by too violent ignition.
2) Whenever air is present in the fuel oil System 5) To obtain ignition temperature in the cylinders,
repeat venting of fuel pumps. The cause may be that the compression pressure during starting should be
a fuel valve is kept in open position (spindle sticking normal, see the testbed report. This can be checked
or spring broken). Heating of fuel to a too high by measuring the compression pressure during
temperature may have a similar effect owing to starting. Cylinders having too Iow compression should
formation of gas in the fuel. If a sticking valve is be inspected.
found, it should be changed and overhauled. It
should be cheked that no oil has collected on the
piston crown. Air in the fuel oil System may also be 6) Major alterations of the combustion charac-
the result of the fuel oil feed pump suckingin air teristics of the fuel may demand adjustment of the
through a defective stuffing box or a leaky seal. timing of the fuel pumps. One or more camshaft
sectionsmaybeincorrectlyfitted(afterdismantling).
Too high opening pressure of the fuel valves will also
3) If the fuel oil pressure drops, the filter may be delay the injection.
clogged up, or the by-pass at the feed pump may
have opened.
STX Engine 96.37-ESOU-G

Description 503.02
Page 3 (3) Faults in Fuel Oil System Edition 01H
L23/30H
7) Oil on the piston crown will in most cases have If a repair cannot be made on the spot, it is decided
leaked down from a defective fuel valve. As these oil if running may continue, with or without the defective
accumulations are dangerous, the leakage should charger blanked off.
be found and remedied before the engine is started
again. When continuing the running with the turbocharger
out of Operation, the engine output must be reduced.
The exhaust temperature must not exceed the nor-
Turbocharger Failure mal valve, for füll load running with an intact turbo-
charger. For further details see the separate turbo-
If heavy vibrations, bearing failure or other trouble charger instr. manual.
arise in a turbocharger, the engine load must be
reduced until the vibrations cease. When possible,
the engine is stopped in order to locate and remedy
the fault (see turbocharger instr. manual).
3
I
2
96.27-ESOU-G
STX Engine
Your Notes:
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STX Engine
Description 503.03
Page 1 (3) Disturbances during Running Edition 01H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 512-01.00.
increase(s) temperature due to ineffective air
coolers.
Reduce load and water-wash tur-
(All cyls.) Fouling or air and gas bine. Clean airfilters and coolers.
passages.
(All cyls.) Insufficient cleaning of See Description 504.25.

fuel oil or changed combustion
characteristics.
Check P ^ . Check camshaft ad-
(All cyls.) Wrong position of cam- justment.
shaft (maladjustment).
(Single cyls.) Fuel valve or valve See Working Card 514-01.10.

nozzledefective.
(Single cyls.) Leaky exhaust Check the valve clearance. Repla-

valves(1). ce cyl. head with defective valve.
(Single cyls.) Blow-byleaky com- See Working Card 506-01.00.

bustion chamber (2).
(Single cyls.) Damaged fuel pump Replace the Single camshaft

cam. section.
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (by-
decrease(s) temperature. pass valve) in cold water System is
working properly and correctly set.
(Single cyls.) Air in fuel pump(s) Venting of fuel pump(s) until fuel
and fuel injection valve(s). without air bubbles appears.
Check feed pump pressure.
(Single cyls.) Spindle in fuel valve Change and overhaul defective

sticking (3). fuel valve.
(Single cyls.) Fuel pump plunger Change fuel pump plunger/barrel

sticking orleaking. assembly.
Engine RPM decreases Pressure before fuel pumps too Raise fuel oil feed pump pressure
Iow. to normal. Check filter.
Fuel valve or fuel pump defective. Change defective valve or pump.

x Water in the fuel. Drain off water and vent the fuel
3
o pumps.
Governor defective (4). Replace defective governor.
Increased internal friction in engine See "Ignition in Crankcase".

(5). Cont.
96.37 - ES0U-G
STX Engine
503.03 Description
Edition 01H
Disturbances during Running Page 2 (3)
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

If OK, check for faults in shutdown
devices. See also Starting Failures.
Smokyexhaust. Turbine RPM lagging behind en- Reasonably smoke is normal when
gineRPM. RPM increases; no measures cal-
led for. If smoky exhaust during
normal running, clean turbine(s) and
check valves.
Airsupply toolow. Fouling of air and gas passages,

seesection512.
Fuel valves or nozzles defective. See Working Card 514-01.10.
Trumpets" at nozzle holes. Failure Overhaul fuel valves.

of cooling (especially during hea-
vy-oil Operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts
loose. Push rod thrust disc da- as necessary.
maged.
Rising cooling water temperature. Pump stopped. Increased friction Stop the engine. Check the cooling
(7). water. Find cause of increased
friction and remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. Stop the engine. Forfurtherdetails,
Filters/cooler fouled. see "Ignition in crankcase". See
also Working Card 515-01.00 for
lub. oil pump and Working Card
515-01.10for the lub. oil filter
Remarks
1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be stopped CM
and maximum combustion pressure of the respective and the piston in question pulled. If this is not Iß
X
cylinder dropping. possible, the fuel pump index must, as described
above, be moved to stop. Leaky piston rings will
To limit the damage to the valves these should be normally result in a heavy excess pressure in the
changed immediately, if possible, orthe fuel pump of crankcase.
the cylinder concerned should be put out of Opera-
tion by moving the index to stop and locking it in this
Position.
STX Engine 96.37-ES0U-G

Description 503.03
Page 3 (3) Disturbances during Running Edition 01H
L23/30H
3) If this happens thefuel pump barrel and plunger 6) If the cooling water temperature for the entire
must be changed, and if, it is necessary to increase engine-has risen to 90-100° C, it should be checked
the fuel pump index by more than 10 index degrees, whether steam has developed by opening the test
to obtain füll load of the respective cylinder, the fuel cocks, if fitted on the discharge from cylinders. If this
pump is worn out in most cases. Usually this is is the case, there is no water on the cooling surfaces,
confirmed by inspection of the fuel pump plunger on which may therefore be heated unduly. To avoid
which the helical cut-off edge will show a pitted and heat stresses arising in cylinder liners and cylinder
corroded area where material is plucked out. In that heads, if the water returns too early, the engine
case the pump can be provided with a new barrel and should be stopped and left to cool, while the discharge
plunger. valve is closed. After 15 minutes it is opened a little
to allow the water toriseslowly in the cooling jackets.
Check filling at test cocks. Make crankcase inspection
4) The govemor will not reduce the fuel pump to ascertain that internal water leakage has not
delivery to zero in case of, for instance, failure of the arisen. Remember slow turning with open indicator
governor oil pump, but the engine speed will Start valves at subsequent starting-up.
fluctuating.
When the governor is defective the engine is pro- 7) If the lubricating oil pressure drops below the
tected against racing by the overspeed trip, i.e. the minimum mentioned in "Data" find the cause of the
engine is stopped automatically in case of excessive pressure drop and remedy the defect before re-
speed. It is therefore, essential, that the overspeed starting the engine. Feel over 5-15-30 minutes after
trip is kept in perfect order. Regarding governor starting, and again when füll load is obtained. See
failure, see Special instruction book. section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in the
cylinder liner might do so. Repair is necessary before
starting the engine again. Feelover and look out for
oil mist.
D
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96.37 - ES0U-G
STX Engine
Your Notes:
a
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CM
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STX Engine
Description
Disturbances during Running 503.03
Page 1 (3) Edition 01 H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See section 501; Operational Observat-
Increase (s) temperature due to ineffective air coolere. ions, item e.
(All cyls.) Fouling or air and gas passages. Reduce load and water-wash turbine.
Clean air filtere and coolere.
(All cyls.) Insufficient cleaning of fuel oil or See section 501; Operational Observat-
changed combustion characteristics. ions, item c.
(All cyls.) Wfong position of camshaft Check Pma. Check camshaft adjustment.
(maladjustment).
(Single cyls.) Fuel valve or valve nozzle See section 501; Operational Observat-
defective. ions.
(Single cyls.) Leaky exhaust valves (1). Check the valve clearance. Replace cyl.
head with defective valve.
(Single cyls.) Blow-byleaky combustion See section 501; Operational Observat-

chamber (2). ions.
(Single cyls.) Damaged fuel pump cam. Replace the Single camshaft section.
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (bypass
decrease(s) temperature. valve) in cold water system is working
properly and correctly set.
(Single cyls.) Air in fuel pump(s) and fuel Venting of fuel pump(s) until fuel without air
injection valve(s). bubbles appears.
Check feed pump pressure.
(Single cyls.) Spindle in fuel valve sticking Change and overhaul defective fuel valve.
(3).
(Single cyls.) Fuel pump plunger sticking or Change fuel pump plunger/barrel
leaking. assembly.
Engine RPM decreases Pressure before fuel pumps too Iow. Raise fuel oil feed pump pressure to
normal. Check filier.
Fuel valve or fuel pump defective. Change defective valve or pump.
Water in the fuel. Drain off water and vent the fuel pumps.
Governor detective (4). Replace detective governor.

CM
ob Increased infernal friction in engine (5). See "Ignition in Crankcase".

o
Cont
Q
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96.02-ESOU-G
STX Engine
503.03 Disturbances during Running
Description
Page 2 (3)
Edition 01 H
L23/30H
Trouble Possibte Cause Trouble Shooting
Engine stops. Shutdown. Check pressure and temperatures.

If OK, check for faults in shutdown
devices. See also Starting Failures.
Smoky exhaust. Turbine RPM lagging behind engine Reasonably smoke is normal when RPM
RPM. increases; no measures called for. If
smoky exhaust during normal running,
dean turbine(s) and check valves.
Air supply too Iow. Fouling of air and gas passages, see
section 501 ;Operational Observations.
Fuel valves or nozzles defective. See section 501; Operation Observations.
Trumpets" at nozzle holes. Failure of Overhaul fuel valves.

cooling (especially during heavy-oil
Operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting loose. Inspect and replace defective parts as
Push rod thrust disc damaged. necessary.
Rising cooling water Pump stopped. Increased friction (7). Stop the engine. Check the cooling water.
temperature. Find cause Of Increased friction and
remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. (8) Stop the engine. For further details, see
Filters/cooler fouled. "Ignition in crankcase".
Remarks
1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be
and maximum combustion pressure of the stopped and the piston in question pulled. If this is
respective cylinder dropping. not possible, the fuel pump index must, as
described above, be moved to stop. Leaky piston
To limit the damage to the valves these should be rings will normally result in a heavy excess
changed immediately, if possible, or the fuel pump pressure in the crankcase.
of the cylinder concemed should be put out of
Operation by moving the index to stop and locking
it in this position.
06
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STX Engine 96.02-ESOU-G

Oescription
Disturbances during Running 503.03
Page 3 (3) Edition 01 H
L23/30H
3) If this happens the fuel pump barrel and 6) If the cooling water temperature for the entire
plunger must be changed, and if, it is necessary to engine has risen to 90-100° C, it should be
increase the fuel pump index by more than 10 checked whether steam has developed by opening
index degrees, to obtain füll load of the respective the test cocks, if fitted on the discharge from
cylinder, the fuel pump is worn out in most cases. cylinders. If this is the case, there is no water on
Usually this is confirmed by inspection of the fuel the cooling surfaces, which may therefore be
pump plunger on which the helical cut-off edge will heated unduly. To avoid heat Stresses arising in
show a pitted and corroded area where material is cylinder liners and cylinder heads, if the water
plucked out. In that case the pump can be returns too early, the engine should be stopped
provided with a new barrel and plunger. and left to cool, while the discharge valve is
closed. After 15 minutes it is opened a little to
allow the water to rise slowly in the cooling jackets.
4) The governor will not reduce the fuel pump Check filling attest cocks. Make crankcase
delivery to zero in case of, for instance, failure of inspection to ascertain that internal water leakage
the governor oil pump, but the engine speed will has not arisen. Remember slow turning with open
start fluctuating. indicator valves at subsequent starting-up.
When the governor is defective the engine is pro-

tected against racing by the overspeed trip, i.e. the 7) If the lubricating oil pressure drops below the
engine is stopped automatically in case of minimum mentioned in "Data" find the cause of the
excessive speed. It is therefore, essential, that the pressure drop and remedy the defect before
overspeed trip is kept in perfect order. Regarding restarting the engine. Feel over 5-15-30 minutes
governor failure, see Special instruction book. after starting, and again when füll load is obtained.
See section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in
the cylinder liner might do so. Repair is necessary
before starting the engine again. Feelover and
look out for oil mist.
I
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96.02-ESOU-G
STX Engine
Your Notes:
s
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STX Engine
Description 503.04
Page 1(1) Ignition in Crankcase Edition 01H
L23/30H
Cause 1. Stop the Engine
During running the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of coarse oil drops is flung around everywhere.
If undue friction, and thus heating, arise between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is transmitted otherwise to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form a multitude of
minute drops suspended in the atmosphere, i.e. a 3. Take off all doors on one side of the crankcase.
milky white oil mist is formed, able to nourish and Cut off starting air. Engage turning gear, if fitted.
spread a flame if ignited. Such ignition may be
caused by the same "hot spot" which produced the 4. Locate the hot spot. Powerful lamps should be
oil mist. If a large quantity of oil mist has developed employed at once (in explosion-proof fittings). Feel
before ignition, the burning may cause considerable over all sliding surfaces (bearings, liners, pistons,
pressure rise in the crankcase, forcing the relief roller guides, etc.).
valvestoopen. Inafewcases, presumably when the
whole crankcase has been filled with oil mist, a Look for squeezed-out bearing metal and discolo-
subsequent explosion has thrown off crankcase ration by heat (blistered paint, burnt oil, heated
doors and caused fire in the engine room. steel).
Every precaution should therefore be taken to (A) 5. Prevent further heating, preferably by making
avoid "hot spots" and (B) discover oil mist in time. a permanent repair. Special attention should be
given to ensure lubricating oil supply and satisfactory
condition of the frictional surfaces involved. It is
A. "Hot spots" in Crankcase equally important to replace filter elements in time.
Overheating of bearings is a result of too bad or 6. Start electrically driven lubricating oil pump
failing lubrication possibly caused by pullution of the and check oil flow from all bearings and splash pipes
lubricating oil. in crankcase while turning the engine through at
least two revolutions. Section 502, Check 1.
It is therefore important that the lubricating oil filtra-
tion equipment is in perfect condition. Filter cartrid- 7. Stop and feel over. Look out for oil mist.
ges must not be used again, if they have been
removed from the filter. Check of the oil condition by Especially the frictional surfaces that caused the
analysis is recommended. heating should be feit over (5-15-30 minutes after
starting, and again when füll load is obtained). Sec-
CM tion 501.10, Point 2.
B Oil Mist in Crankcase
8. In case it has not been possible to locate the
Presence of oil mist may by noted at the vent pipe, hot spot, point 8 should be intensified and repeated
in until the cause of the oil mist has been found and
which is usually fitted to the top of the engine frame.
Q remedied. In very rare cases oil mist could be due to
9
Measures (in case of white oil mist). "atomization" of lubricating oil by the action of an air
jet (for instance blow-by, or blow-by through cracked
Waming:Keepaway from doors and relief valveson piston).
crankcase. Do not stay unnecessarily in doorways
near doors of the engine room casing.
96.37 - ES0U-G
STX Engine
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STX Engine
Description 503.05
Page 1(1) Trouble Shooting Guide for Centrifugal By-pass Filter Edition 01H
L23/30H
Tabulated below are the corresponding remedial

actions to be taken, if the following faults are obser-
ved:
Oil leakage through cover nut. Missing or damaged O-ring (see Item Replace O-ring.
291,Plate51515).
Seal face damaged. Replace O-ring.
Excessive vibrations. Rotor out of balance owing to un-

even build-up of deposit on rotor
walls resulling from:
Missing or damaged O-ring (see Item Replace O-ring.

230, Plate 51515), allowing leakage.
O-ring seat on rotor Joint faces Replace rotor assembly.

damaged.
Rotor assembly inadequately tight- Tighten and bring to notice of main-

ened. tenance staff.
Standtube incorrectly seated or Re-fit or replace if damaged.

damaged.
Dirtdepositnotcompletelyremoved. Clean and bring to notice of main-

tenance staff.
Rotor castings distorted through Replace rotor assembly.

maltreatment.
Rotor assembly components fitted Follow sequence in Working Card

in wrong sequence. 515-15.00insection515.
Fit new bearing tube assembly.

Bushes loose or worn in tube as-
sembly.
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96.30 -ES0U
STX Engine
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STX Engine
Description 503.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 01H
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Motor will not run. No air supply. Check for blockage or damage to air
supply linesor tank.
Damaged motor assembly (12). Inspect motor assembly and power

train and repair power train or
replace motor assembly, if
necessary.
Foreign material in motor and/or Remove motor assembly and piping

piping. and remove the blockage.
Remove housing exhaust cover (1)

Blocked exhaust System. and check for blockage.
Replace control valve or relay valve.

Defective control or relay valve.
Loss of power. Low air pressure to Starter. Check air supply.
Restricted air supply line. Check for blockage or damage to air

lines.
Relay valve malfunctioning. Clean or replace lines or relay valve.

Lubricate relay valve.
Exhaust flow restricted. Check for blocked or damaged

piping. Clean or replace piping.
Check for dirt or foreign material and
clean or remove. Check for ice build-
up. Melt ice and reduce moisture
build-up to Starter.
Damaged motor assembly. Replace motor assembly.
Drive (57) will not engage. No pressure to drive housing port. Check air supply.
Intemal drive housing ports blocked. Remove blockage.
Fluid in drive unit components.

Remove fluid.
Damaged or worn piston assembly
(54), O-rings or seals. Replace damaged or worn parts.
O-rings and seals dry. Relubricate O-rings and seals.
Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. wom or damaged parts.
in
I Excessive butt engagement. Damaged drive pinion (63) or Inspect drive pinion and flywheel
flywheel. and replace, if necessary.
s
Damaged Starter drive (57) Inspect drive components and
components. replace worn or damaged parts.
Cont
96.38 - ESOU-G
STX Engine
503.06 Description
Edition 01H
Trouble Shooting Guide for Turbine Starter Page 2 (2)
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Lowairpressure. Check air supply.
Wrong drive pinion. Replace with proper drive pinion.
Oil blowing out of exhaust. Oil in airsupply line. Inspect air line and remove source
ofoil.
Splash deflector retaining screw (5) Install splash deflector retaining

or pipe plug missing. screw or pipe plug.
Worn or damaged rotor seals or Replace static seals on outside of

static O-rings. motor or send motor to Ingersoll
Rand to be rebuilt.
Oil leaking from gear case (28). Worn or damaged O-rings. Replace O-rings.
Loosejoints. Make sure that joints fit properly and

Starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not replace with new seals
and O-rings.
Excessive high-speed Operation. Operate according to recommen-

dations.
High number of Start cycles. Replace worn components.
Loose or leaking pipe plugs (10) or Tighten or replace pipe plugs using
(11). lngersoll-RandNoSMB-441 pipe
sealant.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
Air or gas leakage. Loosejoints. Make sure that joints fit properly and
Starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not, replace with new
seals and O-rings.
cd
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Excessive high-speed Operation. Operate according to recommen-
dations.
CM
High number of Start cycles. Replace worn components. i

Loose or leaking pipe plugs. Tighten or replace pipe plugs.
2
Splash deflector retaining screw Tighten splash deflector retaining
loose or pipe plug missing. screw or replace pipe plug.
STX Engine 96.38 - ES0U-G

Description
Trouble Shooting for Cooling Water System 503.09
L23/30H
Description The pump bearings are lubricated automatically with
oil from the lubricating oil system of the engine.
The built-on fresh water pump in the high tempera-ture
(HT) circuit is of the centrifugal type and is mounted If the pump teaks and the shaft sealing rings are wom,
on the front cover of the engine and is driven through it is recommended to replace the shaft seal, see
agearing. workingcard 516-02.00.
The pump does not work after Pump draws in air at suction side. Check packings and pipes for
Start. tightness.
The system is not filled-up. Check the level in the expansion

tank.
Air cannot escape on delivery side. Vent the system.
Leaking shaft seal. Check the shaft seal.
Pump capacity drops after Air leakages of shaft seal. Overhaul the shaft seal.
normal Operation.
Fouled impeller. Clean the impeller.
Pump does not give maximum Suction valve not fully open. Open the suction valve.
delivery.
Defective seals. Replace the seals.
Worn impeiler and wom wear rings. Overhaul the pump.
Note! Running troubles with the pump, apart from

mechanical faults, are most often due to leaks in the
suction line. It is essential, therefore, that all packings
and gaskets are in order and that they are renewed
when necessary. Even a tiny hole in the suction line
will reduce the pump capacity.
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96.02 - ES0U-G
STX Engine
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STX Engine
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01H
L23/30H
Trouble Shooting In case of fatigue fracture, this will normally
necessttate a replacement of all plates and gaskets
In case of damage to plates or gaskets, it will often as there may be a risk of fatigue fracture in all the
be necessary to replace these. material.
In case of corrosion, all plates must be examined
First examine the external conditions around the carefully!
plate heat exchanger in order to localize the cause of For work to be carried out see working card 515-
the damage! very carefully. 06.00.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operat-
ing Data & Set Points".
Leakage. Insuffident tightening Tighten up the plate heat exchanger -

(Phase 1) however, not underthe minimum dimen-
sion and never, when the plate heat
exchanger is under pressure or over
40°C.
If the plate heat exchanger is still leaky,

proceed to with phase 2.
Leakage. Fouled or deformed plates. Separate the plate heat exchanger and
(Phase 2) Inelastic or deformed gaskets. check rf the plates aredeformed orfouled.
Check that the gaskets are elastic and
non-deformed, and that the faces of the
joints are clean.
Replace deformed plates and gaskets, if
any.
Before assembling clean all plates and
gaskets very carefully.
Assemble the plate heat exchanger and
Start it up again.
Note! Even tiny impurities such as sand
grains may cause leakage.
Separate the plate heat exchanger.

Leakage. Gaskets. Clean the plates very carefully.
(Even after tightening of the plate heat Replace the gaskets.
exchanger to minimum dimension) Assemble the plate heat exchanger and
Start it up again.
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Leakage.
(Through the drain holes of the gas- Defective gasket or badly corroded Replace defective plates and gaskets, if
kets) plate. any.
Start it up again.
96.30 - ESOU-G
STX Engine
503.10 Description
Edition 01H
Trouble Shooting for Lubricating Oil Cooler Page 2 (2)
L23/30H
Non-Visible Leakage
Red uced heat transmissionand/orin- Fouled plates or choked plate Separate the plate heat exchanger and
creasing pressure drop. Channels. check if the plates are fouled.
Clean the plates very carefully.
Start it up again.
Leakage. Holes in plates. A suspected leakage can be localized in

(The fluids get mixed) Corrosion or fatigue fracture. the following way:
(Phase 1) Remove one of the Iower pipe connec-
tions.
Then put the opposite side under pres-
sure.
If the medium continues to run out of the
Iower pipe connections after the pres-
sure has stabilized one orseveral plates
areleaking.
Close down the plate heat exchanger.
Separate the plate heat exchanger and
check the plates very carefully.
Check suspected plates with a dye pen-
etrant.
Check defective plates and gaskets.
Beforeassembling, clean all plates and
gaskets.
check to find more defective plates, if
any, by putting one side under pressure.
Start up again.
Leakage. Holes in plates. Close down the plate heat exchanger.

(The fluids get mixed) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tightenit.
Circulate medium at füll capacity on one
plate side (every second plate Channel).
Keep the other plate Channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of Operation and open the plate heat
exchanger again. Take care to avoid
water spraying onto the dry plate side!
By a careful study of the plates it will be
possible to find moist areas, if any, on s
the otherwise dry plate sides.
Check these areas with a dye penetrant! I
Replace defective plates and gaskets.
co
Before assembling, clean all plates and
gaskets. §
o
check to find more defective plates, if
any, by putting one side under pressure.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
STX Engine 96.30 -ES0U-G

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Engine Data o
OPERA' HON
Operation of Engine O
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Engine Performance and Condition o
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Trouble Tracing o
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Lubricating Oil, Fuel Oil and Cooling Water in
Cylinder Head

O Automatics and Instruments
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AINT ENAI

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DES<CRIP TION
CO Fuel Oil System

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Special Equipment
Alternator 1
Tools 1
1
Index Specification and Treatment
Page 1(1) 504
Lubricatinq Oil. Fuel Oil and Coolina Water
L23/30H
Description
Lubricating oil specification 504.01 (05H)

Maintenance of lubricating oil condition 504.03 (04H)
Criteria for cleaning/exchange of lubricating oil- 504.04 (03H)
Lubricating points 504.05 (01H)
Lubricating oil in base frame 504.06 (01H)
Specific Lube Oil Consumption SLOC 504.07 (01H)
Fuel oil specification 504.20 (04H)
Fuel oil quality - 504.25 (02H)
Nomogram for determination of CCAI 504.26 (02H)
Analysis data 504.27 (02H)
Fuel oil cleaning 504.30 (01H)
Fresh water system treatment 504.40 (02H)
Working Card
Plates
STX Engine
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Description
Lubricating Oil Specification 504.01
General
Requirement Guiding Values
This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 60% of rated power)
32H, V28/32S
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API Service System (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8
The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8
When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8
Due to generating running mode for HOLEBY's Heavy fuel (3.5<S<4.5) 20-25 10-14 8
engines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a Iower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Marine
Engine SAE class Heavy fuel (S<1.5) 15-20 8-10 8

L23/30H, L+V28/32H
Heavy fuel (1.5<S<2.5) 20-25 10-14
30* 105mm 2 /secat40°C 8
L16/24,L21/31,L27/38 Heavy fuel (2.5<S<3.5) 20-30 10-14 8

40 145mm 2 /secat40°C
Heavy fuel (3.5<S<4.5) 20-30 10-14 8
Stationary
L16/24, L21/31, L27/38 Based on typical load profile for variable speed
L23/30H, L+V28/32H, V28/32S engine, pumps (10-100% of rated power)
40 145mm 2 /secat40°C
* At cooling water temperatures above 32° C SAE 40 (initial) (equilibrium) (min. level)
oil can be used. In this case, please contact MAN
B&W, Holeby. Gas oil 10-14 6-8 6

If load profile is different, this should be taken in
consideration. Heavy fuel (S< 1.5) 15-20 8-10 8
In the long run though, the Operation results are the Heavy fuel (1.5<S<2.5) 20-30 10-14 8
criteria that prove which TBN is the most economical
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
one for efficient engine Operation.
Heavy fuel (3.5<S<4.5) 25-30 10-14 8
01.24 -ES1
STX Engine
Your Notes:
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Oescription 504.03
Page 1 (2) Maintenance of Lubricating Oil Condition Edition 04H
General
General A more economical solution is to maintain the condi-

tion by continuous treatment. Experience has proved
During Operation of trunk engines the lubricating oil that centrifuging is superior to other methods of
will be contaminated slowly by small particles origi- cleaning lubricating oils.
nating from the combustion.
The optimum cleaning effect is achieved by keeping
The burning of heavy fuels will normally increase this the lubricating oil in a State of Iow viscosity for a long
contamination due to the increased content of car- period in the centrifuge bowl.
bon residues and other impurities.
Low viscosity is obtained by preheating the lubricat-
Contamination of lubricating oil with water, fresh or ing oil to a temperature of 85°C - 95°C.
salt, can also take place.
Slow passage of the lubricating oil through the
A certain amount of contaminants can be kept sus- centrifugal Separator is obtained by using a reduced
pended in the lubricating oil without affecting the flow rate and by operating the Separator 24 hours a
lubricating properties. day, stopping only when cleaning of the bowl is
necessary.
But the condition of the lubricating oil should be kept
under observation by analyzing oil samples. See When treating detergent type lubricating oil, the flow
also 504.04 "Criteria for Cleaning/Exchange of rate is usually recommended to be reduced to 15-
Lubricating Oil". 25% of the rated flow of the Separator.
The engine bearings are protected by the full-flow In order to keep the amount of lubricating oil in the
lubricating oil filter built onto the engine, the filter engine in good condition, it is necessary to treat 0.3-
cartridges having a fineness of 15 micron and the 0.4 l/kw per hour.
safety filter a fineness of 60 micron.
A centrifuge for treating this amount of lubricating oil
The condition of the lubricating oil can be main- under the aforementioned derated flow conditions
tained/reestablished by exchanging the oil at fixed should have a rated capacity of 1.5-2.5 l/kw per hour,
intervals or based on analysis results. but in each case the Separator manufacturer's rec-
ommendations for capacity and operating in-
structions should be followed.
Operation on Marine Diesel Oil (MDO)
For engines with cartridge-type oil filters (depth
The built-on full-flow dept filter cleans the oil thor- filters), continuous and efficient purification of the oil
oughly. For Operation on MDO we recommend to in the Separator is essential to ensure a long service
install a built-on centrifugal by-pass filter too. life for the cartridge filters.
For cleaning of the lubricating oil System after over-

Operation on Heavy Fuel Oil (HFO) hauls and inspection of the lubricating oil piping
System, see section 515.
For engines operating on HFO a lub. oil centrifugal
Q unit is required.
9 Deterioration of Oil
Continuous lub. oil centrifugation plus a built-on full-
flow depth filter clean the oil in a sufficient and safe Oil seldom loses its ability to lubricate, i.e. to form a
way. Any other filter System is not necessary, but not friction-decreasing oil film, but it may become cor-
wasted. rosive to the steel Journals of the bearings in such a
way that the surface of these Journals becomes too
rough and wipes the bearing surface.
02.16-ESO-G
STX Engine
504.03 Maintenance of Lubricating Oil Condition Description
General
In that case not only must the bearings be renewed, These may be some or all of the following:
but the Journals must alsobe polished. The corro-
siveness of the lubricating oil is either due to far - Sludge precipitation in purifier multiplies.
advanced oxidation of the oil itself (TAN) or to the
presenceofinorganic acids(SAN). Inbothcasesthe - Smell of oil becomes acrid or pungent.
presence of water will multiply the effect, especially
an influx of sea water as the Chloride ions act as an - Machined surfaces in crankcase become cof-
inorganic acid. fee brown with a thin layer of lacquer.
- Paint in crankcase peels off or blisters.

Oxidation of Oils
- Excessive carbon is formed in the piston cool-
At normal Service temperature the rate of oxidation ing chamber.
is insignificant, but the following factors will accele-
rate the process: In a grave case of oil deterioration, the System
should be cleaned thoroughly and refilled with new
oil.
High Temperature
If the coolers are ineffective the temperature level Water Washing

will generally rise.
Water washing of HD oils must not be carried out.
A high temperature will also arise in electrical preheat-
ers if circulation is not continued for 5 minutes after
the heating has been stopped, or if the heater is only Water in the Oil
partly filled with oil.
If the TAN is Iow, a minor increase in the fresh water
content ofthe oil is not immediatelydetrimentalwhile
Catalytic Action the engine is running. Naturally, it should be brought
down again as quickly as possible (below 0.2%
Oxidation of the oil will be accelerated considerably water content, which is permissible). If the engine is
if catalytic particles are present in the oil. Wear stopped while corrosion conditions are unsatisfac-
particles of copper are especially harmful, but also tory it should be tumed just over 1/2 revolution once
ferrous particles and rust are active. Furthermore, every hour (i.e. stop in different positions) while the
the lacquer and varnish-like oxidation products of oil circulation and purifying at a high preheating
the oil itself have an accelerating effect. Continuous temperature continue to remove water. Water in the
cleaning of the oil is therefore important to keep the oil may be noted by steam formation on the sight
sludge content Iow. glasses, by appearance, orascertained by immers-
ing a piece of glass ora soldering iron heated to 200-
300°C in an oil sample. If there is a hissing sound,
Signs of Deterioration water is present. If a large quantity of water has
entered the oil System, it may be profitable to suck up
If circulating oil of inferior quality is used and the sedimented water from the bottom ofthe tank. Taste
oxidative influence becomes grave, prompt action is the water for salt. If salty, an oil sample should be
necessary as the last stages in the deterioration may analysed immediately for Chloride ions.
develop surprisingly quickly, i.e. within one or two
weeks. Even if this seldom happens, it is wise to be
acquainted with the signs of deterioration.
STX Engine 02.16-ESO-G

Description
Criteria for Cleaning/Exchange of Lubricating Oil 504.04
General
Replacement of Lubricating Oil 3. Water Content
It is not possible to predict the expected life time for Limit value <0.5
lubricating oil, as it is not possible for the engine preferred < 0.2 (higher value is
manufacturer to know which fuel and lubricating oil permissible in a shorter period)
qualities will be used and under which Operation
conditions the engine will be operated. Possible test
method : Patable test unit or gas chrom-
A replacement of lubricating oil is required when the atography (or infra red distil).
oil's Identification values have changed no that the If the limit value is exceeded, a
lubricating cleaning and neutralization properties no supplementary test for Chlorides
longer are sufficient. (ASTM D-878) can be made.
Exchange of the lub. oil has to be based on the oil

suppliers evaluation of samples of oil in service. 4. Total Base Number (TBN-Number)
Samples should be forwarded at appropriate inter-
vals at least once every three months depending of Limit value : Ref. to fresh-oil TBN% : > 70%
running-mode and results of last analysis.
Unit : mg KOH/g
The oil sample should be taken after the filter and, if
possible, while the engine is running as this will Possible test
ensure that the test will be representative for the method ASTM D-2896
whole change in the engine.
Due to the generating running mode for HOLE-
BY's engines, where the lub. oil consumption
Evaluation of the Lubricating Oil Condition depends on running time and the fuel oil con-
sumption and following the sulphur input to the
For evaluating the conditions of a used oil, the lub. oil depends on the load, a Iower TBN-value
following guidance conditions are normally suffi- than normal for main engines is needed.
cient. Anyway, all Parameters have to be evaluated
as a whole, and no Single can be taken as a criterion Following guiding values can be given:
for changing oil.
Oil type TBN TBN (equi-
(initial) librium)
1. Viscosity
Gas oil 10 7
Limit value : < ±1 viscosity grade
Marine diesel 15 10
Heavy fuel (S>2.5) 15 10
Units : SAE-units
Heavy fuel (S>4) 20 14
1.12
Possible test
§ method : ASTM D-445 (modified) The TBN is normally reduced gradually with the
2
time of Operation. The influential elements are the
D/H5250/S
sulphur content in the fuel oil, the lubricating oil

2. Flash Point amount and the amount of re-filling due to normal
consumption. After a certain time of ope-ration,
the TBN will stabilize at a Iower value, the TBN
equilibrium.
Possible test
method : Setaflash tests (cut of point cor
relates with 204° C i ASTM D-92
(coc)
96.44 - ES1
STX Engine
504.04 Criteria for Cleaning/Exchange of Lubricating Oil Description
General
Re-filling should be carried out with lubricating oil of Unit : Weight%

the initial TBN.
Possible test
method : ASTM D-893 procedure B in n-
5. Neutralization Number Heptane.
Limit value : 0.4-1.0 above typical level Additionally

test If the level in n-Heptane insolub-
Unit : mg KOH/g les is considered high for the ty-
pe of oil and application, the test
Possible test could be followed by a supple-
method : ASTM D-974 mentary determination in Tolu-
ene.
6. The Total Contamination (insolubles Con- Also infra red test can be used.
tent) Heptane insolubles
Limit value : < 1.5generally, depending upon

actual dispersant value and the
increase in viscosity.
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STX Engine 96.44 - ES1

Description 504.05
Page 1(1) Lubricating Points Edition 01H
L23/30H
Lubricating Oil Types Used in the Engine.
Description Lub. Oil Type
Engine System lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine System lubricating oil.
Governor See governor instruction in section 509.
Air lubricator SAE 10W non-detergent oil.
Alternator See Special instructions in section 518 or separate instruction.
Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).
I
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96.02 - ES0U-G
STX Engine
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STX Engine
Description
Lubricating Oil in Base Frame 504.06
L23/30H
Type L23/30H 5cyl. 6cyl. 7cyl. 8cyl.
Max. Liter 373 441 509 577

Max. imp. gallon 82 97 112 127
Min. liter 291 344 397 450
Q Min. imp. gallon 64 75.5 87.5 99
o
Liter/cm x) 14.2 16.8 19.4 22.0

Gall./inch. 9.2 10.8 12.5 14.2
94.20 -ES1S
STX Engine
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STX Engine
Description
Specific Lube Oil Consumption SLOC 504.07
General
In order to determine the engine condition, the lube In order to evaluate the correct engine SLOC, the
oil consumption needs to be recorded. To secure a following circumstances must be noticed and
uniform method to evaluate the SLOC, the following subtracted from the engine SLOC:
method should be used as guidance:
A1) Desludging interval and sludge amount from
During the routinely engine inspections the lube oil the lube oil Separator (or automatic lube oil filters).
level in the base frame must be observed. The The expected lube oil content of the sludge amount
engine must be in Operation or the pre-lubricating is 30%.
pump must be running during this inspection!
The following does also have an influence on the
The lube oil volume between maximum and minimum SLOC and must be considered in the SLOC
level at the dipstick is described in the Instruction evaluation:
Manual or in the Product Manual. If the lube oil level
is at the minimum, lube oil is added until the max level A2)
is reached at the dipstick. Lube oil evaporation
Lube oil leakages
The lube oil volume added, the lube oil temperature Lube oil losses at lube oil filter exchange
and the engine running hours are recorded and the
readings could be filled in the attached data sheet.
The engine maximum continuous rating (PMCR) must
The lube oil density, p @ 15°C must be known in always be used in order to be able to compare the
order to convert p to the present lube oil temperature individual measurements, and the running hours
in the base frame. The following formula is used to since the last lube oil adding must be used in the
calculate p: calculation. Due to inaccuracy *> at adding lube oil,
the SLOC can only be evaluated after 1,000 running
hours or more, where only the average values of a
number of lube oil addings are representative.
- 0,64 * (t,ubeoi, [°C] - 15)
If the SLOC deviates from the nominal value stated
in the Instruction Manual or in the Product Manual,
The following formula is used to calculate the SLOC: the engine cylinder condition should be inspected.
SLOC [g/kWh] =
(lube oil added - A1 - A2 \öm2]) * p, ^ M fkg/m3] Note *)

run.hrs period * PMCR [kW] Adeviationofi 1 mm with the dipstick measurement
must be expected, witch corresponds ± 5 dm3,
depending on the engine type.
Q
9
03.14-ESO
STX Engine
Description
Specific Lube Oil Consumption SLOC 504.07
General
«! -P» "••;• m -*?• *Piant/Ship '" •:- W^ ^ ":'!"iJ

Lube oil consumption :
Engine type • Engine* [ :
Lube oil brzmd/tvpe:
Densitv@15°C: rka/m31
Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks
[h] [dm3] [dm3] [°C] [g/kWh]
X
Q
STX Engine
Description
Fuel Oil Specification 504.20
General
Commerciallyavailablefueloilswithaviscosityupto The data refer to the fuel as supplied, i.e. before

700 cSt at 50° C corresponding to 55 cSt at 100° C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.
Forguidanceon purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Densityat 15°C kg/m3 <991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS Standards supersedes BS MA100 in viscosity
which the limit is M9. at100°C cSt <55
at 50 °C cSt <700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke Iow-speed diesel Flash point °C >60
engines.
Pour point °C <30
The data in the above HFO Standards and specifica-
tions refer to the same fuel type as delivered to the Carbon residue % (m/m) <22
ship, i.e. before on-board cleaning.
Ash % (m/m) <0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of waterand solid contaminants, Total sediment
the fuel oil specific gravity at 15° C (60° F) should be after ageing % (m/m) <0.10
below 0.991. Higher densities can be allowed if
Special treatment Systems are installed. Water % (v/v) <1.0
Current analysis information is not sufficient for Sulphur % (m/m) <5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg <600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Siiicium mg/kg <80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume
Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
as a Supplement to the above-mentioned Standards,
drawnuptheguidingHFO-specificationshown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
s the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
9 with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil System.
01.34 -ES1
STX Engine
504.20 Fuel Oil Specification Description
General
Fuel Oil Condition, when Entering the Engine
As practically all fuel oil specifications including the For fuels above 180 cSt/50° C a pressurerized fuel
above Standards refer to the same fuel type as oil System is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150° C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO Operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.
Property Units Max. value
Water % by volume max. 0.2
Solid
particles ppm (mg/kg) max. 20
Particle size Micron max. 5
Viscosity cSt Range 12-18
I
3
STX Engine 01.34-ES1

Description
Fuel Oil Specification 504.20
General
Fuel oil - preheating Chart
Approx. viscosity
after preheater
Temperature cSt sec.

after preheater °C Rw.
43
170
10 52
160
12 59
150
15 69
140
130 20 87
120
30 125
110
100
90
80
70
60
Approx. pumping limit
50 ~\
40
30
Log scales 10 15 25 35 45 i 55 cSt/100°C
30 60 100 180 380 700 cSt/50° C
200 400 800 1500 3500 7000 sec. Rw/100°F
Viscosity of fuel
X
3
This Chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the Controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.
01.34-ES1
STX Engine
Your Notes:
a
o
m
X
Q
9
STX Engine
Oescription
Fuel Oil Quality 504.25
General
General Considerations Combustion Quality
The quality of a fuel oil is stated, in analysis data, in Combustion quality is the ability of the fuel oil to ignite
terms of physical and chemical properties, which are and burn in a proper way. The ignition quality,
decisive to the suitability of the fuel oil for different combustion intensity, and length and completeness
applications. For diesel engine fuels the combustion of combustion are properties influenced by the
quality, the content of impurities and the handling chemical combustion and structure of the fuel oil.
properties are the main quality criteria.
Ignition quality relates to ignition delay, i.e. the time
Since residual fuels are traded and designated elapsed between the start of injection and the Start of
according to viscosity, it has become common combustion.
practice to associate viscosity with quality. This
practice can be very misleading, especially with Ignition quality is expressed by the cetane number,
modern residual fuels, as a fuel oil of Iow viscosity diesel index or cetane index. In all cases the higher
can often be just as bad, or even worse, than other the value, the better the ignition quality. For diesel oil
fuel oils of very high viscosity. the ignition quality is expressed by the cetane number
determined by a specified method in a Standard
The quality of refinery residues is dependent on the engine running under Standard conditions.
origin of the crude oil, the grade of utilization when
refining the crude oil, and the refinery technique For residual fuels the ignition quality can be expressed
used. by the diesel index or cetane index, both to be
calculated from physical properties such as the
Some of the residues used in fuel oil production are aniline point, specific gravity and mid-distillation
of a viscosity requiring visbreaking, a process which temperature. The cetane number, diesel index or
will reduce the viscosity withoutimproving the quality cetane indexof a certain fuel oil will show reasonable
at all. correlation between the numerical values.
When producing residual fuels from visbreaked, A FIA cetane number test is also good for evaluation
cracked residues and from "straight run" residues, of the combustion quality.
the final adjustment of viscosity to fulfil the
requirements of the different grades of intermediate The combustion condition of the fuel oils is normally
fuels is achieved by adding gas oil. evaluated from Conradson Carbon residue and the
asphaltene contents.
However, it must be noted that considerable reduction
of the viscosity is achieved by adding a relatively
small amount of gas oil, which will give only a minor Content of Impurities
improvement of the quality of the blend. This means
that the quality to a major extent depends on residues The content of impurities of diesel engine fuels
present in the blend. Therefore the quality also should be kept as Iow as possible, and harmful and
depends on the density, see 504.26. unwanted impurities should, to the greatest possible
extent, be removed in the pre-treatment System in
As a consequence of the possible variations in the order to minimize wear and corrosion of engine
quality of residues and the influence of adding gas components. Impurities derive from the crude oil
oil, the quality of blended fuels can vary, even for fuel itself, from refinery processes and from handling and
oils of equal nominal viscosity. storage of oils. Some impurities, such as sulphur and
vanadium, are oil soluble and therefore impossible
to remove in a conventional mechanical fuel oil
treatment System, while the amount of water and
solid impurities can be reduced by centrifuging and
filtration.
02.16- ESO -G
STX Engine
504.25 Fuel Oil Quality Description
General
Sand, rust, metal oxides and catalyst particles can The flash point is related to the volatility of the
be found as solid particles in fuel oil. amount and nature of lighter fractions in the fuel oil,
and might thus be used to estimate the propensity of
Fuel-related wear and corrosion in diesel engines gasification in non-pressurized parts of the fuel
take the form of mechanical wear and chemically System.
induced corrosion, the latter in the form of high and
Iow temperature corrosion. The pour point defines the temperature at which wax
crystallization will take place and prevent the fuel oil
The solid impurities and particles produced during from flowing and from being pumped.
combustion, collectively known as ash, cause
mechanical wear of engine components. Therefore, the pour point must be taken into account
when deciding the presence and capacity of heating
Especially catalyst particles, silicone and aluminium coils in bunker tanks.
oxides and silicates in the form of sand are very
abrasive. From vanadium and sodium corrosive ash
in the form of oxides, carbonates and sulphates, is Quality Fuel Oil Main Effects
created during combustion. Criteria Characteristics
Combustion Conradson carbon Ignition ability.

