01 - Engine Doc - P-28049 - L2738-P - EN

MAN Diesel & Turbo D100-01
Preface
Preface
What does this book contain?
This instruction manual provides general guidance regarding operation and
maintenance of the engine. It is also to be used as reference when ordering
spare parts.
The manual is divided into a number of chapters that correspond to the main
components/units in the engine.
Each chapter consists of four main elements:
▪ Descriptions (explanatory text concerning design features, functionality
and operation)
▪ Work cards (specifications on how to perform different maintenance jobs)
▪ Data sheets (cooling system, lubrication system etc.)
▪ Spare part plates (spare part illustrations and additional lists)
Reliable and safe operation of the engine is dependent on correct operation
and maintenance. It is therefore important that the engine personnel is fully
acquainted with the contents of this book.
The equipment is delivered including a warranty clause which has been con-
tractually agreed upon.
It is, of course, a precondition for the validity of such a warranty that the
equipment is operated in accordance with agreed requirements and recom-
mendations.
Spare parts must be original spare parts purchased directly from MAN Diesel
& Turbo or from one of MAN Diesel & Turbo’s authorized workshops or
agents.
2016-05-25 - en
Description
D100-01
- 1 (4)
L27/38;
D100-01 MAN Diesel & Turbo
Preface
How do I order spare parts?

Spare part plates consist of a drawing of the spare part and an accompany-
ing list of the items shown on the drawing.
The drawing may not be completely identical to your plant and may also
show some items that are not included in your plant. The additional list of
items, however, is always in accordance with your specific plant.
Note that some items on the spare part drawings may only be delivered as
part of a kit or as a complete, assembled component. This, however, is gen-
erally stated on the drawing.
Plate no A BBCC–DD
A: A = 1 for engine
BBCC: BB = chapter (main function)
CC = subfunction
DD: version
When ordering spare parts (or reference is made in correspondence), you

must specify the following data:
1. Name of vessel (M/S Star)
2. Type of engine (6L27/38)
3. Product identification number (P-20643-01-11)
2016-05-25 - en
4. Spare part plate no (incl edition no – ex. P11010–01)

Description
5. Item no (ex. 7)
D100-01
6. Description of part and quantity required (eg 2 gaskets)

These data are used in order to ensure correct supply of spare parts for the
individual propulsion plants.
2 (4) -
L27/38;
MAN Diesel & Turbo D100-01
Preface
MAN Diesel & Turbo | PrimeServ
The MAN Diesel & Turbo Group offers worldwide round-the-clock service,
365 days a year. Apart from the MAN Diesel & Turbo service headquarters in
Augsburg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire, Tur-
bocharger and service centres on all continents provide comprehensive and
continuous support. The long service life associated with MAN Diesel &
Turbo products dictates a spare parts programme that ensures components
are available for products in operation for decades. Based on high-capacity
machines, MAN Diesel & Turbo service production facilities are able to com-
ply with special customer requests with the utmost precision and flexibility.
24-hour hotline number:
+49 1801 15 15 15
http://www.mandieselturbo.com/primeserv
2016-05-25 - en
Description
D100-01
- 3 (4)
L27/38;
D100-01 MAN Diesel & Turbo
Preface
How to return spare parts?

If the unfortunate situation occurs that your spare parts do not fit or is dam-
aged in any way, you need to return your spare parts to us.
The return procedure is as follows:
Send an email to our office via
primeserv-frh@mandieselturbo.com
Clearly stating:
▪ Our order number
▪ Item numbers
▪ Reason for return
▪ Your reference
▪ Pictures of damaged parts - if any
Please be noted that your parts are not to be returned unless there is an
agreement with our sales personnel.
When parts are received in good condition, we will issue a credit-note.
Please mark the box with our order number or attach a copy of our packing
list.
Please return by cheapest mean to the below address:
MAN Diesel & Turbo
Niels Juels Vej 15
9900 Frederikshavn
Denmark
Att: Dept. store
Warning
(Marine engines only)
It is important that all MAN Diesel & Turbo engines are operated within the
given specifications and performance tolerances specified in the engines'
Technical Files and are maintained according to the MAN Diesel & Turbo
maintenance instructions in order to comply with given emissions regula-
tions.
In accordance with Chapter I of the Code of Federal Regulations, Part 94,
Subpart C, §94.211 NOTICE is hereby given that Chapter I of the Code of
Federal Regulations, Part 94, Subpart K, §94.1004 requires that the emis-
sions related maintenance of the diesel engine shall be performed as speci-
fied in MAN Diesel & Turbo instructions including, but not limited to, the
instructions to that effect included in the Technical File.
2016-05-25 - en
Description
D100-01
4 (4) -
L27/38;
MAN Diesel & Turbo Questionnaire – Technical Documentation
Your opinion counts!
Your opinion counts!

Your opinion is valuable to us as it helps us to evaluate our services and to continuously improve the
quality of our Technical Documentation.
May we ask you for a few minutes of your time to complete and then return this questionnaire to
TechDoc@mandieselturbo.com:
Your company: Very Rather Rather Very
Your position: satisfied Satisfied dissatisfied dissatisfied
How do you rate the overall level of satisfaction with the

manuals supplied?
Which improvements would you suggest to be made in the future?
Ring binders and organisation

Comments/suggestions:
Labelling of ring binders

Structuring of information and documents

Access aids (contents page, index, register, etc.)