The sulphur content of a fuel oil may lead to Iow quality asphaltenes + Combustion condition.
temperature corrosion of combustion chamber FIA test Fouling of gasways.
components and the formation of deposits on these.
The corrosive effect is due to the formation of sulphuric Sulphur Corrosive wear. Cold
acid. corrosion.
Vanadium Formation of deposits on

Water in the fuel oil may lead to several detrimental Sodium exhaust valves and turbo-
effects to the fuel system and to the diesel engine in chargers.
general by giving rise to mechanical and corrosive High temperature corrosion.
wear, as well as fouling.
Water Disturbance of combustion
process.
Increased heat-load of com-
Handling Properties Content of bustion chamber compo-
impurities nents, fouling of gas ways,
mechanical wear and cavita-
Handling of the fuel, i.e. storage, pumping and
tion of fuel injection system.
treatment, is affected mainly by physical properties
such as viscosity, density, flash point and pour point, Ash Mechanical and corrosive
but other fuel oil properties such as stability, emul- wear of combustion
sification tendency, viscosity index and the nature chamber components.
and amount of water and solid impurities will also Formation of deposits.
Catalyst fines Mechanical wear of fuel in-
influence the handling system. jection system, cylinder
liners and piston rings.
The nominal viscosity is decisive for the preheating
temperature necessary to achieve adequate viscosity Viscosity Temperatures, pressures,
for pumping, settling, centrifuging and injection. Density and capacities of fuel oil
Mandling Pour point Systems for storage,
properties pumping and pre-treatment.
The density influences the gravitational settling of
water and solid contaminants in settling tanks. Flash point Safety requirements.
1
Specific gravity is also an important parameter in the
centrifuging process. The flash point is, for safety Table 1. Fuel properties affecting diesel engine and fuel Systems.
reasons, limited to a minimum of 60°C (140°F) by
classification societies and other authorities.

Description
Nomogram for Determination of CCAI 504.26
General
V D CCAI
I— 1 - 800 r- 800
- 820 - 810
_ - 840
- _ - 820
— 2 - 860
- - - 830
z - 880
- 840
- 4 - 900
- — Normal
— 5 - 850 operating condition
- 920
f
- 860
- 940 i
— 10 - Difficulties
- - 960 2 - 870 may be
— encountered
— 20
- 880 l
— 30
50 - 1000
t
Increased difficulties
E~ ^ ^
- 890 up to engine
§- 1 0 9 ^ ^ ^ — AC\OC\
damage after
1 \JC.\J
- 900 a Short time
— 200
- 1040
=^ 400 - - 910
= - 1000
- - 920
Z- 5000
- 930
— 20000
— 50000
Legend
V Viscosity, mnr^/s (cSt) at 50°C.

D Density, kg/m3 at 15°C.
CCAI Calculated Carbon Aromaticity Index.
Fig 1 Nomogram for determination of CCAI.
01.34-ES1
STX Engine
504.26 Nomogram for Determination of CCAI Description
General
Example: Ignition quality is an important fuel parameter. The

reason why it does not appear in the international
Viscosity: 180cStat50°C specifications is that there are no standardized testing
Density: 990 kg/m3 at15°C method is non-existent. Therefore, parameters such
as the Calculated Carbon Aromaticity Index (CCAI)
The combining straight line across density (990 kg/ are resorted to as an aid which is derived from
m3) and viscosity (180 cSt) of a heavy fuel oil results determinable fuel parameters. According to our
in CCAI (859). From CCAI, conclusions may be experience, only a rough assessment of the ignition
derived with regard to the ignition qualities. quality of the heavy fuel oil is possible with the help
of this method.
CCAI may be calculated with the aid of the following
formula: However, the CCAI has become so well-known in
widespread publications that, in spite of the
CCAI = D - 141 log (log (v + 0.85)) - 81 reservations mentioned above. We were compelled
to classify the respective MAN B&W Diesel A/S,
Holeby engines according to CCAI-rating, too.
3
9

Description 504.27
Page 1 (4) Analysis Data Edition 02H
General
Comments on Analysis Data for Fuel Oils Asphaltenes also influences the lubricating proper-
ties of the fuel oil and, in extreme cases, high
Carbon Residue asphalteness content may lead to fuel injection
pump sticking.
The carbon residue of a fuel oil indicates its coke-
forming tendency and can be used to determine the Fuel oils with a high asphalteness content will have
tendency to form deposits in the combustion cham- a tendency to form sludge, especially if the water
ber and gasways. The higher the carbon residue content is also high. The asphaltenes content of a
value, the higher the fouling tendency. fuel oil is influenced by pre-treatment. The heaviest
semi-solid asphaltenes, and asphaltenes bound to
Some changes in the combustion process, requiring water as sludge, can be separated by centrifuging.
adjustment of the maximum pressure, may also be
attributed to a high carbon residue content. The
value is measured by standardized tests, such as Diesel Index
the Conradson or Ramsbottom tests which give
similar results. Diesel index is a calculated value to determine the
ignition quality of a fuel oil. The ignition quality is
The non-vaporized residue from the carbonizing test related to the hydrocarbon composition, paraffin
consists of carbonaceous material and inorganic being of high quality, n-heptanes of moderate quality
impurities and is expressed as percentage weight of and aromatics of Iow quality.
the fuel sample tested. Carbon residue and
asphaltenes content generally move in parallel, both With certain exceptions the properties of the aniline
in relation to the carbon-to-hydrogen ratio, with in- point and the specific gravity reflect the hydrocarbon
creasing values for a higher ratio. composition of a fuel oil, and are therefore used in
the following simple formula as an expression of
The carbon-to-hydrogen ratio and thus also the ignition quality:
carbon residue depends on the source of the crude
oil and the type of refinery processing used. Diesel index = (aniline point °F x API gravity) x 0.01.
The effect of carbon residue is impossible to coun- The aniline point is the Iowest temperature at which
teract by pre-treatment of the fuel oil, as centrifuging equal volumes of the fuel and aniline become just
only influences solid inorganic contaminants and miscible. The test relies on the fact that aromatic
hard asphalts, which are only small amounts of the hydrocarbons mix completely with aniline at com-
percentage weight called carbon residue. paratively Iow temperatures, whereas paraffins re-
quire considerably higher temperatures before they
are completely miscible.
Asphaltenes
A high aniline point thus indicates a highly paraffinic
Asphaltenes is defined as the part of a fuel oil sample fuel, and consequently a fuel oil of good ignition
which is insoluble in heptane. The content of quality. Similarly, a high API gravity number denotes
asphalteness is expressed as percentage weight of a Iow specific gravity and high paraffinicity, and
the fuel oil sample tested. again a good ignition quality.
Asphaltenes, which is aromatic, slow-burning, semi- The diesel index provides a reasonable idea of the
solid hydrocarbon compounds dispersed in the fuel ignition quality, but generally gives figures slightly
oil, has a similar effect on the combustion process to above the cetane number.
the carbon residue, the main impact being fouling of
gasways. The stability of the fuel oil is related to the Fuel oils with poor ignition quality and a Iow diesel
asphaltenes content. index might in particular cause Problems in starting
diesel engines and running at Iow load.
02.16-ESO-G
STX Engine
504.27 Description
Edition 02H
Analysis Data Page 2 (4)
General
In addition to starting difficulties, a prolonged ignition Especially if the weight ratio of sodium to vanadium
delay may give rise to alternations in the maximum exceeds 1:3, ash with a very Iow melting point and
pressure, leading to increased mechanical or ther- stiction temperature is formed, giving rise to high
mal load. temperature corrosion of exhaust valves and de-
posit formation in turbochargers.
Furthermore, fuel oils with poor ignition quality may
cause retarded combustion and subsequent fouling It is possible to reduce the tendency for formation of
of gasways. detrimental vanadium-sodium ash by effective cen-
trifuging, which will remove sodium salts together
with water. If a very Iow content of sodium is ensured,
Sulphur a relatively high vanadium content might be accept-
able.
Sulphur is present in fuel oil, mainly as organic
compounds, the amount present being expressed
as percentage weight of an oil sample tested. If free Water
sulphur is present it may cause corrosion in the fuel
System. The main problem caused by sulphur is Iow The water content of fuel oil is measured by a
temperature corrosion. During combustion, sulphur standardized distillation test and is expressed as
oxides are produced in the form of gases. Since percentage volume of the sample tested. Water in
humidity is also present sulphur and sulphuric acid the fuel oil may lead to several detrimental effects on
may be formed on components in the combustion the fuel oil system, and corrosion and cavitation of
chamber and in the gasways, where the temperature fuel injection pumps and fuel valves, and cause
is below that of the dew point for sulphuric acid. fouling of exhaust Systems and turbochargers.
The detrimental effect of sulphur in fuel oil is counter- Due to its content of sodium, salt water in combina-
acted by maintaining an adequate temperature of tion with vanadium contributes to the formation of
the combustion chamber components and by using Iow-melting corrosive ash, which attacks exhaust
alkaline lubricating oil to neutralize the sulphuric acid valves and turbochargers. When it disturbs the fuel
produced during combustion. atomization, water will lead to poor combustion,
resulting in higher heat load on the combustion
chamber components.
Vanadium and Sodium
It is possible to reduce the water content of a fuel oil
Vanadium and sodium are constituents of the ash primarily by centrifuging, and this should be done to
content. The amounts of these are measured by the widest possible extent in order to avoid the
analyzing the residue from the combustion test used detrimental effects of water in the fuel oil.
for determination of the ash content. The amount of
vanadium and sodium present is expressed in ppm,
parts per million, by weight in relation to the fuel oil Ash
sample being tested for ash content. Vanadium
derives from the crude oil itself and, being oil soluble, Ash content is a measure of the non-combustible
cannot be removed from the fuel oil by conventional material present in the fuel oil. The ash content is
pre-treatment. Sodium derives from the crude oil, determined by a combustion test and it is expressed
and also from contamination with salt water during as a percentage weight residue from complete com-
storage and transport of the fuel oil. Sodium is water- bustion of the oil sample tested.
soluble and, regardless of derivation, tends to com-
bine with the water present in the fuel oil. Ash-forming materials are present in the fuel oil as
natural components of crude oil and due to extemal
Owing to its water solubility, it is possible to remove contamination of the fuel oil.
or reduce the amount of sodium present in the fuel
oil. During combustion, corrosive ash is formed from
vanadium and sodium.

Description
Analysis Data 504.27
General
Ash-forming materials exist both as solid contami- Viscosity of Marine Gas Oil (MGO) and Marine
nants and in soluble compounds. The solid contami- Diesel Oil (MDO) are expressed in centistokes (cSt)
nants may lead to abrasive wear in the fuel injection at 40° C.
System. Ash formed during combustion may lead to
abrasive as well as corrosive wear of combustion Viscosity is an important parameter in connection
chamber components and give rise to formation of with pumping, pre-treatment and injection of fuel oil,
detrimental deposits. It is therefore essential, to the since the possibility and efficiency of these processes
greatest possible extent, to reduce the amount of to a large extent depend on adequate viscosity.
ash-forming materials by centrifuging.
Adjustment of viscosity to adequate values is possible
Solid contaminants such as sand, rust, certain metal by taking advantage of the interdependence between
oxides and catalyst fines can be removed by centri- the temperature and viscosity index of the fuel oil.
fuging, and the same goes for water-soluble salts
such as sodium. The nominal viscosity of a fuel oil is the factor
determining the preheating temperatures necessary
Some of the components included in the ash content to obtain adequate viscosity for pumping, centrifug-
have been found to be particularly harmful and are ing and injection of the fuel oil, and thus also the
therefore stated individually in the analysis data. factor determining the capacity of the preheating
equipment in the fuel oil System.
Silicium and Aluminium Oxides

Density
Residual fuels produced by refineries using fluid
catalytic cracking may be contaminated by catalyst Density is defined as the mass of a unit volume and
particles in the form of silicium and aluminium ox- is expressed in g/cm3 at a temperature of 15°C
ides. Any catalyst particles are shown by the ash (59°F).
content value. Separate values for silicium oxide
content and aluminium oxide content are measured Specific gravity is the ratio of the mass of a given
by analyzing the ash content. volume of liquid at 60°F (15.6°C) and the mass of an
equal volume of water at the same temperature. For
The amount of silicium and aluminium oxides is a given liquid, the specific gravity will generally give
expressed in ppm in relation to the weight of the the same numerical value as the density.
original fuel oil sample being tested for ash content.
API gravity is an arbitrary scale calibrated in degrees
As catalyst particles are very hard and abrasive, they and related to specific gravity by the following for-
can cause extreme mechanical wear of the fuel mula:
injection System, cylinder liners and piston rings. 141.5
+ 1 3 1 5
• API gravity = sp ecific gravity/50°F
Catalyst particles, being solid and insoluble, can be
removed from the fuel oil. The guidelines for
dimensioning the centrifuge size are based on the As the formula indicates, the API gravity is in inverse
fact that approx. 1/3 of the catalyst particles in terms Proportion to density and specific gravity.
of weight is removed.
Density is an important parameter in the centrifuging
process, where separating water and water-dis-
Viscosity solved impurities from the fuel oil is based on the
difference in densities. If the density of the fuel oil
Basically viscosity is a measure of the internal fric- approaches that of water, centrifuging thus becomes
tion or resistance of a liquid to flow. less effective, necessitating a reduced flow rate and
therefore increased centrifuge capacity.
02.16-ESO-G
STX Engine
504.27 Analysis Data Description
Edition 02H Page 4(4)
General
The water Separation ability of fuel oil isincreased by Pour Point

preheating the fuel oil prior to centrifuging since the
densities of fuel oil and water change with the The pour point is the Iowest temperature at which an
temperature at different rates, thus making it possi- oil will flow or can be poured. The pour point is
ble to optimize density differences. measured under specific test conditions. Fuel oil
must be stored, handled and pumped at tempera-
To some extent the quality of a fuel oil can be judged tures above the pour point to avoid wax crystalliza-
by the density, since this is directly proportional to tion, which may result in precipitation in storage
the carbon-to-hydrogen ratio, which again is in direct tanks, blocking of filters and pipe lines and preven-
Proportion to aromativity, carbon residue and tion of pumpability. Normally, the pour point of re-
asphaltene content, but in reverse ratio to calorific sidual fuel oil does not create any problems, since
value. the temperature needed to reduce the viscosity to
pumpable levels will be adequately in excess of the
pour point.
Analysis Data for Fuel Oils
Carbon Residue % weight Flash Point

Asphaltenes % weight
Diesel Index The flash point of an oil is defined as the temperature
Engine- FIA
at which it gives off sufficient vapour to create an
Relevant Ash % weight
Properties Sulphur % weight inflammable mixture with air. This mixture will ignite
Water % volume or flash under the influence of an open flame, but will
Vanadium ppm not support combustion itself. The flash point of fuel
Sodium ppm oil is normally tested by the Pensky-Martens closed-
Silicium Oxide ppm up method.
Aluminium Oxide ppm
Viscosity cSt/50°C In order to provide a sufficient margin of safety from

Installation- Density g/ml fire risk during storage, handling and transportation,
Relevant Flash Point °C fuel oils for shipboard use must meet the classifica-
Properties Pour Point °C tion societies' requirements of flash point, limited to
a minimum of 60°C (140°F).
Table 2 Analysis data for fuels.
3
9
STX Engine 02.16- ESO - G

Description 504.30
Page 1 (2) Fuel Oil Cleaning Edition 01H
L23/30H
Purification Recommendations RW/100T) the highest possible temperature 98°C
(208°F) should be maintained in the centrifuge oil
Fuel oils are always contaminated and should therefore preheater.
be thoroughly cleaned for solid as well as liquid
contaminants before use. The solid contami-nants in The fuel is kept in the centrifuge as long as possible
the fuel are mainly rust, sand, dust and re-finery by adjusting the flow rate through the centrifuge so
catalysts. Liquid contaminants are mainly water, i.e. that it corresponds to the amount of fuel required by
either fresh water or seat water. the engine without excessive re-circulating.
Consequently, the centrifuge should operate for 24
The impurities can cause damage to fuel pumps and hours a day except during necessary cleaning.
fuel valves, can result in increased cylinder liner wear
and deteriorate the exhaust valve seats. Also increased Taking today's fuel qualities into consideration the
fouling of gas ways and turbocharger blends may need for cleaning centrifuges ("shooting frequency")
result from the use of inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/orthe gravity
Effective cleaning can only be ensured by means of discs are of Special importance for efficient water
a centrifuge. We recommend the capacity of the removal. The centrifuge manual states the disc or
installed centrifuges to be at least according to the screw adjustment which should be chosen on the
centrifuging maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as Iow a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and allow the fuel oil to remain in available forfuel cleaning. Results from experimental
the centrifuge bowl as long time as possible. work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning
Especially for fuels above 180 cST/50°C (1500 sec. effect, especially as regards removal of catalyst fines
is achieved when the centrifuges are operated in
series, in purifier/clarifiermode.
Cleaning of HFO by Centrifuging
Single centrifuge as purifier.

Therefore series Operation of centrifuges ensuring a
Operating maximum of safety is a fully accepted alternative to
Options Two centrifuges in parallel.
the previously recommended parallel Operation,
Two centrifuges in series.
provided the operating capacity of each individual
Optimum Operating Configurations centrifuge can handle the total amount of fuel required
by the engine, without exceeding the flow rate
Water content Parallel Operation
recommended by the centrifuge makerfor the operating
below 1 % Purifier / Purifier
modeinquestion.
Normal
Conditions or
Density at 15°C Series Operation If the installed centrifuge capacity is on the Iow side
below 0.991 Purifier + Clarifier corresponding to the specific viscosity of the used
fuel oil and if more than one centrifuge is available,
CD
O
Water content parallel Operation may be considered in order to obtain
an even lowerflow rate. However, in viewof the above
• < *
below 1 % Parallel Operation

i
CM
results and recommendations serious considerations
(T)
Extreme Density at 15°C Purifier / Purifier should be given to installing new equipment in
O correspondence with today's fuel qualities and flow
O Conditions below 0.991
00
(M recommendations.
o
00
o High content Series Operation
of catalyst fines Purifier + Clarifier For the determination of centrifuging capacity, we
Table 1. Cleaning of HFO.
96.02 - ES0S-G
STX Engine
504.30 Fuel Oil Cleaning
Description
L23/30H
generallyadvisetofollowtherecommendationsofthe
centrifuge maker, but the curves on fig. 1, can be used Flow. Rate
as a guidance. Related to Rated Capacity of Centrifuge
100
A homogenizer may be installed in the fuel oil System
as a Supplement to the centrifuges to homogenize 80
possiblewaterandsludge still present in thefuelafter 60
centrifuging. 40
20
Separation Temperature
212 100
>-
194
176
90
80 w,
158 70
140 60
122 50
104 an
100
15 25 45 75 130 cSt/80-C
Log scales 30 60 80 180 380600 cST/50'C
200 400 600 1500 3500 6000 sec. RI/100T
Fig. 1. Flow rate through centrifuge related to nominal

capacity of centrifuge.
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STX Engine 96.02 - ES0S-G

Description
Freshwater System Treatment 504.40
General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as

Cooling System slightly alkaline cleaning agents carrbe used for the
degreasing process, whereas ready-mixed cleaning
The engine fresh water must be carefully treated, agents which involve the risk of fire must obviously
maintained and monitored so as to avoid corrosion not be used. For descaling with acid, especially
or the formation of deposits which can result in products based on amino-sulphonic acid, citric acid,
insufficient heat transfer, it is necessary to treat the and tartaric acid are recommendable, as these acids
cooling water. MAN B&W recommend that this treat- are usually obtainable as solid substances, easily
ment is carried out according to the following proce- soluble in water, and do not emit poisonous vapours.
dure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
- Clean the cooling water System. the cooling water system.
- Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the freshwater generator) dismantling ofthe engine. Wepoint out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
- Carry out regulär checks of the cooling water
System and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the System, will reduce Service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.
Cleaning ofthe Cooling Water System Cooling Water - Inhibitors
Before starting the inhibition process, any existing The filling-up with cooling water and the admixture of
deposits of lime or rust, or any oil sludge, should be the inhibitor is to be carried out directly after the
removed in order to improve the heat transfer and to cleaning in order to prevent formation of rust on the
ensure uniform protection ofthe surface by means of cleaned surfaces.
the inhibitor.
Raw Water
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to The formation of lime stone on cylinder liners and in
remove rust and lime deposits. cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
Ready-mixed cleaning agents, specially made for material.
cleaning the cooling water system, can be obtained
from companies specializing in cooling water treat- Therefore, it is recommended that deionized or
ment. These companies offer assistance and control distilled water (for example from the freshwater
of the treatment in all major ports. A number of these generator) is used as cooling water. However, on
companies are mentioned on the enclosed list. We account of its lack of hardness, this water will be
point out that the directions given by them should be relatively corrosive, and a corrosion inhibitor should
closely followed. It is of particular importance to flush therefore always be added.
the System completely after cleaning.
00.11-ES1
STX Engine
504.40 Freshwater System Treatment Description
General
If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9° dH (German hardness degrees). The If the cooling water is contaminated during Service,
Chloride, chlorine, sulphate, and silicate Contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling Spaces,
Chloride 50 ppm (50 mg/litre) these Spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
There should be no sulphide and ammonia content. ceptible to corrosion, which results in heavy for-
Rain water must not be used, as it may be heavily mation of sludge, even if the cooling water is cor-
contaminated. rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
It should be noted that softening of water does not erally, therefore, we advise against the use of galva-
reduce its sulphate and Chloride contents. nized piping in the freshwater cooling system.
Corrosion Inhibitors The quality of the cooling water is to be checked

regularly, if possible once a week. Basically the
To protect freshwater cooling Systems in marine inhibitor concentration, the pH value and the Chloride
diesel engines against corrosion, various types of concentration should be in accordance with limits
inhibitors are available. stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
Generally, only nitrite-borate based inhibitors test kits.
are recommended.
As a general guidance values the pH value should be
Anumberof the products marketed by majorcompa- 7-10 measured at 20° C and the Chloride concentra-
nies are specified on the enclosed list, together with tion should not exceed 50 ppm (50 mg/litre).
the necessary dosages and admixing procedures.
We recommend that these directions are strictly The water sample for these tests is to be taken from
observed. the circulating system, and not from the expansion
tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the The concentration of inhibitor must under no
risk of oil adhering to the heat transmitting surfaces. circumstances be allowed to fall below that re-
commended by the producer, as this would in-
Chromate inhibitors must not be used in plants crease the risk of corrosion.
connected to a freshwater generator.
A clear record of all measuring results should be
Evaporated cooling water is to be replaced with kept, so that the actual condition and trend of the
noninhibited water, whereas a loss of water through System may be currently ascertained and evaluated.
leakage must be replaced with inhibited water. i<?
A sudden or gradual increase in the Chloride content
8
When overhauling individual cylinders, a new dos- of the cooling water may be indicative of salt water
age of inhibitor must, if necessary, be added im- leakages. Such leakages are to be traced and repai-
mediately after completing the job. red at the first opportunity.

Description
General
A Chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check, and repair any leaks.
be exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be water, in order to flush out any oil or grease from the
kept, so that the actual condition and trend of the tank.
System may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased Descaling with Acid Solution
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced. Fill up with clean tap water and heat to 70-75° C.
Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water. Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while conti-
Cleaning and Inhibiting Procedure nuing to stir (e.g. using a steam hose).
The engine must not be running during the cleaning Be careful -use protective spectacles and gloves.
procedure, as this may involve the risk of overhea-
ting when draining. For engines which have been treated before the trial
trip, the Iowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration -
Use clean tap water for filling-up. The cooling water depending on the condition of the cooling system -
in the System can be used, if it does not contain will normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60° C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to Iowest water level in expansion tank. pressure.
Add the amount of degreasing chemical specified by Keep the temperature of the water between 70° C
the supplier, preferably from the suction side of the and 75° C, and circulate it constantly. The duration
freshwater pump. of the treatment will depend on the degree of fouling.
s Normally, the shortest time recommended by the
i Drain to Iowest water level in the expansion tank supplier will be sufficient for engines which are
s directly afterwards. treated before the trial trip. For untreated engines, a
9 longer time must be reckoned with. Check every
Circulate the cleaning chemical for the period speci- hour, for example with pH-paper, that the acid in the
fied by the supplier. solution has not been used up.
00.11- ES1
STX Engine
504.40 Freshwater System Treatment Description
General
A number of descaling preparations contain colour Adding of Inhibitors

indicators which show the State of the acid sotütion.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the Iowest water level in the expansion
mended concentration should be used. tank.
The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the System and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the System.
Subsequently, test the cooling water with a test kit
The cooling water System must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until water used is neutral (pH
approx. 7). This should be checked every week.
The acid content of the system oil is to be checked

directly after the descaling with acid, and again 24
hours afterwards.
§
9

Description
General
Nitrite-borate corrosion inhibitors

for cooling water treatment
Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*
Castrol Limited Castrol Powder 3 kg/10001

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 201/10001
Solvex WT2
Drew Ameriod DEWT-NC Powder 3.2 kg/10001

Marine Liquidewt Liquid 81/10001
Boonton, N.J./U.S.A Maxiguard Liquid 161/10001
Houseman Scandinavia Cooltreat 651 Liquid 51/10001

3660 Stenlose
Denmark Cooltreat 652 Liquid 51/10001
Nalfleet Marine Chemicals Nalfleet EWT Liq

Northwich, (9-108) Liquid 31/10001
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 101/10001
Nalfleet EWT 9-111 Liquid 101/10001
Nalcool 2000 Liquid 101/10001
Rohm & Haas RD11 DIAPROSIM Powder 3 kg/10001

(ex Duolite) RD25 DIA PROSIM Liquid 501/10001
Paris, France
Unitor Rochem Dieselguard NB Powder 3 kg/10001

Marine Chemicals Rocor NB Liquid Liquid 101/10001
Oslo, Norway
* Initial dosage may be larger
The list is for guidance only and must not be The suppliers are listed in alpabetical order.
considered complete. We undertake no responsi-
bility for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.
00.11-ES1
STX Engine
Your Notes:
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STX Engine
Engine Data
OPERA"noN
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

cn O Automatics and Instruments
IENT
AINT ENA

z
O Engine Frame and Base Frame
Q_
O Turbocharger System
O Q
Q Z
DES«CRIP TION
C/) Fuel Oil System

z
UJ
</> Lubricating Oil System
</>
Special Equipment
Alternator
Tools
1
Index
Page 1(1) Cylinder Head 505
L23/30H
Description
Cylinder head 505 01 (01H)
Working Card
Dismantling of cylinder head 505- 01 .00 (01H)

Inspection of inlet valve, exhaust valve and valve guide 505- 01 .05 (01H)
Reconditioning of valve spindle seat and valve seat ring 505- 01 .10 (01H)
Valve rotator 505- 01 .15 (01H)
Replacement of valve guide 505- 01 .20 (01H)
Indicator valve 505- 01 .26 (01H)
Replacement of sleeve for fuel injector 505- 01 .30 (01H)
Replacement of valve seat ring 505- 01 .35 (01H)
Mounting of cylinder head 505- 01 .40 (01H)
Inspection of cylinder head cooling water space 505- 01 .45 (01H)
Plates
Cylinder head 50501- 01H

Valve spindles and valve gear 50502- 01H
Indicator valve 50508- 01H
Cylinder head, top cover 50510- 01H
STX Engine
Your Notes:
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STX Engine
Description
Cylinder Head 505.01
L23/30H
Cylinder Head Inlet and Exhaust Valves
The individual cast-iron cylinder heads, one for each The inlet and exhaust valve spindles are identical and
cylinder unit, are equipped with a centrally situated therefore interchangeable.
fuel injection valve, two inlet valves, two exhaust
valves and one indicator cock. The valve spindles are madeofheat-resistantmaterial.
Hard metal is welded on to the valve spindle seats.
The head has a thick, bore-cooled flame plate for
satisfactorycontrolofmechanicalandthermalloads The valve spindles are fitted with valve rotators which
and stress. turn the spindles a little each time the valves open.
The cylinder head is attached by means of 4 nuts and The cylinder head is equipped with replaceable seat
4 studs screwed intodeep bosses in the engine frame rings for inlet and exhaust valves.
top plate. The nuts aretightened by means ofhydraulic
tools. Theseatingsurfacesarehardenedinordertominimize
wear and prevent dent marks, on the inlet seat by
induction hardening, on the exhaust seat by hard
metal armou ring.
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95.50 - ESOU-G
STX Engine
Your Notes:
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STX Engine
Working Card
Dismantling of Cylinder Head 505-01.00
L23/30H
M Stopped engine Plate no Item no Note

H Shut-offstartingair
H Shut-offcooling water 52021 011 Oil injector,
ü Shut-offfueloil 52021 011 (Complete)
H Shut-offcooling oil 52021 501 4 pieces
H Stopped lub. oil circul. 52021 513 1 piece
52021 155
52005 014
52021 251 Hydraulic tools
Description:
Dismantling of cylinder head for inspection and/or

overhaul.
Hand tools:
Starting position: Ring and open-end Spanner, 17 mm.

Ring and open-end Spanner, 19 mm.
Cooling water has been drained from engine. Ring and open-end Spanner, 27 mm.
Allen key, 8 mm.
Related procedure:
Dismounting of piston and connecting

rod 506-01.00
Dismounting and inspection of inlet valve,
exhaust valve and valve guide 505-01.05
Dismantling, overhaul and test
pressure of fuel oil valve 514-01.10
Manpower:
Replacement and wearing parts:
Working time 1 hour
Capacity 2 men Plate no Item no Qty/
Data:

Data fortorque moment (Page 500.40)
95.50 - ES0S
STX Engine
505-01.00 Working Card
Edition 01H
Dismantling of Cylinder Head Page 2 (2)
L23/30H
Draining of cooling water, disconnection of pipes

etc.
1) Open the drain cock and vent cock for cooling

water.
2) Take off the top cover.
3) Take off the front cover which gives access to

the injection pump.
4) Disconnect the fuel oil high-pressure pipe.
5) Disconnect the rocker arm lubricating oil pipe.
6) Remove the thermometer attachment branch

(cooling water outlet pipe).
Fig 2
7) Remove the exhaust pipe flange screws.
8) Remove the cylinder head nuts, see Fig 1, Mounting of Lifting Tool with the Fuel Injection
by means of hydraulic jacks. See working card 520- Valve is Removed from the Cylinder Head.
01.05.
12)Mount the two-distance pieces to the studs.
13)Mountthe liftingtool by means ofthetwo nuts. See

Fig 3.
Fig1
Mounting of Lifting Tool while the Fuel Injection

Valve is Placed in the Cylinder Head.
9) Disconnect the two nuts which is holding down

the fuel injection valve. Fig 3
10) Remove the two distance pieces.

14)Attach the hook to the lifting tool and lift the
11)Mountthe lifting toolby means ofthe two nuts. See cylinder head away.
Fig 2.
95.50 - ES0S
STX Engine
Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05
Working Card
Page 1 (3)
Edition 01H
L23/30H
Safety precautions: Special tools
D Stopped engine Plate no. Item no. Note.

• Shut-off cooling water 52005 014
• Shut-off fuel oil 52005 051
D Shut-off cooling oil 52005 254/301 Extra tools
D Stopped lub. oil circul. 52005 553
Description:
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve. Hand tools:
Ring and open-end Spanner , 24 mm.

Small screwdriver.
Starting position: Measuring tools.
Cylinder head, dismantled from

engine 505-01.00
Related procedure:
Reconditioning of valve spindle ;seat

and valve seat ring 505-01.10
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Mounting of cylinder head 505-01.45
Manpower: Replacement and wearing parts:
Working time : 1 hour Plate no Item no Qty/

Capacity : 1 man
60501 363 4/cyl.
Data:

95.50-ES0S
STX Engine
505-01.05 Inspection of Inlet Valve, Exhaust Valve and Valve Guide WorkingCard
L23/30H
Dismantling of Inlet and Exhaust Valve Spindles
1) Land and fasten the cylinder head upon the

Special work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon wooden

supports and remove the lifting tool.
2) Mount the supporting devices for the valve

spindle heads on the work table.
Or as an alternative:
Fig 2.
Place wooden blocks under the valve spindle heads.
table and take out the valve spindle.
3) Turn back the rocker arm and remove the
spring-loaded valve bridge over the valve spindles. 11) Repeat point 4 -10 to remove the two other
valve spindles.
Inspection ofValves/Valve Seats
A slight grinding of valve/valve seat can be carried out

by means of the handle as shown, see fig 3.
If the valve seat is heavily burnt or scarred, it should

be ground using the valve seat grinder, see working
card 505-01.10.
Inspection of Valve Guide
Fig1.
4) Mount the tool for mountingafvalves, seefig2.
5) Compress the valve Springs by tightening nut

A, see fig 1.
6) Remove the cone rings, see fig 2.
7) Release the Springs again. X

S
8) Remove nut A and traverse B, see fig 1.
9) Remove valve rotator and Springs. Fig 3.
10) Remove the supporting devices under the work
STX Engine 95.50 -ES0S

Working Card
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05
Edition 01H
L23/30H
Too much clearance between valve spindle and

spindle guide may cause:
Max inner diameter,
- increased lub. oil consumption. see page 500.35.
- fouling up of the spindle guide and thus give the
risk of a sticking valve spindle.
Too much clearance also means insufficient guid-

ance of the valve spindle, and thus bad alignment
between spindle head and valve seat ring.
In connection with overhaul of the cylinder head, the

valve spindle guides should be cleaned, inspected
and measured for wear.
If the inner diameter of the valve spindle guide

exceeds the tolerance, see page 500.35, the valve
spindle guide must be replaced. See working card
505-01.20.
Mounting of Valve Spindle
12) For mounting of valve spindle follow the

Fig4.
instructions in point4 -10 in reversed order.
95.50 -ES0S
STX Engine
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STX Engine
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 1 (3)
and Valve Seat Ring Edition 01H
L23/30H
D Stoppedengine Plate no Item no Note

D Shut-offstartingair
D Shut-offcooling water 52005 408 Grinding machine
D Shut-offfueloil for valve spindle.
D Shut-offcooling oil 52005 350 Grinding machine
D Stopped lub. oil circul. for valve seat ring
(extra tools).
Description:
Reconditioning of valve spindie seat and valve

seat ring, with Special grinding machine.
Hand tools:
All the hand tools and new stones are included in

the tools box for grinding machine.
Starting position:
Valve spindle has been removed 505-01.05
Related procedure:
Mounting of valve spindle 505-01.05
Manpower: Replacementand wearing parts:
Working time : 6 hours Plate no Item no Qty/

Capacity : 1 man
Data:

Declarationofweight (Page 500.45)
95.50 - ES0S
STX Engine
505-01.10 Reconditioning of Valve Spindle Seat Working Card
Edition 01H and Valve Seat Ring Page 2 (3)
L23/30H
Reconditioning of Valve Seat Ring However, when the seat "S" has been ground to such
an extent that the recess "R" disappears, see fig 1,
Reconditioning of valve seat rings by machining is the valve seat ring has to be scrapped and a new one
carried out by means of a grinding machine, the piiot must be installed, see working card505-01.35
spindle of which is to be mounted in the valve spindle
guide. For Operation of the grinding machine, see
separate instructions. Reconditioning of Valve Spindle
Reconditioning by machining is carried out with the

Grinding of Valve Seats valve spindle being rotated in a turning lathe and a
Special grinding machine mounted on thetool postof
Grinding of valve seat rings should be carried out the turning latch.
according to the following sequence:
1) Grind the seating surface with a feed at an Grinding of Valve Spindle

angle "A" of 30° ± °ä10*
For Operation ofthe grinding machine, see separated
2) Continue the grinding until a clean and uniform instructions.
surface condition has been obtained.
1) Grind the seating surface with a feed at an angel
3) Carry out the final grinding with a feed in the "An of 30° ± °
direction inside and outwards. Normally, the best 0.25*.
surface quality is obtained this way. 2) Continue the grinding until a clean and uniform
surface condition has been obtained.
3) Check the height nH"1 after completing the

grinding, see fig 2.
"H"1 has as a minimum to be as indicated on page

500.35.
If measured to be less, the spindle has to be scrap-

ped.
4) After assembling the valves, check - on account
Fig 1. Valve Seat Ring
Scrapping of Valve Seat Rings
Normally, the valve seat ring can be reconditioned

several times.
Fig 2. Valve Spindle
STX Engine 95.50 - ES0S

Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 3 (3)
and Valve Seat Ring Edition 01H
L23/30H
of the valve motion - that distance "H"2 between the
upper edge of the cylinder head and the upper edge of
the valve spindle, see fig 3, does not exceed the
maximum value, seepage 500.35.
Fig 3.
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95.50 - ES0S
STX Engine
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STX Engine
Working Card
Valve Rotator 505-01.15
L23/30H
D Stopped engine Plate no Item no Note

D Shut-off cooling water 52005 051
• Shut-off fueloil
Description:
Dismantling, inspection and mounting of valve

rotator. Hand tools:
Small screwdriver.
Ring and open-end Spanner 24 mm.
Starting position:
Related procedure:
Mounting of valve spindles 505-01.05
Working time : 1/2 hour Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 -ES0S
STX Engine
5 05-01.15 Valve Rotator Working Card
L23/30H
Inspection of Rotocap Note! Having assembled the valve rotator in dry

condition it should be placed in clean lubricating oil
Dirt especially in the ball pockets due to residues in for a short period of time.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hindere the
movement of the balls.
Rotocap valve rotators need no servicing under

normal operating conditions.
Rotator Performance is satisfactory when the valve

rotates visibly and evenly.
Dismantling of Rotocap
See working card 505-01.05, point 3 to 9. Fig1.
Overhaul of Rotator Mounting of Rotocap
1) Clean the valve rotator. See working card 505-01.05, point 3 to 9, opposite
direction.
2) Inspect for wear and ball impressions.
3) Remove the retaining ring and disassemble

the individual parts.
4) Replace parts showing wear grooves or de-

pressions formed by the balls.
5) Insert the balls and the tangential Springs.
Note! All balls on the inclined races of the ball

pockets must point in the same direction, see fig. 1.
The inner ring of the spring washer should rest on the

retainer body.
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95.50-ESOS
STX Engine
Working Card
Replacement of Valve Guide 505-01.20
L23/30H

D Shut-off cooling water
• Shut-off fuel oil
• Stopped lub. oil circul.
Description:
Dismantling and mounting of valve guide for inlet

and exhaust valve. Hand tools:
Hammer.
Nitrogen (N2), or similar.
Mandrel for knocking out the valve guide.
Starting position:
Related procedure:
Working time : 3/4 hour Plate no. Item no. Qty/

Capacity : 1 man
50501 363 4/cyl
Data: 50501 218 4/cyl

95.50 - ES0S
STX Engine
505-01.20 Replacement of Valve Guide
Working Card
L23/30H
When to Replace the Valve Guide 4) Before mounting - cool down the new valve
guide to approx. -70°C~with nitrogen or similar.
If the clearance exceeds the max. limit, see page
500.35, the valve guide must be replaced. 5) Insert the valve guide into the bore.
6) Knock slightly with the mandrel and a hammer.

Dismounting of Valve Guide Note! The shoulder of the valve guide must bear
against the cylinder head, by knocking slightly with
1) Knock the valve guide out from the bottom of the mandrel and a hammer.
the cylinder head, by means of a mandrel, which has
a shoulder turning that fits into the valve guide, see
fig1-
Valve seat ring
Mandrel
Fig 2.
7) Before mounting of the valve spindle insert a

Valve guide
new O-ring in the valve guide.
Correct mounting can easily be done by the use of

two valve spindles as mounting tool, one spindle to
Fig 1. be used as support and the other spindle to be used
for pushing the O-ring downwards. i
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2) Clean the bore of the cylinder head carefully. Screw-drivers or other Sharp tools should never be
used for this purpose.
3) Inspect for marks that can prevent mounting
of new valve guide. 8) For mounting of valve spindle, see working
card 505-01.05.
STX Engine 95.50 - ESOS

Working Card
Indicator Valve 505-01.26
L23/30H
H Stopped engine Plate No Item No •tote

63 Shut-off startingair
• Shut-off cooling water
Dismounting, inspection and mounting of indicator Ring and open-end Spanner 10 mm

valve. Ring and open-end Spanner 27 mm
Steel brush
Copaslip
Starting position:
Related procedure:
Manpower: Replacementandwearingparts:
Working time : 1/2 hour Plate No Item No Qty./

Capacity : 1 man
50508 037 1/Cyl.
Data:

95.50 - ES0S-G
STX Engine
505-01.26 Indicator Valve Working Card
L23/30H
Maintenance
Under normal working conditions the indicator valve

requires very little maintenance except inspection in
connection with the normal cylinder cover overhaul.
Inspection of the Indicator Valve
1. Disassemble the indicator valve.
2. Check the valve seat and the cone for "burning

through".
If the valve seat in the housing is "burned", the entire

valve is to be replaced.
1. Indicator valve, complete
3. Clean and lubricate all components before 2. Connecting piece
remounting.
4. Ensure that the spindle is in "OPEN" position

when assembling the valve. Fig 1 Indicator valve.
NOTE: Otherwise, cone and seat may be damaged.
95.50 - ESOS-G
STX Engine
Working Card
Replacement of Sleeve for Fuel Injector 505-01.30
L23/30H
D Stoppedengine Plate No Item No Note

D Shut-offcooling water
D Shut-offfueloil
• Shut-offcooling oil
Description:
Dismounting, inspection and mounting of sleeve

for fuel injector. Hand tools:
Brassmandrei.
Hammer.
Lub. oil.
Starting position: Two small screw-drivers.
Loctite 572.
The cylinder head has been dis-
mountedfromengine 505-01.00
The fuel injector has been removed 514-01.10
Related procedure:
Mounting of fuel valve 514-01.10
Man power: Replacement and wearingparts:
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
50501 039 1/cyl.
Data: 50501 040 1/cyl.
50501 052 1/cyl.
Data fortorque moment (Page500.40)
96.19 -ES0S
STX Engine
505-01.30 Replacement of Sleeve for Fuel Injector Working Card
L23/30H
Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw-
drivers.
2) The sleeve can now be driven out of the bore by

Snap ring
use of a brass mandrel and a hammer.
O-ring
Sleeve
Loctite 572
Fig2.
5) Install new sealing rings on the sleeve.
6) Coat the sealing surfaces on the sleeve with

Fig1. loctite 572.
7) Insert the sleeve in the bore.

Inspection of Bore in Cylinder Head and Mounting
of the Sleeve: 8) Mount the snap ring.
3) Clean and inspect the bore in the cylinder head.

Any marks which could prevent mounting of the
sleeve, should be gently smoothed.
96.19-ESOS
STX Engine
Working Card
Replacement of Valve Seat Ring 505-01.35
L23/30H

• Shut-off starting air
D Shut-off fuel oil 52021 501 1 piece
D Shut-off cooling oil 52005 457 Extra tools
D Stopped lub. oil circul. 52005 504 Extra tools
52021 466 1 piece
Description:
Replacement of valve seat ring for inlet and

exhaust valve.
Starting position:
Inlet and exhaust valves have been Hand tools:

removed 505-01.05
Ring and open-end spanner, 36 mm
Hammer.
Loctite, 572.
Lub. oil.
Related procedure:
Man power: Replacement and wearingparts:
Working time : 11/2 hours Plate no Item no Qty./

Capacity : 1 man
50501 351 4/cyl.
Data: 50501 064 2/cyl.
50501 076 2/cyl.
05.02 - ESO
GENSJATING SETS
505-01.35 Replacement of Valve Seat Ring WorkingCard
L23/30H
Dismounting of Valve Seat Rings Dismounting of a Valve Seat Ring is Carried out
According to the Following Procedure
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc (5)
criteria, the seat ring has to be replaced. is led vertically through the valve seat ring. Then the
guide disc (5) is lifted with the guide pin (7) until the
Dismounting of a valve seat ring is carried out by latter is guided by the valve seat ring. The stud (1) is
means of a Special extractor tool set comprising the then screwed in until it rests in the valve guide.
components, see fig 1.
1 Stud 6 Eye screw Fig 2.

2 Collarnuthexagon 7 Guide pin
3 Guide disc 8 Valve guide
4 Disc 9 Hydrauliejack
5 Guide disc 10 Valve seat ring
2) The guide disc (3) is positioned so that it bears
against the bottom of the cylinder head, and the
hydraulic jack is clamped with the disc (4) and the
Figt
collar nut hexagon (2), see fig 1. The hydraulic jack
is the one used for main bearing caps.
05.02 - ESO
CENERATING SETS
Working Card
Replacement of Valve Seat Ring 505-01.35
L23/30H
3) By pumping up the pack, see working card 3) To facilitate mounting the valve seat ring is it
520-01.05 for the use of hydraulic tools, the valve cooled down, however, a min. of -25°C otherwise,
seat is pressed out max. 6 mm, and the pressure is the o-ring can be damaged.
released again. The collar nut hexagon is tightened
and the Operation is continued until the valve seat 4) Place the o-ring on the valve seat ring and coat
ring can be removed. with oil/loctite as shown in fig 4, just before positioning
it in the bore.
Mounting of Valve Seat Rings
1) Prior to mounting of a new valve seat ring, the

bore must be cleaned thoroughly and inspected for Coat with
marks. Marks that can hinder mounting of the valve loctite 572
seat ring must be removed.
Valve seat ring
2) Tools for mounting of valve seat rings are
shown in fig 3. O-ring
Coat with oil
Fig 4.
5) The valve seat ring is positioned in the bore,

the handle with stud is inserted as shown in fig 5, and
the washer with screw is screwed tight.
1 Handle 2 Stud
Fig 3. Fig 5.
05.02 - ESO
505-01.35 Replacement of Valve Seat Ring WorkingCard
L23/30H
6) By knocking on the handle and at the same

time tightening the nut (4), the valve seat ring slides
in place in the bore and it is feit on the knocks when
it bears in the bore.
7) Prior to mounting of the valve spindle the valve

seat ring mustbeground.toensurecorrectcentering
af the valve guide and the valve seat ring. This can
be done accordingto working card505-01.05 or505-
01.10.
§
ob
HM.EHY 05.02 - ESO

CENERATINC SETS
Working Card
Mounting of Cylinder Head 505-01.40
L23/30H
B Stopped engine Plate no Item no Note

El Shut-off starting air
El Shut-off cooling water 52021 011
01 Shut-off fueloil 52021 501 4 Pieces
H Shut-off cooling oil 52021 155
H Stopped lub. oil circul. 52005 014
52010 011
52021 251
Description:
Mounting of cylinder head after inspection and/or

overhaul.
Hand tools:
Ring and open-end Spanner, 14mm.

Starting position: Ring and open-end Spanner, 17mm.
Ring and open-end Spanner, 24 mm.
Cylinder head is completely Lub. oil and copaslip.
assembled 505-01.05to 505-01.35
Valve gear of respective cylinder is in right Posi-
tion (valve closed)
Control of the surface on the
cylinder liner 506-01.45
Related procedure:
Adjustment of valve clearance 508-01.10

Capacity : 2 men
50501 338 2/cyl
Data: 50510 075 1/cyl
50610 079 8/cyl
Data for pressure and tolerance (Page 500.35) 51202 024 2/cyl
Data for torque moment (Page 500.40) 51625 097 1/cyl
Declarationofweight (Page 500.45) 51625 132 1/cyl
95.50 - ES0S
STX Engine
505-01.40 Mounting of Cylinder Head Working Card
L23/30H
Check to be Done before Lifting Place the spacer ring around the nuts with the slot in
such a position that the tommy bar can be used.
1) Check the jointing surfaces of the cylinder
head/cylinder liner to see that they are clean and Tighten the hydraulic jacks and make sure that the
without damage marks, see working card506-01.45. cylinder of the jacks bears firmly against the spacer
Fit new O-rings on the water passage, lubricate the O- ring. Tighten up all the nuts, see page 500.40. For
rings with a little oil. using the hydraulic tools, see working card 520-01.05.
2) Check all contact faces on the cylinder head 7) If new studs or nuts have been fitted, the nuts
and nuts, including threads, and make surethatthese
are level and smooth and absolutely free from foreign
particles.
Mounting of Cylinder Head
3) Attach the lifting tool, see fig 1, to the cylinder

head that has been made ready for installation, and
Position it carefully on the cylinder liner.
Fig 2.
must be tightened and loosened three times, in order

to compensate for deformation of the thread and in
order to ensure a safe minimum load of the studs
through the tightening.
AdjustmentofValveClearance
Fig 1.
8) Adjust the valve clearance, see working card
508-01.10.
Tightening of Cylinder Head Nuts 9) Fit the pipes for fuel oil, lub. oil, cooling water
and the flange for exhaust pipe.
4) Make sure that the nuts run easily on the
threads and that they bear on their entire contact
surfaces. Before Starting
Sj
5) Coat threads and contact faces with copaslip 10) Prior to starting up check for leakages. After
before fitting the nuts. starting up check for leakages and oil flow.
6) Screw nuts onto the studs and tighten lightly 11) Mount the cover for rocker arm and the front
with the tommy bar. cover for fuel pump.
95.50 - ES0S
STX Engine
Working Card
Page 1 (2) Inspection of Cylinder Head Cooling Water Space 505-01.45
Edition 01H
L23/30H

D Shut-off fueloil
Description:
Inspection of cylinder head cooling water space.

Handtools:
Steel brush
Starting position:
The cylinder head dismantled

fromengine 505-01.00
Related procedure:
Working time : V* hour Plate no Item no Qty/

Capacity : 1 man
Data:

Datafortorquemoment (Page500.40)
95.50 - ES0S
STX Engine
505-01.45 Inspection of Cylinder Head Cooling Water Space
Working Card
Page 2 (2)
Edition 01H
L23/30H
Inspection of Cylinder Head Cool. Water Space
1) Inspect the cooling water inlet at the bottom and

the cooling water outlet at the top of the cylinder head,
see fig 1. Cooling
water, outlet
2) Remove all possible deposits.
3) Pour water into the cooling water outlet and

make sure that water is Coming out of all the cooling
water inlet bores at the bottom of the cylinder head.
4) If necessary, clean the cooling water inlet and

outlet by means of a steel brush. Flush the cooling
water space after cleaning.
5) Should the cylinder head cooling water space, Cooling

water, inlet
contrary to expectation, be blocked with deposits,
please contact MAN B&W Diesel, Holeby forfurther
instructions.
Fig 1. Cylinder Head

Plate
50501-01H Cylinder Head Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benaevnelse No. Qty. Designation Benaevnelse
015 1/C Cylinder head Cylinderdaeksel

as plate 50501 som plate 50501
039 1/C Sleeve Foring
040 1/C O-ring O-ring
052 1/C Snap ring Läsering
064 2/C Valve seat ring, Ventilsasdering,

(inlet) (indstromning)
076 2/C Valve seat ring, Ventilsaedering,

(exhaust) (udstedning)
111 2/C Plug screw Propskrue
123 2/C Sealing ring Taetningsring
159 2/C Spring pin Fjederstift
160 1/C Water guide jacket Kolekappe
172 4/C Screw Skrue
196 4/C Cooling water con- Kolevandsovergang

nection
218 4/C Valve Guide Ventilstyr
231 2/C Stud Tap
243 2/C Distance pipe Afstandsstykke
255 2/C Nut Motrik
267 2/C Stud Tap
279 2/C Nut Motrik
292 3/C Stud Tap
302 2/C Thrust piece Trykstykke

i
3
9
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogsä side 500.50.
* = Only available as part of a spare parts kit. = Kun tilgasngelig som en del af et reservedelssaet.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
98.34 - ES0S
STX Engine
Plate
Page 1 (2) Cylinder Head 50501-01H
L23/30H
123
X
S
98.34 - ESOS
STX Engine
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-01H
L23/30H
573
249 237 095
286 262
See plate
50501
453
262
286
i
3 512
512
98.34 - ESOS
STX Engine
Plate
50502-01H Valve Spindles and Valve Gear Page 2 (2)
L23/30H
Item Item
no. Qty. Designation Benaevnelse no. Qty. Designation Benaevnelse
010 2/C Valve bridge, compl. Ventilbro, komplet 490 4/C Outer spring Udvendig fjeder
incl. item 022,034,046, inkl. item 022,034,046,
071,083,095,105,117, 071,083,095,105,117, 512 4/C Valve spindle, inlet Ventilspindel, inds.
129 and 130 129 og 130 and outlet og uds.
022 2/C Valve bridge Ventilbro 524 28/C Spring Fjeder
034 2/C Spring Fjeder 536 28/C Ball Kugle
046 2/C Ball guide Kuglestyr 548 4/C Spring washer Fjederskive
071 2/C Thrust piece Trykstykke 573 2/C Bearing bush Lejebosning
083 2/C Thrust screw Trykskrue 585 4/C Retainer ring Läsering
095 4/C Nut Metrik
117 4/C Circlip Fjederring
178 1/C Rocker arm Buk for vippearm

bracket
201 1/C Plug Prop
237 1/C Rocker arm, exhaust, Vippearm udst, komplet

compl. incl. item 095, inkl. item 095,249,262,
249,262,286,298,585 286, 298, 585
249 1/C Rocker arm, exhaust Vippearm, udstodning
262 4/C Plug Prop
286 2/C Thrust piece Trykstrykke
298 2/C Thrust screw Trykskrue
345 1/C Rocker arm inlet, Vippearm inds., komp-

complete incl. item let inkl. item 095, 249,
095,249,262,286,298, 262, 286, 298, 585
585
357 1/C Rocker arm, inlet Vippearm, indsugning
441 2/C Disc Skive
453 2/C Securing ring Sikringsring
465 4/C Conical ring in 2/2 Konisk ring 2/2
477 4/C Rotocap, compl. Rotationsgiver, kompl.
489 4/C Inner spring Indvendig fjeder
* = Only available as part of a spare parts kit. * = Kun tilgaengelig som en del af et reservedelssaet.
Qty./ = Qty./Individual Antal/I = Antal/Individuelt
98.34 - ES0S
STX Engine
Plate
Page 1 (2) IndicatorValve 50508-01H
L23/30H
Handwheel for indicator

valve, see plate 52005
049
95.50 -ES0S
STX Engine
Plate
50508-01H Indicator Valve Page 2 (2)
L23/30H
Item Item
013 1/C Connectingpiece Forbindelsesstykke
025 3/C Gasket Gasket
037 1/C Gasket Gasket
049 1/C Indicatorvalve Indikatorventil
I9
* = Only availableas partof a spare parts kit. * = Kuntilgaengeligsomendelafetreservedelssaet.

QtyJC = Qty./Cylinder Antal/C = Antal/Cylinder
95.50 - ES0S
STX Engine
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-01H
L23/30H
087
099
063
075
038
122
014
026
3
9
Q
94.22 - ESOS
STX Engine
Plate
50510-01H Cylinder Head, Top Cover Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Bensevnelse No. Qty. Designation Benaevnelse
014 1/C Coaming Karm
026 1/C Gasket Pakning
038 13/C Screw Skrue
063 1/C Top cover Topdaeksel

087 3/C Handle Händtag
110 3/C Nut Motrik
122 13/C Washer Skive
* = Only available as pari of a spare parts kit. = Kun tilgaengelig som en del af et reservedelssaet.
94.22-ES0S
STX Engine
Engine Data
ERA'HON
Operation of Engine
DAT
Q.
o Trouble Tracing
Cylinder Head
Piston, Connecting Rod, and Cylinder Liner C

LT

tn o Automatics and Instruments |
AINT ENAI
IENT!
o Q
Q
C/3
DES<CRIP TION
CO Fuel Oil System

UJ
I- Lubricating Oil System
C/3
>-
C/3
Special Equipment 1
Alternator 1
Tools 1
1
Index
Page 1(1) Piston, Connecting Rod and Cylinder Liner 506
L23/30H
Description
Piston, connecting rod and cylinder liner 506. 01 (01H)
Working Card
Dismounting of piston and connecting rod 506- 01 .00 (01H)

Separation of piston and connecting rod 506- 01 .05 (01H)
Piston 506-01 .10 (01H)
Connecting rod 506- 01 .15 (01H)
Criteria for replacement of connecting rod big-end and main bearing Shells — 5 0 6 - 01 .16 (01H)
Mounting of piston and connecting rod 506- 01 .20 (01H)
Hydraulic tightening of connecting rod screws 506- 01 .25 (04H)
In-situ inspection of connecting rod big-end bearing 506- 01 .30 (01H)
Inspection and honing of cylinder liner 506- 01 .35 (01H)
Replacement of cylinder liner 506- 01 .40 (01H)
Grinding of seal face on cylinder liner and cylinder head 506- 01 .45 (01H)
Dismounting of piston and cylinder liner at Iow overhaul height 506- 01 .50 (01H)
Plates
Piston and connecting rod (hydraulic tightened) 50601- 05H

Cylinder liner 50610- 01H
STX Engine
Your Notes:
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STX Engine
Description 506.01
Page 1 (1) Piston, Connecting Rod and Cylinder Liner Edition 01H
L23/30H
Piston Connecting Rod
The piston, which is oil-cooled and of the monobloc The connecting rod is die-forged. The big-end has an
type made of nodular cast iron, is equipped with 3 inclined Joint in order to facilitate the piston and
compression rings and 1 scraper ring. connecting rod assembly to be withdrawn up through
the cylinder liner. The Joint faces on the connecting
By use of a combination of compression rings with rod and the bearing cap are serrated to ensure precise
different barrel-shaped profiles and chrome-plated location and to prevent relative movement of the
running surface on all rings, the piston ring pack is parts.
optimized for maximum sealing effect and minimum
wearrate. The big-end bearing is of the trimetal type, i.e. steel
Shells lined with tin-aluminium or lead-bronze coated
The piston has a cooling oil space dose to the piston with a running layer. Designed as piain type or
crown and the piston ring zone. The heat transport, rillentype. The bearing Shells are of the precision type
and thus the cooling effect are based on the shaker and are therefore to be fitted without scraping or any
effect arising during the piston movement. Oil from other kind of adaption.
the engine's lubricating oil System is used as cooling
oil. The small-end bearing is of the trimetal type and is
pressed into the connecting rod.
The piston is provided with a tumed edge at the top
due to the flame ring mounted in the cylinder liner.
Cylinder Liner
Piston Pin Thecylinderlinerismadeoffine-grained.pearlitecast

iron and is fitted in a bore in the engine frame.
The piston pin is fully floating which means that it can Replaceable cast iron sealing rings are fitted between
turn freely in the pin bosses of the piston as well as the liner and the cylinder head and between the liner
in the connecting rod bush. The piston pin is tumed in and the frame. The liner is clamped by the cylinder
place upwords in axial direction by two circlips (seeger head and is guided by a bore at the bottom of the
rings). cooling waterspaceof the engine frame. The liner can
thus expand freely downwards, when heated during
the running of the engine. Sealing forthe cooling water
is obtained by means of silicone rubber rings which
are fitted in grooves machined in the liner.
The cylinder liner is of the socalled "stepped cylinder"

type, provided with flame ring inserted in the top of the
liner.
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96.19 - ESOU
STX Engine
Your Notes:
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in
Q
9
£
STX Engine
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
L23/30H
H Stopped engine Plate no Item no Note

11 Shut-offstartingair
M Shut-offcooling water 52006 021
H Shut-offfueloil 52006 033
ü Shut-offcooling oil 52006 094 2 pieces
9 Stopped lub. oil circul. 52006 224
52006 273 80-360 Nm
52010 011
Description: Tool combination for dismounting of connecting rod

screw, see working card 520-01.20.
Dismounting of piston and connecting rod as-
sembly, for inspection and/or overhaul.
Starting position: Hand tools:
Cylinderhead has been dismounted ThreadedpinM12.

from engine 505-01.00 Open-end spanner 24 mm.
Crankcaseopen. Wire.
Scraperorsimilar.
Small adjustable spanner.
Related procedure:
Separation of piston and connecting

rod 506-01.05
Inspection and honing of cylinder
liner 506-01.35

Capacity : 2 men
Data:

Data fortorquemoment (Page500.40)
96.20 - ES0S
STX Engine
506-01.00 Dismounting of Piston and Connecting Rod Working Card
L23/30H
Preparations before Dismounting 2) Removethegangway, ifany installed, in order
to improve the access conditions.
1) Clean theupperpartofthecylinder. If not, the
piston may get stuck during removal in the carbon 3) Turn the crankshaft to bring the crank throw
deposited in this area. concerned into a position of approx. 50 degrees
before TDC.
a) Turn the piston to the buttom.
This position is identifiable by the connecting rod
b) Place a used piston ring on top of the piston. shaft being very dose to the cylinder liner Shirt, see
fig. 1.
c) Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the 4) Clean the threaded hole in the piston top, and
cylinder head studs, screw on the nut and tighten it mount the eye screw.
slightly.
5) Mount the tube (for holding down the cylinder
d) Turn the piston in top, in order to push the flame liner during the piston withdrawal) on one of the
ring out of the cylinder by means of the piston ring. cylinder head studs, screw on the nut and tighten it
slightly.
Info: Itis the used pistonringwhichpushes the flame
ring out of the cylinder. 6) Attach a wire rope to the eye bolt by means of
a shackle, hook the wire on to a tackle and pull the wire
rope tight.
Note! lfminoradjustmentsof the crankthrow position

appear necessary for access to the connecting rod
screws, the wire rope must be slackened before
turning of the crankshaft and tightened up again in the
new crank throw position.
1
Fig 1. Mounting of tools (placing). Fig 2. Removal of bearing cap.
96.20 - ES0S
STX Engine
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
L23/30H
ff n•V
i
Fig 3. Removal of upper big-end bearing Shell.
Dismounting of Bearing Cap
7) Unload the connecting rod screws and unscrew

one of the upper screws.
8) Mount the guide pin for the bearing cap in one

of the threaded holes and fit a screwdriver or similar
in the hole in the guide pin, and unscrew the screws.
Fig 4. Lift of piston and connecting rod assembly.
Note! The purpose of the guide pin is to prevent any
damage of crank Journal, Joint faces or bearing sur-
face to occur during dismounting of the bearing cap,
and to facilitate easy handling when removing the Dismounting of Upper Big-end Bearing Shell
bearing cap from the crankcase.
11)Pull the piston and connecting rod assembly
9) Removethescrewdriverfromtheguidepin.and upwards and remove the upper big-end bearing shell,
dismount the bearing cap by sliding it along the guide see fig 3.
pin, see fig 2.
12) Lift the piston and connecting rod assembly up
10) Remove the guide pin from the connecting rod. through the cylinder liner and out of the engine, see fig
4.
96.20 - ES0S
STX Engine
Your Notes:
o
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STX Engine
Working Card
Separation of Piston and Connecting Rod 506-01.05
L23/30H

• Shut-off fueloil 52006 033
D Shut-off cooling oil 52006 200
Description:
Separation of piston and connecting rod for

inspection or/and overhaul.
Assembly of piston and connecting rod after
inspection or/and overhaul.
Piston and connecting rod are dismounted Open-end Spanner, 24 mm.

from engine 506-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:
Inspection or/and overhaul of piston 506-01.10

Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connecting rod
big-end bearing 506-01.16

Capacity : 1 man
Data:

95.50 - ES0S
STX Engine
506-01.05 Separation of Piston and Connecting Rod Working Card
L23/30H
Landing of Piston and Connecting Rod

6) Take out the securing ring, (seeger circlips),
1) Land the piston and connecting rod carefully on push out the piston pin and lift the connecting rod
wooden supports to prevent damage of piston and away.
scraper ring, see fig 1.
Assembly of Piston and Connecting Rod
7) For assembly of piston and connecting rod, see

point 1-6 in reversed Order.
8) Lubricate the piston pin before assembling.
Fig 1. Landing of Piston and Connecting Rod.
2) The bearing cap should be mounted with the

screwstightened only by hand, in orderto protectthe
serrated Joint facesduringhandlingof the assembly,
see fig 1.
3) Remove the shackle and eye screw from the

piston crown, see fig 1.
4) Place the piston and connecting rod assembly

in upright position resting on the top face of the piston
crown, see fig 2.
Note: Wooden wedges should be used to prevent the

connecting rod from swinging out and thus impact the
piston skirt during the lifting into upright position.
5) Place a wire around the big-end of the connec-

ting rod. Attach a tackle and tighten the wire rope, see
Fig 2. Removal of Connecting Rod and Piston Pin.
fig 2.
Separation of Piston and Connecting Rod
95.50 - ES0S
STX Engine
Working Card
Piston 506-01.10
L23/30H
• Stopped engine Plate no Item no Note

D Shut-off fuel oil 52006 153
Cleaning and inspection of piston. Control of Tools for cleaning of piston, steel brush,
piston ring, scraper ring and ring grooves. scraper etc.
Starting position:
Piston has been dismantled from

Related procedure:
Mounting of piston and


Capacity : 1 man
Data:

95.50-ES0S
STX Engine
506-01.10 Piston
Working Card
L23/30H
Removal of Piston Ring Inspection of Piston
For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the Special
ring opener which prevents local over stressing of 2) Clean and examine the pistonringsto determine
the rings should be used. if reuse is acceptable, see page 3.
Straps to expand the ring gap or tools working on the 3) Clean the piston on the outside and on the
same principle must not be used, as this would result inside.
in permanent deformation which might cause blow-
by or broken rings. 4) Inspectthe piston ring and scraper ring grooves
for wear, see page 3.
STX Engine 95.50-ESOS

Working Card
Piston 506-01.10
Page 3 (4)
EditionOIH
L23/30H
The piston has to be scrapped if:

Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
A) The wear limit on the testing mandrel is Nominalsize. Tolerances.
exceeded, see fig 1A
Piston ring New , . +0.14
4.0mm+012 4.43 mm
1 4.0 mm
or
Piston ring New
B) The clearance between the new piston/scraper 40mm 4.43 mm
ring and ring groove is exceeded, see fig 1B. 2 4.0 mm +0.09
Piston ring New . „ +0.11

4 0 mm 4.43 mm
Note! At each piston overhaul: 3 4.0 mm +0.09
- The piston and scraper ring must be New 7Omm

Scraper ring 7.43 mm
exchanged. 7.0 mm Iao8
- The cylinder liner must be honed according Table 1. Nominal size, new ring groove tolerance and wear
to the instructions. limit for ring grooves.
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit (2 mm mark) on the testing

mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be
scrapped.
0.45 mm
Wear limit line.
I Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.45 mm.
The handle is marked

with the nominal size.
Fig 1. Wear limits for ring grooves.
95.50 - ES0S
STX Engine
Edition 01H
Piston Page 4 (4)
L23/30H
Position of Piston and Scraper Rings
Piston Ring No 1 :
marked with ident.
No"top 881500-3"
or "0946".
Piston Ring No 2:
marked with ident.
No"top 881502-7"
or "0947".
Piston Ring No 3:
marked with ident.
No"top 881501-5"
or "0945".
Scraper ring:
marked with ident.
No"top 881503-9"
or"0120".
Marking of Piston and Scraper Rings
Marking
Identification marks to face upwards against the piston crown when mounted.
Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.

Working Card
Connecting Rod 506-01.15
L23/30H

D Shut-offcooling water 52006 273 80-360 Nm
D Shut-off fueloil 52006 618 225-250 Nm
Description:
Cleaning, inspection and test measurement of

connecting rod.
Hand tools:
Starting position: Inside micrometer (195 mm).

Feeler gauge 0.15 - 0.20 mm.
Connecting rod has been
dismantled from piston 506-01.05
Related procedure:

Working time : 1/2 hour Plate no Item no Qty /

Capacity : 1 man
Data:

95.50 - ES0S
STX Engine
506-01.15 Connecting Rod
Working Card
Edition 01H Page 2(4)
L23/30H
Cleaning of Connecting Rod Measurement of Big-end Bore
1. Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted ontothe big-end bore without bearing Shells.
2. Degreasetheserratedjointfaces, tapped holes Note!! The ident. No on the connecting rod and the
and connecting rod screws with a volatile solvent and bearing cap must always be the same, see fig 3.
blow dry with working air.
8. Mount the bearing cap onto the connecting rod
Visual Inspection of Serrated Faces
3. Inspect the serrated Joint faces.
Damages, in the form of visible wear marks and

pittings or even cracks, may be in the serration due to
relative movements between the surfaces.
Wear marks and cracks are visible, but not perceptible l

with a fingemail. Pittings and impact marks are both
visible and perceptible. \ \
i
M
Note!! Handle the connecting rod with care. Incaseof
damaged serration caused by improper handling, the
bearing cap can no longer be tightened to the connecting
rod without ovalness of the big-end bore.
4. Register observed damages in the scheme

"Connecting Rod Inspection" for historic use only.
See page 4.
Fig. 1. Point of measurement
5. Carefully smooth Single raised spots in the

serration caused by pitting and impact marks with a by means of the connecting rod screws.
filesmall.
9. Tighten the screws with the prescribed torque,
see working card 506-01.25.
Inspection of Connecting Rod Screws
10. Measure five different diameters in the middle
6. Inspect the connecting rod screws for seizures of the boring, see fig 1.
in the threads and pittings on the contact surfaces of
thescrewheads. 11. Register the measurements in the scheme
"Connecting Rod Inspection". See page 4.
7. Turn the connecting rod screws into bottom
Position in the threaded screw holes by hand. 12. Calculate the maximum ovalness as the diffe-
rence between biggest and smallest diameter
If screws Then measured.
have seizures in Renew the screws 13. Check if maximum ovalness is exceeded, see
threads or pittings on page 500.35.
contact surface
cannot be turned into Renew the screws

bottom position by hand Then
95.50 - ES0S
STX Engine
Working Card
Connecting Rod 506-01.15
L23/30H
0.125 mm and therefore the connecting rod is rejected.
maximum ovalness is Renew the complete
exceeded connecting rod, screws
and bearing Shells. Inspection of Connecting Rod Bush
maximum ovalness is Reuse the connecting rod 1. Inspect the surface of the piston pin and the
not exceeded connecting rod bush.
2. Measure the clearance between the piston pin

Example of Measurement Results and bush.
I
3. Check if max clearance is exceeded, seepage

Connecting Rod Inspection for L23/301
500.35.
C>«X*f DO 1 2 If the specified clearance is exceeded, contact MAN

Connteang rod Ö«nt no.
Runnrig hou» fo> connectng tod B&W Diesel A/S, Holeby for replacement.
•0,5 -3,0
^ ^ ^ 1/100 ™n B -2,0 -7.0
>^k C -1,5 -5,0
+ 5,0 + 5,5
+ 3.0 + 3,5 \ Inspection of Bearing Shells for Big-end
Ovalne&i: Difr, bcnwcm roLiyre&x. 7.0 12,5
°r
CondlMn ot Mrration
TgMBnmg fw rneasureir-enf « M
G—-« •—.- Criteria for replacement of connecting rod big-end
D~ bearing, see working card506-01.16.
D -
D—- n— -
Rerr^fU: Romarks: Renwks: I
tobe tobe
reused rejeded
i
Comccärg red ^ ^ "
Nota ! Tha öen! n«. on U M con-

nockng >od and on fte bcarfng
cap. mu«t atway« b« tia »ama.
-4.
\
Fig 2. "Connecting Rod Inspection". r
The example, see fig 2, shows measurements and

damage observations for two connecting rods on the
scheme "Connecting Rod Inspection" (in case the
specified maximum ovalness is exceeded, contact 4
MAN B&W Diesel A/S, Holeby for overhaul).
Q For connecting rod No 1 the maximum ovalness is

9 Connecting rod \_
0.07 mm and thus reuse is acceptable. Ident No
Fig 3.
For connecting rod No 2 the maximum ovalness is
95.50 - ES0S
STX Engine
506-01.15 Connecting Rod Working Card
L23/30H
5=) 33OO
i?5 II 11. t o
~ O <D
» Q- _.
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Working Card Criteria for Replacement of 506-01.16
Page 1 (8) Connecting Rod Big-end and Main Bearing Shells Edition 01H
L23/30H
• Stopped engine Plate no Item no Note.

D Shut-off fuel oil
Description:
Inspection of bearing Shells.

Hand tools:
Magnifier (x30).
Starting position:
Bearing Shells removed from engine:

Big-end bearing, 506-01.00 and 506-01.30
or
Main bearing, 510-01.05
Guide bearing, 510-01.10
Related procedure:
Mounting af bearing Shells:

Big-end bearing, 506-01.20 and 506-01.30
Main bearing, 510-01.05
Guide bearing, 510-01.10
Working time : 1/4 Hour Plate no Item no Qty. /

Capacity : 1 man
Data:

91.07-ESOS-G
STX Engine
506-01.16 Criteria for Replacement of Working Card
Edition 01H Connecting Rod Big-end and Main Bearing Shells Page 2 (8)
L23/30H
This papergives Information about the evaluation of Wear of the bearings running surface Starts primarily
the connecting rod big-end and main bearing Shells in the sott overlay, where the-overlay in the slots is
when wear appears on the running surface under reduced approx. 0.001 mm.Thedifferencebetween
normal operating conditions. the light-alloy metal and the overlay is by further
wear almost constant, i.e. approx. 0.005 mm.
Bearing damages caused by incorrect running con-
ditions, like The gravrty of the running surface's wear must be
determined with a magnifier (x30), hereby the over-
- Scoring of the running surface due to foreign lay can be seen as the dark area and the light-alloy
particles in the lubricating oil. metal as the light area.
- Cavitation.
- Corrosion The ratio between the width of the light-alloy metal
- Overloading, overheating a.s.o. and the width of the slot as well as the dimension of
the wom area are important fordetermining the wear
are not described in this paper. of the bearing.
In these cases, the bearing Shells must be exchang- The bearing can also operate although part of the
ed, of course, and in order to avoid further bearing overlay is missing in the slots. Practice has shown,
failures, the cause of the failure must be found and that bearings with partly empty slots can run without
eliminated. any negative influence on the Operation of the bea-
ring.
By determining the condition of the bearing Shell, the

overlay at a minor stressed area must be used as
Overlay comparison.
(-75%)
Light metal The valuation of the bearing Shell condition is divided
(-25%) into 5 groups:
Nickel strike
(max.5%) 1. Re-use
2. Limiting case -wear
3. Limiting case - local levelling
4. Limiting case - permanent breakage on the
overlay
5. Empty slots.
In case of a combination of the above mentioned

conditions, the Iowest possible limrts are valid.
Fig 1. Running surface o1 the bearing Shell.
A new bearing Shell has a running surface with

approx. 75 % galvanic overlay and approx. 25 %
light-alloy metal, see fig 1.
STX Engine 91.07-ES0SG

L23/30H
1.1. Bearing Shells for Re-use. 1.2. Bearing Shells for Re-use.
Condition: The slot geometry corresponds to a new Condition: The overlay is equally worn, approx.
bearing Shell. The overlay in the slots is fully preser- 0.005 mm in the slots. The light-alloy Strips show no
ved, see fig 2. wear, see fig 3.
Dark spots are mainly oil coke remains. Dark spots are mainly oil coke remains.
Valuation: The ratio between light-alloy metal and Valuation: Due to worn running surface the light-
overlay is 75 % to 25 %. Re-use! alloy Strips are slightly widened. Re-use!
Fig 2. Fig 3.
91.07 -ES0S-G
STX Engine
L23/30H
1.3. Bearing Shells for Re-use. 1.4. Bearing Shells for Re-use.
Condition: Small particles all over the overlay. The Condition: The overlay has been dragged and
light-alloy metal shows no changes of tmportance, smudged over the light-alloy metal. These are only
see fig 4. partly visible, see fig 5.
Valuation: Re-use of the Shell, as the particles are Valuation: Reuse of the Shell.
wedged in the slots.
Fig 4. Fig 5.
STX Engine 91.07-ESOS-G

L23/30H
2. Limiting Case - Wear Condition: The bearing Shell is locally so worn, that
the ratio between the light-alloy metal and thaover-
lay is 1:1, see fig 6. The width of the light-alloy metal
has increased from 100 % (new bearing shell) up to
175 %. In the slots some overlay is still left, see fig
7.
Valuat ion: The bearing can operate with wear of the

below listed size, see fig 8 og 9. If the wear limits are
exceeded the bearing Shells must be exchanged due
to safety precausions.
D o
ax. 25% _
f extent "
D
E o
ö
max. 60%
Fig6. of width
max. 30%
of extent
;
-
i
o
Fig 9.
Fig 7.
91.07 -ES0S-G
STX Engine
L23/30H
3. Limit Case - Levelling Valuation: If the limits shown in fig 11 and 12 are
exceeded the bearing Shells must be exchanged.
Condition: The slots are locally totally levelled as
shown in fig 10.
Fig w.
max. 10% of width or
max. 5 mm
Fig 12.
Fig 11.
STX Engine 91.07-ES0S-G

L23/30H
4. Limit Case - Permanent Breakage of the Condition: Breakage in the overlay due to local
Running Surface overload, as shown in fig 13 and 14.
Valuation: If the limits as shown below in fig 15 and

16 below are exceeded with totally or partially empty
slots, the bearing Shells must be exchanged.
max. 60%
of width
max. 30%
of extent
G
Fig 15.
max. 10 mm
Fig 13.
tr
Fig 14. Fig 16.
91.07-ES0S-G
STX Engine
L23/30H
5. Limit Case - Empty Slots Valuation: If the limits shown in the below fig 18 and
19, are exceeded, the bearing Shells must be ex-
Condition: In some areas there is no overlay in the changed.
slots, seefig 17.
max. 5 mm
Fig17.
max. 30% of width
\S
r Fig19.
CD
X
m
FigiB.

Working Card
Mounting of Piston and Connecting Rod 506-01.20
L23/30H
H Stoppedengine Plate no Item no Note

11 Shut-offstartingair
H Shut-offcooling water 52006 021
ü Shut-offfueloil 52006 033
11 Shut-offcooling oil 52006 116
52006 224
Description:
Mounting of piston and connecting rod assembly,

afteroverhaul and/orinspection.
Piston mounted on the connecting rod, crank- Open-end Spanner 24 mm.

shaft turned in the right position and the cylinder Cleanlubricatingoil.
liner is OK, see working card 506-01.35.
Related procedure:
Tightening of connecting rod screws 506-01.25

Working time : 11/2 hours Plate no Item no Qty/

Capacity : 2 men
50601 093 1/cyl
Data: 50601 103 1/cyl
50601 115 1/cyl
95.50 - ES0S
STX Engine
506-01.20 Mounting of Piston and Connecting Rod Working Card
Page 2 (4)
Edition 01H
L23/30H
Mounting of Tools Note: A crank throw position of approx 50 degrees

beforeTDC will ensurethisand also besuitableforthe
1) Mount the lifting device comprising eye screw, further mounting procedure.
shackle and wire rope on the piston.
2) Lift up the piston and connecting rod and mount Mounting of Big-end Bearing
the piston and scraper rings, see point 14, and
working card 506-01.10. 6) Lower the piston further down, lubricate the
ends of the bearing Shells (as in fig. 2>with copaslip,
3) Remove the backstop for cylinder liner and molycote pasta or similar and mount the upper Shell
place the piston guide ring on top of the cylinder liner, of the big-end bearing.
see fig 1.
Fig 1.
Fig 2.
Lowering of Piston and Connecting Rod

7) Coat the crank Journal with clean lubricating oil.
4) When the piston approaches the guide ring,
stop the lowering, coat guide ring, piston, piston rings 8) Lowerthe piston and connecting rod slowly into
and scraper ring, with clean lubricating oil in order to correct landing on the Journal.
minimize friction during the subsequent lowering of
the assembly. During this the connecting rod must be guided by hand
to ensure correct approach and landing on the Journal,
5) Make sure that the crank throw is in a position see fig 3.
allowing the connecting rod to go clear of both crank
Journal and cylinder liner skirt during further lowering.

Page 3 (4) Mounting of Piston and Connecting Rod Edition 01H
L23/30H
Note: The ident. No. on the connecting rod and on the

bearing cap must always be the same, see fig 4.
10) Lubricate threads and contact face of the

connecting rod screws with copaslip, molycote pasta
orsimilar.
11) Mount the screws and tighten them slightly

using an open end Spanner.
12) Slacken the tackle and dismount the eye screw/

shackle from the piston.
Fig3.
Mounting of Bearing Cap
9) Mountthe bearing cap with inserted Iower Shell

of the big-end bearing, using the guide pin, see fig4.
Fig 5.
Tightening of Connecting Rod Screws
13) Tighten the screws according to "Tightening

Procedurefor Connecting Rod Screws", seeworking
card 506-01.25.
8CM
in
X
Fitting of Piston and Scraper Rings
14) Piston rings should only be removed from and

fitted to the piston by the use of a Special tool, the
socalled piston ring opener.
Fig 4.
95.50 - ES0S
STX Engine
Edition 01H
Mounting of Piston and Connecting Rod Page 4 (4)
L23/30H
Iftheringsareopenedfurtherthannecessarythereis Before fitting the coil spring loaded scraper ring, the
a risk of overstressing, which means that rings will coil spring is dismantled from the ring by removal of
become permanently distorted and will not confirm to the Joint pin. The coil spring is placed and assembled
the inner running surface of the cylinder. in theringgroove. Then the scraper ring is fitted in the
groove in such a way that theringJoint is approxima-
The piston rings should be installed with the identifi- tely 180° offset to the spring Joint.
cation mark, which is stamped into the ring dose to
the ring joints, facing upwords, see working card 506- Ascertain correct assembling by checking the back
01.10 "Piston". clearance.The back clearance is sufficient when the
face of the ring is below the groove edge when the ring
is pressed against the bottonn of the groove.
When installed on the piston the rings should be

Joint pin for pushed back and forth in the grooves to make sure
coil spring" Joint coit spring to be
^/placed opposite to ring Joint that they can move freely. It is also advisable to insert
a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present so the feeler gauge

can be moved all the way round.
To prevent gas leakage through coinciding ring joints

the piston rings should be turned into positions offset-
ting the ring Joint 180° to each other.
Fig6.

Working Card
Hydraulic Tightening of Connecting Rod Screws 506-01.25
L23/30H
Safety Precautions: Special Tools:
El Stopped engine Plate No Item No Note

H Shut-off starting air
D Shut-off cooling water 52021
EI Stopped lub. oil circul.
Description:
Tightening procedure for connecting rod screws.
Check of connecting rod screws, tightening con- Hand Tools:
dition.
Starting Position:
Piston, connecting rod, bearing Shells and bearing

cap preassembled. 506-01.20
Related Procedure:
Man Power: Replacement and Wearing Parts:
Working time : 1/2 Hour Plate No Item No Qty./

Capacity : 2 men
Data:
Data for pressure and tolerance (Page500.35)

00.28 -ESO
STX Engine
506-01.25 Hydraulic Tightening of Connecting Rod Screws Working Card
Edition 04H Edition 2 (2)
L23/30H
1) Screw the studs pos. 3 down by hand into the

connecting rod body pos. 1.
2) Fit the upper part of the connecting rod pos. 2

and hold it with nuts pos. 4.
Note. Rememberto fit the bearing Shells (unless the

mounting is carried out for finish-machining).
3) Screw the studs to the bottom. Check the

distance 81 from surface of upper part pos. 2 to the
end of the studs pos. 3 and hand-tighten the nuts pos.
4.
4) Mount the hydraulic jacks pos. 5.
Note. Turn the thrust piece of the jack so that the

slots for the ball handle pos. 6 are unloaded when
pressurizing the jack.
5) Connect the jacks to the hydraulic System/

pumpby using the angle piece pos. 7.
6) Load the studs with the hydraulic pressure and

tighten the nuts with the ball handle pos. 6
7) Relieve the tool pressure.
8) Re-apply the tool pressure.
9) Tighten the nuts again.
Note. Item 8 and 9 are carried out in order to

eleminate any harmful Stresses.
10) If any clearance is still visible and the nut can

be turned, then repeat item 7, 8 and 9.
Fig. 1 Hydraulic tightening of connecting rod.
11) The pressure to be relieved and the tool to be
dismantled.
STX Engine 00.28 - ESO

Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
L23/30H
ü Stopped engine Plate no Item no Note

B Shut-off starting air
El Shut-off fuel oil 52006 224
H Shut-off cooling oil 52006 273 80-360 Nm
H Stopped iub. oil circul.
Tool combination for tightening of connecting
rod screw, see working card 520-01.20.
Description:
In-situ inspection and/or replacement of connec-

ting rod big-end bearing, dismounting and moun-
ting. Hand tools:
Open-end Spanner 24 mm.
Starting position:
Fuel injection valve dismounted, 514-01.10

Crankcase open.
Top cover for cylinder head removed.
Related procedure:
Inspection of connecting rod

big-end bearing 506-01.16
Tightening and check of connecting
rod screws 506-01.25

Manpower:
Plate no Item no Qty/
Working time : 11/2 hours
Capacity : 1 man
Data:

96.30 -ES0S
STX Engine
506-01.30 In-situ Inspection of Connecting Rod Big-end Bearing WorkingCard
L23/30H
Turning the Piston in Correct Position
1) Turn the crankshaft into a position allowing the

connecting rod to be losened.
2) Turn the crankshaft in a position allowing the

connecting rod bearing cap to be dismounted, see fig
1.
Fig1. Fig 2.
Dismounting of Bearing Cap 7) Lift the piston/connecting rod from the bearing
Journal.
3) Remove the fuel injector.
Note: the piston/connecting rod should be lifted
4) Insert the long-eye bolt and screw it into the further then, just to allow dismounting of the upper
thread hole in the piston, see fig 2. bearing Shell, see fig 2.
5) Tighten it slightly by means of a tackle, see fig

2. Inspection of Bearing Shells
8) Inspect the bearing Shells, see working card §

Removal of Bearing Shells 506-01.16.
6) Dismount the bearing cap and bearing Shell.

For use of guide pin, see working card 506-01.00.
96.30 - ES0S
STX Engine
Working Card
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
Edition 01H
L23/30H
11) Ascertain that the crank throw concerned is in

a position of approx 50 degrees before TDC.
12) Coat the Journal with clean lubricating oil and

Iowerthe piston and connecting rod assembly slowly
into correct landing on the Journal.
While Iowering the connecting rod, it must be guided

by hand to ensure a correct approach and landing on
the Journal, see fig 4.
13) Lubricate the ends of the bearing Shells (as in

fig 2) with copaslip, molycote or simular.
Mounting of Bearing Cap
14) Mountthe bearing cap with inserted Iower big-

end bearing shell, using the guide pin.
15) Lubricate threads and contact face of the

connecting rod screws with copaslip or similar.
16) Mount the screws and tighten them slightly

using an open-end Spanner.
Fig3.
17) Stacken the tackle and dismount the eye screw
from the piston crown.
Cleaning of Components before Mounting.
9) Clean all components, see working card 506- Tightening of Connecting Rod Screws
01.20.
18) Tighten the screws according to "Tightening
Procedure for Connecting Rod Screw", see working
Mounting of Upper Bearing Shells card 506-01.25.
10) The bearing Shell is placed in the bore, the

contact surfaces of the Shells to be in parallel to the
contact surface of the connecting rod and the bearing
cap respectively.
96.30-ES0S
STX Engine
stx
Your Notes:
v
S
o
§
10
Q
9
STX Engine
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
L23/30H

EZ3 Shut-offcooling water 52006 488
H Shut-off fueloil 52006 511
H Shut-off cooling oil 52006 606 275-300 mm
El Stopped lub. oil circul.
Description:
Inspection and honing of cylinder inerwithho-ning

I
brush.
Hand tools:
Drilling machine 60-180 rpm.

Honing oil.
Starting position: Gas oil.
Piston and connecting rod is

removed 506-01.00
Related procedure:

Replacement of cylinder liner 506-01.40
Grinding of seal face on cylinder
head and cylinder liner 506-01.45

Capacity : 1 man
Data:

Data fortorque moment (Page 500.40)
96.04 - ES0S
STX Engine
506-01.35 Inspection and Honing of Cylinder Liner Working Card
L23/30H
Measurement of Cylinder Diameter Prior to honing, deposits of coke and possible wear
edges in the top of the liner must be removed by
While the piston is removed from the cylinder, the scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flameringtype, the used flame
with measuring pointsatTDC-positionforuppermost ring has to be cleaned in water. Subsequently, the
piston ring, halfway down and at the bottom of the flame ring is remounted in the cylinder before carrying
cylinder liner, see fig 1 andpage 4. out the honing process.
Note: After the honing process has taken place the

used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing a
piston ring.
80-160 rpm.
Fig 1.
The measurements should normally be taken in

transverse as well as in longitudinal direction.
When measuring, take care that the measuring tool

has the approximately same temperature as the liner.
When the wear of a cylinder liner exceeds the value
indicated on page 500.35, i.e. when it becomes too
troublesome to maintain satisfactory service condit-
ions, the cylinder liner in question should be exchanged.
Fig 2.
Honing the Cylinder Liner
The renovation can be made either with dismantled The honing is made by means of a flex-honer with
liner in the Workshop or with liner mounted in the fineness grains 80-120. A revolution speed between
engine frame and by the use of the belonging funnel. 80 and 160 rpm is chosen.

Working Card
Inspection and Honing of Cylinder Liner 506-01.35
page 3 (4) Edition 01H
L23/30H
In order to achieve the required angle between the
honing grooves, see fig 2, the vertical speed is
adjusted to about 1 m/sec. which corresponds to
about 2 sec. for one double movement (the flex- honer
is led from below up and down in 2 sec.)
The procedure is to be continued until the cylinder wall

is covered by honing grooves and the surface has a
slight matt appearance without any signs of glaze.
During the honing it is important to lubricate freely with

honing oil or cutting oil.
Afterthe honing, the liner is carefully cleaned with gas Fig 3.

oil. Make sure that all abrasive particles have been
removed.
96.04 - ESOS
STX Engine
506-01.35 Inspection and Honing of Cylinder Liner Working Card
L23/30H
Ru
63
194
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Working Card
Replacement of Cylinder Liner 506-01.40
L23/30H

H Shut-off cooling water 52006 452
H Shut-off fuel oil
ü Shut-off cooling oil
B Stopped lub. oil circul.
Description:
Replacement of cylinder liner.

Hand tools:
Adjustable Spanner.
Starting position:
Cylinder head and piston/connecting rod dis-

mantled.working card 505-01.00 and 506-01.00.
Related procedure:

Grinding of seal face on cylinder
head and cylinder liner 506-01.45
Manpower:
Working time 11/2 hours
Capacity 2 men Plate no Item no Qty/
Data: 50610 079 8/cyl

50610 031 1/cyl
Declaration of weight (Page 500.45) See also plate 50610.
96.27 - ES0S
STX Engine
506-01.40 Replacement of Cylinder Liner
Working Card
L23/30H
Dismounting of Cylinder Liner
1) Prior to mounting of the lifting tool and dis-

mounting from the frame, it must be ensured that the
liner and frame have been marked to match, for the
sake of a possible remounting of the liner, see fig 1.
Hole for charging air
Fig 2.
Hole for rollerguidehouse l Mounting of Cylinder Liner
Marking scratch frame 6) Check that the sealing surfaces on engine

frame, cylinder liner, and sealing rings are perfectly
Marking scratch liner clean.
7) Mount the lifting tool, attach a tackle hook to

Fig). the eye nut or to the wire in the cross bar and lift the
liner.
2) Mount the lifting tool as shown, see fig 2.
8) CheckthattheO-ringgrooves are clean. Mount
the O-rings and lubricate with a little oil.
3) Turn the lifting eye nut to pull out the liner until
the upper edge of the liner lie aligned against the
9) Lower the cylinder liner carefully into the en-
copper protecting pieces of the cross bar.
gine frame.
4) Attach a tackle hook to the eye nut or the wire
and the cross bar, and lift the liner out from the When the first O-ring touches the sealing face, align
engine frame and put it down onto wooden supports. the liner so that the scratch mark on the liner flange
points to the scratch mark on the frame as illustrated.
5) Clean all parts and inspect for damage and
wearaccordingtothedescription.Formeasurement 10) Mount the piston/connecting rod and cylinder
i
head according to working card 506-01.20 and 505-
of cylinder liner, see working card 506-01.35. Q
9
01.40.
96.27 - ES0S
STX Engine
Working Card Grinding of Seal Face on 506-01.45
Page 1 (2) Cylinder Liner and Cylinder Head Edition 01H
L23/30H
ü Stopped engine Plate no. Item no. Note.

H Shut-off cooling water 52005 205
ü Shut-off fuel oil
H Shut-off cooling oil
M Stopped lub. oil circul.
Description:
Grinding of seal face on cylinder liner and cylinder

head by hand with grinding tools and grinding Hand tools:
pasta.
Grinding pasta.
Starting position:
Cylinder head has been removed

fromthe engine 505-01.00
Cooling water guide jacket removed.
Related procedure:
Working time 1 hour Plate no. Item no. Qty. /

Capacity 1 man
50610 031 1/cyl.
Data:

95.50 - ES0S-G
STX Engine
506-01.45 Grinding of Seal Face on Working Card
Edition 01H Cylinder Liner and Cylinder Head Page 2 (2)
L23/30H
Note! The grinding tool is used for both grinding the
groove in the liner flange (1) and the sealing surface
on the cylinder head (2), see Fig 1.
r
Grinding tool yvy/T
V
\
Fig 3.
Fig 1.
3) After grinding, remove all traces of abrasives

Grinding and grinding compound.
1) Loosen the sealing ring in liner flange and take 4) When having ground the contactfaces, it must
it out. be observed that the gap between cylinder head and
liner is no less than 0.5 mm, i.e. the difference
2) Face-grind the sealing grooves in the cylinder between measurements y and z must not be less than
linerflange, see Fig2, and the sealing surface on the 0.5 mm, see Fig 4.
cylinderhead, see Fig 3, with the useof grinding pasta
and the grinding tool.
Fig 2.
To do so, move the tool back and forth and lift it out
from time to time to allow the grinding compound to Fig 4.
distribute evenly.
95.50 - ES0S-G
STX Engine
Working Card Dismantling of Piston and Cylinder Liner 506-01.50
Page 1 (2)
at Low Overhaul Heights Edition 01H
L23/30H
B Stopped engine Plate no Item no Note

El Shut-offstartingair
H Shut-offcooling water 52050
H Shut-offfueloil 52006 057
9 Shut-off cooling oil 52006 094 2 pieces
52006 285
52010 011 Ifnecessary
Description: Tool combination for dismounting of connecting

rod screw, 520-01.20
Dismounting of piston, connecting rod and cylin-
der liner for inspection and/or overhaul.
Cylinder head has been dismounting from the lnsidemicrometer(195mm).

engine. Feeler gauge 0.15- 0.20 mm.
Crankcaseopen.
Related procedure:
Separation of piston and connecting rod.

Inspection and honing of cylinder liner.
Working time : 21/2 hours Plate no Item no Qty /

Capacity : 2 men
Data:

95.50 - ES0S-G
STX Engine
506-01.50 Dismantling of Piston and Cylinder Liner Working Card
Page 2 (2)
Edition 01H at Low Overhaul Heights
L23/30H
Dismantling of Piston at Low Overhaul Heights Dismantling of Cylinder Liner at Low Overhaul
Heights
1) Lift up the piston and the connecting rod through
the cylinder liner until the piston is clear of the liner. 1) Mount the normal lifting tool for cylinder liners.
2) Mount the collar on the connecting rod, see 2) Carefully pull the cylinder liner half-way out of
plate 52050, item no 045. the frame.
3) Place the piston with the collar on the cylinder 3) Mount a Special lifting tool for cylinder liners at
liner. low overhaul heights, see plate 52050, item no 033.
4) Mount pull-lifts on the collar. 4) Attach pull-lifts on the lifting tool for the cylinder
liner, see plate 52050, item no 033.
If Then
5) Take out the liner over the camshaft side.
the overhaul height is dismount the piston from
too low to pull out piston the connecting rod, re-
and connecting rod in move the piston and pull
one piece. out the connecting rod by
the pull-lifts.
the overhaul height is remove the piston and

sufficient to pull out the connecting rod by means
piston and the connect- of the pull-lifts.
ing rod in one piece.
95.50 - ES0S-G
STX Engine
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 50601-05H
L23/30H
720/750 RPM
093
081
139
i
S 152
S
164 140*
00.27 - ESO
STX Engine
Plate
50601-05H Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)
L23/30H
720/750 RPM
Item Item
019 1/C Piston pin incl. Stempelpind inkl.

item No 020 . pos. nr. 020
020* 4/C Socket screw Kraterskrue
032 2/C Retaining ring Sikringsring
044* 1/C Plug screw Propskrue
056 1/C Bush for Plejlstangs-

connecting rod bosning
068 1/C Connecting rod Plejlstang inkl.

incl. item Nos pos. nr.
044, 056, 140, 152 044, 056, 140, 152
and 164 og 164
081 1/C Piston Stempel
093 1/C Piston ring Stempelring
127 1/C Oil scraper ring Olieskrabering
139 1/C Connecting rod Plejlstangs-

bearing 2/2 leje 2/2
140* 1/C Plug screw Propskrue
152 2/C Connecting rod Plejlstangs-

stud bolt
164 2/C Nut Metrik
* = Only availableaspartof a spare parts kit. = Kuntilgaengeligsomendelafetreservedelssaet.


Plate
Page 1 (2) Cylinder Liner 50610-01H
L23/30H
720/750 RPM
031
018
043
3
9
97.05-ES0S
STX Engine
Plate
50610-01H Cylinder Liner Page 2 (2)
L23/30H
720/750 RPM
Item Item
No. Qty. Designation Benaevnelse No. Qty. Oesignation Benaevnelse
018 1/C Cylinderliner Cylinderforing
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogsa side 500.50.
* = Only availableaspartof a spare parts kit. = Kun tilgaengelig som en del af et reservedelssaet.
97.05-ES0S
STX Engine
Engine Data
OPERA"HON
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

Operating Gear for Inlet Valves, i
tn Automatics and Instruments |
IENT!
AINT ENAI
Turbocharger System
o Q
o < Compressed Air System
DESlCRIP TION
Fuel Oil System

s
C/) Lubricating Oil System
co
Special Equipment 1
Alternator 1
Tools 1
1
Index
Page 1(1) Camshaft and Camshaft Drive 507
L23/30H
Description
Camaf and Cambf B -507. 01 (01H
Working Card
Cbck ofCamef and Cambf B 507- 01 .00 (01H
Inpction and BJacement ofCambf Barng -507- 01 .05 (01H
Adjfrnent ofCambf -507- 01 .20 (01 ^
Plates
Intemediate bei -50701- 01H

Camaf and Cambf Barn - 50705-07H
STX Engine
Your Notes:
Q
o
STX Engine
Description 507.01
Pagei (1) Camshaft and Camshaft Drive Edition 01H
L23/30H
General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apptylhe
The camshaft which controls the actuation of inlet oil at the points where the gear wheels are in mesh.
valves, exhaust valves and fuel injection pumps is The position of the nozzles is determined by direction
driven by a gear wheel on the crankshaft through an of rotation of the engine.
intermediate wheel, and rotated by a speed which is
half of that of the crankshaft, see fig. 1.
The camshaft is located in a high level housing in the Engine seen from aft - fly wheel end
engineframe.
The camshaft runs in replaceable, identical, steel-
backed bronze bushings fitted into borings of the
transverse girders in the housing.
The camshaft is built-up of sections, one for each

cylinder unit. Each section is equipped with fixed
cams for Operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing Journals.
Except for the foremost and the aftmost ones, the

sections are identical and therefore interchangeable.
The foremost section is equipped with a clutch for
driving the fuel oil feed pump (if mounted). The gear
wheel fordriving the camshaft as well as a gear wheel
connection of governor are screwed on the aftmost
section. Clockwise rotation direction
Fig. 1. Intermediate wheel
I
Q
o
ab
<NI
O
CD
O
94.26 - ESOS
STX Engine
Your Notes:
B
o
d
s
Q
o
STX Engine
Working Card
Check of Camshaft and Camshaft Drive 507-01.00
L23/30H
H Stopped engine Plate no Item no Note.

EU Shut-off starting air
D Shut-off cooling water 52006 261 20-120Nm
Description:
Checkingofgearwheels, boltedconnectionsand
lubricating System. Hand tools:
Allen key, 12 mm.

Ring and open end Spanner, 19 mm.
Socket spanner, 19 mm.
Starting position:
Related procedure:
Man power: Plate no Item no Qty./
Working time 3 Hours 50705 099 10/eng

Capacity 1 man 50705 146 6/eng.
50705 195 1/eng.
Data: 50705 183 2/eng.
50705 205 2/eng.
Data for pressure and tolerance (Page 500.35) 51106 237 1/cyl.
Data for torque moment (Page 500.40) 51106 058 1/cyl.
Declaration of weight (Page 500.45) 51106 693
97.06 - ES0U-G
STX Engine
507-01.00 Check of Camshaft and Camshaft Drive Working Card
L23/30H
1) Dismount the Covers which give access to the 3) Examine all lubricating oil spray pipe nozzles.
gear wheels, camshaft and crankcase.
4) Start the electrical lubricating oil pump and
Examine all gear wheels for cracks, wear and defor- check the oil flow everywhere. Be particularly careful
mations. While turning the engine to enable inspec- to check that the oil jet hits the gear wheels correctly
tion allover the circumference of the gear wheels. at the points where the wheels mesh.
2) Check all screws, nuts and bolted connec-

tions, including locking devices everywhere in the
gear wheel housing, camshaft housing and crank-
case to check that they have not worked loose.
Tightening torques, see page 500.40.
o
9
S
97.06 - ES0U-G
STX Engine
Working Card
Page 1 (2) Inspection and Replacement of Camshaft Bearing 507-01.05
Edition 01H
L23/30H
El Stoppedengine Plate no Item no Note.

D Shut-offcooling water 52006 261 20-120 Nrn.
d Shut-offfueloil
El Shut-offcoolingoil
Q Stopped lub. oil circul.
Description:
Check of roller path of cams and check of cam-

shaft bearing. Hand tools:
Replacement ofcamshaft bearing.
Ring and open end Spanner , 19 mm.
Feeler gauge.
Starting position: Big screw driver.
Cover for camshaft and gear wheel has been

removed.
Relatedprocedure:
Camshaft and camshaft drive, 507-01.00
Working time : 2 Hours Plate no Item no Qty. /

Capacity : 2 men
50705 038 1/eng.
Data: 50705 051 1/eng.

95.02 - ES0S-G
STX Engine
507-01.05 Inspection and Replacement of Camshaft Bearing Working Card
Page 2 (2)
Edition 01H
L23/30H
To Check Roller Path of Cams.
1) While turning the engine, examine the cam Camshaft bearing

discs and in particular, check the roller path of all Hole for lubricating oil
cams for cracks, crackles and rüffle. Also examine
the rollers of the roller guides.
Note: if there are flat spots on the roller and if some

of the rollers may be blocked, the roller must be
replaced by a new one, see working card 508-01.00.
To Check Camshaft Bearings.
2) The wearing surface of the camshaft bearings

cannot be checked without dismounting the cam- Locating screw
shaft. However, ab-normal wear of one or more
Frame
bearings will become apparent in the form of burrs of
white metal at the circumference of the camshaft
Journal, and in that case the bearing will in no doubt be
discoloured, as well. Fig 1.
The bearing clearance is measured with a feeler

gauge, see data sheet500.35. Mount a new camshaft bearing in the bore and make
sure that the hole for insertion of the locating screw in
the bearing is in a correct position. Lock the bearing
To Replace Camshaft Bearing. by means of the locating screw, which is to be
provided with a new gasket. To facilitate the fitting of
3) If one or several of the camshaft bearings the bearing it can be cooled down with Co2.
should be replaced, the camshaft must be wholly or
partlydismantled. Inspect the camshaft Journal for seizures.
Dismount the fuel oil feed pump, if mounted, and If necessary, the camshaft section must be entirely
check that the camshaft sections are marked in removed from the engine, and the Journal concerned
relation to each other. Disassemble the camshaft aft must be polished.
(toward flywheel) of the bearing that is to be replaced.
Dismount all roller guides that are located forward of Coat all the Journals of the camshaft section with
the disassembling position, see working card clean lubricating oil and push the camshaft into
508-01.00 and 508-01.05. Position, making sure that the marks on the flanges
coincide.
Pull the disconnected sections of the camshaft so far
a head that the bearing which is to be replaced is free. Assemble the sections and fit the bolts (coated with
copaslip or similar).
Take out the locating screw of the camshaft bearing
concerned and push the bearing out of the bore in the Tighten the nuts with a torque Spanner, see data sheet
engine frame, see fig 1. 500.40.
Check the lubricating oil ducts to the bearing for free Mount all roller guides as well as the fuel oil feed
flow. pump.
STX Engine
Working Card
Adjustment of Camshaft 507-01.20
L23/30H
M Stopped engine Plate no Item no Note.

ü Shut-off starting air
3 Shut-off fuel oil
Description:
Nominal adjustment of camshaft. (Adjustment of

camshaft in relation to crankshaft). Hand tools:
Depth gauge.
Starting position:
Camshaft assembled as pertiming order, moun-

ted in frame and roller gear house.
Related procedure:
Adjustment of the maximum

combustion pressure, 514-05.01
Working time : 3 hours Plate no Item no Qty. /

Capacity : 1 man
Data:

96.30 - ES0S-L
STX Engine
507-01.20 Adjustment of Camshaft Working Card
L23/30H
If the intermediate wheel has been dismantled a

nominal adjustment of the camshaft compared to the
crankshaft (timing) must be made as follows:
1) The crankshaft is turned to TDC (top dead

centre) for cylinder no 1.
Cylinder numbering, see page 500.11.
2) Roller guide for fuel oil pump cylinder no. 1 is

mounted and the camshaft is turned in a position
where the roller guide rests on the cicular part af the
cam, see fig 1.
Roller guide
Cam for
exhaustvalve
Cam for fuel
oil pump
4) The camshaft is turned - in the engines direc-

tion of rotation (see page 500.12)- until the "nominal
size" (as described in item 3) is reduced with the
lead, mentioned in "Lead of Fuel Pump".
Seen from front edge
Note: "Lead of fuel pump" is shown in the table
"Adjusment after the trail" in the Shop Test Protocol.
Fig1. 5) When items 1-4 are completed and correct

the intermediate wheel can be mounted and tighte-
ned up again (torque moment, see page 500.40).
3) The "nominal size" is measured with a depth
gauge, i.e. the distance from the upper edge of the For adjustment of the Single fuel oil pumps (separa-
roller.guide house to the thrust gauge pressed into tely and assembled), see working card 514-05.01.
the roller guide, see fig 2.
96.30- ES0S-L
STX Engine
Plate
Page 1 (2) Intermediate Wheel 50701 -01H
L23/30H
156
94.22-ES0S
STX Engine
Plate
50701-01H Intermediate Wheel Page 2 (2)
L23/30H
Item Item
024 1/E Gear wheel, complete Tandhjul.komplet

incl. item 119,120,132, inkl. item 119,120,132,
144,156 144,156
048 1/E Axle Journal Lejetap
061+ 3/E Fitted bolt Pasbolt
073+ 3/E Seif lockingnut Selvläsende motrik
119 1/E Gear wheel Tandhjul
132 1/E Bearing bush Lejeb0sning
144 4/E Fitted bolt Pasbolt
156 4/E Seif lockingnut Selvläsende matrik
168 1/E Pipe Ror
181 6/E Locking plate Sikringsplade
193 2/E Gasket Pakning
203 1/E Connection piece Mellemstykke
215 2/E Securingwasher Sikkemedsskive
227 1/E Nippleplug Prop
239 1/E Pipe Ror
240 1/E Nippleplug Prop
252 1/E Connection piece Mellemstykke
276 1/E Cover Daeksel
288 6/E Screw Skrue
+ Item No. 061 and 073 + Item nr. 061 og 073

require an individual kraever en individuel til-
matching, before pasning, fer montering
mounting, contact kontakt MAN B&W,
MAN B&W, Holeby Holeby
* = Only available as part of a spare parts kit. = Kun tilgaengelig som en del af et reservedelssast.
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.22-ES0S
STX Engine
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-07H
L23/30H
158
X
3
99.41 - ESO
STX Engine
Plate
50705-07H Camshaft and Camshaft Bearing Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benaevnelse no Qty. Designation Benaevnelse
026 4/E Camshaft , aft/inter- Styreaksel agter/mel- 230 1/E Camshaft "aft" Styreaksel, agter
mediate, 5 cyl. engine lem, 5 cyl. motor 7 cyl. engine 7 cyl. motor
038 1/E Camshaft "fore" Styreaksel "for 242 1/E Camshaft "aft" Styreaksel, agter
5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor
051 1/E Camshaft bearing Styreakselieje 254 4/E Camshaft, intermed- Styreaksel mellem
iate, 6 cyl. engine 6 cyl. motor
063 Camshaft bearing Styreakselieje
5/E 5 cyl. engine 5 cyl. motor 266 5/E Camshaft, intermed- Styreaksel mellem
6/E 6 cyl. engine 6 cyl. motor iate, 7 cyl. engine 7 cyl. motor
7/E 7 cyl. engine 7 cyl. motor
8/E 8 cyl. engine 8 cyl. motor 278 6/E Camshaft, intermed- Styreaksel mellem
iate, 8 cyl. engine 8 cyl. motor
075 1/E Gearwheel Tandhjul
291 1/E Camshaft "fore" Styreaksel "for"
087 10/E Screw Skrue 6 cyl. engine 6 cyl. motor
099 10/E Spring washer Fjederskive 301 1/E Camshaft "fore" Styreaksel "for"
7 cyl. engine 7 cyl. motor
109 10/E Screw Skrue
313 1/E Camshaft "fore" Styreaksel "for"
110 Seif locking nut Selvläsende m0trik 8 cyl. engine 8 cyl. motor
40/E 6 cyl. engine 6 cyl. motor 325 1/E Camshaft complete, Styreaksel komplet,
52/E 7 cyl. engine 7 cyl. motor 6 cyl. eng. incl. item 6 cyl. motor inkl. item
66/E 8 cyl. engine 8 cyl. motor 109,110,122,134,146, 109,110,122,134,146,
158,171,183,195,205, 158,171,183,195,205,
122 1/E Hub Nav 229,254,291,374 229,254,291,374
134 6/E Screw Skrue 337 1/E Camshaft complete, Styreaksel komplet,
7 cyl. eng. incl. item 7 cyl. motor inkl. item
146 6/E Disc spring Fjederskive 109,110,122,134,146, 109,110,122,134,146,
158,171,183,195,205, 158,171,183,195,205,
158 1/E Guide ring Sikringsring 230,266,301,374 230, 266, 301, 374
171 Screw Skrue 349 1/E Camshaft complete, Styreaksel komplet,

40/E 5 cyl. engine 5 cyl. motor 8 cyl. eng. incl. item 8 cyl. motor inkl. item
56/E 8 cyl. engine 8 cyl. motor 242, 278, 313, 374 242,278,313,374
183 2/E Spring pin Fjedertap 350 Guide screw Styreskrue

195 1/E Coupling Kobling 7/E 6 cyl. engine 6 cyl. motor
205 2/E Screw Skrue 9/E 8 cyl. engine 8 cyl. motor
217 1/E Camshaft, complete Styreaksel komplet, 362 Packing ring Pakningsring
for 5 cyl. engine, incl. 5 cyl. motor, inkl. item 6/E 5 cyl. engine 5 cyl. motor
item 026,038,109,110, 026,038,109,110,122, 7/E 6 cyl. engine 6 cyl. motor
122,134,146,158,171, 134,146,158,171,183, 8/E 7 cyl. engine 7 cyl. motor
183,195,205,374 195,205,374 9/E 8 cyl. engine 8 cyl. motor
229 1/E Camshaft "aft" Styreaksel, agter 374 1/E Shaft Aksel

Engine Data
OPERA"HON
Operation of Engine
DAT
Trouble Tracing
Cylinder Head
CD
Piston, Connecting Rod, and Cylinder Liner O

Operating Gear for Inlet Valves, 00
O
Exhaust Valves and Fuel Injection Pumps LO
UJ Control and Safety Systems, /

IPONENT!
AINTENAI
Engine Frame and Base Frame
o
Q <
DES!CRIP TION
co Fuel Oil System

UJ
>-
Special Equipment
Alternator 1
Tools 1
1
Index Operating Gear for Inlet Valves,
Page 1(1) 508
L23/30H
Description
(ifating gearfbnalesand fei inpction pip- -508. 01 (01H
Working Card
Inpction ofale ollengide •508- 01 .00 (01S)

Inpction of6l inpctorpipollergifde — •508- 01 .05 (01S)
Contol and ad jöment ofale cleaance -508- 01 .10 (01M
Plates
Bier güde and • 50801 -01H
STX Engine
Your Notes:
i
S
9
o
g
STX Engine
Description
Operating Gear for Valve and Fuel Injection Pumps 508.01
L23/30H
RollerGuides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operatedby the cams.on the
camshaft through rollerguides. The rollerguides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The roller runs on a bush fitted on a pin that is pressed

into the roller guide and secured by means of a lock
screw.
Operating Gear for Fuel Injection Pumps
The injection pumps which are mounted directly on

the roller guide housing are activated via thrust pieces Push rod
from the roller guide.
Protecting Tube
The roller is pressed down on to the cam by a spring, Roller guide

which is fixed between the roller guide and the foot housing
plate of the fuel injection pump.
Operating Gear for Inlet and Exhaust Valves
The movment from the roller guides for inlet and

exhaust is transmitted via the push rods the rocker
arms and spring-loaded valve bridges to each of the
two valve seats. The bridge is placed between the Camshaft
valve spindles and in the one end it is provided with
a pressed-on thrust shoe and in the other end it is
fitted with a thrust screw for adjustment of the valve
clearance. Fig. 1. Valve Operating Gear.
On its top the bridge is controlled by a spherical thrust

shoe on the rocker arm and at the bottom by a guide
which rests in a spherical socket in the cylinder head.
I
Q
9
00
96.03 - ES0S
STX Engine
Your Notes:
O5
O
t
x
a
o
i
00
o
STX Engine
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H

G Shut-off cooling water 52006 261 2() - 1 2 0 N m
^ Shut-off fueloil
Q Shut-off cooling oil
d Stopped lub. oil circul.

Dismounting. inspection and/or overhaul, and Ring and open end Spanner 19mm.
mounting of valve roller guides. Ring and open end Spanner 24mm.
Inspection of roller guide housing Socket spanner, 19 mm.
Allen key, 3 mm.
Allen key, 10 mm.
Starting position: Ratchet spanner.
Hammer.
Top cover for cylinder head and cover for fuel in- Drift.
jection pump removed.
Related procedure:
Inspection of fuel injection pump

roller guide, 508-01.05
Control and adjusting of valve
clearance, 508-01.10

Man power:
Working time : 2 hours
Capacity : 1 man 50801 185 4/cyl
50801 220 2/cyl
50801 232 1/cyl
Data:
96.03-ESOS
STX Engine
508-01.00 Inspection of Valve Roller Guides
Working Card
Page 2(3)
Edition 01S
L23/30H
Dismounting of Roller Guide. 5) Dismount the screws (3) which secure the
roller guide top cover, take off the cover, the
1) Turn the engine so that the roller, rests on the spring (7) and lift out the roller guide (5).
circular part of the cam.
Disconnect any pipes that may be in the way (lub.
2) Unscrew the nuts which secure the rocket arm oil and fuel oil pipes).
brackets, and lift off the rocker arm with brack-
ets. 6) If the roller guide housing is to be dismantled,
the fuel injection pump and the fuel injection
3) Remove the push rods (1), seefig 1. pump roller guide are to be dismounted, see
working card 514-01.05 and a number af lubri-
cating oil and fuel oil pipes are also to be dis-
connected.
The roller guide housing (6) cannot be dismantled

with the roller guides fitted.
7) If the event of any marks or scores from sei-

zure, these must be polished away.
8) Inspect the spherical stud for deformations (re-

place as necessary).
Examine the surface of the roller for marks and

other deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush, if necessary.
Replacement of Roller, Bush and Shaft Pin.
9) Remove the lock screw which secures the

roller guide shaft pin and push out the shaft
pin.
The roller, shaft pin, and bush can now be re-

placed as required.
Fig 1.
10) Blow through the lubricating ducts in roller
guide and roller guide housing, and clean the
4) Loosen the lock screw for the push rod pro- lubricating grooves. CO
o
tecting tube, see plate 50801, item 207, on the
roller guide top cover and lift up and remove Mounting of Roller Guide.
the protecting tube (2).
11) When assembling the parts, which is carried
out in the reverse order to the above care 2
o
must be exercised not to damage the o-rings o
when mounting the protecting tube. CO
o
12) Adjusting of valve clearance, see working card

508-01.10.

Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H
13) When the roller guide housing(6) to be re-

placed into a new part, Special care should be
done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion. especially for the
alignment of center line between cam shaft
and roller guide housing.
Q
9
96.03-ESOS
1999.11.16-S.H.B(No. 13) note to be added by S S H1 STX Engine
Your Notes:
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STX Engine
Working Card
Inspection of Fuel Injection Pump Roller Guide 508-01.05
L23/30H

ü Shut-off starting air
IE1 Shut-off fuel oil
13 Shut-off cooling oil
H Stopped lub. oil circul.
Description:
Dismounting. inspection and/or overhaul, and

mounting of roller guide for fuel injection pump. Hand tools:
Allen key, 3 mm.

Hammer.
Drift.
Starting position:
Cover for fuel injection pump removed.

Fuel injection pump has been
removed, 514-01.05
Related procedure:
Adjustment and/or check of max.

combustion pressure, J514-01.20

Capacity : 1 man
Data:
Data for pressure and tolerance (Page

500.35)
Data for torque moment (Page
500.40)
Declaration of weight (Page
500.45)
96.03-ESOS
STX Engine
508-01.05 Inspection of Fuel Injection Pump Roller Guide
Working Card
Page 2 (2)
Edition 01S
L23/30H
Dismounting of Roller Guide. 3) Inspect he spherical stud for deformations (re-

place as necessary).
1) Remove the support ring (1) and spring (2)
and take up the roller guide (3), see fig 1. Examine the surface of the roller for marks and
other deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush if necessary.
Replacement of Roller, Bush and Shaft Pin.
4) Remove the lock screw which secures the

roller guide shaft pin anti push out the shaft
pin.
The roller, shaft pin, and bush can now be re-

placed as required.
5) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the
lubricating grooves.
Mounting of Roller Guide.
6) When assembling the parts which is carried

Figi.
out in the reverse order.
Inspection of Roller Guide. 7) For adaption of the thrust piece of the roller
guide, see working card 514-01.20.
2) If the event of any marks or scores from sei-
zures, these must be polished away. 8) When the roller guide housing(6) to be re-
placed into a new part, Special care should
be done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion, especially for the
alignment of center line between cam shaft
and roller guide housing.
Q
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§
o
STX Engine 1999.11.16-S.H.B(No. 8) noteto be added by S S H1

96.03-ESOS
Working Card
Control and Adjusting of Valve Clearance 508-01.10
L23/30H
H Stopped engine Plate no Item no. Note

M Shut-off starting air
D Shut-off cooling water 52008 022 Exhaust
D Shut-off fuel oil 52008 010 Inlet
Description:
Control and/or adjusting of valve clearance.

Hand tols:

Big screw driver.
Starting position:
Cover for rocker arm are removed.

All indicator valves open.
Related procedure:

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 500.35) See also plate 50502.
96.38-ES0S
STX Engine
508-01.10 Control and Adjusting of Valve Clearance Working Card
EditionOIH Page 2 (3)
L23/30H
Adjusting of Inlet Valve Clearance.
1) Turn the engine so that the roller, rests on the

circular part of the cam, i.e. the inlet valves and the
exhaust valves are closed.
2) Loosen the adjustment screws on valve bridge

and rocker arm, see fig 1.
Fig 2.
The feeler gauge is to remain in this position when

adjusting the clearance of the other valve.
6) Place another feeler gauge, at the same size

0,50 mm above the other valve spindle, see fig 2.
Fig. 1.
7) Adjustthe clearance between valve bridge and
valve spindle by means of the adjusment screw on
the valve bridge, and tighten the lock nut, see fig 2.
3) Clearance between valve bridge and valve
spindle, see page 500.40. 8) Check that the clearance is correct simulta-
neously at both valve spindles.
4) Place the feeler gauge marked with "correct"
0,50 mm above the valve spindle nearest to the
rocker arm bracket, see fig 1. Adjusting af Exhaust Valve Clearance.
5) Adjustthe clearance between valve bridge and
valve spindle by means of the adjustment screw on
the rocker arm (above the push rod) and tighten the
lock nut.

WorkingCard
Control and Adjusting of Valve Clearance 508-01.10
L23/30H
9) Carry out adjustment in the-same way as

described for the inlet valves, but using the feeler
gauge for exhaust valve clearance 0,90 mm.
10) The feeler gauges for checking the clearance

have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig 3.
After tightening up the counter nuts on rocker arms

and valves bridge, be sure that the feeler gauges
marked "correct" can be inserted into the two clear-
ances simultaneously as where it must not be pos-
sible to insert the gauges marked "incorrect".
Fig 3.
I
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96.38-ES0S
STX Engine
Your Notes:
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STX Engine
Plate
Page 1 (2) Roller Guide and Push Rods 50801 -01H
L23/30H
303
94.32-ES0S
STX Engine
Plate
50801-01H Roller Guide and Push Rods Page 2 (2)
L23/30H
Item Item
016+ 1/C Housingfor Hus for 315 1/C Valve gear complete, Ventilbevasgelse
rollerguides rullestyr as shown on plate komplet, som vist pä
50801 except item 303 plate 50801 undtagen
028 1/C Roller guidefor Rullestyr for pumpe item 303
pump
041 3/C Pin Foring + Item No. 016 require + Item nr. 016 kraever
an individual match- enindividueltilpasning
053 3/C Bush Tap ing before mounting, formontering.kontakt
con-tact MAN B&W, MAN B&W, Holeby
065 3/C Roller Rulle Holeby
089 1/C Thrustpin Tryktap
090 1/C Washer for spring Skive for fjeder
100 1/C Spring Fjeder
136 2/C Screw Skrue
148 2/C Ball pin Kugletap
173 2/C Protectingtube Skaermrar
197 2/C Cover Daeksel
219 4/C Screw Skrue
244 2/C Guide pin Styrestift
256 8/C Screw Skrue
281 2/C Roiler guide for Rullestyr for ventil

valve
293 2/C Push rod Stodstang
303 2/C Push rod complete, Stedstang komplet, inkl.

incl. item 268 and 293 item 268 og 293
* = Only available as part of a spare parts kit. * = Kun tilgaengelig som en del af et reservedelssaet

Engine Data
OPERATION
Operation of Engine
DATA
Trouble Tracing
Cylinder Head
CD
Piston, Connecting Rod, and Cylinder Liner O

Control and Safety Systems,
DESCRIPTIONS AND MAINTENANCE
Automatics and Instruments

SYSTEMS AND COMPONENTS
Crankshaft and Main Bearings |
Engine Frame and Base Frame 1
Turbocharger System 1
Compressed Air System 1
Fuel Oil System 1
Lubricating Oil System 1
Cooling Water System 1
Special Equipment 1
Alternator 1
Tools 1
1
Index Control and Safety Systems
Page 1(1) 509
Automatics and Instruments
L23/30H
Description
ContDl and aet$ems- -509. 01 (01M

Infenent and atomatics- -509. 05 (01H
BmUa contoller -509. 10 (02H
Stating bx -509. 35 (01S)
Coneterorengine- and tbcagerRfäjnal -509. 40 (01H
Working Card
Foctional tefeand ad^nent ofaetvalam and monitorng ecpient - 509- 01 .00 (01H
Füction tefeand adbnent ofoeped trp 509- 01 .05 (01H
Adfment and tefeofQEF pefeate •509- 05 .00 (01S)
Ad^nent and tefeofSEF tBmofeate • 509- 05 .01 (01S)
Faction and teteofleel äcl<l£5) — 509- 05 .02 (01 fri
Ad^nent and tefeofanalogo^B tanmitter -509- 05 .03 (01S)
Ad^nent and tefeofanalogoäempBte taneiitter 509- 05 .04 (01 ^
Ad^nent oflamüa contdler -509- 10 .00 (08H
Plates
ßtenorand goenordre -50901-01H

I deice 50902-01H
I deice -50903-01H
Fei oil leakage alam (U2) — -50905-02H
Pelteating oil alam (l£5) 50905- 03H
Infenent pnel -50905-04H
Peefeate.tBmotete.dieence pefeate and PB tBnmitter- 50907-01S

TBmometer 50907- 03S
le n , 50908- 01H
^ ^f———————————————————————————_—____— - - - - - - - - - - - ———
Tempate Tenmitter- -50908-03H

Bmüa contoller 50910- 02H
Stating bx 50935-01H
STX Engine
Your Notes:
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STX Engine
Description 509.01
Page 1 (2) Control and Safety Systems EditionOIH
L23/30H
Governor Should a fuel pump plunger seize in its barrel, thus

blocking the regulating guide, goveming of the
The engine speed is controlled by a hydraulic go- remaining fuel pumps may continue unimpede owing
vernor. The purpose of the governor is to regulate to the spring-loaded linkage between the blocked
the rate of delivery from the fuel pumps, so that the pump and the regulating shaft.
engine speed is kept within certain limits, indepen-
ding on the load.
Stop Screw for Max. Delivery Rate
Information aboutthe design, function and Operation
of the governor is found in the Special governor The bracket for stop cylinder/limiting cylinder is fitted
instruction book. with a stop screw which prevents the fuel pumps
from being set to a higher delivery rate than what
The governor is mounted on the flywheel end of the corresponds to the permissible overload rating.
engine and is driven from the camshaft via a cy-
lindrical gear wheel and a set of bevel gears. This is effected by the arm on the regulating shaft
being stopped by the stop screw, see fig. 1.
Pick-up for Engine RPM

Mechanical Overspeed (SSH 81)
The pick-up for transfer of Signal to the tachometer
instrument for engine RPM is mounted on the flywheel The engine is protected against overspeeding in the
end cover of the engine. event of, for instance, governor failure by means of
an overspeed trip.
A signal varying proportionally to engine RPM is
created in the pick-up by the rotating toothed impulse The engine is equipped with a stopping device which
wheel mounted on the camshaft end. Starts to operate if the maximum permissible revo-
lution number is exceeded.
Pick-up for Turbocharger RPM The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven through
See turbocharger instruction book, section 512. this pump.
If the pre-set tripping speed is exceeded, the spring-

Regulating Shaft loaded flyweight (1), see fig. 1, will move outwards
and press down the arm (2).
The governor movements are transmitted through a
spring-loaded pull rod to the fuel pump regulating The arm is locked in its bottom position by the lock
shaft which is fitted along the engine. pin (3) which is pressed in by the spring (4).
The spring-loaded pull rod permits the governor to At the same time the arm (2) presses down the
give füll deflection even if the stop cylinder of the spindle (5), and the pneumatic valve (6) opens,
manoeuvring System keeps the fuel pump regulating whereby compressed air will be led to the Lambda
shaft at "no fuel" position. cylinder, see description 509.10, in which the piston
is pressed forward and, through the arm, turns the
i Each fuel pump is connected to the common, lon- fuel pump regulating rod to STOP position, thereby
S gitudinal regulating shaft by means of a two-piece, the engine stops, the spring-loaded pull rod
spring-loaded arm. connection to the governor being compressed.
96.38 - ESOS-G
STX Engine
509.01 Description
EditionOIH
Control and Safety Systems Page 2 (2)
L23/30H
The engine can be stopped manually by pressing

down the button (7), see fig. 1, which will activate the
spring-loaded fly weight (1) through the lever (8).
If the overspeed has been activated the overspeed

must be reset before the engine can be started.
Reset is done by means of the button (10).
The overspeed alarm (SAH 81) is activated by

means of the micro switch (9).
L
j
6
1. Flyweight
2. Arm
3. Lock pin
4. Spring
5. Spindle
Overspeed 6. Pneumaticvalve
5^ activated 7. Button
8. Lever
T\ 9.
10.
micro switch
Button
5 3 4 10 10
Fig 1. Mechanical overspeed (SSH 81).
x
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Description 509.05
Page 1 (3) Instruments and Automatics Edition 01H
L23/30H
Main Instrument Panel
As Standard the engine is equipped with an instrument The instrument panel is mounted flexibly on rubber
panel, comprising instruments for Visual indication of elements and all manometer connections are connec-
the most essential pressures. ted to the panel by means of flexible hoses, as shown
Illustrated on fig. 1. on fig. 2.
Flexible hose
Rubber element
Push button
On the engine is as Standard mounted an instrument

panel.
The following incorporating pressure gauges for the most Fig. 2. Cross section of instrument panel
essential pressures.
00
Pressure gauge for:
o
Pl 01 LT fresh water, inlet to air cooler
The connecting pipes to the manometers are equip-
0) Pl 10 HT fresh water, inlet engine ped with valves which make it possible to replace the
Pl 21/22 Lubricating oil, inlet/outlet to filter manometers during Operation.
PI23 Lub. oil, inlet to turbocharger
Q PI31 Charge air, outlet from cooler
o
ob PI40 Fuel oil, inlet to engine
CM
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03
o Fig. 1. Lay-out of instrument panel
96.03 - ES0S
STX Engine
509.05 Description
Edition 01H
Instruments and Automatics Page 2 (3)
L23/30H
Instrumentation - too high press. drop across lub. oil filter

- too high HT FWtemperature - outlet engine
As Standard the engine is supplied with the following - too Iow starting air pressure - inlet engine
Instrumentation mounted local on the engine: - too high engine speed (overspeed)
Thermometer Tl 01 LT water - inlet air cooler The actual number and type of the alarm- and shut-
Thermometer Tl 02 LT water - outlet from air cooler down Switches for the plant can be seen in the list
Thermometer Tl 03 LT water - outlet from lub. oil cooler "Engine Automatic part list" in this section.
Thermometer Tl 10 HT fresh water - inlet to engine
Thermometer Tl 11 HT fresh water - outlet each cylinder
Thermometer Tl 20 Lubricating oil - inlet to cooler Leakage Alarm (LAH 42)
Thermometer Tl 22 Lubricating oil - outlet from filter
Thermometer Tl 30 Charge air - inlet to cooler Waste and leak oil from the comparement, for the
Thermometer Tl 31 Charge air - outlet from cooler injection equipment, fuel valves, high-pressure pipes
Thermometer Tl 40 Fuel oil - inlet to engine and engine feed pump (if mounted) is led to a fuel
Thermometer Tl 60 Exhaust gas - outlet each cylinder leakage alarm unit.
Thermometer Tl 61 Exhaust gas - outlet turbocharger
The actual number of the instrumentation forthe plant

can be seen on the diagrams for the specific plant in Normal leakage
the sections 512-513-514-515-516.
For code identification see 500.20. C
Pressostates and Thermostates

Leak alan
The engine is supplied with a number of alarm- and Normal level-
shut-down functions. The alarms shall via the alarm
panel worn against an abnormal working condition,
which can lead to break down and the shut-down
functions shall stop the engine before a break down.
I.e. a shut-down is "worse" than an alarm because a
shut-down is given if the engine could be severe
damage by running on these conditions.
High level
As Standard the engine is equipped with:
Shut-down Switches for Leakoil
- too Iow lubricating oil pressure - inlet engine Alarm co

- too high HT FW temperature - outlet engine Normal o
•>»
§
- too high engine speed (overspeed) m
CM
in
Alarm Switches for Q
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CM
o
- leaking fuel oil 03
o
- too Iow lubricating oil pressure - inlet engine Waste oil outlet
- too Iow prelubricating oil pressure (level alarm)
Fig. 4. Fuel oil leakage alarm.

Description 509.05
Page 3 (3) Instruments and Automatics Edition 01H
L23/30H
The alarm unit consists of a box with afloatswitch for Alarm for Prelubricating (LAL 25)
level monitoring, see fig. 4.
Alarm for missing prelubricating, when the engine is
The supply fuel oil to the engine is led through the unit stopped is given by means of a level switch (LAL 25)
in order to keep heated up, thereby ensuring free mounted in the main lubricating oil pipe.
drainage passage even for high-viscous waste/leak
oil.
Alarm and Shut-down for Overspeed
Under normal conditions there will always be a smaller
amount of waste/leak oil from the comparement, this When the mechanical overspeed is activated, see
will be led out through the bore "A" in the pipe "B" as 509.01 fig. 2, a micro-switch will release the alarm for
illustrated. overspeed (SAH 81) and activate the shut-down
solenoid in the governor.
In case of a largerthan normal leakage, the level in the
box will rise and the level switch "C" will be activated. The latter function is a back-up for the mechanical
The larger amount of leak oil will be lead out through overspeed.
the top of the pipe "B".
m
CM
IT)
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96.03 - ESOS
STX Engine
Your Notes:
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Q
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STX Engine
Description 509.10
Pagei (1) Lambda Controller Edition 02H
L23/30H
Purpose If the system is activated more than 10 seconds, the

solenoid valve will be shut off and there will be a
The purpose with the lambda Controller is to prevent remote signal for "system failure".
injection of more fuel in the combustion chamberthan
can be burned during a momentary load in-crease.
This is carried out by Controlling the relation between Fuel oil limiting during start procedure
the fuel index and the Charge air pressure.
During the start procedure the lambda Controller is
The Lambda Controller is also used as stop cylinder. used as an index limiter.
Hereby heavy smoke formation is prevented during

Advantages start procedure and further the regulating device
cannot over-react.
The lambda Controller has the following advantages:
The jet system is blocked during the starting proce-
Reduction of visible smoke in case of sudden dure until the engine has reached 110 RPM.
momentary load increases.
Improved load ability.

1. Regulating arm
2. Switch (pick-up)
Less fouling of the engine's exhaust gas ways. 3. Piston
4. Jet System
Limitation of fuel oil index during starting solenoid valve
procedure. 5. Lambda cylinder
6. Shutdown
solenoid valve
Principles forfunctioning
Figure 1 illustrates the controller's Operation mode. In

case of a momentary load increase, the regulating
device will increase the index on the injection pumps
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3) and be pushed
downwards, whereby the electrical circuit will be
closed.
Thus the solenoid valve (4) opens. The jet System is

activated, the turbochargeraccelerates and increases
the Charge air pressure, thereby pressing the piston
CM (3) backwards in the lambda cylinder (5). When the
cd
o
lambda ratio is satisfactory, the jet system will be de- 24V
Engine's
activated. BM compressed
air System
I
At a 50% load change the System will be activated for
3 about 3-8 seconds. Fig 1 Principle drawing of lambda Controller.
9
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00.11 - ESO-G
STX Engine
Your Notes:
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STX Engine
Description 509.35
Pagei (1) Starting Box Edition 01S
L23/30H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following indication is changed.
indications/pushbuttons:
Engine RPM indication is green light-emitting diodes
- IndicationofengineorturbochargerRPM and turbocharger RPM indication is red light-emitting
- Indication of electronic overspeed diodes.
- Pushbutton for "Manual Start"
- Pushbutton for "Manual Stop" External Indications
- Pushbutton for "Remote" *
- Pushbutton for "Local" * There are Output Signals for engine RPM and
- Pushbutton for "Blocking" * turbocharger RPM.
- Pushbutton for change-overbetweenengine Engine: 0 - 1200 RPM - 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the Start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic

Start, i.e. when activating the Start button a solenoid
valve opens for air to the air Starter, thereby engaging
the Starter and starting the diesel engine. Throughout
the starting cycle the start button must be activated.
The air Starter is automatically disengaged when the

diesel engine exceeds 110 RPM. If the start button is
disengaged before the diesel engine has exceeded
110 RPM, further starting cycles are blocked, until 5
sec. after the engine is at standstill.
Remote Start
Remote start can only take place if the pushbutton for

"Remote" is activated.
Manual Stop
The "Manual Stop" button is connected to the stop

Q
o
coil on the governor.
co
Blocking
If "Blocking" is activated, it is not possible to start the

diesel engine.
Fig 1. Starting box
94.26 - ES2S-G
STX Engine
Your Notes:
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STX Engine
Description 509.40
Page 1(1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L23/30H
Engine RPM signal The "engine run" Signals will be given through a
relay. One for synchronizing and one for start/stop of
For measuring the engine's RPM, a pick-up mounted pre. lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal is Safe start
sent through an f/l Converter (frequency/current
Converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA - 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
Starter will be shut-off.
Further, the Converter has following Signals:
Further, the safe start signal is a blocking function for
- overspeed the air Starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
The tacho fail signal will be on when everything is

normal. If the pick-up or the Converter fails the signal
will be deactivated. E.g. if there is power supply
failure.
r rP •1ngir« RPM ägnsl
Tad» Engio«
;5tart run The Converter for engine RPM signal is mounted in
PKk-Jp
NPN
the terminal box on the engine.
! Start 1 f 1
Supply
24VOC
J> Turbocharger RPM signal
For measuring the turbocharger RPM, a pick-up

mounted on the engine is used giving a frequency
depending on the RPM. To be able to show the
Fig 1. Converter for engine RPM. turbocharger's RPM on an analogue tachometer,
the frequency signal is sent through a f/l Converter
(frequency/current Converter), where the signal is
Overspeed transferred into a proportional 4-20 mA - 0-60000
RPM.
When the engine speed reach the setpoint for
electronic overspeed the Converter gives a shutdown
signal and a alarm signal through a relay.
/^N4-20mA
s\ | 2 \£J- -24VOC
4 \^
Tachometer
Engine run T/C
F >v
s I
CM
When the engine speed reach 710 RPM or 200 RPM + 24VDC
3 + 10 seconds the Converter gives a "engine run"
signal.
Fig 2. Converter for TC RPM.
The engine run signal will be deactivated when the
speed is 640 RPM. If the engine speed haven't been The Converter is mounted in the terminal box on
over 710 RPM the signal will be deactivated at 200 engine.
RPM.
96.30 - ES2S-G
STX Engine
Your Notes:
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STX Engine
Working Card Functional Test and Adjustment of Safety, 509-01.00
Page 1 (2) Alarm and Monitoring Equipment Edition 01H
L23/30H
D Stopped engine Plate no Item no Note.

• Shut-offcooling water See Related Procedure
D Shut-offfueloil
D Shut-offcoolingoil
Description:
Function testand adjustment of safety, alarm and

monitoring equipment. Hand tools:
See Related Procedure
Starting position:
Related procedure:
Overspeedtrip 509-01.05
Pressostate 509-05.00
Thermostate 509-05.01
Level switch (LAL 25) 509-05.02
Analog pressure transmitter 509-05.03
Analog temperature transmitter 509-05.04
Working time : hours Plate no Item no Qty. /

Capacity : man
Data:

96.03 - ES0U-G
STX Engine
509-01.00 Functional Test and Adjustment of Safety, Working Card
Page 2 (2)
Edition 01H Alarm and Monitoring Equipment
L23/30H
Maintenanceof monitoring and safety Systems. It is recommended that all functions are tested every
three months according to the mentioned working
One of the most important parameters in the pre- cards.
ventive work is that the alarm System as well as the
shutdown and overspeed devices are functioning The extent of the alarm and safety functions is vari-
100%. able from plant to plant.
If some of these functions are out of Operation, they For check of these functions use the working cards
have to be repaired immediately. If this is not pos- mentioned under related procedure on page 1.
sible because of the present working Situation, the
engine has to be under constant observation until it
can be stopped.
96.03 - ES0U-G
STX Engine
Working Card
Page 1 (2) Functional Test and Adjustment of Overspeed Trip 509-01.05
Edition 01H
L23/30H

D Shut-off startingair
Description:
Functional test and adjustment of overspeed trip.

Handtools:
Allen key, 4 mm.

Allen key, 2 mm.
Starting position:
Functional test and adjustment of safety

alarm and monitoring equipment, 509-01.00
Related procedure:

Capacity : 1 man
Data:

96.03 - ES0S-G
STX Engine
509-01.05 Functional Test and Adjustment of Overspeed Trip Working Card
Page 2 (2)
Edition 01H
L23/30H
1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen the
tachometer. lock screw and turn the adjusting screw, using the
tubular pin Spanner supplied, see fig 2.
On reachingthe revolution numberindicated onpage
500.30 or in "Test Report", the overspeed tripping
device mustfunction, thus actuating the stop cylinders.
The fuel injection pump control rods are now moved
to zero index, and the engine stops.
2) If the overspeed device trip at a revolution

number different from that stated on page 500.30ox in
the "Test Report" the overspeed device must be
adjusted.
Fig 2.
Turn the adjusting screw outwards (slacken flyweight

spring) to reduce the revolution number. Be careful
not to screw the adjusting screw so far out that it may
touch the release arm. Tighten the lock screw and test
the overspeed device again.
4) Refit the Covers when the overspeed device

functions at correct revolution number.
5) The overspeed device can be tested manually

Fig 1. by depressing the button on top af the housing, see fig
1. This will activate the flyweight and the arm for
release of the air valve for the stop cylinders and the
engine should thus stop. (This test must also be
Adjustment of Overspeed Trip.
carried out without load).
3) Remove both Covers on the housing of the
overspeed tripping device, see fig 1. 6) It is recommended now and then, while the
engine is at a standstill, to move the flyweight by
means of the push button to ensure that the flyweight
can always move with sufficient ease.
i
96.03 - ES0S-G
STX Engine
Working Card
Adjustment and Test of 0n/Off Pressostate 509-05.00
L23/30H
Technische Oalen: Sp6c.HcaIlont technlquos Technical d a u :
(nicht csichiüch avf Ty.-epxrh:!* o<je» ^k 'nrt iriibt» on IY?I ? t : t »>' prslr!
naiötique)
Zulässige Umgebungs-- AllowabI« ambient tempe-
temperatur. am Gerat — 25... 70 °C Temperatur« aenbiante ralure of apparatus . —25 ... 7 0 . ° C
Zulässige Temperatur edmissible -25 ... 70 °C Äilowable lemperature
am Orucktühle' 150 "C Tampt*r*lu*e tfu mitiftu ol pressura ectuator 150 ° C
ddmtsstble • t50°C Mat«f ial of prvuur« aauatof:
Mailfi*t dt U priM ö« pfft&ton; According tö ipociiieationi, s«e catalogut teafirt
I w * i.v? Wü/cm* - 14,f, 1 bat * 1.02 kp/cn-.' • 14.S t»',» i C Fiicii
I bai • 1.02 kD/cm' - l<t.5 cm • 10' Piical
Montage Montage Innallatlon
a) 8«f«llguho an GehaVse: a) Flsatlon * l'alcit du boltUr: a) AUachemenl lo hoaalng:
. Gehiiusedeckei abnehmen, mit zwei Schrau- Enlever le couvercle. lixer le Pressoslat « Oismounl houting cover, tcrew to solid
ben (MS) suf eine teste Unterlage montie- l'oide de deux vi« (MS) sur une bsse stable. base with two «crews (MS). Use delhrered
ren. Bei DiucMühlei. deren'Durchmesser Uliliier las douiltes d'ecartement incluses diitance bushingi lot pr«isure actuator
Erösser sind eis die Gehausedtcke. mitge- dan« le cas que le diameue de la prlse de wilh latger diamoler than hojjino U>ick-
eierte Oistanzb-'jchsen verwenden. piession depasse l'ei<>isaeur du boltier. ness.
L
Gehäuse. IP 6 5 Scnaltschema
Schema O« ccnnexlons
ßoiiier IP 6 5
f.
Wiring diagram
Housiig IP bS
u
b) Bvfestlguns u i OniC*föh)«r: b) FUatloo a lalde da la. prlaa d« preaalon, b) AttachanMflt lö pra«aux« actuaior
Sofern DruckanschiuiS gentjgend Steitig- al la »tabilite du condult aufm If pressuro connection tt aerticieiUly »till.
keil aufweist
* • ,
•4
T ; 1
Direkt auf Druckkörper SchotivenscIifBubung . AbgestOlzts Rohrleitung'

Oirectement tur im resmvolr de pionlon Racconl a epaulemant Conduit renlorce
Dlrectly to preuure recrlver - Tltreaded Jolnl through wall Supportvd tublng
Das GerSI Ist gegen normale Erachülterungen L'appareil est insensible BUX vibralions. mal* The unH la liueralUv« to nonml vlbrsttons.
unempfindlich, atarke Vibrationen Insbeson- de torlos vibratioru aonl & eviter aurtout dans Strongar Vibration», «peclally et presatue
dere in d«f Fühleraxha« aind XJU vermelden. le sena ÜB Taxe de la prlse de presslon. «ctuator axis. ahould be avoldet".
o
IO
CM EJ.kirttcha AnachlOaae Baccord «lectftqu*a Electric«! conoectlosa
Q Sehaltleinung: siaha Tvpa-nchild oder Katalogblatt Pouvoif da eoupun: voirpiaquaoucatakigua Elacutal ratings: cae typa plata or catalogu« laatiat
o
o
CO
o
Mikroachalter als Ein-, Aus- oder Umschalter Le micro ewttch «st utillsable comme «nclen- It la poulbto to conneel Uta mlcro swrtch aa
anseht lessbar cheur, decleiicheur ou commutateur e cuMn. cut-out or change-orer awltch.
Klemmen 2—1: Bornei 2—1: Terminals 3—1:
Bei Druckanstieg KontaM Öffnend DAdenchant avac preaalon montonlo Openlng a« rtae of pnaaure
Klemmen 1—3: Born«* V-3:' Tarmlnai» V-9:
Bei Druckanstieg Koniart tchlleisand Encloftchant avec pressiof. montanle Cloalng et ria* of'orusura
91.45-ESOS-G
STX Engine
509-05.00 Adjustment and Test of On/Off Pressostate Working Card
L23/30H
Bei Anschiuss von Retais, -Schutte. Magnet- En contr6lant les relais, les contacleurs ou VVhen conneci»r\9 a refay, contäctor oc ma
JÜS vilves s.of<j.-,cide» ii c»> ittc'itjue d*ui;;iscr
zur Spule oder zvm Schauer :u 'verwenden:. un circutt RC en parallel de ta seif. connecled in parallel to the cotl or Hut sw
Paysweget: C (JJFJ — Hallest i<"ün der Spyte-IA] Thumb fule: , ' ' " ..
R (oj >-Widersiä id dei Spuie [Q] C JMFJ •-- Couraht ö« matntien de ta seil |A^ C t*«PJ:•*» Holding «irren! of coM fA)
RJCJ •*• rekJ^CiWC p! ccE! l £ i
ta pr£ciston de l'6cheMe est gsrantie avec

+ 2 % (ta. la gamme. Otjujue Pressosiat est Ad|ustm«nt
taliont ir.öivtdüeilemeni. L'empioi d'un ms-
nomtote n'esl pas: n£ces%aire. Th« diät eceuraey I« •*: 2 % of the ranoe.
E*«cut<on «vec 0iII«rerniel fix« Every unil !» individually calibraied. so •
— Osscrtef I« ouposnil c OK6! (A) rnenomeier ywification 1« not necetury
— Reale' » v<ieur d« piessimv siip*irl«un type wild Invadabi» dilleicntiel
(potnt de dficlanchement) mvec ta ttg« (i>9- — Löosen loe* »cirew (A) ,
tee (8). — Adiüst upp«r irwitchmg pojht with ranga
oe B e e c p f l e (8) La vateur Inürleure- dtt prftssion {poliit tpindle (B)
Der unlere Seh«»Punkt e-'Qtbt »ich aus der d*enctenchem«ht) se donne ayec le dilt^-- The tower «witchino point reiufta Uom tue
festliegenden Schafldittejeni remiel fixe. (Ixed switch ditlrrential
F«*i2>eHen oe* Arretiersevaube (A) — Serrer tft disposttif d'arrA! (A) — Tighten lock screw (A)
Au*fr>k>"mg mil ver«ieUbar«r Schaudifferenz Type with variable differontial

— Lösen der Affeiierschrtube (C) — Loosen loc* acrew (C)
— Einstellen des unteren Schaltpunktec mit Execulion avec dillarenliel rtflUhlt — Adiust low«r switching point wilft rance
der ßereichsspindel (D, Oasse'rer te dispositif d'arröt (C) . Windle (O)
— F#"*txieh«n der Arretiortxhraup« (C) Retter ta valeur da presaion * Infsrieur« — Tlqhten lock »crew (C)
— Einstellen des oberen Schaitpunk'es mil'efs (Point d>ncienchctn«ntj avec !> Ufio lilstöe — Adjust iippei »oitchiflo poinl with e »orew
Sehraubfinzteher an öm Differenzverstell- <P) dri»« a! diHe»nU»l adjustino «cre» I E ) .
ichraubo (E) er I« <ji«pojllll 0'tirM (C) Wnsn tumed completely coumer clockwlse«
Im Gqjenuhaeißersinfi au* Anschlag gedreht, laga da la vafeur aupfrltur« de pres> the (oltowing minimal diftennüals an o>-
ergeben sich die minimalen SchaUdKieronzen: sisi (poi.it de deelenchemsnt) avoc toume- tained:
vU a la »i» au ollterenllel.(E)
En tournant dans le aans Inverae de* alQtiHles
S«r»ich: ii»ht Kti da ta montre lusqu'a la txrtee on oblienl le
difterentlel mfnlmum: Rang«: tt oulogut iMflti for <alue<
Durch Drehen im Uhrzeigersinn wird die Plage de reotage: wir catslogut pour las vafsun By tumlng clockwise the diflerantlal g«» en-
Scnaitdilferenz vergret»1, bzw. der obere larged. that I« the upper switching point is
Schiitpunkt nach oe«n verschoben. Minels der displaced apwarda. The desirad dttferentlal 1s
Mericskala (F) und dem ejt der Gehiusedek- adjustad by way of tha dlai (F] and of Uta
ketinnenseite aufgeklebten Diagramm (G) wird En toumant dans te sens das atgutlles de ta diagram ( 6 ) gluad ta the Inslda o» tne hous-
die gewünschte Schaltditierenz eingestellt. montre te diffe>entie! augmente et par cons«- Ing cov«r.
ouont •• polnl de.diclenchement se depteca
Drucksnschluts vers le haut. A l'side de l'echetle de raperes Pressur« eonnectlon
SUndardanschluss R>A"-Iinengewinde. Beim (F) et du diagramme (G) B l'interieur du cou-
vercle on regle le dttferenllei. Sttndatd connecUon la RV," (%" BSP) Inter-
Anschliessen Verdrehen des DruckfDhlers nal thretd. When connecting It la absolutaly
durch Gegenhatten unbedingt vermeiden. Raccord de ta pression nacessary to avold twisting ol the prewuro
Auswechseln des Druckfehlers bedingt eine «ctuslor öy counterholdlng.
Neujustierung des Gerak-s. Oem Austausch- Raccord Standard avac filei de via Interieur Whan reptaclng the pressure actuator resett-
fühler liegt eino Jiatienn'eitung bei. de RV<"- E" raecordant II faul evlter que la Ing of tho preasura awitch I« necassary. Ad-
Bei Dampfantagen muss zwischen Pressostai ptlse d« pression ne tourae. II faut aoir en lustlng dlrectlons aecompany every «xchange
und Damptraum eine r-tit Wasser gelullte sens Inverse a l'aide d'une ctef. En cas d'un pressura actuator.
Rohrschleite' (Wassersacl'rohr) montiert wer* changemenl de la prlse de prasslon II est By steam Instsllailons a watet filteo plpe loop 10
-«en. Oie RohrschleHe verhindert, dass der Inevlublo de reajüster te Pressoslat. Avec la Ras to be Inatalled betwaen the öreasure
- Druckfühler und das Gera* zu warm werden. pioce de rachange une Instrvctlon d'ajustage swttch and the steam boller. The pipe loop
Bei Wasseranlagen ist der Anschtuss stets esl Uvree. avoldes overheatlng ol the prossura actuator
.ohne Wasserverschiuss i-fi den Luftraum der En raecordant les Installation de vapeur II and of the apparatus. 9
Anlege' vorzunehmen, um ein einfrieren des taut monier entre le Pressostat et l'espace ä By watar Installattons th* connecUon Is ta be
Druckfühlers zu vermeiden. Bei Antcfcluss an vapeur un tuyau »arpentin rempll d'eau (poche at. the haadspace to keap the erassure B&- o
ein Wassergefess darauf achten, dass der d'eau stagnan'e). Cecl «vlte la surchauffe de tuator frotn freazing. If cormected to a wate^
Druckscheiter mit einem Luttpuffer arbeitet. la prtso de prusstonet de rappareil. tank, care Is to be taken Ihat the pressura
Bei Anlagen. In denen Druckstosse oder Pul- L« conduft da connexlon du raservolr d'eau awitch wotk» wtth an air buft«r. Accordlngty
sationen auftreten, sind zur Oampfung ent- dolt demeurar vtde pour evtter la congelatlon. long stippty tubea or damping devteas are to
sprechend lange Zuleitungen oder Dämpfungs- Une chicen« dolt «Ire placee afln d'evlter lea be provlded In Instatlattons whare pressure
vorrichtungen vorzusehen. lluctuattons de pression. shocka or putsatlons appear.
Dltferentdruckschalter:
PressosUt dltlennllel: Dtffaremiat pressur« «wttett
Sund«fd«ruchtuu R t/8" lnn«notwtnd« Riccord «undard: fl1/8*f*m>lle Standard connaction: X l / T bnaH
Hochdruckanschiuss mit -f. Niederdfuckan- Raccord pour la pret*lon auparleura marquae High Dressur«.coniMctlon mark«d +
schtuss mit — bezeichnet. Max. Kochdruck «p ^., raccord pour la prvsslon Interieure mar- Low pressur« eonnectlon markad —
« 0 % d«s Maxlmatdrucke». der auf der Skala que —. Pression maximale edmlsslb!« ( 0 % Max. prassura - «0 % o) max. pressur« mark-
angegeben Ist. de ta vateur max. lAdlquee «ur l'echelle. ed ondlal.
STX Engine 91 45-ESOS-G

Working Card
Adjustment and Test of On/Off Thermostate 509-05.01
L23/30H
Zuerst Arretierung läsen un*i weg-

schwenken, dann vorgehen wie bei
>"'.*' " " 1 Mftfosehaher ..Nach"/stieren am Renulirrknnpf"
Premürement desserrer et tourner

le blocige, puis continue apres les
•' ' instruetiont ^riajuzter au bouton
Balg dt reglage."
Soufllet
Retkm
Tube csptllaire / Capillary tube

First loose and turn lock, tnen
FüMcr/Sonde/Sensor fotlow the instruetrons ^re3djust-
:nehz on the temoeratun sctiing
knob."
Drehbare Skala • Ecnelle toumante • Revoiying scale

Sei Oi." Montage der Skalen-Renetten dürfen unter die Köpfe der Befetti-
Fühler— und Schutzrohrmontage gungochrauben M 3 (Zyiinderschrauben) keine Unterlegscheiben ange-
Montage de ta sonde et du doigt de gant bracht werden. Maximale Wandstärke: 6 mm.
Mounting of sensor and pretection tube Für gröstere Wandstärken sind spezielle.' wlängerte Achsen erhältlich.
Pour la montage du enjoliveur il ne faut pas wer des rondetles sous la t€ie
des vis M 3. L'epaisseur de panneau maximale est 6 mm. Pour des panneaux
d*epaisseur plus grande U faut utiliser des axet speciaux.
For mounting of the bezel tTs not allomed to use any washers unde.- the
head of the mouming-tcrew? M 3 . The maximurr« panel thickness « 6mm,
For fixing to heavier panef Special spindles are availab!c
Wird da* Schutzrohr zur Verbes- Umgebunostemp r • Temperatur« ambiante • AmbMts! t^npenture
serung des Wärmeüberganges mit Nicht tempemurfcompensierte Regler sind in normaler Raumtemperatur
Silken« gefüllt, in darauf zu zu montierm. Eine «tarke Erhöhung ötr Raumtemperatur hat ein Absinken
•eftten, d m xicti das ö l ausdeh- der Hegetk'urva zur Folge und umgekehrt.
nen kannl
Les regulateurs tyji ne tont pas compenses pour les variations de la tempe-
rature ambiante sont 1 uiHiser dsu<sune temperatureStmbisnte de IS a 25
Ixnou'on me« de fhuile silicone °C. Unc hausse tres grande de la tempErature i la tete duthermostat
dans le doigt de yant pour amefio- baisse le point de coupure et vice versa.
rer le irsmiert de cÄleur. on doit Thermostats vntch are not compensated should bc opersted at a connant
ittpect« la ditatation de ItniHe t ambient temperature. A substsntial increase in ambient temperature will
a kjMeriog o i th» svritchmg point. and vice .versa.
When tne protection tube b filled Einstelhfcala • Echelle • S-tting acal«.
«nth silieone-oil <or improving
tne heat tramfer. pay attention Oie Skalen sind kxT-glich Einstetlhitfen und können kleine Abweichungen
CD gegenüber dem Istuven aufweisen. Präzise Einstellungen müssen mit Hilfe
O to the dilation of oil I
eines Thermometers vorgenommen werden. Bei grossen Abweichungen
siehe unter Nachiustiereni
Les echenes sont sbnplement une a<de pour le regtage et eltes peuvent
indiouer r** petices deviations de la valeur effeettve. Pour une m i » au
Q
point preose veuülez utiliser im thermom&tre et reajuster.
9 The scale n only an indksrtion of the set temperature and can have a small
deviation from the actual value. For an aecurate sening use a thermometer
andadjust.
96.26-ESOS-G
STX Engine
509-05.01 Adjustment and Test of On/Off Thermostate Working Card
L23/30H
Adjustment on the ränge knob (bezel-typ* or marfcing on i • Abnehmen des Hegul'terkr.opits... b Nachfuuieren...
• Enlever ta bouton de r6gU^e~. b fttajustape...
• Pull off th« knob™ b Adjuitnxnl...
Elektrische Anschlüu« SchaKMituns

FUocord £tectriques Pouvoir decoupurs
EtoctricaJ coniMCtiom Ettctrical ntingi
Switch Nr. 10
AC - 750 V 10 (21 A
D C - 770V 0.2 10.01 ) A
" 110V 0.4!0.07)A
I3 t- 24 V 2.0 (1.01 A
fr| :2V 1SI7IA
jj i Switch Nr. 11, 23
?|eDC-270V 0.2 (0.02) A
;«•! ' 110 V 0.4 (0.03) A
JS J ' 24V 612IA
KWmrm 2: g« fg» 12 V ISISIA
Htüuf« : | e Swftth Nr. 12
Ktvown» 3: Auspw« Phan xu
Kuhlur« ' 4 > A C - 3S3V 15O)A
!><OC-22OV 0.3(0.'!A
Borne 1: Enutt ph*M 8? 110 V 0.75 (0.21 A
S f c t 5 «S 24 V 1S(?J51A
BOTIN X Sortl* p h m — j^t 12 V 15 (161A
nrfmhiiiitnaiM U | Switch Nr91 (IEC 158-1)
Tmmttut 1: Entryph«* i f55
S 0C1
ACt 7.0
7.0 Atta
A 250bn V30V
T«rmin«J2: E«h ( U m - hMlIne t»<12SV
T«minal 3: Exh phu« - cool»« * /r\ OAA bö760V
Schaltififfnwii (Hynerau)
DiH4wnM
Switching cü«««noi
co
p
i
m
CM
m
2
o

Working Card
Function and Test of Level Switch (LAL 25) 509-05.02
L23/30H
II Stopped engine Plate no. Item no. Note

D Shut-off fueloil
G Shut-off cooling oil
Description:
Function and test of level switch, LAL 25, in

lubricating oil System. Handtpols:
Starting position:

Related procedure:

Capacity : 1 man
Data:

91.03- ES0S-G
STX Engine
509-05.02 Function and Test of Level Switch (LAL 25) Working Card
L23/30H
The level switch LAL 25, which is mounted on the

main lubricating oil pipe of the engine, gives alarm for
missing prelubricating oil. i Vent pipe
Function. L i 1
1) By starting the prelubricating oil pump the main

lubricating oil pipe will be filled with lubricating oil,
which means that the level switch is lifted and the
alarm is disconnected.
Level switch
2) When the prelubricating is interrupted, the lub.
oil will run out of the System through the bearings, Main lubricating oil pipe
which means that level switch is Iowered and the
alarm Starts.
Fig1.
Test:
The test is carried out when the engine is stopped.
3) Start the lubricating oil pump, and letthe pump

run about 5 min.
4) Stop the prelubricating oil pump. The alarm

must be released after 0- 5 min., depending of the oil
viscosity.
91.03 - ES0S-G
STX Engine
Adjustment and Test of Analogous Pressure Transmit- 509-05.03
Working Card
Page 1 (2)
Edition 01H
L23/30H
Safety precautions: - Special tools:

El Shut-offcooling water
13 Shut-offfueloil
11 Shut-offcooling oil
Description:
Adjustment and test of analogous pressure

transmitter. Hand tools:

Testing pump.
Starting position:

Related procedure:

Capacity : 1 man
Data:

91.45- ES0S-G
STX Engine
509-05.03 Adjustment and Test of Analogous Pressure Transmit- Working Card
Page 2 (2)
Edition 01H
te*
L23/30H
The pressure transmitter registers the actual pres- Adjustment:
sure and marks the change to an electrical signat,
which adjusts the pressure. 1) The pressure transmitter shall not beadjusted,
but the alarm limit must be set on the alarm plant.
Kindly see the instruction book for the alarm plant.
Set points, see page 500.30.
e
Test:
2) It is possible to make a functional test of the

pressure transmitter. This is carried out according to
the following procedure:
Ift 1HIJ 3) Shut off System pressure with the valve pos. 3.
4) Remove the screw pos. 2.
5) Mount the testing apparatus on the trial flange

pos. 1. and pump on a pressure within the working
area of the transmitter.
If the alarm plant has an instrument unit, the pressure

can be read on this. Other-wise the test can be carried
1. Trial flange. out by watching if the alarm plant gives any alarm,
2. Drain screw. when the alarm limit which is stated on page 500.30
3. Valve. is exceeded (if the alarm plant is adjusted).
6) The screw pos. 2 is mounted, and the valve

pos. 3. is opened after the test is finished.
Fig1.
9 1 . 4 5 - ESOS-G
STX Engine
Working Card Adjustment and Test of Analogous Pressure 509-05.03
Page 1 (2)
Transmitter Edition 01S
L23/30H
2-Leiter Druck Transmitter mit 2-fil» transmetteur de prejiion 2-wire pressure transmitter
Halbleiter-Widers tands-Messfühler Sonde semi-conducteur r&tittive Semiconductor-resistiv-probe
Typ 8200 Typ« 8200 Type 8200
2-Leiter Druck Tranimitter mit 2-fi!s trsnsmstteu' da presston 2-wire press'ire transmitter with
Dünnfilm -DMS- Massfühler vom Sunde a jauge de contrainte thin film wire strain gaugo
Typ 8202 Type 8202 Type 8202
4...20 mA eingeprägter Gleichstrom 4...20 mA CC ind<5pendam de la Charge 4...20 mA OC load independent
ai Bafesttgung i n Gehiusa: a) Fix«lion » 1'aWe du bohiw: al Att«ch«m'jnt to houting:

GeHlusedBcVel abnehmen, mit zwei Entever le couvwclo. fixor le Pressostat Otsmount housing cover. screw to sotkJ
Schrauben (M5) auf eine feste Unter- a l'aids de deux vi» (M5) sur uns base base with two screws (M5).
lage montieren. noble.
b) BtttstlgurKI «m DfuckfühWr: b) Fix»tion»r»i<i«d»UpriMd«p««iiJon: b) A n t c t o m t m to prvuur« «cniator:

Sofern der Orucksnschluss genSgend sltostsbilita du conduit suffit if pressu'e conneetton is suffictently
Sleif^keit aufweist Hilf.
Direkt auf dem Oruckkörper Abgojlüirte Rohrleitung

Directement sur un rfcervolr d> pression ConduU renlorc*
Schot tverschraubung Suoported na>ino
Oiroctiy to preuure recoivw Raccord ä ^paulement
Thresded Joint through
DdS Gerat ist gegen normale Erschütte- L'appareil est insensible eo» vlbrattons, The unit is iraensitive to normal vibrations.
rungen unempfindlich, stark« Vibratio- mait de fortes vibrations sont ä äviter sur- Suonger vityations, especially et
nen insbesondere in der Fühlerachse sind tout dans te sons n> i'ava de 18 prise de sensor axis. shouM be avoided.
zu vermeiden. pression.
Druckanichluts Raccord de I* prnsion Pressure connection

Siandardanschliss fl !/4"~lnncng8wind*. Raccord standa«d «vec ' '«'.dovis interieur Standard connection is R 1/4" (1/4" BSP)
Q Beim Anschlies.<en Verdrehen des Druck- de fl 1/4", En racco'dft*' I faut oViter Que internal thre^d. When connecting it is abso-
fühlen durch Gegenhalten unbedingt »er- la p>ise da prrmion " • «• ine, II faut agi' lutely neces'jry to ovoid twisting of tho
9 meiden. en sens inversa i l'a«ip .1 •••« def. pressure sensor by counterhotding.
Bei Dampfanlocen muss zwischen Trans- En taecordant les m\u<W • <u da vspeur il By stasm insullations a water filled pipe
mitter und Dampf räum eine mit Wasser ge- faul monier entre le ua->vt>tter et Tespace loop has to lie installed between the trans-
füllte Rohrschlt !fe <Wassersackrohr) mon- a vapeur un tuyau ierrw>nt>«i rempü d'eau mitter end t>>e steam boiler. The pipe loop
tiert werden. D e Rohrschleife verhinden. (poche d'eau stagrunt^1 • *«ci eVite la sur* avoides overheating of the pressure sensof
dass der Druckfühlrr und das Gerit warm chsuffe de la prise d ' •»•«•>>n et de leppa and ot the irutrument.
werden. reil.
91 45-ESOS-G
STX Engine
509-05.03 Adjustment and Test of Analogous Pressure Working Card
Page 2 (2)
Edition 01S Transmitter
L23/30H
Oruckanschluu..... Raceord d« la prasiion Pnsnure connwtion.. „
Bei Wasseranlasen ist der Anschluss «eis Le conduit de ebnnexion du reservoir d'eau By water installattons the eonnection is
ohne Wasscrverscnlurs an den Luftraum doit.demeurer vide pour eviter )a congala- lo be at the ftcadspa» to keep the pressura
der Anlage vominehrnen, um ein Einfrie- tion., Une chicano doit etre placee afin sensor Irorn >reez>ng. If connected 10 8
ren des Druckfühlers zu vermeiden. Beim d'eviter tes f luctuatiöns de pression. watertenk. csro is lo be lekan ihn! ihn
Anschluss an o'in Wasjgrgefäss darauf ach- iransmitter worf.i wiih an air.feuffer.
ten, dass der Tran-.miuer mit einem Accordingly long supply lub« o> damping
Luftsuffer arbeitel, £ei Anlasen, in denen devic« ar« to be p>7v!dod in installttions
Orückstösse. oder Pulsationen auftreten, where preuure shocks or pulsations appear.
sind zur Dämpfung entsprechend lange
Zuleitungen oder Dämpfungsvotrichtungen
vorzusehen.
Einstellung und Justierung Refllage et ajustemont Sstting and adjust«ment

OemSss Besleltongabcr» werden im Werk Tralos AG ejusie l'ete«due de reglase ci le TRAF AG has sot ibe ränge and 1hg zeropoim
SPANNE und NULLPUNKT abasglichen. zerb iblon lesspSciftcations de lacomman- accniding lo ihe specitiutidn of erde«. In case
Sollte ein nachträslu'hes Justieren nölig de. Au cas. ou un reajustage est necessaire an jddüiowl setiing isnecessary/it is posstbte.
sein, so können nach Abnehmen des Ge- il faut cnlever le couvercla ei regier l'eicn- after romoving Ihe Cover, to » t the ran$e and
häuscdcckels, mittei'. oines Uhrmacher- due de 'oglaoe ci le poini jero en uiilissni IhR jico-point. To operate llw poienliometer
schrauben*Sehers, die Spanne und der Null- un lourne-vis de l'horloger. one Iws to u5O a clocumakers screw driver.
Punkt na ^
Type 8202
Variante mit Faston

und Klemme
Type 8202 _ J!'
arm
sg Qtcndtur da tortl«: Output Signal:

4 20 mA eingepraolnr Gleichsirom 4..„.20 mA courani comi"i •• "|«nclant de 4.....20 mA direct currsnt load independeht
Funktiontkontroltt la charga. Parformanc* t * n : Sroken probe or
Bei f ühlerbruch utui Fühlerkurrschtuss QeHi Controte du fonctlonnamart: short-cireuitod probs Shows eilher c&nsism
das Ausgannssignal eniywxje« «ul den (tun- Uno rupture ou un couri-orc<--* t*o ta sonde short-cireuit ( > 2 0 rnA) cürrent or no load
schluss-Sirotriwert ( >20 mA) odtr aul den c-'uise unc grandflur de toiiir 4.cc la vateur current K 3 . 8 mA).
Leerlaufstromweri ( < 3 ^ mA). de court-cireuit du courant I > .1) mA) ou la Short <ircuit currant:
valeur de courant ä vide t < 3.8 ">A1, Typo 8200 epprox. 40 mA
Ku'zschlu&strom: Typ 8200 ca. 40 mA Type 8202 epprox. 32 mA
Tvp 8202 ca. 32 mA Courant d« court-cineuit:
Type 8200 env. 40 mA / 8202 »•- 32mA Polar tty:
V«rpolung: PoUrlli nm»nf*: The transmltter 1» protecled agalnst a ».rong U5
Das Gerji in gegen Verpoluno gescrütti. L'appareil est protege cpntro pp'.v.ie icnversee connection to the terminals.
Trar.ti«nt«nschutxt ProiKtton eontr» l«i •urnnilom: Ov«rvolt»e» suprtuJon: rl
Maximate £ nergieatwption: 1 Ws enertio rna». d'abvt'Oiion; 1 w i max.enrgyabsorption: i Wi 9
£rr«ir Error
FthNr 2ero: > i O j 0 2 V K d«0 .>i°C Zero polnt; « • 0fl2 %IK from 0...70 «C
Nullpunkt; s±OJ32%/K von0...70°C Gwnme: ä • 0J03 %IK |conc«-r>t la flenoe: • • 0j03 %/K Irelerring to the
Bereich: = 1 0.03 K/X Ibnogen aul den linearite: 3 J : 0 . 5 X aomm«-I« 16 mA Lineariiy: s i 0 5 ) i ränge o< 16 mA
Linearttat; > i O.5 % [Bereich von 16 mA Humidity 9£ % f e i . humidity at 55 °C
Humidita 98Hhumirt.l»-;l. a 55 °C
F«uchti«k«it 93 % rel. Feuchte bei SS °C T*mp«Vatu» d"ambl»nc«: 0.....70°C Amui«nt tamperatuia: O._..7O°C
Vlbration: Vibration:
Vibrationen: gemass G L. Kenntini« 2 »Blon charactefislique 2 du L i o \ i 'jermanigue characierinic curve 2 following German Lloyd

Working Card Adjustment and Test of 509-05.04
Page 1 (2) Analogous Temperature Transmitter Edition 01H
L23/30H

• Shut-off fue! oil
Description:
Adjustment and test of analogous temperature

transmitter, (PT 100 sensor). Hand tools:
Special testing devices.
Starting position:

Related procedure:
Mampower: Replacement and wearing parts:

Capacity : 1 man
Data:

96.26 - ES0S-G
STX Engine
509-05.04 Adjustment and Test of Working Card
Edition 01H Analogous Temperature Transmitter Page 2 (2)
L23/30H
The PT 100 sensor consists of a resistance wire Otherwise the test can be carried out by watching if
which changes resistance depending on the tempe- the alarm plant gives any alarm, when the alarm limit
rature. which is stated on page 500.30 is exceeded (if the
alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.
Adjustment:
1) The PT 100 sensor cannot be adjusted, but the

alarm limit must be set on the alarm plant.
Set point, see page 500.30.
Test:
2) The functional trial of the PT 100 sensor can be
carried out according to the following procedure.
3) Take out the sensor of the pocket.
4) Test the sensor by diving the sensor in the

water. Compare the Signal from the sensor with the
water temperature.
If the alarm plant has an instrument unit, the tempe- Fig1.

rature can be read on this.
5
9
8
96.26 - ES0S-G
STX Engine
Working Card
Lambda Controller 509-10.00
L23/30H
Safety precautions Special tools
El Stopped engine Plate no Item no Note

D Shut off starting air
D Shut off cooling water
D Shut off fuel oil
D Shut off cooling oil
Description Hand tools
Adjustment of lambda Controller. Allen key.
Starting position
Related procedure
Manpower Replacement and wearing parts
Working time : 1 hour Plate no Item no Qty /

Capacity : 1 man
Data

99.28 - ESO
STX Engine
Edition 08H
Lambda Controller Page 2 (2)
L23/30H
Lambda Controller
Normally the lambda Controller does not need ad- 1. Compressed air from
overspeed device
justment. The only time adjustment is needed, is 2. Lambda cylinder
when the Controller or the governor has been dis- 3. Charge air pressure
4. Piston of the
mantled. The adjustment is to be carried out in lambda cylinder
standstill position. 5. Regulating arm
1. Check that the free space between the pick-up

and the band steel on the regulating arm is min 1 mm,
see fig 1.
1. Band steel
Fig 3.
2. Pick-up
3. Regulating arm
2. Set the index of the fuel pumps at 17 by means

of the governor arm, see plate 50902, item 039.
. t
8 ! Note: Set the "load limit" control knob at max in order
to protect the governor.
3. Fit the adjustment screw (4), fig 2, until the

iii piston has contact with the spring without com-
pressing the spring.
Fig1.
4. Fasten the adjustment screw.
5. Adjustment fmished.
1. Stop screw
2. Spring Adjustment of the stop screw
3. Piston rod
4. Adjustment screw
6. Remove pipe forcharge air pressure, see fig 3.
7. Supply air pressure until the piston rod reaches

its upper position.
8. Adjust the stop screw, see fig 2, to 110% load

according to the test bed, plus 1.5 index.
Use the index arm on the fuel pump nearest to the
lambda Controller as control for the index.
9. Adjustment finished.
Fig 2.

Plate
Page 1 (2) Governor and Governor Drive 50901 -01H
L23/30H
104
021
For Governor, see Spe-

cial instruction book
212+
i
o
91.43-ES0S-L
STX Engine
50901 -01H Governor and Governor Drive Plate
Page 2 (2)
L23/30H
Item Item
021 1/E Synchronnizing Synchroniserings- 320 1/E Weardisc Slidskive

motor motor
332 1/E Key Feder
033 1/E Plug screw Propskrue
045 1/E Gasket Pakning + Item No. 212 require + ltemnr.212kraeveren

an individual matching individual tilpasning
057 4/E Nut Motrik (by shims) before (med shims) for monte-
mounting, contact, ring,kontaktMANB&W,
069 2/E Stud Tap MAN B&W, Holeby Holeby.
070 1/E O-ring O-ring
082 1/E Castle nut Kronemotrik
094 1/E Split pin Split
104 1/E Shut down Shut-down

solenoid spole
116 1/E Governor Regulator
128 4/E Screw Skrue
141 1/E Shim (set 0,1 - Mellemlaeg (säet 0,1 -

0,3-0,5-1,0 mm) 0,3-0,5- 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
177 1/E Bevelgearwheel Konisktandhjul
189 1/E Key Feder
190 1/E Castle nut Kronemotrik
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop
273 1/E Axle Journal Akseltap
285 1/E Bush B0sning
297 1/E Bevelgearwheel Konisktandhjul
307 1/E Gearwheel Tandhjul
319 1/E Pointed screw Pinolskrue

x
Q
* = Only availableas partofa spare parts kit. * = Kun tilgsengelig som en del af et reservedelssaet.
QtyJE = Qty./Engine Antal/E = Antal/Motor
STX Engine 91.43-ESOS-L

Plate
Page 1 (2) Regulating Device 50902-01H
L23/30H
Governor Plate 50901
I 566
Overspeed Plate 50903 578
94.46 -ES0S
STX Engine
Plate
50902-01H Regulating Device Page 2 (2)
L23/30H
Item Item
015 1/R Screw Skrue 338 1/E Stop ring Stopring
027 3/R Locking plate Läseblik 351 1/E Screw Skrue
039 1/R Governorarm Regulatorarm 363 1/C Linkage Laenkeled
040 2/R Split pin Split 375 1/C Split pin Split
052 2/R Seif locking nut Selvläsende motrik 387 1/C Pin Stift
o
064 2/R Screw for ball head Skrue for kuglehoved 399 1/C Pin Stift
076 1/R Spring loaded pull rod, Fjederbelastettrask- 409 1/C Spring arm Fjederarm
complete stang, komplet
410 1/C Spring Fjeder
088 2/R Pull rod head Traekstangshoved
111 1/R Split pin Split
434 1/C Armholder Armholder
123 1/R Pull rod end Traekstangsende
446 1/C Screw Skrue
135 1/R Cylindricalpin Cylindrisk stift
458 1/C Bushing Bosning
147 1/R Spring housing Fjederhus
471 1/C Bearing bracket Lejeblik
159 1/R Pointed screw Pinolskrue
160 1/R Spring Fjeder
495 2/C Screw Skrue
172 1/R Cylindricalpin Cylindrisk stift
505 1/R Screw Skrue
184 1/R Guide ring Styrering
517 1/R Guide pin Styrestift
196 1/R Guide ring Styrering
529 1/R Stop arm Stoparm
206 1/R Pull rod Traekstang
530 2/E Screw Skrue
218 1/R Nut M0trik
542 2/E Screw Skrue
231 1/R Locking plate Läseblik
554 2/E Washer Skive
243 1/R Arm Arm
566 2/E Nut Motrik
255 1/R Spring pin Fjederstift
578 1/E Bracket Konsol
267 1/R Screw Skrue
279 1/R Guide pin Styrestift
280 1/R Screw Skrue
292 1/R Bearing Leje
302 1/R Bushing Bosning
314 1/E Regulating shaft Reguleringsaksel
* = Only available as part of a spare part kit. * = Kun tilgasngelig som en del af et reservedelssaet.
Qty./R = Qty ./Regulating device Antal/R = Antal/Reguleringsmekanisme

Plate
Page 1 (2) Overspeed Device 50903-01H
L23/30H
237
262
274
250
3 489
490
94.01 - ESOS-V
STX Corporation
Plate
50903-01H Overspeed Device Page 2 (2)
L23/30H
Item Item
010 1/E Socket Muffe 357 1/E Button Knap
022 1/E Button Knap 369 1/E Nipple Nippel
034 1/E Spring pin Fjederstift 370 1/E Spindle Spindel
046 1/E Spring Fjeder 382 1/E Spring (left) Fjeder (venstre)
058 4/E Screw Skrue 394 1/E Spindle Spindel
071 1/E Screw Skrue 404 2/E Washer Skive
083 1/E Cover Daeksel 416 2/E Screw Skrue
095 1/E Spindle Spindel 428 1/E Ball bearing Kugleleje
105 1/E Spring pin Fjederstift 441 1/E Elastic coupling Elastisk kobling
117 1/E Cylindricalpin Cylindrisk stift 453 1/E Spring (right) Fjeder (hojre)
129 1/E Lever Arm 465 1/E Valve attachment Ventilholder
130 1/E Screw Skrue 477 4/E Screw Skrue
142 1/E Flyweight housing Hus for svingvaegt 489 1/E Pneumatic valve Pneumatisk ventil
154 1/E Adjusting screw Justeringsskrue 490 1/E Silencer Lyddaemper
166 1/E Spring Fjeder 500 1/E Overspeed device, Overspeed anordning,
complete komplet
178 1/E Circlip Sikringsring
191 1/E Flyweight Svingvaegt
201 1/E Key Not
213 1/E Ball bearing Kugleleje
225 1/E Housing Hus
250 4/E Screw Skrue
262 1/E Pin Stift
274 1/E Lever Arm
286 1/E Nut Motrik
333 1/E Spindle Spindel
345 1/E Spring Fjeder
* = Onlyavailableas partofa spare parts kit. * = Kun tilgaengelig som en del af et reservedelssaet.
94.01 - ES0S-V
STX Corporation
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50905-02H
L23/30H
r
i
—
•
072
i v
J [
98.35 - ESOS
STX Engine
Plate
50905-02H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L23/30H
Item Item
011 1/E Cable union Kabelunion
035 1/E Packing ring Tsetningsring
047 1/E Level switch Niveaukontakt
060 1/E Packing ring Taetningsring
072 1/E Fuel leakage alarm, Braendolie laekage-

complete alarm, komplet
i
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogsä side 500.50
Qty JE = Qty ./Eng ine. Qty./E = Antal/Motor
98.35 - ES0S
STX Engine
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 50905-03H
L23/30H
096
106
118
131
i
5
9
98.35 - ESOS-G
STX Engine
Plate
50905-03H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
L23/30H
Qty. Designation Benaevnelse Qty. Designation Benaevnelse
106 1/E Packing ring Pakningsring
118 1/E Loctite 577 Loctite 577
131 1/E Level switch Niveauafbryder
x
S
Qty./E = Qty./Engine. Qty./E = Antal/Motor

Plate
Page 1 (2) Instrument Panel 50905-04H
L23/30H
417 322 202 202
310
214
309
192
299
179-180
167 155
287
226
QQ Q
_O O OO
\ \ L 383-395-405 334 334
263 371
275
287 358 \f 346
358
3
9
93.04 - ESOS-L
STX Engine
Plate
50905-04H Instrument Panel Page 2 (2)
L23/30H
Qty. Designation Benaevnelse Qty. Designation Benaevnelse
143 1/E Housing for Instru- Hus for instrument 405 4/E Nut Metrik
ment panel panel
417 1/E Instrument panel, Instrument panel,
155 1/E Bracket for instru- Konsol for instrument complete, L23/30H komplet, L23/30H
ment panel, L23/30H panel, L23/30H
167 4/E Rubber clutch Gummikobling
179 8/E Nut M0trik
180 8/E Spring locks Fjedrende skive
192 2/E Pressure gauge 0-3 Manometer 0-3 bar

bar (Pl 31 and Pl 23) (Pl 31 og Pl 23)
202 3/E Pressure gauge 0-6 Manometer 0-3 bar,

bar,PI01,PI10,PI21- Pl 01, Pl 10, Pl 21-22
22
214 1/E Pressure gauge 0-10 Manometer 0-10 bar

bar (Pl 40) (Pl 40)
226 6/E Needle valve Näleventil
238 1/E 3-way valve for 3-vejsventil for

Pl 21-22 Pl 21-22
263 1/E Steel pipe Stälrar
275 1/E Screwed connection Forskruning
287 2/E Union Forskruning
299 2/E Pressure gauge hose Manometer slange

140 mm 140 mm

195 mm 195 mm

340 mm 340 mm
334 2/E Reduction adapter Reduktionsforskruning
346 1/E Damper (fuel oil) Dasmper (fuel oil)
358 2/E Coupling for mano- Kobling for manometer

meter
371 1/E Damperfcharging air) Daemper (ladeluft)
383 4/E Screw Skrue
395 4/E Lock washer Läseskive

§
Qty./E = Qty./Engine. Qty./E = Antal/Motor
STX Engine 93.04 - ES0S-L

Plate Pressostate, Thermostate
Page 1 (2) 50907-01S
Difference Pressostate and Pressure Transmitter
L23/30H
Fig_and Description Range Code Item No.
0-6 bar PAL Oi 01

o o o o
PAL 10
PAL 22
PSL 22
2 -25 bar PAL 70 02
Inm J\
,i 1 -10 bar PAL 40 03
Pressostate
20 T A H 01 5M 04
- nox;
20 - 150 t T A H 12 5M 05
T S H 12
T A H 22
T S H 22
Thermostate
0-6 bar PDAH 21-22 06

O O O O
1 - 1 0 bar PDAH 43-41 07
s?
o
in
CM
in rtw
Q
9
co
Difference Pressostate
91.44-ESOS-G
STX Engine
Pressostate, Thermostate Plate
50907-01S Page 2(2)
Difference Pressostate and Pressure Transmitter
L23/30H
Fig^and Description ' Range Code ;em No.
o o o 0 - 4 bar PT 31 08
$
0 - 6 bar PT 10 09
0 - 1 0 bar PT 22 10
r~T
0 - 1 6 bar PT 40 11
PT 70
CuID
Pressure Transmitter
Needle Valve with 3/8" pipe thread 25
Needle valve with 1/2" pipe thread 26
Needle Valve
Q
o
o
co
o

Index
Page 1 (2) Thermometer 50907-03S
L23/30H
Liquid Filled Type
Scale Size Item

Fig Code
No.
0
40-240 0-120 69 TI31 101S
90-480 30-250 69 TI30 ms
112S
Pocket 100 112S
40-240 0-120 69 TI01 121S

TI02
TI03
TI10
TI20
TI22
132S
40-400 0-200 69 TI40 131S
Pocket 63 132S
40-240 0-120 69 TI11 141S
142S
Pocket 100 142S
STX Engine
Index
50907-03S Thermometer Page 2 (2)
L23/30H
Liquid Filled Type
Scale Size Item

Code
No.
°C L1
100-1300 50-650 155 115 TI60 323S
L1
335S J
Pocket 100 335S
100-1300 50-650 65 215 TI61 347S
'""7
359S
Pocket 200 359S
STX Engine
Plate
Page 1(1) Pick-up 50908-01H
L23/30H
Fig. and Description Range Item No.
, M8x1 Working temp. 018

—
-25°C - 70°C
S
l3 _ .
*-»
•-»
j .
XL
•£
Cabel
eng
i th: 3 M.
95.28-ESOS
STX Engine
Your Notes:
a
o
m
X
Q
9
STX Engine
Plate
Page 1 (2) Temperature Transmitter 50908-03H
L23/30H
Range Code lern

No.
TE10
120 TE11 001
TTE12
0-200t
TE20
TE22
130 002
TE31
7E4O
Resistance Blub
100 TBBO 003
0-600t:
9?
Q 7H51
o 200 004
o TBB2
§
Resistance Blub
91 44-ESOS-G
STX Engine
Plate
50908-03H Temperature Transmitter Page 1 (2)
L23/30H
Range Code lern

No.
100 TB30 005
0-600X:
200 TBB1 006
Thermocouple
0-800*C 250 TB2 007

co
o
O
o
00
CM
O
Thermocouple

Plate 50910-02H
Page 1 (2)
Lambda Controller
L23/30H
032
2
s
s
97.14 -ES0S STX Engine

Plate
50910-02H Lambda Controller Page 2 (2)
L23/30H
Item Item
019 1/E Regulatingarm, Reguleringsarm,

complete komplet
020 1/E Pick-up, Pick-up,

incl. sleeve incl. afstandsring
032 1/E Lambda cylinder, Lambdacylinder,

complete komplet
i
o
9
* = Only available as part of a spare parts kit. * = Kun tilgaengelig som en del af et reservedelssast.

Plate
Page 1 (2) Starting Box 50935-01H
L23/30H
017
START II STOP
REMOTE o j [ LOCAL OJI BLOCKINGQJ
029
030
94.36-ES0S-G
STX Engine
Plate
50935-01H Starting Box Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benaevnelse No. Qty. Designation Bensevnelse
017 1/E Starting box Startboks
029 1/E Terminal box Terminalboks
030 1/E Starting box, complete Startboks, komplet
* = Only availableas partofa spare parts kit. * = Kun tilgaengelig som en del af et reservedelssaet.
Qty./E = Qty./Enigne. Qty./E = Qty./Motor

Engine Data
OPERA"noN
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

cn ü Automatics and Instruments
IENT!
AINT ENAI
o Q
DES«CRIP TIONS A^
:MS AND
Fuel Oil System

LU

co
Special Equipment
Alternator
Tools
1
Index
Page 1(1) Crankshaft and Main Bearings 510
L23/30H
Description
Crankshaft and main bearings -510. 01 (01H)
Working Card
Checking of main bearing alignment (deflection) • — 510-01 .00 (04H)

(hydraulic tightened connecting rod)
Inspection of main bearing Shells -510-01 .05 (01H)
Inspection of guide bearing Shells — •510- 10 .10 (01H)
Plates
Crankshaft -51001-04H
Resilient gear wheel — -51002-02H
Flywheel with gear rim • -51003-02H
Tuning wheel -51004-02H
STX Engine
Your Notes:
IT)
I
Q
o
o
00
o
STX Engine
Description
Crankshaft and Main Bearings 510.01
L23/30H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In Special cases a Vibration damper is mounted on the
ground main bearing and crankpin Journals, is sus- crankshaft to limit torsional vibrations. The damper
pended in inderslung bearings. The main bearingsare consists essentially of a heavy flywheel totally en-
equipped with insertion-type Shells, which are coated closed in a light casing. A small clearance is allowed
with a wearing surface. To attain a suitable bearing between the casing and the flywheel, and this space
pressure the crankshaft is provided with is filled with a highly viscous fluid. The casing is rigidly
counterweights, which are attached to the crankshaft connected to the front end of the engine crankshaft
by means of two screws. and the only connection between the crankshaft and
the damper flywheel is through the fluid. Undercondit-
• At the flywheel end the crankshaft is fitted with a gear ions of no Vibration, the casing and damper flywheel
wheel which through an intermediate wheel drives the tend to rotate as one unit, since the force required to
camshaft. Also fitted here is the flywheel and a shearthe viscousfilm is consi-derable. As the torsional
coupling flange for connection of a reduction gear or Vibration amplitudes increase, the casing follows the
an alternator. At the opposite end there is a claw-type movement of the crankshaft but the flywheel tends to
coupling for the lub. oil pump or a flexible gear wheel rotate uniformly by virtue of its inertia, and relative
connection for lub. oil and water pumps. motion occurs between the flywheel and the casing.
The viscous fluid film therefore undergoes a shearing
action, and Vibration energy is absorbed and appears
as heat.
in
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9
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CN
O
00
o
96.03 - ESOU
STX Engine
Your Notes:
CM
in
S
o
o
oo
o
STX Engine
Working Card Checking of Main Bearings Alignment (Deflection) 510-01.00
(Hydraulic Tightened Connecting Rod)
L23/30H
• Stoppedengine Plate no. Item no. Note

• Shut-offcooling water 52010 011
D Shut-offfueloil 52010 059
D Shut-offcooling oil 52010 358
Checking of main bearings alignment (autolog).
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
All indicator valves open.
Related procedure:
Working time : 11/2 hours Plate no Item no Qty /

Capacity : 2 men
Data:

Daia for torque moment (Page 500.40)
00.27 - ESO
STX Engine
510-01.00 Checking of Main Bearings Alignment (Deflection) Working Card
Edition 04H (Hydraulic Tightened Connecting Rod) Page 2 (7)
L23/30H
Alignment of Main Bearings. As the crankshafts of medium speed engines are very
stiff, any great deviations in the alignment will result
The Iower main bearing Shells should be positioned in clearance at the bottom Shell of the bearings.
so that they keep the main bearing Journals of the
crankshaft centered in a straight (ashore horizontal) The cause of incorrect main bearing position may be
line. Deviations from this centre line cause the wear of the bearings or misalignmnet of the engine.
crankshaft to bend and increase the load on some
main bearings.
EffectingThe Deflection Measurement.
If two adjacent main bearings are placed too Iow, the
crankshaft centre line will in this place be Iowered to The deflection measurement is effected by placing a
form an arc, causing the intermediate crank throw to springloaded dial gauge in the centre punch marks
bend in such a way that it "closes" when turned into provided for this purpose, see flg. 1.
bottom position and "opens" in top position.
"Closing" of the throw in top dead centre is regarded
As the magnitude of such axial lengthening and as negative, (compression of the gauge).
shortening during the turning of the throw increases in
Proportion to the difference in the height of the In the example, page 3, the deflection reading is
bearing, it is measured as a check on the alignment therefore negative.
and condition of the bearing.
Not for measuring (autolog) S

Existing centre punch marks for
measuring (autolog)
Fig. 1 Placing of dial gauge

Page 3 (7)
(Hydraulic Tightened Connecting Rod) Edition 04H
L23/30H
As during the turning of the throw, the gauge and the The total deflection ("opening-closing") of the throw
connecting rod will meet near the bottom position of clüring the turning from bottom to top position is
thethrow, the measurementforthe bottom position is entered in fig. 4.
to be replaced by the average of the two near by
positions on either side. These figures are due to vertical misalignment of the
main bearings.
The dial gauge is set to zero, when the crank throw is
in the near-bottom (x in fig. 8) and during the turning Similarly, horizontal misalignment procedures the
the throw is stopped in the position horizontal-top- figures in the table fig. 5.
horizontal-near bottom (P-T-S-Y in fig. 8) for reading
of the gauge. Besides misalignment of the bearings, the readings
can be influenced by ovality or eccentricity of the
Journals.
Checking The Deflection Measurement.
The reading is entered in the table page 6, see Engines Equipped with Turning Gear.
example in fig. 2 - 6 .
When taking these deflection readings for the three
As "bottom" reading is used the mean value of the two aftmost cylinders, the turning gear should at each
"near bottom" readings X and Y, fig. 3. stoppage be turned a little backwards to ease off the
tangential pressure on the teeth of the turning wheel
as this pressure may otherwise falsify the readings.
00.27 - ESO
STX Engine
L23/30H
Deflection of crankshaft in 1/100 mm. (0.01 mm).

Deflection from vertica
misalignment
Cyl. No.
1 4 6 top - bottom
Crank position 2 3 5
or T - B = -1.5 4 4.5 -2
Bottom Start X 0 0 0 0 0 0
Fig. 4.
Left side P 2 0 2 0 -1 2
Top T 3 -2 4 5 -2 3
Deflection from hori-
Right side S 3 -2 2 0 0 1 zontal misalignment
Bottom stop Y 2 -1 0 1 0 2 Right side - left side

or P - S = H -1 -1 1
Fig. 2. Fig. 5.
Bottom (0,5 x Y) = B 1 -0.5 0 -0.5 0 1 Check on T + B= C 4 -2.5 4 5.5 -2 4

gauge
readings P + S= D 5 -2 4 0 -1 3
Fig. 3.
Fig. 6.
C and D should be nearly the same, reading for cylinder 4 to be repeated.
Front end view.

"Closing" of the crankthrow is considered ne- Start in Position X.
gative. Turn anti clockwise
Fig. 7. Fig. 8.

Page 5(7)
L23/30H
Measurement of Crank Throw Def lections by Means of Dial Indicator (Autolog)
Crankthrow deflection Difference in dial indicator readings in two diametrically

opposite crank throw positions, i.e. two positions dis-
placed180°.
Vertical deflection Difference in top-bottom readings.
Horizontal deflection Difference in side-side readings.
Vertical of Horizontal Defiections of Crank Throws
Unless otherwise stated the values refer to cold engine
For new or realigned aggregate Aim for + or- 3/100 mm

Acceptable + or- 5/100 mm
For aggregate in Service realignment

is recommended if defiections exceed + or- 9/100 mm
Vertical Deflection of Crank Throw at Flywheel
Unless otherwise stated the values refer to cold engine.
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
For new or realigned For new or realigned

aggregate 0 to + 3/100 mm aggregate Aim for -9/100 mm
Acceptable -11/100 mm
s For aggregate in Service realignment is For aggregate in Service

recommended if deflection measured realignment recommendable
on warm engine exceeds - 9/100 mm if deflection exceeds -16/100 mm
00.27 - ESO
STX Engine
L23/30H
Process/Proces I.D. no.
PlanVAnlaeg Page of/Side af
Engine Type/Motortype Engineer/Operator Date/Dato
Instruction/Instruktion
o o
1/100 mm
-0- ] Right side Left side
Bottom end/ Bottom stanV

Bund slut Bund start
Right side Right side
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side Cyl. no 1 2 3
Left side
Remarks/Bemaerkninger
i
3

Working Card Checking of Main Bearings Atignment (Deflection) 510-01.00
Page 7 (7)
L23/30H
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ • Test bed/provehal • Cold/Kold

Condition
I I On board/Om bord I I Warm/Varm
Teststed/
Tilstand L j Plant/Maskinhal
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Lefl side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
alignment.
Left side - Right
side or P - S = H
Check on gauge
readings.
T + B= C
P + S= D
00.27 - ESO
STX Engine
Your Notes:
5
s
Q
o
STX Engine
Working Card
Inspection of Main Bearing Shells 510-01.05
L23/30H
M Stopped engine Plate no Item no Note

3 Shut-off starting air
• Shut-off cooling water 52010 106 2 pieces
D Shut-off fuel oil 52010 202
H Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513
Description: 52021 202
Dismantling, inspection and/or replacement and

mounting of main bearing Shells. Hand tools:
Allen key, 12 mm.

Socket Spanner, 36 mm.
Lead hammer.
Starting position: Silastene.
Copaslip.
Related procedure:
Inspection of guide bearing shell, 510-01.10

Criteria for replacement of bearings, 506-01.16

Capacity : 2 men
Data:

96.30 - ES0S-G
STX Engine
510-01.05 Inspection of Main Bearing Shells WorkingCard
L23/30H
Make Ready for Dismantling of the Main Bearing
1) Dismount crankcase Covers in front and oppo-

site the bearing concerned.
2) Turn the engine until the crank is in a conveni-

ent position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools and loosen the main

bearing stud nuts. For Operation of the hydraulic
tools, see working card 520-01.05.
Fig 2. Mounting of Wire Straps.
8) Lift the main bearing cap a little and unscrew

the bearing stud nut.
9) Fit guide tubes on the threads of the bearing

studs and Iower the bearing cap to make it rest on the
collar of the guide tubes.
Dismantling of the Main Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing shell.
11) Fit the tool for upper main bearing, for dis-
mantling of upper main bearing Shell, in the lubricating
Fig 1. Mounting of Hydraulic Tods. hole in the crankshaft and turn out the upper bearing
shell by turning the crankshaft, see fig 3.
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
Dismantling of the Main Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

holes in the main bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the main bearing stud nuts are removed. Tool for upper main bearing
7) Work the main bearing cap loose from the

engine frame with a lead hammer or similar. Fig 3. Mounting oftool for upper main bearing.
96 30-ESOS-G
STX Engine
Working Card 510.01-05
Page 3 (3) Inspection of Main Bearing Shells EditionOIH
L23/30H
Cleaning
16) Lubricate the end of the bearing Shells with
12) Clean all machined surfaces, on frame, bearing molycote pasta or similar.
cap, stud, nuts and bearing Shells.
17) Insert the Iower bearing Shell in the bearing cap
and mount the locking piece.
Inspection of Main Bearing Shells
Lubricate the bearing Shell and Journal with clean
13) Inspect the main bearing Shells according to lubricating oil.
working card 506-01.16.
Note: The bearing is marked according to size and Mounting of the Main Bearing Cap
when replaced it must be by a new bearing of the
same size. 18) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing studs with molycote
pasta or similar and fit the bearing stud nuts.
Mounting of the Main Bearing Shells
Make sure that the bearing cap and bearing shell are
14) Push the upper bearing Shell as far into posi- in their correct position.
tion as possible.
19) Dismantle the wire straps.
15) Fit the tool for upper main bearing in the
lubricating hole in the crankshaft and turn in the 20) Mount the hydraulic tools, see working card
upper bearing Shell by turning the crankshaft. 520-01.05, and tighten the nuts as prescribed on
page 500-40.
Make sure that the Shell enters its correct position
then remove the tool for upper main bearing. 21) Coat the back side of the bracing screws1 (side
screws1) hexagonal head with a thin coat of silastene
or similar.
22) Mount the screws and tighten with a torque

Spanner as indicated on page 500.40.
96.30 - ES0S-G
STX Engine
Your Notes:
8
o
i
1O
CM
in
X
STX Engine
Working Card
Inspection of Guide Bearing Shells 510-01.10
L23/30H

D Shut-offcooling water 52006 273 80 - 360 Nm
D Shut-offfueloil 52010 106 2 pieces
El Stopped lub. oil circul. 52010 011
52010 155 2 pieces
52021 501 2 pieces
52021 202
mounting of guide bearing Shells and thaist washer.
Hand tools:
Starting position:
Allen key, 12 mm.
Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing Shells. 510-01.05

Criteria for replacement of bearing
Shells. 506-01.16
Manpower:
Capacity : 2 men Plate no Item no Qty/
Data:

Data for torquemoment (Page 500.40)
96.20 - ES0S
STX Engine
510-01.10 Inspection of Guide Bearing Shells
Working Card
Page 2 (3)
Edition 01H
L23/30H
Make Ready for Dismantling of the Guide Bearing
1) Dismount the crankcase Covers opposite the

bearing concerned.
2) Turn the engine until the crank is in a convenient

N
Position for carrying out the work.
3) Dismount the bracing screw (side screw). r y—.
4) Mountthehydraulictools, seefig 7,andloosen

the guide bearing stud nuts. For Operation of the
hydraulictools, see working card 520-01.05.
Fig 2. Mounting of Wire Straps.
9) Fit guide tubes on the threads of the bearing

studs and Iowerthe bearing capto make it rest on the
collar of the guide tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing cap

and take out the bearing Shell.
The thrust washer of the guide bearing is partially

countersunk into the engine frame and attached by
means of four screwed-on clamps which are visible
after Iowering the bearing cap, see fig 3.
Fig 1. Mounting of Hydraulic Tools.
5) Dismount the hydraulic tools and slacken the

nutssomewhat.
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

holes in the guide bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the guide bearing stud nuts are removed.
Fig 3. Guide Bearing with Thrust Washer.
7) Work the guide bearing cap loose from the
engine frame with a lead hammer or similar.
11) Unscrew the clamps and push out the thrust
8) Lift the guide bearing cap a little and unscrew washers.
the bearing stud nut.
96.20 - ES0S
STX Engine
Page 3 (3) Inspection of Guide Bearing Shells Edition 01H
L23/30H
ff Guide for mounting of upper shell.
Fig 5. Mounting of Upper Shell in Guide Bearing.

Fig 4. Dismounting of Upper Shell.
Note: Clearance in guide bearing axially, see page

12) The upper bearing shell is dismounted by means 500.35.
of Special tool see fig 4.
molycote pasta or similar.
Cleaning of Components
18) Insertthe Iower bearing shell in the bearing cap,
13) Clean all machined surfaces, onframe, bearing and mount the locking piece.
cap, stud, nuts and bearing Shells.
Mounting of Guide Bearing Cap

Inspection of Guide Bearing Shells
Lubricate the bearing shell and Journal with clean
14) Inspect the guide bearing Shells according to lubricating oil.
19) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing stud with molycote
Mounting of the Guide Bearing Shells pasta or similar and fit the bearing stud nuts.
The bearing Shells of the guide bearing, which are Make sure that the thrust washers, bearing shell and
identical to those of the main bearings, are narrower bearing cap are in their correct position.
than the bore for the guide bearing and it is therefore
essential that the Shells are positioned perfectly 20) Dismantle the wire Straps.
correct in the bore.
21) Mount the hydraulic tools, see working card
For this purpose a guide tool is supplied for positioning 520-01.05, and tighten the nuts as prescribed on page
on the engine frame when the upper bearing shell is to 500-40.
be fitted, see fig 5.
22) Coat the back side of the bracing screws' (side
15) Push the bearing Shell into correct position screws') hexagonal head with a thin coat of silastene
through this guide tool, by using tool item 202, if or similar.
necessary use a plastic hammer.
23)Mount the screws and tighten with a torque Spanner
16) Fit the thrust washers and clamps. as indicated on page 500.40.
96.20 - ES0S
STX Engine
Your Notes:
a
o
D
9
STX Engine
Working Card
L23/30H
S Stopped engine Plate no item no Note.

Bä Shut-off starting air
D Shut-off cooling water 52006 273 80 - 360 Nm
D Shut-off fuel oil 52010 106 2 pieces
52010 011
Eä Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513
mounting of guide bearing Shells and thrust
washer.
Hand tools:
Allen key, 12 mm.

Starting position: Socket spanner 36 mm.
Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing Shells. 510-01.05

Criteria for replacement of bearing Shells.

Manpower:
Capacity : 2 man
Data:

96.03-ESOS-G
STX Engine
510-01.10 Inspection of Guide Bearing Shells
Working Card
Page 2 (4)
Edition 01H
L23/30H
Make Ready for Dismantling of the Guide

Bearing
Q /
1) Dismount the crankcase covers opposite
the bearing concerned.
\
sTD
2)
3)
Turn the engine until the crank is in a con-
venient position for carrying out the work.
Dismount the bracing screw (side screw).

\zdr*
I—
I i _)
4) Mount the hydraulic tools, see fig 1, and
loosen the guide bearing stud nuts. For Fig 2. Mounting of Wire Straps.
Operation of the hydraulic tools, see work-
ing card 520-01.05.
8) Lift the guide bearing cap a little and un-
screw the bearing stud nut.
9) Fit guide tubes on the threads of the bear-

ing studs and Iower the bearing cap to
make it rest on the collar of the guide
tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing Shell.
Fig 1. Mounting of Hydraulic Tools.
5) Dismount the hydraulic tools and slacken

the nuts somewhat.
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the

threaded holes in the guide bearing cap, Fig 3. Guide Bearing with Thrust Washer.
see fig 2.
Pass the wire supplied through the eye screw

s
The thrust washer of the guide bearing is par-
and attach it as shown, so as to keep the bear- tially countersunk into the engine frame and at-
I
D
ing cap in place when the tached by means of four screwed-on clamps 9
guide bearing stud nuts are removed. which are visible after Iowering the bearing cap,
see fig 3.
7) Work the guide bearing cap loose from the
engine frame with a lead hammer or simi-
lar.

Working Card
L23/30H
In case the guide Shell tool is locked between

guide bearing and bearing studs, use the bolt on
the back of the guide Shell tool to dislodge it.
Cleaning of Components
14) Clean all machined surfaces, on frame, bear-

ing cap, stud, nuts and bearing Shells.
Inspection of Guide Bearing Shells
15) Inspect the guide bearing Shells according to

Gukte for mounting of upper Shell.
Fig 4. Dismounting of Upper Shell.

Fig 5. Mounting of Upper Shell in Guide Bearing.
11) Unscrew the clamps and push out the thrust

washers. Mounting of the Guide Bearing Shells
12) Fit the tools for dismantling of upper guide The bearing Shells of the guide bearing, which are
bearing Shell, see fig 4, in the bearing cap and identical to those of the main bearings, are nar-
raise the bearing cap into position, making rower than the bore for the guide bearing and it is
sure that the guide Shell is not being dam- therefore essential that the Shells are positioned
aged. perfectly correct in the bore.
After that, dismount the guide tubes, fit and tighten For this purpose a guide tool is supplied for posi-
the nuts slightly. tioning on the engine frame when the upper bear-
IO ing shell is to be fitted, see fig 5.
13) With the guide Shell tool, which is guided by
the bearing cap, the upper bearing Shell is 16) Push the bearing shell as far as possible into
carefully turned out into the bearing cap. Then Position through this guide tool.
dismount the nuts and Iower the bearing cap
on the collar of the guide tubes. Take out the 17) Insert the guide shell tool in the bearing cap,
bearing shell and the guide Shell tool. which is resting on the collar of the guide
tubes.
96.03-ESOS-G
STX Engine
510-01.10 Inspection of Guide Bearing Shells Working Card
L23/30H
18) Raise the bearing cap with the guide shell Mounting of Guide Bearing Cap
tool into its correct position, dismount the
guide tubes, fit and tighten the bearing stud Lubricate the bearing shell and Journal with clean
nuts slightly. lubricating oil.
19) Now push the bearing shell into its correct 24) Raise the bearing cap into position, dis-
Position with the guide shell tool. Make sure mount the guide tubes, coat the bearing
that the Shell enters its correct position. stud with molycote pasta or similar and fit
the bearing stud nuts.
20) Then unscrew the bearing stud nuts, fit the
guide tubes and Iower the bearing cap Make sure that the thrust washers, bearing Shell
again. and bearing cap are in their correct position.
21) Fit the thrust washers and clamps. 25) Dismantle the wire Straps.
Note: Clearance in guide bearing axially, see 26) Mount the hydraulic tools, see working card
page 500.35. 520-01.05, and tighten the nuts as pre-
scribed on page 500-40.
molycote pasta or similar. 27) Coat the back side of the bracing screws1
(side screws1) hexagonal head with a thin
23) Insert the Iower bearing Shell in the bearing coat of silastene or similar.
cap, and mount the locking piece.
28) Mount the screws and tighten with a torque
Spanner as indicated on page 500.40.
I
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Working Card
Vibration Damper 510-04.00
L23/30H
5) Unscrew and remove one of the extraction forefinger then turn them further 45° (about 20 Nm).
plugs (6) and replace it with the sample Container (10). Seal both plugs by caulking theirgrooves.
If meeting the inertia ring (3) unscrew the Container 9) Send the sample Container to MAN B&W Ho-
onerevolution. leby, att.: Service Department, together with the label
filled in with:
6) Remove the second cap from the sample con-
tainer and wait until silicone fluid (5) begins to flow out - Nameofship.
from the free end. Depending on the silicone viscosity - Engine type.
the process needs a certain amount of time. If - Engine no.
possible it, can be speeded up by means of: - Runninghours.
- Data for Vibration damper.
A Turning the damper until the sample contai-
ner is underneath the crankshaft. 10) For hours between taking new samples, see
B Temporarily removing the second extraction page 500.25.
plug too.
The quantity of silicone oil removed it so small that up
7) As soonas the siliconefluid begins to flow, shut to 10 such samples can be taken without risk.
the sample Container by the cap. Remove the contai-
ner from the damper casing, wipe off the sealing jace
round the extraction hole and screw in the plugs
together with new sealing washers (7). Now dose the
second side of the Container.
8) Tighten both extraction plugs with thumb and
9
1
96.03 - ES0S-G
STX Engine
Your Notes:
a
P
§
m
CM
m
X
Q
9
STX Engine
Plate
Page 1 (2) Crankshaft 51001-04H
L23/30H
082
98.34 - ESOS
STX Engine
Plate
51001-04H Crankshaft Page 2 (2)
L23/30H
Item Item
021 + 2/C Counterweight Kontravaegt
069 2/W Screw for Skrue for

counterweight kontravaegt
104 10/E Seif locking nut Selvläsende metrik
128 1/E Oil throw ring Olieafslyngningsring
153 1/W Cylindrical pin Cylindrisk stift
165 1/E Crankshaft, Krumtapaksel


(crankshaft) (krumtap)
189 1/E Crankshaft Krumtapaksel

190 1/E Crankshaft Krumtapaksel

200 1/E Crankshaft Krumtapaksel,

+ Item No. 021 require + Item nr. 021 kraever

an individual match- en individuel tilpasning
ing before mounting fer montering, kontakt
contact MAN B&W, MAN B&W, Holeby
Holeby
3
9
* = Only available as part of a spare parts kit. = Kun tilgaengelig som en del af et reservedelssaet.
Qty./W = Qty./Counterweight Antal/W= Antal/Kontravaagt
98.34 - ES0S
STX Engine
Plate
Page 1 (2)
Resilient Gear Wheel 51002-02H
L23/30H
243
Crankshaft
(Plate 51001)
218
172
111
-OD/H5250/94.08 .12
231
184
172 076
94.24 - ESOS
STX Engine
Plate
51002-02H Resilient Gear Wheel Page 2 (2)
L23/30H
Item Item
040 3/E Distancepiece Afstandsstykke
052 3/E Distance piece Afstandsstykke
064 6/E Spring Fjeder
076 6/E Spring guide Fjederstyr
088 6/E slideshoe Glidesko
111 12/E Nut Metrik
123 1/E Axle Journal Akseltap
135 4/E Screw Skrue
147 4/E Seif lockingnut Selvläsende motrik
159 2/E Hexagon soc. screw Sa3tteskrue

with cup point
160 2/E Cylindricalpin Cylindrisk stift
172 18/E Locking washer Läseskive
184 6/E Screw Skrue
206 1/E Hub Nav
218 1/E Siele plate Sideplade
231 4/E Cylindricalpin Cylindrisk stift
243 1/E Resilient gear wheel, Fjederende tandhjul,

complete komplet
* = Only available as part of a spare parts kit. = Kun tilgaengelig som en del af et reservedelssast.
94.24-ES0S
STX Engine
Plate
Page 1 (2) Flywheel with Gear Rim 51003-02H
L23/30H
105
Crankshaft
\ (Plate 51001)
010
022
x
2
96.03-ES0S
STX Engine
Plate
51003-02 H Flywheel with Gear Rim Page 2 (2)
L23/30H
Item Item
010 1/E Gear rim Tandkrans
034 12/E Seif locking nut, for Selvläsende metrik for

item no. 046 item nr. 046
046+ 12/E Fitted bolt Pasbolt
058 1/E Flywheel Svinghjul
105 2/E Screw Skrue
+ Item 046 require an + Item nr. 046 kraever

individual matching en individuel tilpasning
before mounting. formontering.
Qty./E = Qty./Engine Qty./E = Antal/Motor

Plate
Page 1 (2) Tuning Wheel 51004-02H
L23/30H
065
94.23 -ESOS
STX Engine
51004-02H Tuning Wheel Plate
Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benaevnelse No. Qty. Designation Benasvnelse
065 1/E Tuning wheel with, Afstemningshjul med

25 mm mounting 25 mm monterings-
flange flange
* = Only available as part of a spare parts kit = Kuntilgaengeligsomendelafetreservedelssaet.

Qty./E = QtyJEngine Antal/E = Antal/Motor

Engine Data
OPERA' FION
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

Control and Safety Systems,
cn
o Automatics and Instruments
IPONENT!
AINTENA
Engine Frame and Base Frame

i2
o2 Turbocharger System
oQ
DES*CRIP TIONS Ah
•MS AND
Fuel Oil System

LU
co
Special Equipment
Alternator
Tools
1
Index
Page 1(1) Engine Frame and Base Frame 511
L23/30H
Description
Engine frame and base frame -511. 01 (01H)
Working Card
Functional test of crankcase safety relief valves -511- 01 .00 (01H)
Plates
Frame with main bearings 51101-02H

Front cover for lubricating oil pump — 51102-02H
Covers on frame 51106-02H
Covers on frame 51106-03S
Carnkcase Safety Relief Valves 51107-03S
STX Engine
Your Notes:
o
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9
m
STX Engine
Description
Engine Frame and Base Frame 511.01
L23/30H
Frame
On the sides of the frame there are Covers for acces
The engineframe is made of cast iron, and is attached to the camshaft, the Charge air receiver and crank-
to the top of the base frame by means of bolts. The case. Some of the Covers are fitted with relief valves
cross girders of the frame are provided with bores for which will act, should oil vapours in the crankcase be
the main bearings in which the crankshaft is underslung, ignited, for instance in the event of a hot bearing.
i.e. it is carried by the main bearing caps.
The Charge air cooler housing is a integrated part of
The main bearing caps are attached by means of the frame.
studs and nuts, which are loosened and tightened with
the aid of hydraulic tools. After mounting, the main
bearing caps arefurthersecuredby means ofbracing Base Frame
screws, which are screwed horizontally intothe sides
of the caps and tightened against the sides of the Engine and alternator (gear, pump) are mounted on a
engine frame. The main bearings are equipped with common base frame which is in welded design.
replaceable Shells which are fitted without scraping.
The base frame is used as lubricating oil reservoir
The crankshaft guide bearing is located at the fly- "wet sump".
wheel end of the engine.
94.26 - ESOU
STX Engine
Your Notes:
CM
in
Q
o
STX Engine
Working Card
Functional Test of Crankcase Safety Relief Valves 511-01.00
L23/30H
H Stopped engine Plate no Item no Note.

Q Stopped lub. oil circul.
Description:
Functional test of crankcase safety relief valves.

Hand tools:
Allen key, 12 mm.

Loctite 243
Starting position:
Related procedure:

Capacity : 1 man
51106 034 1/cyl.
Data: 51106 058 1/cyl.
51106 071 1/cyl.
97.06 - ES0S-G
STX Engine
511-01.00 Functional Test of Crankcase Safety Relief Valves Working Card
L23/30H
Functional testing of the crankcase safety relief

valves cannot be effected during Operation of the
engine, but it must be checked during overhauls that
the valve flap is movable.
Take care when painting the engine, not to block up

the safety relief valves with paint.
The safety relief valves have been set to open at an

excess pressure in the crankcase of, see page
500.35.
If the safety relief valves are actuated, the engine

must be stopped immediately, and it must not be
restarted until the cause has been found and the fault
has been rectified, see also description 503.04,
ignition in crankcase. Fig 1.
97.06 - ES0S-G
STX Engine
Plate 51101-02H
Page 1 (2)
Frame with Main Bearings
L23/30H
348
157
3
336
9
96.51 - ESOS
STX Engine
Plate
51101-02H Frame with Main Bearings Page 2 (2)
L23/30H
Item Item
013 1/E Frame Stativ 373 1/B Guide screw Styreskrue
025 5/E Bracing bolt Sideskrue 385 1/B Packing ring Pakningsring
049 4/C Nut for cylinder Motrik for cylinder- 397 1/E Frame complete, incl. Stativ komplet, inkl.
head stud dsekseltap item 049,062,108,133, itemO49,062,108,133,
145,169,170,216,241, 145,169,170,216,241,
050 4/C Protective cap Beskyttelseshaette 290,300,324,348,361, 290,300,324,348,361,
373, 385, plate 50701 373, 385, plate 50701
062 4/C Stud for cylinder head Tap for cylinderdaeksel item 048,061,073,276 item 048,061,073,276
074 1/E Plug Prop
086 1/E Coupling Kobling + Item No 108, 300 + Item nr. 108,300 krae-
require an individual ver en individuel
098 2/E Plug Prop matching before tilpasning for montering,
mounting, contact kontakt MAN B&W,
108+ 1/C Main bearing cap Hovedlejedaeksel MAN B&W, Holeby Holeby
121 1/B Screw Skrue
133 1/B Securing piece Sikringstykke
145 1/B Spring pin Fjederstift
157 1/C Main bearing Shell 2/2 Hovedlejeskaller2/2
169 2/B Main bearing stud Hovedlejetap
170 27B Nut for main Metrik for

bearing stud hovedlejetap
216 27E Cylindrical pin Cylindrisk stifl
228 1/E Plug Prop
241 2/B Bracing bolt Sideskrue
253 2/E Thrust washer Trykskive
265 4/E Locking piece Läsestykke
290 4/E Screw Skrue
300+ 1/E Guide bearing cap Styrelejedaeksel
312 /l Loctite 542 Loctite 542
324 /l Loctite 243 Loctite 243
336 /l Molykote paste Molykote
348 1/E Camshaft bearing Styreakselleje
361 1/C Camshaft bearing Styreakselleje
I9
8
Qty./B = Qty./Bearing Antal/B = Antal/Leje
Qty./I = Qty./Individual Antal/I = Antal/Individuelt

Plate
Page 1 (2) Mounting of Pumps 51102-02H
L23/30H
176- 211
093 —v 140
139
115 i— 164
247
152
I For fresh water pump,

see Plate 51610
For lubricating oil pump,

see Plate 51501
a
9
94.23 - ESOS
STX Engine
Plate
51102-02H Mounting of Pumps Page 2 (2)
L23/30H
Item Item
No. Qty. „Designation Benaevnelse No. Qty. Designation Benaevnelse
093 1/E Guard end, fore Endedaeksel, for

164 2/E Guide pin Styrestift
176 2/E Spray pipe Sprojteror
188 4/E Locking plate Läseplade
211 4/E Screw Skrue
235 2/E Sealing ring Taetningsring
247 2/E Nut Metrik
* = Only available as part of a spare parts kit. = Kun tilgajngelig som en del af et reservedelssaet.

Plate
Page 1 (2) Covers on Frame 51106-02H
L23/30H
644
561
585
668
X
3
681
597
96.51 - ESOS
STX Engine
Plate
51106-02H Covers on Frame Page 2 (2)
L23/30H
Item Itenu
512 1/E Cover 2/2 Daeksel 2/2
536 4/E Guide pin Styrestifl
548 4/E Nut Motrik
573 4/E Screw Skrue
585 1/E Sealing ring 2/2 Taetningsring 2/2
607 2/E Guide pin Styrestift
619 2/E Nut Motrik
620 2/E Cylindrical pin Cylindrisk stift
644 8/E Screw Skrue
668 2/E Screw Skrue
681 4/E Screw Skrue
693 /l Packing Silicone

silicone paste
* = Only available as pari of a spare parts kit. * = Kun tilgajngelig som en del af et reservedelssaet.
Qty./I = Qty./Individual Antai/I = Antal/Individuelt

Pate
Page 1 (3) Covers on Frame 51106-03S
L23/30H
Safety valve see
plate 51107- 03S
154
Coolerbox see
plate 51203
s
m
CM
S
o
489
Cover see
plate 51102
96.51-ESOS
STX Engine
Pate
51106-03S Covers on Frame Page 2 (3)
L23/30H
Item Item
Qty Designation Qty Designation
No No
058 2/C O-ring 298 Handle
071 4/D Washer 22/E 5cyl.engine
083 4/D Seif locking nut 26/E 6cyl.engine
095 1/D Housing for safety valve 30/E 7cyl.engine
129 8/C Screw 34/E 8cyl.engine
154 28/E Screw 308 Washer
166 2/E Cover 24/E Scyl.engine
178 2/E Gasket 28/E 6cyl.engine
191 2/C Stud 32/E 7cyl.engine
201 2/E Stud 36/E 8cyl.engine
213 4/C Screw 321 Guard intermediate
225 1/C Cover of camshaft housing 4/E Scyl.engine
237 1/C O-ring 5/E 6cyl.engine
249 5/E Screw 6/E 7cyl.engine
250 5/E Washer 7/E 8cyl.engine
262 1/E Guard end aft 333 2/C Stud
274 1/E Guard end aft 345 1/E Guard end fore
286 Spring pin 357 1/E Guard end fore
22/E 5cyl.engine 369 1/E Guard
26/E 6cyl.engine 370 6/E Screw
30/E 7cyl.engine 382 1/E Guard end fore
34/E 8cyl.engine 394 6/C Screw only for 900rpm
404 2/E Screw
416 Cover for drankcase
6/E Scyl.engine
7/E 6cyl.engine
9/E 7cyl.engine
10/E 8cyl.engine
428 4/E Screw
441 2/E Tapered dowel
453 2/E Washer
465 2/E Nut
477 6/C Nut Only for 720/750rpm
489 6/C Screw Only for 720/750rpm
9
3
o
When ordering spare parts, see also page 500.50
* = Only available as part of a spare parts kit

Qty./E = Qty ./Engine
Qty./C = Qty./Cylinder
Qty./D = Qty ./Safety cover

Pate
L23/30H
Item Item
Qty. Designaion Qty. Designaion
No. No.
490 Cover with safety valve, complete incl.
item 010, 022, 034, 046, 071, 083, 095,
105,117
4/E 5cyl.engine
5/E 6cyl.engine
6/E 7cyl.engine
7/E 8cyl.engine
500 Guard intermediate complete incl Item
191,286,308,321,333
4/E 5cyl.engine
5/E 6cyl.engine
6/E 7cyl.engine
7/E 8cyl.engine
693 /l Packing silicone paste
703 1/E Cover
715 6/E Screw
CM
CÖ
O
Q
o
ob
* = Only available as pari of a spare parts kit

Qty JE = Qty ./Engine
Qty./C = QtyJCylinder
Qty./D = QtyJSafety cover
96.51-ES0S
STX Engine
Your Notes:
o
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Q
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CD
O
STX Engine
Pate
L23/30H
I
in
CM
10
i
9
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CM
O
GO
o
STX Engine
Pate
51107-03S Covers on Frame Page 2 (2)
L23/30H
Item Item
No No
1 1/D Seat
2 1/D Disc
3 1/D Cover
4 1/D Stern
5 1/D Spring seat
6 3/D Pipe
7 1/D Spring
8 1/D O-ring
9 1/D O-ring
10 1/D O-ring
11 3/D Bolt
12 3/D Gasket
13 3/D Nut
14 3/D Spring washer
15 3/D Bolt
16 3/D Gasket
17 3/D Nut
18 3/D Spring washer
§
9

Qty./D = Qty./Safety cover
STX Engine
Engine Data
OPERA'HON
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

cn 9 Automatics and Instruments
IENT!
AINT ENAI
o Q
DESICRIPTIONS Ah
YSTEMS AND
Fuel Oil System

co
Special Equipment
Alternator
Tools
Index
Page 1(1) Turbocharger System 512
L23/30H
Description
Turbocharger System •512. 01 (01H)
Cleaning the turbocharger in Service, water washing of compressor • -512. 05(011-1)
Cleaning the turbocharger in Service, water washing - turbine side — 512. 15 (01H)
Working Card
Overhaul of charging air cooler — 512-01 .00 (01H)

Water washing of compressor side - turbocharger type NR15/R -512-05 .05 (01H)
Water washing of turbine side •512-15 .00 (01H)
Plates
Charging air cooler 51201-04H

Exhaust pipe arrangement — 51202-01S
Turbocharging Arrangement - 51203-03H
STX Engine
Your Notes:
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STX Engine
Description 512.01
Page 1 (2) Turbocharger System Edition 01H
L23/30H
Water washing, turbine side, inlet P7 Exhaust gas, outlet P2 M1 Charge air, inlet
. T f| T P8 Water washing,
I r^J-1 — f$s\ rS? I J compressor side with
v • ™~ i quick couphng, inlet
J L
Exhaust gas to TC
. Water washing
compressor side
Charging air from"
-EL
Lambda Cylinder P6 Drain from turbocharger, outlet
Fig. 1. Diagram for Turbocharger System
Turbocharger System The charging air cooler is a compact tube-type cooler

with a large cooling surface. The cooling wa-ter is
The turbocharger System of the engine, which is a passed twice through the cooler, the end covers being
constant pressure System, consists of an exhaust designed with partitions which cause the cooling
gas receiver, a turbocharger, a charging air cooler and water to turn.
a charging air receiver, the latter being integrated in
the engine frame. The cooling watertubes are fixed to the tube plates by
expansion.
The turbine wheel of the turbocharger is driven by the
engine exhaust gas, and the turbine wheel dri-ves the From the exhaust valves, the exhaust is led through
turbocharger compressor, which is moun-ted on the a water cooled intermediate piece to the exhaust gas
same shaft. The compressor sucks air from the receiver where the pulsatory pressure from the indi-
engine room, through the air filters. vidual exhaust valves is equalized and passed to the
turbocharger as a constant pressure, and further to
Turbocharger, see separate manual. the exhaust outlet and silencer arrangement.
The turbocharger pumps the air through the charging The exhaust gas receiver is made of pipe sections,
air cooler to the charging air receiver. From the one for each cylinder, connected to each other, by
charging air receiver, the air flows to each cylinder, means of compensators, to prevent excessive stress
through the inlet valves. in the pipes due to heat expansion.
95.26 - ESOS
STX Engine
512.01 Turbocharger System Description
L23/30H
In the cooled intermediate piece a thermometer for To avoid excessive thermal loss and to ensure a
reading the exhaust gas temperature is fitted and reasonably Iow surface temperature the exhaust gas
there is also possibility of fitting a sensor for remote receiver is insulated.
reading.

Description Cleaning the Turbocharger In Service 512.05
Page 1 (1) Water Washing of Compressor Edition 01H
L23/30H
Compressor Chemical cleaning will not improve the cleaning
process as this primarily is based on the mechanical
Foulingoftheairwaysdependsprimarilyonthepurity effect from the impact of the water droplets.
of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i.e. mainly Certain types of fluid solvents can give formation of
of the gas and oil tightness of the engines and on the deposits on the compressor wheel, and should under
fresh air Ventilation System of the engine room. no circumstances be used.
Foulingofairfilter, compressor orcharging aircooler The intervals between cleaning by injection of water
may be observed as changes in Performance para- should be adjusted after assessing the degree and
meters: rate of fouling in the particular plant, i.e. based on
observations and experience.
- Decreasingchargingairpressure.
- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of airways may even result in
compressor surge.
Regulär cleaning during Operation by injection of water

before the compressor wheel will reduce the fouling
rate considerably, and consequently prolong the
intervals between dismantling necessary for
mechanical cleaning.
94.26 - ESOU-G
STX Engine
Your Notes:
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STX Engine
Description Cleaning the Turbocharger in Service 512.15
Page 1(1) Water Washing - Turbine Side Edition 01H
L23/30H
Description
The tendency to fouling on the gas side of turbo- Heavily contaminated turbines, which where not
chargers depends on the combustion conditions, cleaned periodically from the very beginning or after
which are a result of the load on and the maintenance an overhaul, cannot be cleaned by this method.
condition of the engine as well as the quality of the
fuel oil used. If Vibration in the turbocharger occur after water-
washing has been carried out, the washing should be
Fouling of the gas ways will cause higher exhaust repeated. If unbalance still exists, this is presumably
gas temperatures and higher surface temperatures due to heavy fouling, and the engine must be stopped
of the combustion chamber components and will and the turbocharger dismantled and manually
also lead to a Iower Performance. cleaned.
Tests and practical experience have shown that The washing water should be taken from the fresh
radial-flow turbines can be successfully cleaned by water System and not from the fresh cooling water
injection water into the inlet pipe of the turbine. The System or salt water system. No cleaning agents and
cleaning effect is based on the water solubility of the solvents need to be added to the water.
deposits and on the mechanical action of the im-
pinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine
must, upon completing of water washing run for at
The necessary water flow is dependent on the gas least 1 hour before stop so that all parts are dry.
flow and the gas temperature. Enough water must
be injected per time unit so that, not the entire flow
will evaporate, but about 0.25 l/min, will flow off Water Washing System
through the drainage opening in the gas outlet. Thus
ensuring that sufficient water has been injected. The water washing System consists of a pipe system
equipped with a regulating valve, a manoeuvring
Service experience has shown that the above valve, a 3-way cock and a drain pipe with a drain
mentioned water flow gives the optimal cleaning valve from the gas outlet, see illustration on working
effect. If the water flow is reduced the cleaning effect card 512-15.00.
will be reduced or disappear. If the recommended
water flow is exceed, there is a certain risk of a The water for washing the turbine, is supplied from
accumulation of water in the turbine casing, which the external fresh water system through a flexible
can result in damage on the turbocharger. hose with couplings. The flexible hose must be
disconnected after water washing.
The best cleaning effect is obtained by cleaning at
Iow engine load approx. 20% MCR. Cleaning at Iow By activating the manoeuvring valve and the regu-
load will also reduce temperature shocks. lating valve, water is led through the 3-way cock to
the exhaust pipe intermediate flange, equipped with
Experience has shown, that washing at regulär a Channel to lead the water to the gas inlet of the
intervals is essential to successful cleaning, as turbocharger.
excessive fouling is thus avoided. Washing at inter-
vals of 100 hours is therefore recommended. De- The water which is not evaporated, is led out through
pending on the fuel quality these intervals can be the drain pipe in the gas outlet.
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas tempe-
rature upstream of the turbine has risen about 20° C
above the normal temperature.
96.39 - ES0U-G
STX Engine
Your Notes:
a
o
O
o
STX Engine
Working Card
Overhaul of Charging Air Cooler 512-01.00
L23/30H
M Stoppedengine Plate no Item no Note

B Shut-off cooling water
D Shut-off fueloil
Description:
Overhaul of charging air cooler.

Hand tools:

Starting position: Allen key, 10 mm.
Wire rope.
Tackle.
Related procedure:
Workingtime : 3-4 hours Plate no Item no Qty/

Capacity : 2 men
51201 113 6/cooler
Data: 51201 029 1/cooler
51201 066 1/cooler
Data for pressure and tolerance (Page 500.35) 61203 035 1/cooler
Datafortorquemoment (Page 500.40)
96.20 - ES0S
STX Engine
512-01.00 Overhaul of Charging Air Cooler Working Card
L23/30H
The charging air cooler is normally cleaned and 4) Clean the cooler element of the water and air
overhauled atthe intervals indicated in the "Planned sides.
Maintenance Program", or ifobservations prove that
the cooler does not work satisfactory, see section After using cleaning agents the manufacting recom-
502. mendation must be followed.
The greatest care must be exercised when dismant-

Overhaul of Charging Air Cooler. ling cleaning and mounting the cooler element, as the
thin fins of the tubes cannot stand impacts and
1) Close the cooling water inlet and outlet valves pressure.
and disconnect the pipes.
If nevertheless, the metal is bended, it should be
2) Remove the screw (1), fig 1, which secure the carefully straightened, as bent fins will increase the
end cover of the cooler element to the cooler housing, pressure drop across the cooler considerably.
and pull the cooler element half-way out.
Should one ore more cooler tubes become leaky it/
Place a wire rope round the cooler element and attach they must immediately be made tight, either by
a tackle hook, after which the elements are lifted and expending the tube ends into the tube plates or by
pulled out of the cooler housing and landed on a blanking of the tube(s) concerned with plugs.
couple of wooden planks on the floor.
It is important that the charging air cooler is not leaky
as any sea waterthat leaks in will be carried along with
the air to the cylinders where the salt contained in the
water will damage valves, piston rings, and cylinder
liners.
5) Also clean end cover and coat it on the inside

with an anti-corrosion blocks agent. Inspectthe anti-
corrosion (6) and renew if necessary.
Note: That paint or similar must not be applied to

these blocks.
6) Fouling and deposite in the pipes can be remo-

ved by using a hand or machine operated circular
steel brush. The pipe inner diameter is 13 mm.
7) When mounting the air cooler, renew all gas-

kets.
Out of Service Periods.
At longer periods out of Service the air cooler is

Fig 1. drainedifthecoolantis sea water followed byflushing
with fresh waterand left with drain and venting cocks
open.
3) Remove screws (2) and end cover (3) reversal
chamber (4) and side plates (5). At fresh water coolant Systems recommendations for
the entire system is followed.
96.20 - ES0S
STX Engine
Working Card Water Washing of Compressor Side 512-05.05
Page 1 (2) Turbocharger Type NR15/R Edition 01H
5, 6L23/30H

• Shut-off cooling water Hand injector.
D Shut-off fueloil
Description:
Water washing of compressor side.

Turbocharger cleaning with engine in Service. Hand tools:
Starting position:
Related procedure:
Manpower:
Replacementand wearing parts:
Working time : 1/4 hour
Capacity : 1 man Plate no Item no Qty/
Data: See the Special instructions for turbocharger.

91.45- ES0S
STX Engine
512-05.05 Water Washing of Compressor side Working Card
Edition 01H Turbocharger Type NR15/R Page 2 (2)
5, 6L23/30H
Cleaning Procedure. Compressor cleaning by inspection of water with a

hand injector is sufficient if a normal degree of fouling
The cleaning process is only to be carried out, when is present.
the engine is at operating temperature and when it is
loaded as dose as possible to füll load. In case of serve dirt being deposited in the compres-
sor, dismantling of the compressor, is necessary.
The engine must not be shut off immediately after
cleaning but should be allowed to operate continuous- Components for mechanical and manual cleaning are
ly for some time to ensure drying out of the Charge air necessary.
System.
For manual cleaning of compressor, see Special
instruction.
SequenceofOperations.
For water washing of compressor side, see also
1) Run the engine with as high a load as possible. description for water washing.
2) Unscrew the plug, see T\g 1, together with the

seal ring from air filter silencer.
3) Fill the hand injector with clean fresh water and

insert it through the screw plug opening.
4) Injectthe complete content of the hand injector

within a period of 4 -10 sec.
5) Run the engine for about 10 minutes at unalter-

ed high load.
Seal ring -
6) Make comparative measurements of the opera- Screw plug -
ting data. This comparison will indicate the success Hand injector
or lack of same of the washing procedure.
If necessary, carry out the washing once more.

Fig 1.
7) Screw in the plug together with the seal ring to
the air filter silencer.
91.45-ESOS
STX Engine
Working Card
Water Washing of Turbine Side 512-15.00
L23/30H

D Shut-off fuel oil
Description:
Water washing of turbine side, cleaning with

engine in Service. Hand tools:
Starting position:
Related procedure:
Working time : 1/2 hour Plate no. Item no. Qty. /

Capacity : 1 man
See the Special instruction for turbocharger.
Data:

91.04-ES0S
STX Engine
512-15.00 Water Washing of Turbine Side Working Card
L23/30H
Cleaning Procedure. 3) Turn the 3-way cock to position 2 "Open", see

fig. 2 and check for free passage. If ok turn to the
1) Adjust the engine load to approx. 20 % and let water wash position 3 "Wash".
the engine stabilize for 10 min.
4) Connect the water supply to the water wash
2) Open the drain cock at the turbocharger outlet system.
and check for free passage, see fig 1.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the water

flow until the drain flow is approx. 0,25 l/min.
3-way cock
6) Continue the water washing 5-10 min. or until
the drain water is free of particles.
Plate with clean-
ing instruction — 7) Release the manoeuvring valve and discon-
nect the water supply.
Manoeuvering
valve
Turn the 3-way cock to position 1, "Closed" and
Regulating valve check that the water drain flow has stopped.
Cleaningwater
inlet
8) Continue at this load at least 5 min. before
Drain cock increasing the load to the normal condition.
9) Afterthe waterwashing, the engine should run

for at least 1 hour before stop.
Fig 1. Arrangement for water washing. Note: The regulating valve has to be opened slowly.
The manoeuvring valve must not be locked in open

position.
Position 1 Position 2 Position 3 The water injection time mentioned in item 6 must be
'Closed" 'Open' "Wash'
not exceeded.
«ff TC - Turbocharger
For waterwashing of turbine side, see also descrip-
tion for water washing.
W - Water
F = Freeair
Fig 2. 3-way cock.
S
i
S
s
91.04-ESOS
STX Engine
Plate
Page 1 (2) Charging Air Cooler - Freshwater 51201-04H
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
- 294
221
101
101
137
149
150
- 304
Steam Trap,
see plate 51208
97.06 - ESOS
STX Engine
Plate
51201-04H Charging Air Cooler - Freshwater Page 2 (2)
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
Item Item
017 1/K Crossmember Travers
029 1/K Crossmember Travers
030 2/K Pipe Ror
042 1/K Cooler block Kolerblok
054 1/K Gasket end cover Pakning endedaeksel
066 4/K Plug screw Propskrue
078 4/K Cu-washer Cu-skive
091 1/K End cover Endedasksel
101 4/K Nut Mßtrik
113 8/K Screw Skrue
125 1/K Top plate Topplade
137 1/K Gasket reversing Pakning vendekammer

cover
149 1/K Reversing cover Vendekammer
150 29/K Screw Skrue
174 3/K Screw Skrue
186 3/K Cu-washer Cu-skive
198 5/K Screw Skrue
208 1/K Bottom plate Bundplade
221 8/K Screw Skrue
233 1/K O-ring O-ring
257 1/K Gasket Pakning
269 1/K Ring Ring
270 1/K Drain pipe for WMC Draenror for WMC
282 22/K Screw Skrue
294 1/K Water mist catcher Vandudskiller
304 1/E Charging air cooler, Ladeluftkaler, komplet,

complete, incl. item inkl. item 017,029,030,
017,029,030,042,054, 042,054,066,078,091,
066,078,091,101,113, 101,113,125,137,149,
125,137,149,150,174, 150,174,186,198,208,
186,198,208,221,233, 221, 233, 269, 270 og
269, 270 and 294 294
* = Only available as partofa spare parts kit. * = Kun tilgaengelig som en del af et reservedelssast.
Qty./E = Qty ./Eng ine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = K0ler
97.06 - ES0S
STX Engine
Plale
Page 1 (2) Exhaust Pipe Arrangement 51202-01S
5L23/30H
6L23/30H-720/750 RPM
041
f
061
•1
/ I
0 O
111 p] .u. J
171 J Y*" !
156 -I
168 JT
144
156
«n
m r—
r(jn
5 £'
I i
i
1 n M^
i
II
—
AJ p.
3
-1 r
IB
P, i
239
024
i
3
o
»
S
o
94.22-ESOS
STX Engine
Plate
51202-01S Exhaust Pipe Arrangement Page 2 (2)
5L23/30H
6L23/30H-720/750 RPM
Item Item
Qty. Designation Qty. Designation
No. No.
012 1/C Intermediate piece, complete, incl. 193 3/C Plug screw
item 181,193, 203, 215 and 227 203 3/C Gasket
024 2/C Gasket 215 1/C Plug screw
036 4/C Screw 227 1/C Sealing ring
041 1/E Exhaust pipe 239 4/C Screw
051 Exhaust pipe 240 1/C Screw
3/E 5 cyl. engine 252 1/C Cooling water nipple
4/E 6 cyl. engine 264 2/C O-ring
061 1/E Exhaust pipe for cyl. 1
073 1/E Flange
081 Compensator
4/E 5 cyl. engine
5/E 6 cyl. engine
097 1/E Compensator
101 Gasket
8/E 5 cyl. engine
10/E 6 cyl. engine
111 3/E Gasket
121 Nut
96/E 5 cyl. engine
120/E 6 cyl. engine
131 Screw
96/E 5 cyl. engine
120/E 6 cyl. engine
144 8/E Screw
156 16/E Nut
168 8/E Screw
171 8/E Screw
181 1/C Intermediate piece
191 1/E End cover, aft
D
o
o
co
o
= Only available as part of a spare parts kit.

Qty./E = Qty./Engine

Rate
Page 1 (2) Turbocharging Arrangement 51203-03H
5 L23/30H-720/750/900 RPWI
6L23/30H-720/750 RPM
151
See instruction book

for turbocharger
234
For Charge air cooler

see plate 51201
114
3
s 126
96.51 - ES0S
STX Engine
Plate
51203-03H Turbocharging Arrangement Page 2 (2)
5L23/30H-720/750/900 RPM
6L23/30H-720/750 RPM
Item Item.
018 1/E Gas outlet Gasudlab 391 4/E Nut M0trik
031 12/E Screw Skrue 401 8/E Screw Skrue
043 1/E Bracketfor Konsol for 413 2/E Support Holder

tubocharger turbolader
425 2/E Support Holder
055 6/E Screw Skrue
437 4/E Screw Skrue
067 6/E Spring lock Läseskive
079 6/E Screw Skrue
080 1/E • Inletbend Indstromningsbojning
114 1/E Shield Skaerm
138 1/E Cooler box for Kolerboksforladeluft

Charge air
151 1/E Compensator Kompensator
163 1/E Flange Flange
187 4/E Screw Skrue
199 1/E Sealingring Taetningsring
209 1/C Inletpipe Indstromningsror
222 4/C Screw Skrue
234 1/C Sealingring Taetningsring
295 2/E Packingring Pakningsring
378 l\ Packing Silicone

siliconepaste
I9>
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogsa side 500.50.
Qty./E = Qty./Engine Antal/E = Antal7Motor
Qty./C = QtyJCylinder Antal/E = Antal/Cylinder
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
96.51 - ES0S
STX Engine
Engine Data
OPERA"FION
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

tn o Automatics and Instruments
IENTJ
AINT ENAI
Turbocharger System
o Q
i < Compressed Air System

DES<CRIP TION
co Fuel Oil System 1

UJ
>-
Special Equipment
Alternator
Tools
1
Index
Page 1(1) Compressed Air System 513
L23/30H
Description
Compressed air System • 513. 01 (05H)
Working Card
Air filter -513-01 .21 (01H)

Overhaul, test and inspection of turbine starter- 513-01 .30 (01H)
Main starting valve -513-01 .40 (01H)
Check of compressed air piping system -512-01 .90 (01H)
Plates
Turbine Starter •51309-01H

Main starting valve— -51310-01H
Starting valve •51314-01S

Main stop valve -51315-03H
•51316-03H
• 51319-01H
ON-OFF valve for jet system • -51320-01H
Air filter -51321-01H
Pressure reduetion valve • -51322-02H
STX Engine
Your Notes:
t
o
o>
o
o
m
(M
ir>
I
Q
o
STX Engine
Description
Compressed Air System 513.01
L23/30H
On-off valve-
for jet System
y\.
'Main
starting
valve
Safety Reduction
valve valve
Charging A: Max. Working pressure: 10 bar

air intet Lambda
J cylinder Starting Reduction valve and safety
valve valve to be removed.
Emergency
valve
Cyl. 1
Standard
Optionais
Fig 1 Diagram for compressed air System.
General Control System
The compressed air system on the engine contains a The air Starter is activated electrically with a pneu-
starting System, starting control system and safety matic 3/2 way solenoid valve. The valve can be
System. Further, the system supplies air to the jet activated manually from the starting box on the
system. engine, and it can be arranged for remote control,
manual orautomatic.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction Station, where For remote activation, the starting spool is connected
from compressed air at 7-9 bar is supplied to the so that every starting Signal to the starting spool goes
engine. through the safe startfunction, which is connected to
the Converter for engine RPM.
To avoid dirt particles in the internal system, a strainer
is mounted in the inlet line to the engine. Further, the system is equipped with an emergency
starting valve which makes it possible to activate the
air Starter manually in case of a power failure.
Starting System
The engine is started by means of a built-on air Starter,

which is a turbine motor with gear box, safety clutch
and drive shaft with pinion. Further, there is a main
starting valve.
00.11 -ESO
STX Engine
513.01 Compressed Air System Description
L23/30H
Safety System When the maximum permissible RPM is exceeded,
the overspeed device will activate a pneumatically
As Standard the engine is equipped with a pneumati- controlled lambda Controller, which will bring the fuel
cally/mechanically overspeed device, which Starts to index to zero and stop the engine.
operate if the maximum permissible RPM is ex-
ceeded. This device is fitted to the end cover of the
engine driven lubricating pump and is driven from the Emergency Starting Valve
pumpthrough a resilient coupling.
The emergency starting valve is activated by means
of a screw-driver or similar as illustrated in fig 2.
Pneumatic Start Sequence
When the starting valve is opened, air will be supplied

y to the drive shaft housing of the air Starter.
Emergency
Start valve The air supply will - by activating a piston - bring the
drive pinion into engagement with the gearrimon the
engine flywheel.
When the pinion is fully engaged, the pilot air will flow
to, and open the main starting valve, whereby air will
be led to the air Starter, which will Start to turn the
-engine.
When the RPM exceeds approx. 140, at which firing

Fig 2 Emergency Start valve.
hastaken place, the starting valve is closed whereby
the air Starter is disengaged.

Working Card
Air Filter 513-01.21
General
Safety precautions Special tools

D Shut-off fueloil
D Shut-off nozzle cooling oil
D Press Blocking - Reset
Description Hand tools
Cleaning and/or maintenance of air filter.
Starting position
Related procedure
Manpower Replacement and wearing parts
Working time : hours Plate no Item no Qty/

Capacity : man
s
9 Data

02.46 - ESO
STX Engine
513-01.21 Air Filter Working Card
General
Cleaning Air Filter To replace filter element
1) Depressurize unit. 7) Depressurize unit.
2) Remove bowl and bowl guard assembly by 8) Remove bowl and bowl assembly by turning
turning counter-clockwise. counter-clockwise.
3) Inspect bowl for damage seals and replace, if 9) Unscrew baffle by turning counter-clockwise.
nessesary.
10) Remove filter element and discard.
4) If bowl becomes dirty clean it by wiping the
bowl with a soft dry cloth or mild detergent. 11) Install new filter element and reassemble in
reverse order.
5) Before returning to service, insure that all
seals have been reinstalled or replaced. 12) Before returning to service, insure that all
seals have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in 13) Reinstall bowl and bowl guard assembly and
place. Align arrow on bowl guard with arrow on filter rotate bowl guard clockwise to securely lock in
body. place. Align arrow on bowl guard with arrow on filter
body.
Q
9
Fig 1 Air Filter

Working Card
Overhaul, Test and Inspection of Turbine Starter 513-01.30
L23/30H

D Shut-off cooling water 52006 261 20-120 Nrn.
Description:
Disassembly, overhaul and assembly of the air

Starter. Hand tools:
Allen key, 4 mm.

Allen key (long), 8 mm.
Screwdriver.
Starting position: Big screwdriver.
Chisel.
All connections to the air Starter have been re- Retaining ring pliers.
moved, and air Starter is removed. Plastic hammer.
Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.

Capacity : 1 man
See plate 51309.
Data:

96.38 - ES0S-G
STX Engine
513-01.30 Overhaul, Test and Inspection of Turbine Starter
Working Card
Page 2 (9)
Edition 01H
L23/30H
General Information
1) Always mark adjacent parts on the housing

exhaust cover (1), motor housing (8), intermediate
gear case (13), gear case (28) and drive housing
(40) so these members can be located in the same
relative position when the Starter is reassembled.
Note: Do not disassemble the Starter any further

than necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in

or on a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and O-

rings on hand before starting any overhaul of the Fig1.
turbine Starter.
4) When grasping a part in a vice, always use 5) Remove the deflector retaining screw (5),
copper-covered vice jaws to protect the surface of deflector retaining spring (4) and the splash deflec-
the part and help prevent distortion. This is particu- tor (3) from the housing exhaust cover (1), See fig
larly true of threaded members. 2.
Housing Exhaust Cover, Motor Assembly, and

Motor Housing
1) If replacing the motor assembly (12), remove

both housing plugs (10) and drain the oil from the
gearing before beginningdisassemblyof the Starter.
Inspect the magnetic housing plugs (10) for metal
particles. Very fine metal particles are normal. Re-
move particles and reinstall plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28) and inspect.
2) Using a screw driver, unscrew the exhaust

cover (67) from the housing exhaust cover (1).
Fig 2.
3) Using an 8 mm hex-head wrench, unscrew

and remove the Starter assembly cap screws (6)
and washers (7), See fig 1. 6) Tap the motor housing with a plastic hammer
to dislodge it from the intermediate gear case (13).
4) Pull the housing exhaust cover (1) from the
motor housing (8). To dislodge the housing exhaust 7) Grasp the rear of the motor assembly (12) and
cover, rotate it until the ears clear the motor hous- pull it from the rear of the motor housing (8).
ing. Using a plastic hammer, tap the ears alternately If the motor assembly (12) is difficult to remove,
until the housing cover can be removed from the lightly push the motor pinion which is on the front of
motor housing. the motor assembly toward the exhaust side of the
motor housing in Order to free the motor assembly.

Page 3 (9) Overhaul, Test and Inspection of Turbine Starter EditionOI H
L23/30H
gear case (13), See fig 3.

8) Tap the intermediate gear case (13) with a
plastic hammer to dislodge it from the gear case 13) Remove the planet gear frame assembly from
(28). the intermediate gear case. Using a sleeve that
contacts the outer race of the front gear frame
9) Position the intermediate gear case (13) on a bearing (17), press the planet gear frame shaft seal
bench in a copperfaced vice so that the intermediate (16) and the front gear frame bearing (17) from the
pinion (26) is secured in the jaws of the vise. Tighten front end and out of the rear of the intermediate gear
the vice only enough to hold the intermediate pinion case.
securely.
14) Remove the rear gearframe bearing (24) from
10) Loosen the intermediate pinion retaining screw the planet gear frame (18), using a bearing puller
(27) 1-1/2 turns only. Do not remove. and remove the gear shaft retaining washer (23),
see fig 4.
Warning: If the intermediate gear case is not sup- Remove the planet gear shafts (22), planet gears
ported on a bench and if the intermediate pinion (19), planet gear bearings (20) and bearing spacers
retaining screw is completely removed, the interme- (21).
diate gear case and compoments could fall causing
injury. 15) Remove the front bearing spacer (25), using a
bearing puller and the gear shaft retaining washer
11) Tap the intermediate pinion lightly to back the (23) from the front of the planet gear frame by
planet gear frame assembly out of the intermediate
gear case.
12) Remove the intermediate gear case assembly

from the vice and remove the intermediate pinion
(26). Remove the rear gear case O-ring (14) and
front gear case O-ring (15) from the intermediate
Fig 4.
pressing on the front of the planet gear frame shaft.

Remove the gear shaft retaining washer only if the
washer or front bearing spacer is damaged.
Planet Gear Frame
Assembly
Drive Housing
Fig 3.
1) Grasp the drive pinion (63) in a copper-faced
96.38 - ESOS-G
STX Engine
513-01.30 WorkingCard
Edition 01H
Overhaul, Test and Inspection of Turbine Starter Page 4 (9)
L23/30H
vice with the Starter supported on the workbench. Note: Do not remove the front drive shaft bearing
(42) or the drive housing seal (43) unless replace-
2) Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged
when removed from the drive housing.
3) Remove the Starter from the vice.
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch
6) Unscrew the drive gear screw (34). Using an spring (51).
impact wrench with a 5/16" (8 mm) x 8" (203 mm) log
hex inserted into the end of the drive shaft. 18) Remove the two clutch jaws (52).
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30),
screws (38) and lock washers (39). drive gear cup (36), drive gear lock washer (35),
drive gear screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) with a plastic
hammer to help dislodge it from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could
result in injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) in an arbor press, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) off
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver and the arbor press.
22) Place the gear case (28) on a workbench.
Caution: Make sure the tension of the spring pushes
the bulkhead out of the drive housing before remov- 23) Remove the drive gear bearing retainer (32),
ing the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web, See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29) out of the gear case.
12) Remove the outer bulkhead ring (47) and the Note: Do not disassemble the drive gear and clutch
inner bulkhead ring (48). parts of the turbine powered Starters. If the drive
shaft is defective, install a new or factory-rebuilt
13) Slide the drive shaft (57) from the drive hous- unit.
ing (40).
25) Remove the drive gear shaft bearing retainer
14) Pull the piston return spring (59) off the drive (33), using retaining ring pliers.
shaft.
26) Remove the rear drive gear bearing (31) from
the drive gear.

Working Card
Page 5 (9) EditionOIH
L23/30H
5) Install the drive gear bearing retainer, using

retaining ring pliers and working through the access
holes in the gear web.
6) Lubricate the drive gear with approximately

240 ml of Ingersoll-Rand No. 28 lubricant.
7) Press the rear drive shaft bearing (58) onto

the drive shaft.
8) Slide the small bearing retainer, convex side

first, onto the drive shaft. Press it into position in
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig5. gear lock washer (35), drive gear cup (36) and drive
gear screw O-ring (37).
Assembly of the Starter 10) Grasp the drive shaft (57) in a vice, external
splined end down. Place assembled drive shaft
1) Always press on the innerringof a ball bearing screw Unit into the drive shaft, screwhead down.
when installing the bearing on a shaft. Lubricate the inside diameter of the drive shaft with
Ingersoll-Rand No. 28 lubricant.
2) Always press on the outer ring of a ball bearing
when pressing the bearing in a bearing recess. 11) Slide the drive gear bearing (30) into the drive
shaft.
3) Whenever grasping a part in a vice, always
use leather-covered, copper-covered vice jaws to 12) Lubricate with Ingersoll-Rand No. 28 lubricant
protect the surface of the part and help prevent and install the driving clutch jaw teeth facing up and
distortion. This is particularly true of threaded mem- driven clutch jaw teeth facing down into the drive
bers. shaft.
4) Always clean every part, and wipe every part 13) Insert the clutch spring (51) into the drive
with a thin film of oil before installation. shaft.
14) Insert the clutch spring cup (50) into the drive
Gear Case shaft.
1) Place the drive gear bearing retainer over the 15) Press the inserted parts into the drive shaft,
rear end of the drive gear. and install the clutch spring cup retainer (49).
2) Press the rear drive gear bearing (31) onto the

rear end of the drive gear, using an arbor press.
§ 3) Seat the rear drive gear bearing into the gear

case by tapping the opposite end of the drive gear,
using a plastic hammer.
4) Install the drive gear shaft bearing retainer

(33), using retaining ring pliers.
96.38 - ES0S-G
STX Engine
513-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L23/30H
Note: If it is necessary to replace the drive housing 25) With the drive housing in the arbor press,
(40) and drive components, make-sure that the press down on the rear face of the piston.
piston seal has been removed from the rear of the
new piston (54).The piston seal must be removed to Note: Feel the underside of the drive housing to
prevent pressure build-up which will cause move- make sure the drive shaft passes through the bear-
ment of the planet gear frame shaft seal (16). If this ing.
conditions occurs, the piston cannot retract and the
drive pinion (63) will remain in engagement with the 26) Install the bulkhead retainer (45), using a
flywheel, causing damage to the Starter drive train screwdriver.
and/or Starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry Warning: Make sure the bulkhead retainer is prop-
it loose from the piston. erly seated in the motor housing groove before
easing off the arbor press. Failure to do so will allow
16) Install the piston (54) onto the drive shaft until improperly retained parts to separate when re-
the rear drive shaft bearing seats into the piston. moved from the arbor press resulting in injury to
personnel.
17) Coil the large drive shaft bearing retainer (53)
into the groove of the piston to retain the outer race 27) Remove the drive housing from the arbor
of the drive shaft bearing, using a thin flat blade press.
screwdriver to assist in this Operation.
28) Lubricate and install the drive housing O-ring
18) Lubricate the piston O-ring (55) and install it in (41) in the groove of the drive housing.
the groove of the piston.
29) Position the assembled gear case on a work-
19) Position the drive housing in an arbor press, bench. The as-sembled unit must be upright to
pinion-end down and install the drive housing seal accept the drive housing.
(43) into the drive housing. Using a pressing sleeve Carefully position the assembled drive housing (40)
of the proper size, press the seal into the drive onto the gear case so as not to damage the piston
housing so that the lip of the seal faces away from seal. Align the punch marks of the gear case and
the drive pinion. drive housing.
20) Press the bearing into the drive housing until 30) Install the drive housing cap screw lock wash-
it seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31) Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench with a 8 mm x 203
21) Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shaft.
drive shaft and snap it into the front of the piston so
that it is against the large drive shaft bearing retainer 32) Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shaft.
22) Lubricate and insert the assembled drive shaft
into the drive housing. 33) Grease the pinion end of the drive shaft and
install the drive pinion (63). S
S
23) Lubricate and install the outer bulkhead O-
ring (47) and the Inner bulkhead O-ring (48) on the 34) Grasp the drive pinion in a copper-covered
bulkhead (46). vice with the Starter supported on a workbench.
24) Slide the bulkhead onto the piston. 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).

Page 7 (9) Overhaul, Test and Inspection of Turbine Starter EditionOIH
L23/30H
Note: The thread on the drive pinion retaining screw Note: Do not move or turn over the planet gear
is right-hand thread. frame until step 6 and 7 have been completed.
Movement of the planet gear frame assembly could
36) Install the drive pinion retaining screw into the dislodge assembled components, making it neces-
end of the drive shaft and tighten it to 108.5 Nm sary to repeat step 5.
torque.
6) Install the other planet gear shaft retaining
washer over the shaft at the rear of the planet gear.
Intermediate Gear Case, Motor Housing, Motor
Assembly and Housing Exhaust Cover 7) Press the rear gear frame bearing (24) on the
shaft at the rear of the planet gear frame, using the
1) Press the front gear frame bearing (17) into proper size bearing inserting tool.
the rearof the intermediate gear case (13), using a
bearing pressing tool of the proper size. 8) Slide the planet gear frame assembly, cou-
pling end first, into the rear of the intermediate gear
2) Press the planet gear frame shaft seal (16) case (13), making sure that the planet gears mesh
into the rear of the intermediate gear case over the with the ring gear. Use care so as to not damage the
front gear frame bearing, using a sleeve which seal.
contacts the outer ring of the seal.
9) Install the intermediate pinion (26), making
Note: Make sure the flat side of the seal is installed sure that the notches at the rear of the pinion align
against the bearing. with the notches and tangs in the shaft of the planet
gear frame.
3) Install the rear gear case O-ring (14) in the
groove at the rear of the intermediated gear case 10) Clean the threads of the intermediate pinion
and the front gear case O-ring (15) in the groove at retaining screw (27) and apply 2-3 drops of
the front of the intermediate gear case. Coat both O- Permabond HM 118 to the threads approximately 3
rings. mm from the end of the screw. Install screw and
tighten enough to hold assembly together.
4) Install one gear shaft retaining washer (23) on
the front of the planet gear frame (18). Press the 11) For final tightening, position the intermediate
front bearing spacer (25) on the front shaft of the gear case so the intermediate pinion is secured in
planet gear frame to hold the gear shaft retaining the jaws of the copperfaced vice. Tighten the inter-
washer snugly in position. mediate pinion retaining screw to 122 Nm torque.
Note: Coat the front bearing spacer with gear Lube 12) Remove the intermediate gear case from the
before installing it. Be careful not to gouge or scratch vice and set it on a bench.
the front bearing spacer during installation as this
could result in leakage between the planet gear Note: The intermediate gear case will work in only
frame and gear case. one orientation.
5) Place planet gear frame on a bench, shaft side Align the punch marks on the intermediate gear
down. Place the planet gear bearing (20) inside of case and gear case and tap the intermediate gear
planet gear (19). Place bearing spacers (21) on top case with a plastic hammer until it seats in the rear
s? and bottom of bearing and gear. Slide the compo- of the gear case. Make sure the intermediate pinion
nents into the slots in the side of the planet gear meshes with the drive gear.
1 frame. Align holes in spacers and bearing with holes
in planet gear frame and insert planet gear shaft Coat the O-rings on the motor assembly and the
(22), integral keyed end down, through the spacers inside of the cylinder before installing the motor
and bearing so that the larger portion of the keyed assembly.
end of the shaft contacts the planet gear shaft
retaining washer (23). Repeat the procedure for the
two remaining planet gears and components.
96.38 - ESOS-G
STX Engine
513-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L23/30H
22 14 2
0 31 29 40 46 55 58 30 34 57 44 42 43
6 7 24 10 23 16A
Fig 6. Turbine Starter.
13) Install the motor assembly through the rear of 16) Coat the exhaust cover seal (2) and install it in
the motor housing with the geared end of the rotor the groove on the housing exhaust cover.
toward the front.
17) Align the punch marks on the housing exhaust
Note: Turn the intermediate pinion so that the gear cover with the punch marks on the motor housing
on the rotor meshes with the planet gears. Make and tap the housing exhaust cover with a plastic
sure that the rear of the motor assembly is installed hammer until it seats.
flush with the rear of the cylinder.
18) Install the housing exhaust cover on the rear
14) Align the punch marks on the motor housing of the motor housing using the Starter assembly cap
with the punch marks on the intermediate gear case screws (6) and cap screw washers (7). Use an 8 mm
and tap the motor housing with a plastic hammer hex-head wrench to tighten each a little at a time to
until it seats on the rear of the intermediate gear a final torque of 61 to 68 Nm increments.
case.
19) Mount the exhaust cover (68) on the housing
15) Install the splash deflector (3), deflector re- exhaust cover (1).
taining spring (4) and deflector retaining screw (5) in
the rear of the housing exhaust cover. Note: Use Intersoll-Rand SMB-441 pipe sealant on
all plugs.
Note: Coat the threads of the deflector retaining
screw with Ingersoll-Rand SMB-441 sealant.

Working Card
L23/30H
20) Install the bottom housing plug (10) and the Measure the dimension from the face of the drive
housing pluginlet boss (11). Put the Starter on its shaft pinion (63) to the face of the mounting flange.
side with the side plug hole upward. Add 175 ml It should be 69.0 +2.0 mm).
automatic transmission fluid through the side plug
hole. Remove the pressure from the "IN" port. Measure
the distance form the face of the drive shaft pinion
Caution: Do not overfill. to the the face of the mounting flange. It should be
Install the side housing plug (10) and tighten all 45.0 +2.0 mm.
plugs to 6.8 to 13.6 Nm torque.
4) Motor Action: Secure Starter in a vise and
apply 90 psig (6.2 bar/620 kPa) pressure using a 3/
Test and Inspection Procedure 8" (9 mm) supply line to the inlet of the motor. Starter
should run smoothly.
1) Clutch Ratcheting: Turn the drive shaft pin-
ion (63) by hand in the direction of the Starter 5) Motor Seals: Plug the exhaust and slowly
rotation. The clutch should rächet smoothly with a apply 20 psig (1.38 bar/138 kPa) pressure to the
slight clicking action. inlet of the motor. Immerse the Starter for 30 sec-
onds in o non-flammable, bubble-producing liquid. If
2) Motor and Gearing Freeness: Turn the drive the Starter is properly sealed, no bobbles will ap-
shaft pinion (63) opposite the direction of the Starter pear.
rotation. The drive shaft pinion should turn by hand.
6) Gear Case Seals: Plug the exhaust and slowly
Note: Inadvertent application of air pressure to the apply 20 psig (1.38 bar/138 kPa) pressure to the
"OUT port will result in drive malfunction (pinion will inlet of the motor. Immerse the Starter for 30 sec-
fail to retract). If this condition occurs, loosen the onds in o non-flammable, bubble-producing liquid.
drive housing cap screws (38) to vent gear case
(28). Also, loosen housing plugs (10) and (11) to There should be no leakage in the housing joints in
vent motor. the gear case area or in the shaft seal in the
intermediate gear system. If the Starter is properly
3) Pinion Engagement: Apply 50 psig (3.4 bar/ sealed, no bubbles will appear.
345 kPa) pressure to the engagement "IN" port.
drive shaft pinion (63) should move outward and air 7) Confirm Drive Rotation: Apply Iow pressure
should escape from the "OUT" port. to the motor and observe rotation. Drive pinion (63)
must rotate in the direction stamped on the name-
Plug the "OUT" port and apply 150 psig (10.3 bar/ plate. Chamfer on pinion teeth should be on the
1034 kPa) pressure to the "IN" port. Check and trailing edge of the gear tooth.
make sure that no air is escaping.
96.38 - ES0S-G
STX Engine
Your Notes:
&
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STX Engine
Working Card
Main Starting Valve 513-01.40
L23/30H
El Stopped engine Plate no Item no Note

E3 Shut-off starting air
D Shut-off fueloil
Description:
Lubricating, disassembly and reassembly of main

starting valve in starting System. Handtools:
Soft hammer.
Locking ring plier.
Allen key, 1/4".
Starting position:
Related procedure:

Capacity : 1 man
51310 104 1/eng
Data:

94.22 - ES0S-G
STX Engine
513-01.40 Main Starting Valve Working Card
L23/30H
Warning:
4) Clamp the main starting valve, in a vice with the
Do not attempt any maintenance on the main starting locking ring (9) end up.
valve before the starting airsystem has been bled off.
5) Carefully remove the locking ring (9). The end
plug (3) should spring out. If it does not, tap the valve
Important: housing (1) lightly with a soft hammer until it does.
The main starting valve shouldvbe periodically lubri- 6) Remove the end plug (3), spring (8) and piston
cated as follows: (2) assembly.
1) Blend off the air pressure. 7) Remove and discard all used O-rings, O-rings
retainer (5), bumper (7) and spring (8).
2) Remove the plug screw (A), see fig 1 and squirt
about 30 g of 10 w oil into the valve through the plug 8) Wash all other parts in a clean, nonflammable
opening. solvent.
3) Reinstall the plug.

Reassembly:
Disassembly: 9) Using O-ring lubricant, lubricate and install the

new piston O-ring (4) and the new upper piston O-ring
(6) on the piston (2).
Note: The upper piston O-ring (6) is slightly larger in

diameter than the end plug O-ring (11).
10) Turn the piston over and insertthe new bumber

(7).
11)Using O-ring lubricant, lubricate and install the new

end plug seal O-ring (10) and the new end plug O-ring
(11)ontheendplug(3).
12) Lubricate the Iower small bore of the valve

housing (1) with O-ring lubricant.
13) Insertthe piston assembly into the valve hous-

ing. Push on the piston until the piston O-ring seats
against the bevelied face.
A Plug screw B Pilot air
C Starting air outlet D Starting air inlet 14) Install the new O-ring retainer (5) with the large
opening over the piston O-ring.
1 Valve housing 2 Piston
3 End plug 4 Piston o-ring
5 O-ring retainer 6 Piston o-ring
15) Place the new piston spring (8) on the piston.
7 Bumper 8 Spring
9 Retaining ring 10 O-ring 16) Place the end plug assembly on the piston
11 O-ring spring.
17) Using a press to hold down the end plug

assembly, install the end plug locking ring (9).
F/g J. Main starting valve.
94.22 - ES0S-G
STX Engine
Working Card
Check of Compressed Air Piping System 513-01.90
L23/30H
Safety precautions: Specialtools:
• Stoppedengine Plate no Item no Note

D Shut-offfueloil
D Shut-offcoolingoil
Description: Handtools:
Check of compressed oil piping system. Screwdriver.
Starting position:
Compressed air connected to the engine.
Related procedure:
1
Working time: /2hour Plate no Item no Qty /
Capacity : 1 man
Data:

94.21 - ES0U-G
STX Engine
513-01.90 Check of Compressed Air Piping System Working Card
L23/30H
Withairconnected. With air disconnected and stopped engine.
1) Examine the piping System for leaks. 6) Move all valves and cocks in the piping System.
Lubricate valve spindles with graphite or similar.
2) Retighten all bolts and nuts in the piping System.
7) Connecttheairsupplyandmakeafunctiontestof
3) Drain the System for Condensed water. - This the emergency valve. See description 513.01.
should be based on observations.
4) Checkflexibleconnectionsforleaksanddamages.
5) Check manometers.
STX Engine 94.21 - ESOU-G

Rate
Page 1 (3) Turbine Starter 51309-01H
L23/30H
I
Q
9
96.26 - ESOS-G
STX Engine
Plate
51309-01H Turbine Starter Page 2 (3)
L23/30H
Item Item
014 1/S Housingexhaust Hus for udstods- 254 1/S Bearing spacer Ligemellemstykke
cover daeksel
266 1/S Planet gear shaft Planetgearaksel
026 1/S Exhaust cover seal Tastningsringfor
udstcdsdaeksel 278 2/S Gear shaft retainer Spaenderingsskive for
washer gearaksel
038 1/S Splashdeflector Staenk deflektor
291 1/S Rear gear frame Bagerste gearstelleje
051 1/S Deflector return Returfjeder for deflektor bearing
spring
301 1/S Front bearing spacer Forreste gearstelleje
063 1/S Deflector retaining Spaendeskivefor
screw deflektor 313 1/S Intermediate pinion Mellemtandhjul
075 4/S Starter assembly cap Daekselskrue for 325 1/S Intermediate pinion Spaendeskruefor
screw montageaf Starter retaining screw mellemtandhjul
087 4/S Cap screw washer Skive for daekselskrue 337 1/S Gear case Gearkasse
099 1/S Motor housing Motorhus 349 1/S Drive gear Drivgear
109 1/S Housingplug Prop til motorhus 350 1/S Front drive gear Forrestedrivgearleje
bearing
110 1/S Housing pluginlet Tilgangsknast for prop
boss til motorhus 362 1/S Rear drive gear Bagerste drivgearleje
bearing
122 1/S Motor assembly Motor samling
374 1/S Drive gear bearing Spaendskruefor
134 2/S Cylinder o-ring seal. O-ringstaetning for retainer drivgearleje
cylinder
386 1/S Drive gear shaft Spaendskrue for
146 2/S Housing o-ring seal. O-ringstaetning for bearing retainer drivgearakselleje
motorhus
398 1/S Drive gear screw Drivgearskrue
158 1/S Intermediate gear Meilern gearkasse
case 408 1/S Drive gear lock Skive for drivgear
washer
171 1/S Rear gear case o-ring Bagerste gearkasse o-
ring 421 1/S Drive gear cup Daeksel for drivgear
183 1/S Front gear case o- Forreste gearkasse o- 433 1/S Drive gear screw o- O-ring for drivgearskrue
ring ring ring
195 1/S Planet gear frame Tastningsringfor 445 8/S Drive housing cap Daekselskrue for
shaftseal. planetgearakselstel screw drivgear
205 1/S Spacerring Afstandsring 457 8/S Drive housing cap Skive for daekselskrue til
screw lock washer drivgearhus
217 1/S Front gear frame Forreste gearstelleje
bearing 469 1/S Drive housing kit Drivgearhus
229 1/S Planet gear frame Planetgearstel 470 1/S Drive housing o-ring O-ring for drivgearhus
230 1/S Planet gear Planetgear 482 1/S Front shaft bearing Forreste akselleje
242 1/S Planet gear needle Nälevalse for planet- 494 1/S Drive housing seal. Taetningsringfor
roller gear drivgearhus
I
a
9
* = Only available as part of a spare parts kit. = Kuntilgaengeligsomendelafetreservedelssaet.

QtyV/E = QtyVEngine Qty./E = QtyVMotor
Qty./S = Qty ./Turbine Starter Qty./S = Qty./Turbinestarter

Plate
Page 3 (3) Turbine Starter 51309-01H
L23/30H
Item Item
504 1/S Drive housing vent Afluftningsprop for 768 Spare parts kit, incl. Reservedelssaet inkl.
plug drivgearhus item 026,134,146, item 026,134,146,171,
171,183,195,205, 183,195,205,217,254,
516 1/S Bulkhead retainer Skotholder 217,254,278,291, 278,291,301,470,516,
301,470,516,541, 541,553,624,685 og
528 1/S Bulkheadkit Skotsaet 553,624,685 and 697 697
541 1//S Outer bulkhead o- Ydre skot o-ring
ring
553 1/S Inner bulkhead o-ring Indreskot o-ring
565 1/S Clutch spring cup Fjedertallerken holder

retainer
577 1/S Clutch spring cup Fjedertallerken
589 1/S Clutch spring Koblingsfjeder
590 1/S Clutch jawkit Koblingssaet
600 1/S Large drive shaft Stör lejespaendering for

bearing retainer drivaksel
612 1/S Piston kit Stempelsast
624 1/S Piston o-ring Stempel o-ring
636 1/S Drive shaft kit Drivakselsset
648 1/S Rear drive shaft Bagerste drivakselleje

bearing
661 1/S Piston return spring Stempel returfjeder
673 1/S Seat Saedering
685 1/S Drive pinion retain- Tandhjulsspasnde-

ing screw skrue
697 1/S Drive pinion washer Tandhjulsskive
781 1/S Drive pinion Tandhjul
707 1/S Pinion spring sleeve Tandhjulsbesning
719 1/S Pinion spring Tandhjulsfjeder
720 1/S Inletflangekit Tilgangsflangesaet
732 3/S Cover Daeksel
744 1/S Seif drilling screws Selvborende skruer
756 1/E Turbine Starter, Turbinestarter, komplet

complete
Qty./E = QtyJMotor QtyVE = QtyVMotor
Qty./S = Qty ./Turbine Starter QtyVS = Qty/Turbinestarter
96.26 - ES0S-G
STX Engine
Your Notes:
a
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<M
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Q
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STX Engine
Plate
51310-01H Main Starting Valve Page 2 (2)
L23/30H
Item Item
021* 1/V O-ring O-ring
033* 1/V O-ring retainer O-ring holder
045* i/v O-ring O-ring
osr 1/V Bumper Stadfanger
069* 1/V Spring Fjeder
094 1/E Main starting valve, Hovedstartventil,

complete komplet
104 1/V Spare part kit Reservedelssaet

Item No. 021,033,045, Itemnr. 021,033, 045,
057,069,070 and 082. 057,069,070 and 082.
QtyJE = QtyiEngine Antal/E = Antal/Motor
QtyJV = QtyJValve Antal/V = Antal/Ventil
94.22 - ES0S-G
STX Engine
Plate
Page 1 (2) Main Starting Valve 51310-01H
L23/30H
045*
021*
094
070*
94.22 - ESOS-G
STX Engine
Plate
Page 1 (2) Starting Valve 51314-01S
L23/30H
co
o
Q
9
CO
CM
g
o
91.40-ESOS-G
STX Engine
Plate
51314-01S Starting Valve Page 2(2)
L23/30H
Item Item
No. No.
1 1/V Body
7 1/V Solenoid
11 1/V Solenoid fixture
21 1/V Pilot valve
31 1/V Bolt
38 2/V Spool assy
50 1/E Main starting valve, complete
CM
cd
o
Q
o
ob
S
00
o
When ordering spare parts, see also page 600.50.

Qty./E = Qty./Engine
Qty./V = Qty./Valve

Plate
Page 1 (2) Main Stop Valve 51315-03H
L23/30H
Q
o
94.22-ESOS-G
STX Engine
Plate
51315-03H Main Stop Valve Page 2 (2)
L23/30H
Item Item
No. No.
1 1/V Body
2 1/V Bonnet
3 1/V Disc
4 1/V Valve disc nut
5 1/V Packing gland
6 1/V Gland nut
7 1/V Stern
8 1/V Cross recessed pan head machine
screw
9 1/V Hand wheel
10 1/V Hexagon nut
11 1/V Split pin
12 1/V Lock plate
13 1/V Disc lock washer
14 1/V Packing gland
15 1/V Name plate
16 1/V Seat ring
17 MV Stop valve complete
Q
o
§
o

Qty./V = QtyJValve

Plate
Page 1 (2) Air Strainer 51316-03H
L23/30H
Q
o
94.22-ESOS-G
STX Engine
Plate
51316-03H Air Strainer Page 2 (2)
L23/30H
Item Item
No. No.
01 1/F Body
02 1/F Bonnet
03 1/F Strainer wire gauze
04 4/F Stud
05 4/F Hexagon nut
06 1/F Plug
07 1/F Gasket
08 1/F Gasket
09 1/E Air strainer, complete
CM
cd
o
1O
2
o
* = Only available as part of a spare parts kit.

QtyJF = Qty ./Filter

Plate
Page 1 (2) Safety Valve 51319-01H
L23/30H
019
020
044
032
94.22-ES0S-G
STX Engine
Plate
51319-01H Safety Valve Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benasvnelse No. Qty. Designation Benaevnelse
019 1/E Safety valve, Sikkerhedsventil,

(10 bar) (10 bar)
020 1/E Safety valve, Sikkerhedsventil,

(15 bar) (15 bar)
032 1/E Protective device Beskyttelseshaette
044 3/E Screw Skrue
QtyJE = QtyJEngine. Antal/E = Antal/Motor.
94.22-ES0S-G
STX Engine
Plate
Page 1 (2) ON-OFF Valve for Jet System 51320-01H
L23/30H
rfri
r N
014
-
^ J
026
i i
{ JL 1 \
fTTT 1 1
TTH~I
94.22-ES0S-G
STX Engine
Plate
51320-01H ON-OFF Valve for Jet System Page 2 (2)
L23/30H
Item Item
014 1/V Coil Spole
026 1/V Housing Hus
038 1/E Valve, complete %" Ventil, komplet %"

connecting branch tilslutningsstuds
051 1/E Valve, complete 1" Ventil, kompleti"

Connecting branch Tilslutningsstuds
063 1/E Valve, complete 1 Vi" Ventil, komplet 1 %"

075 1/E Valve, complete 1 Vi" Ventil, komplet 1 Y2"

087 1/E Valve, complete 2" Ventil, komplet 2"

QtyJE = QtyJEngine. Antal/E = Antal/Motor.
Qty./V = QtyTValve. Antal/V = Antal/Ventil.

Plate
Page 1 (2)
Air Filter 51321-01H
L23/30H
141
045*
057*
069
070*
104*
116
95.03 - ESOS-G
STX Engine
Plate
51321-01H Air Filter Page 2 (2)
L23/30H
Item Item
No. Qty. Designation BenEevnelse No. Qty. Designation Benaevnelse
021 1/F Turbine disc Turbineskive
033* 1/F Uppergasket 0vre pakning
045* 1/F Filter element Fiilterelement
057* 1/F Lowergasket Nedre pakning
069 1/F Centerscrew Centerskrue
070* 1/F Drain valve Draenventil
082* 1/F Insert Indsats
094* 1/F O-ring O-ring
104* 1/F O-ring O-ring
116 1/F Metal bowl Metalbeholder
128 1/F Lock nut Läsemotrik
141 1/E Airfilter, complete Luftfilter, komplet
153 1/F Repairkitincl. Reservedelssaet inkl.

item 033,045,057,070, item033,045,057,070,
082,094,104 and 165 082,094,104 and 165
165* 1/F Drain valve Draenventil
i
S
9
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
96.03 - ES0S-G
STX Engine
Plate
Page 1 (2) Pressure Reduction Valve 51322-02H
L23/30H
All valves and fittings

has to be approved by
classification society. 206
255
Pl 70 - Inlet to engine
99.03 - ESO-G
STX Engine
Plate
51322-02H Pressure Reduction Valve Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benaevnelse no Qty. Designation Benaevnelse
015 1/V Cover Daeksel
027 10/V Screw Skrue
039* 2/V Filter Filter
040 1/V Tube incl. o-ring Rar, inkl. o-ring
064* 1/V Diaphragh Membran
111 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
160 1/V Bottom plug, incl. Bundprop, inkl.

o-ring o-ring
172 2/V Pipe plug Rorprop
196 1/V Repair kit, incl. item Reparationssaet, inkl.

039,052,064,076,088, item 039,052,064,076,
123,135,147,159, and 088,123,135,147,159,
184 and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for item 218 Reparationssaet for

item 218
243 2/V Screw Skrue
255 1/V Manometer Manometer

0-25 bar - Pl 70 0-25 bar - Pl 70
267 1/E Pressure reduction Trykreduktionsventil,

valve, complete komplet
1
Qty/E = Qty/Engine Antal/E = Antal/Motor
Qty/V = Qty/Valve Antal/V = Antat/Ventil
99.03 - ES0-G
STX Engine
Engine Data
OPERA"noN
Operation of Engine
DAT
Trouble Tracing
Cylinder Head

cn ü Automatics and Instruments
AINT ENAI
IENT!
o Q
DESlCRIP TIONS Ah
;MS AND
Fuel Oil System

LU
co Lubricating Oil System 1
co
Special Equipment
Alternator
Tools
1
Index
Page 1(1) Fuel Oil System 514
L23/30H
Description
Internal fuel oil System — 514. 01 (01H)

Fuel Injection System - NICO • — 514. 01 (04H)
Working Card
Fuel injection pump and fuel injection pump §14- 01 .05 (03H)
Fuel injection valve 514- 01 .10 (04H)
Fuel oil split filter 514- 01 .15 (01H)
Check of fuel oil piping system 514- 01 .90 (01H)
Adjustment of the maximim combustion pressure — 514- 05 .01 (01H)
Fuel oil feed pump 514- 10 .00 (01H)
Plates
Fuel injection pump — — 51401-03H

Fuel injection valve — —51402-03H
Fuel oil filter duplex — 51403-02H
Fuel injection pipe 51404- 01H
Fuel oil feed pump 51410-01H
STX Engine
Your Notes:
Q
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CD
O
STX Engine
Description 514.01
Page 1 (3) Internal Fuel Oil System Edition 01H
L23/30H
Flywheel end
Cyl. 1 Leak from

Fuel oil fuel valve
A3 A2 A1
Waste oil, Fuel oil, Fuel oil,
inlet outlet inlet
Fig. 1. Diagram for Fuel Oil System
General
The internal built-on fuel oil System consists of the The safety filter is a duplex filter of the split type with
following parts: a filter fineness of 50 my. The filter is equipped with
a common three-way cock for manual change of
the fuel oil feed System both the inlet and outlet side.
the high-pressure injection equipment,
comprising fuel oil injection pumps, fuel oil During normal Operation both filters should be in
injection valve and fuel oil high pressure Operation. Single Operation only to be used when
pipe dismantling one of the filters for manual cleaning or
the waste oil System inspection.
The feed pump (if part of the delivery,) which is of the

Internal Fuel Oil Feed System gear wheel type, is equipped with a spring-loaded
adjustable by-pass valve.
The fuel oil is led to the injection pumps through a
safety filter by means of the engine driven feed pump The outlet pressure of the feed pump can be ad-
(if part of the delivery). justed by means of an adjusting screw in the by-pass
valve assembly.
94.26 - ESOS
STX Engine
514.01 Description
Edition 01H
Internat Fuel Oil System Page 2 (3)
L23/30H
For circulation of fuel during stand-still of the engine, The injection valve is for "deep" building-in to the
a by-pass line is mounted with a non-return valve centre of the cylinder head.
parallel to the feed pump.
Fuel Oil Injection Valve

Fuel Injection Equipment
The fuel oil injection valve consists of a nozzle holder
Each cylinder unit has its own set of injection equip- and a nozzle connected by a union nut. The nozzle
ment, comprising injection pump, high-pressure pipe holder includes a threaded pipe stub for mounting
and injection valve. the high-pressure pipe. It is led through a boring in
the cylinder head, together with an adjusting screw,
The injection equipment and the distribution supply a spring and spring spindle for the initial tensioning
pipes are housed in a fully enclosed compartment of the nozzle needle.
thus minimizing heat losses from the preheated fuel.
The initial tension of the spring, which determines
This arrangement reduces external surface tempe- the opening pressure of the nozzle, can be adjusted
ratures and the risk of fire caused by fuel leakage. by means of the centrally-mounted adjusting screw.
On the uppermost thick part of the holder, there are

Fuel Oil Injection Pump three sealing O-rings.
The fuel oil injection pump is installed on the roller Between the two Iowest O-rings, the leak oil from the
guide housing directly above the camshaft, and it is nozzle needle is led out into the space between the
activated by the cam on the camshaft through roller high-pressure pipe and the protection tube.
guides fitted in the roller guide housing.
The nozzle and needle are lapped together as a pair,
The injection amount of the pump is regulated by and cannot be replaced individually. The nozzle is
transversal displacement of a toothed rack in the controlled by two pins attached to the bottom of the
side of the pump housing. holder.
By means of a gear ring, the pump plunger with the The Joint surface between the nozzle and holder is
two helical millings, the cutting-off edges, is turned. machine-lapped to make it oil-tight.
Hereby the length of the pump stroke is reckoned The fuel injector is mounted in the cylinder head by
from when the plunger closes the inlet holes until the means of the integral flange in the holder and two
cutting-off edges again uncover the holes. studs with distance pieces and nuts.
The release of high pressure through the cutting-off A bore in the cylinder head vents the space below the
edges presses the oil with great force against the bottom rubber sealing ring on the injection valve,
wall of the pump housing. At the spot, two exchange- thus preventing any pressure build-up due to gas
able plug screws are mounted. leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor.
It maintains the engine speed at the preset value by

a continuous positioning of the fuel pump racks, via
a common regulating shaft and spring-loaded link-
ages for each pump.

Description 514.01
Page 3 (3) Internal Fuel Oil System Edition 01H
L23/30H
Fuel Oil High Pressure Pipe Waste Oil System
The connection between injection pump and fuel Waste leak oil from the compartment, fuel valve and
injector is a shielded high pressure pipe. The high engine feed pump is led to a fuel leakage alarm unit.
pressure pipe is equipped with connection tapers
matching to simiular taper facings on the threaded The alarm unit consists of a box with a float switch for
connectors on the injection pump and the fuel injec- level monitoring. In case of a larger leakage than
tor. normal leakage, the float switch will initiate alarm.
The supply fuel oil to the engine is led through the
unit in order to keep this heated up, thereby ensuring
free drainage passage even for high-viscous waste/
leak oil.
94.26 - ESOS
STX Engine
Your Notes :
a
P
Q
9
STX Engine
Description
Fuel Injection System - NICO 514.01
L23/30H
The fuel injection System is responsible for supply-

ing the diesel engine with fuel. . • — Deüvery valve
The injection pump generates the pressure re-
i
ff
fr Monoblock cylinder
quired for fuel injection.
The fuel under pressure is forced through the high _ ^ « - * — Plungor
M
I
pressure fuel injection tubing to the injection noz- ^ . Ccrrtroi sleevs
zle which injects it into combustion chamber. — Controlrack
Fuel Injection Pump ' Guide: plunger
•—• Pushrod
The fuel oil injection pump is installed on roller *
guide housing directly above the camshaft, and it
1
. Rollar guide
is activated by the cam on the camshaft through
^ Roller
roller guide fitted in the roller guide housing as in-
dicated in the Fig. 1.
4 ) Cam
— Camshan
The fuel injection amount is determined by plunger
lift from the plunger start to the finish (discharge
Fig. 1 Fuel injection pump
end). Fig.2.
Dellvery valve
The delivery varve opens when the pressure of the (uel oll raised
Deltvsred by means of the Operation of the plunger becomes groater than
fuel oil , the residual pressure In the detivery pipe.
Monoblock
cylinder
DelhrBry
Delivery Delivery
quantity
quantity quantity
(decreased)
Start of delivery End of dellvery When the plunger was rotated

The delivery of the fuel The delivery of the fuel
oil Starts when the tip of oll stops when the notch
the plunger Uocks tho on the plunger meets the
port of the monoblock port of the monoblock
CM cylinder. cylinder.
co
o
Fig.2
Q
o
98.28-EOO
STX Engine
514.01 Fuel Injection System - NICO
Description
L23/30H
And the fuel injection quantity is changed by rota-

tion of plunger.
The retease of high M onoblock
The plunger is rotated by means of a toothed con- pressure cylinder
trol sleeve, which engages in a control rack mount
in the pump housing. Fig.3. Housing:
"pump
Oeflector - - Oeflector
Plunger •
Fig. 4
Fig.3 Adjusting screw
O-rtng
The release of the high-pressure through the cut-

ting-off edges presses the oil with great force
against the wall of the pump housing. At the spot,
two exchangeable deflectors are mounted. Fig.4.
The amount of fuel oil injected into each cylinder

unit is adjusted by means of the governor. It main-
tains the engine speed at the preset value by a
continuous position of the füll pump racks, via a
common regulating shaft and spring-loaded link-
ages for each pump.
Fuel Injection Valve
The fuel injection valve consists of fuel valve body,

nozzle and nozzle nut etc and is installed into the
Fig. 5
cylinder head. Fig.5. •
s
CM
§
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STX Engine 98.28-EOO

Description
Page 3 (3) Fuel Injection System - NICO 514.01
Edition 04H
L23/30H
In the fuel injection System of diesel engine, the

nozzles in nozzle holders are important link be-
tween injection pump and engine, which measure
the inject fuel, manages the fuel spray, defines the
rate of discharge curve and seals off the injection
System from the combustion chamber.
Diesel fuel is injected at high pressure. The high
pressure causes the injection System to expand at
certain points, whereby the nozzle cross section
defines the quantity of fuel that is injected into the
combustion chamber.
m •— Spray hole
The nozzle spray-hole length and diameter, and Fig.6

orifice shape have an influence upon fuel man-
agement and as a result, upon the engines power,
its fuel consumption and its exhaust emissions.
Fig.6
The nozzle also seals off the fuel injection System

against the hot, highly compressed gasses from
the combustion chamber.
In order to avoid blowback of these gasses when
the injection nozzle opens, the pressure in the
nozzle's pressure chamber must always be higher
than combustion chamber.
The opening pressure of the nozzle.can be ad-
justed by means of the centrally mounted adjusting
nut.
s
CM
m
I
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3
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98.28-EOO
STX Engine
Your Notes:
r
a
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Q
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STX Engine
Working Card
Page 1 (4) Fuel Injection Pump and Fuel Injection Pipe (NICO) 514-01.05
Edition 03H
L23/30H
£1 Stopped engine Plate no Item no Note

S Shut-off starting air
m Shut-off fuel oil 52014 025
ES Shut-off cooling oil 52014 204
52014 253
ES Stopped lub. oil circul. 52006 261 20 -120Nm
52006 273 80 - 360 Nm
Description:
Dismounting, inspection/overhaul and mounting of

fuel injection pump. Inspection of fuel injection Hand tools:
pipe.
Ring and open end Spanner 13mm
Starting position : Ring and open end Spanner 19mm
Allen key 6 mm, 8mm , 10 mm
Cover in front of fuel injection pump has been re- Piler for lock ring.
moved. Tools for cleaning.
Clean kerosene or gas oil.
Clean lubricating oil.
Anti seize product (Copaslip, Molykote GN Plus or
Related procedure : similar).
Inspection of roller guide for
Fuel injection pump, 508-01.05
Spare and wearing parts:

Manpower:
Working time : 4 hour
Capacity : 1 Man 51401 577 1/pump
51401 590 1/pump
51401 589 1/pump
51401 852 1/pump
Data:

98.28-ESO
STX Engine
514-01.05 Fuel Injection Pump and Fuel Injection Pipe (NICO)
Working Card
L23/30H
Dismounting of fuel injection pump 7. Press the guide: plunger (N) fig.2 downwards
and remove the snap ring (P). remove the
1. Dismount the fuel injection pipe pos. 1 fig 1 guide: plunger (N) with Iower spring seat (O)
and the fuel inlet pipe pos 2. and plunger (M). Be sure not to damage the
plunger.
2. Separate the spring loaded lever from the
control rack on the fuel injection pump.
r~\. n
Fig 1 View from Control Side
3. Remove the pipe for lub.oil and drain.
4. Remove the screws in the bottom flange (2

pieces) and take the fuel injection pump
away.
Separation of fuel injection pump.
5. If necessary, clean the exterior of the injec-

tion pump.
2. O-ring inside dia. 36.2 mm x 3
3. O-ting inside dia. 42.2 mm x 3 S?
6. Mount the injection pump in the clamping o
5. O-ring inside dia. 34.2 m m x 3
bracket PYO-W020 (see plate 52014 item 6. O-ring inside dia. 32.2 mm x 3
CM
IO
037), on the test pump. 5
o
Fig 2 Cross Section ofFuel Injection Pump co
o
STX Engine 98.28-ESO

Working Card
Page 3 (4) Fuel Injection Pump and Fuel Injection Pipe (NICO) 514-01.05
Edition 03H
L23/30H
8. Take out the plunger spring (L), upper spring 14. The axial cleranance between lower spring
seat (K) and control sleeve (J). If necessary seat and plunger foot must not exceed 0.25
remove the snap ring (R) and rack stopper (I) mm. The clearance between lower spring
and dismount the control rack (H) aswell as seat and lunger foot is 0.05 to 0.1 mm when
the plug in the opposite end of the control new. See fig 3.
rack (H).
15. Check the deflectors (G) for wear and renew
9. Unscrew the four bolts (A) and remove the if necessary.
case : delivery valve (B). Take out the spring :
delivery valve (D) and the delivery valve (F). 16. Monoblock cylinder (E), plunger (M) and
delivery valve (F) are manufactured to very
10. Loosen and remove the four bolts (C) and dose tolerances.
take out the monoblock cylinder. Any attempt to refinish these parts causes
alterations of the tolerances and must therefore
11. Rmove all the O-ring from the injection pump. NOT be carried out.
If during the Visual inspection of the parts, heavy
12. All parts must be cleaned, using kerosene or abrasion Symptoms or damage can be observed,
gas oil and a hand brash (not a steal the part in question must be replaced.
brush).BIow through the holes for sealing oil
in the pump houses and the monoblock
cylinder(E). Assembling of fuel injection pump:
17. When assembling the injection pump,

proceed in the reverse order to
Inspection of fuel injection pump: disassembling. Pay attetion to the following:
13. Insert plunger (M) and delivery valve (F) into

the monoblock cylinder (E) after wetting with
clean gas oil. Plunger and delivery valve
must slide into the monoblock cylinder by
their own weight.
Plunger (M)
Marking on
control rack
Tooth with chamfer
CM Spring (L) Marking on control

CÖ sleeve
O
Lower spring
seat (O)
Q
o
ab Fig 4 Mounting of control Rack Mechanism
Fig 3 Clearance between Lower Spring Seat and A. At initial tightening up of new parts the
Plunger following (c) for monoblock cylinder (E).
Tighten bolts to 55 Nm, loosen and tighten again
to 55 Nm and then tighten to 55 Nm + 10 Nm.
Employ the same procedure when tightening the
other pump components for the first time.
98.28-ESO
STX Engine
514-01.05 Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card
Page 4 (4)
Edition 03H
L23/30H
B. Renew all sealing and back-up rings. For Mounting of fuel injection pump:
ptacing of the rings,see-fig 1.
19. Before mounting the fuel injection pump,
C. Coat all the threads with an anti seize clean the roiler guide spring and washer for
product. spring in the roller guide housing.
D. Wipe dry with paper plane sealing surface on 20. Reconnect the control rack (H) to the spring
monoblock cylinder (E) and case : delivery loaded lever and all the pipes to the fuel
valve (B). pump.
E. Betöre inserting the control sleeve (J), the

easy motion of the plunger (M) in the Fuel injection pipe:
monoblock cylinder (E) must be checked.
By normal working conditions the fuel injection
F. When assembling the control sleeve (J), pipe require very little maintenance except
ascertain that the tooth (recognizable bythe replacement of O-rings and gasket in connection
chamfer) will enter the space of the control with the normal overhaul of fuel injection
rack (H ) marked by two sings, see fig 4. equipment.
G. The marking on the guide cam of the plunger

(M), must be in line with the marking in the
slots of the control sleeve (J). (Not shown on
fig 4).
18. After assembling, the easy motion of the

control rack (H) , must be checked and the
plunger (M) must be moved from the no-load
stop to full-load stop.
Q
9
STX Engine 98.28-ESO

Working Card
Fuel Injection Valve-NICO 514-01.10
L23/30H
Safety precautions : Special tools:

Bl Shut-off starting air
[3 Shut-off cooling water 52006 261 20-120NM
52014 013
m Shut-off fuel oil
52014 108
El Shut-off cooling oil 52014 204
• Stopped lub. oil circul. 52014 300 Extra tools
52014 361
52014 407
Description:
Dismounting, overhaul, pressure testing and

mounting of fuel injection valve.
Hand tools:
Starting position:
Top cover on the cylinder head and front cover on Ring and open end Spanner 22mm
the fuel injection pump has been dismounted. Ring and open end Spanner 24mm
Fuel injection pipe dismounted 514-01.05 Socket spanner 24mm
Socket spanner 30mm
Tools for cleaning.
Clean kerosene or gas oil.
Anti seize product
(Copaslip, Molykote GN Plus or similar).
Related procedure:

Manpower:
Working time : 2 hour
Capacity : 1 man 51402 224 3/valve
Data:

98.28-EOO
STX Engine
514-01.10 Fuel Injection Valve-NICO
Working Card
Page 2 (4)
Edition 04H
L23/30H
The fuel injection valve is the Single component 3. Clean the Iower par of the atomizer complete
that has the greatest influence on the~diesel en- ~(J) from carbonized oil deposits before~dis-
gine condition. Various forms of Operation and mantling the nozzle nut (H). Remove the
quality of fuel oil affect the overhaul intervals. In nozzle nut (H) and the atomizer complete©
some cases it may be necessary to shorten the (J).
prescribed intervals.
Dismounting and cleaning:
1. Dismount the fuel injection valve from the

cylinder head by means of the Special tool
as shown in fig. 1.
B. Nut
C. O-ring
0. Adjusting screw
E. O-ring
F. Spring
G. Spindle
H. Nozzle nut
J. Atomizer complete
Fig 2 Fuel injection valve.
Attention!
Do not damage the lapped surface.
Fig 1 Dismounting offuel injection valve from cylinder head. 4. The spring (F) and the spindle (G), are to be
taken out by loosening the adjusting screw
(D), completely.
2. Mount the fuel injection valve into the clamp-
ing bracket VTO-W020 (see plate 52014, 5. All parts must be cleaned with kerosene or
item 025) on the pressure testing pump, and gas oil and a hard brush (not a steel brush).
loosen the nut (B) fig2.
Unstress the spring by turning the adjusting 6. Clean the nozzle holes of charred coke by 8
CM
screw(D). means of the supplied Special drill (see plate IO
I
52014-011H item 108) with holder. Q
o
7. Clean the cooling chamber and the cooling

ducts in the nozzle body and injector body
by placing these in a cleaning liquid and then
blow through the parts with dry working air.

Working Card
Fuel Injection Valve-NICO 514-01.10
L23/30H
Inspection of the parts: Pressure testing of fuel injection valve:
8. Atomizer complete are matched by lapping 14. The most effective checking of the fuel
and are therefore only interchangeable as valves is obtained through pressure testing,
units. Insert nozzle needle with gas oil in the preferably carried out after each overhaul
nozzle body. and also in case of irregularities in Operation.
A. It must be controlled whether the nozzle The pressure testing is carried out in the fol-
needle slides down by its dead weight lowing way by means of the pressure testing
on its seat. apparatus supplied.
9. If the holes are oval worn, which is checked 15. Mount the fuel injection valve in the bracket
with of a magnifing glass, the atomizer VTO-W020 (see plate52014 item no.25)
complete mast be scrapped. again: The bracket to be in such a position
that the nozzle of the injector is pointing
10. The best way, however, to check if the holes downwards.
are worn out is to control the flow rate of the
atomizer which, in general, only can be 16. Fortest of the injection pressure and
made at the manufacturer's works on a atomizing mount the test pipe VTO-W021
Special test stand. (see plate 52014 item 049), increase
pressure by means of the lever on the test
11. Every effort to refinish will result in pump, and adiust the opening pressure to
alterations of these values and malfunction 320 bar, by the adjusting screw (D),see fig 2,
of the atomizer complete. If heavy abrasion then tighten nut (B) and check opening
Symptoms, respectively damages are pressure again.
observed at the Visual inspection of the
parts, the parts in question must be Do not expect chattering, but make sure that the
replaced. nozzle spray from all holes in the same angle, The
nozzle might chatter if the lever is worked very
Reassembling: fast, actually by hitting it.
Do not expect a nozzle tip with more than 1000
12. When all parts have been overhauled, found running hours to perform like a new nozzle in the
in good order and carefully cleaned, test pump.
assemble the fuel injection valve again. Then increase the pressure to 300 bar and keep
the pressure by working the lever slowly
13. When assembling the injection valve, downwards. When the pressure is kept at 300 bar,
proceed in the opposite order compared to there should be no more than one drip from the
the disassembly. nozzle tip for approx.3-5 see.
Pay attention to the following:
WARNING: Keep out of the fuel jets as they will
A. Lubricate the threads on the adjusting penetrate the skin. Fuel which has penertated
screw (D) with lub. oil, and the threads of the skin can cause painful inflammations
the injector body for the nozzle nut. The (blood poisoning).
shoulder of the atomizer complete which
is in contact with the noble nut, must be
lubricated with an antiseizure product.
D
o B. The sealing plane surface of body and
co
CM
O
nozzle must be wiped dry with paper.
g C. Renew the O-rings (C) and (E).
D. Tighten torque for nozzle nut (see page

500.40.)
98.28-EOO
STX Engine
514-01.10 Fuel Injection Valve-NICO Working Card
Page 4 (4)
Edition 04H
L23/30H
Mounting of the fuel injection valve in cylinder 19. Mount the high pressure pipe before tighten-
head: ing the nutsthen it is easiertofitihethreads.
20. Put on the distance pieces, fit the nuts and

tighten up with a torque Spanner (for torque
moment, see page 500.40).
Fig 3 Grinding tools for seat and liner for fuel injection valve.
17. Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head.
If necessary, grind the seating face with the
grinding tool (see fig 3).
18. Coat the O-rings and the Iower part of the

valve with an antiseizure product, place the
Fig 4 Grinding tools for fuel injection valve (extra tools).
valve in the cylinder head and press it down
to the seat.
S
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CM
s
O

Working Card
Fuel Oil Split Filter 514-01.15
L23/30H
B Stoppedengine Plate no Item no Note

ü Shut-off startingair
B Shut-off fuel oil
• Shut-off cooling oil
Description:
Disassembly, cleaning and assembly of fuel oil

split filter. Hand tools:

Kerosene, gas oil or similar.
Starting position:
Related procedure:
Working time : 1/2 hour Plate no Item no Qty. /

Capacity : 1 man
Data:

91.08 - ES0S-G
STX Engine
514-01.15 Fuel Oil Split Filter Working Card
L23/30H
1) During normal Operation both filters should be in 3) Position of three way cock, see fig 2.
Operation, Single Operation only to be used when
dismantling one of the filters for manual cleaning or
inspection.
2) Normally the filters are cleaned during Operation

by tuming the handle, (1)seefig1, on thefilterhousing
top a couple of turns. (clockwise).
Simultaneously with turning of the handle, the drain

cock, (2) in bottom of the filter housing should be
opened in orderto drain of the dirt being scraped of the
filter element, (3).
Left Filter Both filters in Right Filter

This position is Operation. This position is
only for cleaning only for cleaning
of the right filter, of the left filter,
not for continu- not for continu-
ous operating. ous operating.
Fig 2. Fuel oil split filter (top view).
Note: Shut-off fuel oil, before dismantling filter ele-

ment.
4) If no drainage occurs when the drain cock is

opened, the filter housing should be dismantled for
manual cleaning. Remove the nuts (5), and take out
the filter element (3).
5) Clean the filter element in kerosene gas oil or

similar and blow it dry with working air.
Fig 1 Fuel oil split filter 6) Mount the filter element again.
7) The filter element itself should never be dis-

mantled, but has to be replaced if damage or mal
function is experienced.
91.08 -ES0S-G
STX Engine
Working Card
Check of Fuel Oil Piping System 514-01.90
L23/30H

• Shut-offcooling water
D Shut-off fuel oil
D Shut-offcooling oil
Description:
Check of fuel oil piping System.

Hand tools:
Starting position:
Engine isrunning.
Related procedure:
Working time: Vihour Plate no Item no Qty /

Capacity : 1 man
Data:

Declarationofweight (Page500.45)
92.04 - ES0S-G
STX Engine
514-01.90 Check of Fuel Oil Piping System Working Card
L23/30H
Fuel Oil System. 4) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
1) Dismountthe Covers to the injection pumps. Blow-
throughdrainpipes. 5) Check flexible connections for leaks and damages.
2) Examine the piping System for leaks. 6) Check the conditionofthelowerO-ringforthe fuel
injecting valves by means of the venting pipe.
3) Retighten all bolts and nuts in the piping system.
For fuel oil condition, see section 504.
Venting pipe
Fig 1. Cross section of cylinder head
i
S
S
s
92.04 - ES0S-G
STX Engine
Working Card
Page 1 (3) Adjustment of The Maximum Combustion Pressure 514-05.01
Edition 01H
L23/30H

D Shut-offcooling water 52006 261 20-120 Nrn.
D Shut-offfueloil 52010 011
D Shut-offcoolingoil 52008 058
II Stopped lub. oil circul.
Description:
Adjustment ofthe maximum combustion pressure

for the cylinders one by one and for all cylinders in
total.
Hand tools:
Starting position: Ring and open end Spanner, 19 mm.

Camshaft mounted and adjusted in Depthgauge.
relation to the crankshaft (lead), 507-01.20 Plastic hammer.
Intermediate wheel mounted.
Related procedure:
Working time : 2-5 hours Plate no Item no Qty /

Capacity : 1 man
50801 124 1 set/cyl
Data:

91.45- ES0S-G
STX Engine
514-05.01 Adjustment of The Maximum Combustion Pressure Working Card
Page 2 (3)
Edition 01H
L23/30H
tf fuel oil valve, piston, inlet and exhaust valves as Thinnerand/orfewer shims (increaseof the distance
well asturbocharger andcharge aircooler are working "X") results in a delayed injection timing and a Iower
correct and the compression pressure P^^ is normal max"
the maximum combustion pressure will indicate the
injection timing for the fuel oil pump. Thicker and/or more shims (reduction of the distance
"X") results in an advanced injection timing and a
If Pmax is too Iow it indicates that the injection timing
is delayed.
If the distance "X" is to be changed the trigger (1) is
If Pmax is too high it indicates that the injection timing used for dismantlingofthe thrust piece (2), whereafter
is advanced. the thickness and/or the number of shims (3) can be
changed.
The injection timing can be altered by inserting or
removing shims under the thrust piece on the roller By changing "X" with 0.10 mm the maximum combus-
guide, thus changing the measure "X", see fig 1. tion pressure is changed with - see page 500.35.
After replacement of shims the thrust piece is re-

mounted in the roller guide (4) with a soft hammer (5).
Measure "x" When changing "X" it must be ensured that the
Total height
1 Extractor 2 Thrust piece

3 Shims 4 Roller guide
5 Soft hammer
Fig1
Fig 3
Action Results
Total height Distance Injection Max. combustion

on roller guide "x" timing pressure
increased t Reduced i Advanced t increased T
Reduced i increased t Delayed i Reduced 4-
Fig 2
91.45 - ES0S-G
STX Engine
Working Card
Page 3(3) Adjustment of The Maximum Combustion Pressure 514-05.01
Edition 01H
L23/30H
distance between the upper edge of the roller guide
housing and the thrust piece on the roller guide is not
exceeded, when the roller is resting on the circular
part of the fuel cam, see page 500.35.
In all cases "X" must be checked and adjusted, if

necessary, when fuel oil pump, roller guide, roller
guide housing and/or camshaft section have been
replaced/dismantled.
Note: If several fuel oil pumps, roller guides, roller

guide housings and/or camshaft sections are dis-
mantled atthe same time it is advisable to numberthe
parts in order tofacilitate remounting and adjustment.
If the maximum combustion pressure differsfromthe

test bed records after adjustment of each individual
pump the camshafts placement can be changed, as
the camshafts gear wheels are provided with oblonged
holes so that they can be turned in relation to the hub.
The gear wheel is provided with an engraved scale,

see fig 4, and the hub ofthe cam shaftis provided with Fig. 4
a mark.
When the screws, which fasten the gear wheel, are If the crankshaft is turned againstthe engines normal
loosened the gear wheel is turned (by turning the direction of rotation the maximum combustion pres-
crankshaft) in relation to the camshaft. By reading the sure P-max is increased.
angle in which the gear wheel is displaced in relation
to the camshaft the altered Pmax can be calculated. A After the adjustment the screws are fastened with a
line on the scale corresponds to: see page 500.35. torque wrench, see page 500.40, and secured.
If the crankshaft is turned in the engines normal

direction of rotation the maximum combustion pres-
sure P-max is reduced.
91.45 - ESOS-G
STX Engine
Your Notes:
o
§
m
CM
m
Q
9
STX Engine
Working Card
Fuel Oil Feed Pump 514-10.00
Page 1 (3) EditionOI H
L23/30H
M Stopped engine Plate no. Item no. Note.

H Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of fuel oil

feed pump. Hand tools:
Adjustment of fuel oil pressure.
Allen key, 8 mm, 10 mm, 22 mm.
Ring and open end spanner, 17 mm.
Ring and open end spanner, 46 mm.
Starting position: Big screwdrive r.
Adjustable spannen
All pipe connections to the feed pump have been Puller.
disconnected, and the feed pump is removed Hard brush.
from the engine. Gas oil.
Related procedure:
Working time : 4 Hours Plate no. Item no. Qty./

Capacity : 1 man
51410 049 1/pump
Data: 51410 050 4/pump
51410 108 1/pump
Data for pressure and tolerance (Page 500.35) 51410 265 1/pump
96.26 -ES0S
STX Engine
514-10.00 Fuel Oil Feed Pump Working Card
Page 2 (3)
Edition 01H
L23/30H
Disassembly. 7) Renew the sealing ring in cover (11).
1) Remove the coupling part (14), see fig. 1, by 8) Inspect all other parts for wear and damage,
means of a puller. and renew, if necessary.
2) Remove screws (12) and dismount the cover

(11) with locking ring, sealing ring, o-ring and rotating Assembly:
packing (9).
9) Mount the gear wheel (5 and 7), coat the
3) After removal of the screws (4) (6 pcs.) the sealing lip with silastene or similar and mount the
cover (3) is dismantled and the gear wheels (5 and cover (3).
7) are pulled out.
10) Mount the rotating packing (9) and the cover
4) Dismounting of the spring loaded adjustable (11) with sealingring,o-ring, locking ring and coupling
by-pass valve. (14).
Remove the cap nut (21), nut (20), spring housing 11) Mount the spring loaded by-pass valve, nut
(19), spring (18) and the cylinder (23). If the piston (20), gasket (16), cap nut (21) and plug screw (15).
(17) cannot be pulled out from the same side the plug
screw (15) can be removed and the piston can be 12) Mount the feed pump on the engine and con-
pressed from this side with a screw driver or the like. nect all the pipes.
Overhaul: Adjusting of Fuel Oil Pressure.
5) Clean all the parts with gas oil and a hard 13) The outlet pressure of the feed pump, can be
brush. adjusted by means of an adjusting screw in the by-
pass valve.
Warning: Never use a steel brush.
Remove the cap nut (21) and loosen the nut (20).
The parts are blown clean with working air.
By turning the spring housing clockwise the pressure
6) If the bearing bush are to be removed the is raised and reverse the pressure is Iowered by
existing bearing bush is plugged out, the bores are turning the spring housing (19) anti-clockwise. When
cleaned and new bearing bush is mounted, see fig. the correct pressure is reached, see page 500.30,
2. the spring housing (19) is locked with nut (20) and
finally the gasket (16) and cap nut (21) are mounted.
Before the gear wheels can be mounted the bearing
bush must be adjusted with a reamer or a bearing
scraper, so that the gear wheel can run easily when
the pump is assembled.
STX Engine 96.26 -ES0S

Working Card
Fuel Oil Feed Pump 514-10.00
L23/30H
Fig. 2. Mounting ofbearing bush.
Fig. 1. Fuel oil feed pump.
x
3
96.26 -ES0S
STX Engine
Your Notes:
a
o
1
Q
o
STX Engine
Plate
Page 1 (2) Fuel Injection Pump - NICO 51401-03H
L23/30H
661
840
852
840
CNI
cd
o
m
Q
o
781
98.28-EOO
STX Engine
Plate
51401-03H Fuel Injection Pump - NICO Page 2 (2)
L23/30H
Item Item
No. No.
577 1/P O-ring
589 1/P O-ring
590 1/P O-ring
600 2/P Deflector
612 2/P Gasket
624 1/P Washer
636 1/P Pointer
648 1/P Nut
661 1/P Control rack
673 1/P Pump housing, complete
685 1/P Gasket
697 1/P Plug
707 1/P Snap ring
719 1/P Rack stopper
720 1/P Control sleeve
732 1/P Spring seat
744 1/P Spring: Plunger
756 1/P Spring seat
768 1/P Guide: Plunger
781 1/P Snap ring
793 4/P Bolt
803 1/P Case: Oelivery valve
815 1/P Ring
827 1/P Spring: Delivery valve
839 4/P Bolt
840 1/P Plunger, complete
852 1/P O-ring
s:
o
m
CM
* = Only available as part of a spare parts kil

Qty./P = Qty./Pump

Plate
Page 1 (2) Fuel Injection Valve - NICO 51402-03H
L23/30H
273
307
236
319
248
CM
00
O
320
m 261
CNI
IT)
Q
o
98.28-EOO
STX Engine
Plate
51402-03H Fuel Injection Valve - NICO Page 2 (2)
L23/30H
Item Item
Oty. Designation Oty. Designation
No. No.
190 1/V Plug screw
200 1/V Gasket
221 1/V Injector body
224 3/V O-ring
236 2/V Dowel pin
248 1/V Atomizer, complete
261 1/V Nozzle nut
273 3/V Cap nut
285 1/V Nut
297 1/V Adjusting screw
307 1/V O-ring
319 I/O Spring
320 1/V Spindle
•
9
oo
* = Only available as part of a spare parts kit.

Qty./V = Qty./Valve
Qty./C = Qty./Cylinder.

Plate
Page 1 (2) Fuel Oil Filter Duplex 51403-02H
L23/30H
076
015 206
196
-c 123
111
98.27 - ESO
STX Engine
Plate
51403-02 H Fuel Oil Filter Duplex Page 2 (2)
L23/30H
Item Item
015 1/E Fuel oil filter duplex, Braendselsoliespalte-

complete ftlter, komplet
027 2/F Filter element, Filterelement, komplet

complete
052 8/F Nut Metrik
064 2/F O-ring O-ring
076 1/F O-ring O-ring
088 2/F Plug screw Propskrue
111 2/F Gasket Pakning
123 2/F Drain cock, Aftapningshane,

complete komplet
147 1/F Fixing screw Fastspaendingsskrue
159 2/F Disc Skive
172 2/F Counter nut Omlabsmotrik
184 2/F Sealing screw Taetningsskrue
196 2/F Handle Händtag
206 2/F Split pin Split
3
9
Ved bestilling af reservedele, se ogsä side 500.50.
8
Qty./E = Qty./Engine. Qty./E = Qty./Engine.
Qty./F = QtyJFilter Qty./F = Qty./Filter.

Plate
Page 1 (2) Fuel Injection Pipe 51404-01H
L23/30H
178
94.22 -ES0S
STX Engine
Plate
51404-01H Fuel Injection Pipe Page 2 (2)
L23/30H
Jtem Item
010 1/C Fuel injection pipe, Hojtryksror,

complete komplet
095 1/C Sleeve Styrebosning
142 2/C Flange Flange
154 4/C Screw Skrue
166 2/C Sealingring Tastningsring

201 2/C Sleeve in 2/2 Bosning 2-delt
213 2/C Wire lock ring Wire läsering
225 1/C Nut Metrik
237 1/C Screwed socket Gevindmuffe
250 1/C Nut Motrik
262 4/C Lockingwasher Läseskive
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
94.22-ES0S
STX Engine
Plate
Page 1 (2) Fuel Oil Feed Pump 51410-01H
L23/30H
265
277
289
204 216
157
145
170
182
253
290
96.20-ES0S
STX Engine
Plate
51410-01H Fuel Oil Feed Pump Page 2 (2)
L23/30H
Item Item
013 1/P Housing Hus
025 1/P Cover Daeksel
037 1/P Gearwheel Tandhjul
049 1/P Gearwheel Tandhjul
050 4/P Bush Foring
062 1/P Key Feder
074 1/P Coupling, complete Kobling, komplet
086 2/P Cap nut Kapselmotrik
098 2/P Gasket Pakning
108 1/P Rotating sealing Roterende pakning
121 6/P Screw Skme
145 1/P Plug screw Propsknje
157 3/P Gasket Pakning
169 2/P Cylindricalpin Cylindrisk stift
170 1/P Cap nut KapselmBtrik
182 1/P Nut Metrik
194 1/P Spring housing Fjederhus
204 1/P Plunger Stempel
216 1/P Spring Fjeder
228 1/P Flange Flange
241 3/P Screw Skrue
253 6/P Screw Skrue
265 1/P Sealing ring Taetningsring
277 1/P Cover Daeksel
289 4/P Screw Skrue
290 1/E Pump, complete Pumpe, komplet
300 1/P Circlip Sikringsring
312 1/P Cylinder Cylinder
Qty./P = Qty./Pump. Qty./P = Qty./Pumpe.
Qty./E = Qty./Engine. Qty./E = Qty./Motor
96.20 -ES0S
STX Engine

STX Man B&W 5l2330h Auxiliary Engine Manual p.2

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STX Man B&W 5l2330h Auxiliary Engine Manual p.2

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Instruction book for :

MAN B&W Diesel Identification No. for Instruction Book.

Identification No for Description: 000.00

Identification No for Working Card: 000 -_0_0.00

Identification No for Plates: 00000 - 00 H

For ordering of spare parts, see page 600.50.

MAN B&W Diesel A/S, STX Engine Co., Ltd.

Main data for gensets • -500.00

Piston, Connecting Rod, and Cylinder Liner

Camshaft and Camshaft Drive

Crankshaft and Main Bearings

O Engine Frame and Base Frame

C/) Fuel Oil System

Lubricating Oil System

Cooling Water System

Specific Plant Information

Main Data for Engine Type L23/30H

Main Data for Alternator Make HYUNDAI

Main Data for Turbocharger Make ENPACO-MAN B&W

Main Data for Governor Make WOODWARD

The book is a basic instruction manual for the

The engine is divided into a number of main compo-

Each of these sections Starts with technical de-

In particular, welding or work which causes spread-

Fire The opening of cocks may cause discharge of hot

Feeling over Turning with Air

Feel-over Sequence Check and Maintain

STX Engine 96.02 - ES0U-G

Engine Type Identification

MCR : Maximum continuous rating

Front End Flywheel End

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Exhaust Side / Right Side

Normal direction "clockwise" of diesel engine seen from flywheel end

Temperature Alarm High

Specification of letter code for measuring devices

Ist etter Following letters

Standard Text for Instruments

01 inlet to air cooler 05 outlet from alternator

10 inlet to engine 14B FW outlet air cooler

Lubricating Oil System

20 inlet to cooler 25 prelubricating

Charging Air System

30 inlet to cooler 35 surplus air inlet

Fuel Oil System

40 inlet to engine 45 fuel-rack position i

50 inlet to fuel valves 55

Exhaust Gas System

Compressed Air System

70 inlet toengine 75 microswitch for turning gear

80 85 microswitch for overload

91 natural gas -inlet toengine 95 voltage

Experience with the specific plant/crew is to be used

Each of the working cards can be divided into two: a

The front page indicates the following:

1. Safety regulations, which MUST be carried out

2. A brief description of the work.

3. Reference to work, which must be carried out,

Fig 1. Guidance instruction for working cards.

Time Between Overhaul

Readings of data forengine and alternatorwith refe-

Inlet and exhaust valve - overhaul and regrinding of

Cylinder head cooling water space - inspection 505-01.45

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