Preparation of CDs/DVDs (navigation, etc.)

Readability of texts and drawings (paper, CD/DVD)

Comprehensibility of contents
Scope of information provided

Customer satisfaction
1 (1)
MAN Diesel & Turbo
Data
Description Main Data .................................................................... D100A1-02
General safety precautions ........................................... D100B1-02
List of capacities, HFO/MDO/MGO operation ............... D100C2-04
Maintenance program HFO operation .......................... D100D2-02
Maintenance program - HFO operation ........................ D100E2-01
Operating data and set points ...................................... D100F1-02
“Green passport” ......................................................... D100G1-01
Weights of main components ....................................... D100H1-02
Tightening specification ................................................ D100J1-01
Data for pressure and tolerance ................................... D100J2-05
List of Symbols ............................................................ D100N1-01
Specification of lubricating oil (SAE 40) for heavy fuel
operation (HFO) ............................................................ D010.000.023-11-0001
Specification of heavy fuel oil (HFO) .............................. D010.000.023-05-0001
Viscosity-temperature diagram (VT diagram) ................ D010.000.023-06-0001
Specification of engine coolant ..................................... D010.000.023-13-0001
Specification of water for fuel-water emulsions ............. D010.000.023-16-0001
Specifications of intake air (combustion air) .................. D010.000.023-17-0001
Specification of compressed air ................................... D010.000.023-21-0001
Work Card Coolant ........................................................................ M010.000.002-03-0001
Coolant system ............................................................ M010.000.002-04-0001
Data Acceptance test protocol ............................................. P-28049-02-11

Report of analysis ........................................................ P-28049-02-11
Installation drawing ...................................................... 5786581-5 Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
MAN Diesel & Turbo D100A1-02
Main Data
Main Data
Main data for engine
The main particulars are carefully selected in order to
reach the optimal compromise between low operational
costs and reliability, - and fulfilling future legal emission
limit values.
Cylinder numbers 6-7-8-9
Power range 2040-3060 kW
Engine speed 800 rpm
Bore 270 mm
Stroke 380 mm
Swept volume/cylinder 21.8 l
Stroke/bore ratio 1,4 : 1
Bmep 23.4/25.2 bar
Mean piston speed 10,1 m/s
Compression ration 15.9: 1
Max. combustion press. 190/200 bar
Turbocharger principle Constant pressure Figure 1: Cross section of
Fuel quality according to HFO (up to 700 cSt/50° C, engine
RMK700)
MDO (DMB) - MGO (DMA,
DMZ)
according ISO8217-2010
Ignition sequence
Clockwise rotating engines (seen from aft end):
6 cyl: 1-2-4-6-5-3
7 cyl: 1-2-4-6-7-5-3
8 cyl: 1-2-4-6-8-7-5-3
9 cyl: 1-2-4-6-8-9-7-5-3
Counter clockwise rotating engines (seen from aft end):
6 cyl: 1-3-5-6-4-2
7 cyl: 1-3-5-7-6-4-2
8 cyl: 1-3-5-7-8-6-4-2
9 cyl: 1-3-5-7-9-8-6-4-2
2013-06-19 - en
Description
D100A1-02
- 1 (1)
L27/38;
MAN Diesel & Turbo D100B1-02
General safety precautions

General
Correct operation and maintenance, which is the aim of this book, are crucial
points for obtaining optimum safety in the engine room. The general meas-
ures mentioned here should therefore be routine practice for the entire
engine crew.
Engine room staff

Operation & Maintenance of MAN Engines is to be carried out by qualified
professional personal.
Minimum safety equipment requirements:

1. Safety shoes
2. Hearing protection (to be used if sound level exceeds 80 dB (A))
3. Boiler suit or other protective wear
Use helmet if load is lifted more than 2 meters!
Use harness working at heights over 2 meters!
Please check Work cards if additional personal protection is needed for spe-
cific work procedures.
Signs / Nameplates
Signs and nameplates mounted on the engine are not to be removed, pain-
ted over, or in any other way be made unreadable. This includes safety signs,
signs with serial numbers, signs with instructions, etc.
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Description
D100B1-02
- 1 (14)
L27/38;
D100B1-02 MAN Diesel & Turbo
Special dangers
Keep clear of the space below a crane with load.

Opening of cocks may cause discharge of hot liquids or gases.
Blow-off from safety valve will discharge hot liquids, gasses and flash
flame.
Observe which way liquids, gases or flames will spray, and keep clear.
Dismantling of parts may cause the release of springs.
Do not stand near turbochargers in case of any abnormal running.
Do not stand near crankcase doors or relief valves - nor in corridors
near doors to the engine room casing - when alarms for oil mist, high
lube oil temperature.
Cleanliness
The engine and engine room should be kept clean and tidy.
Oily rags must never be left around the engine room spaces as they are
highly flamable and slippery.
Remove any oil spil at once.
If there is a risk of grit or sand blowing into the engine room, stop the ventila-
tion and close the ventilating ducts, skylights and engine room doors.
Welding, or other work which causes spreading of grit and/or swarf, must
not be carried out near the engine unless it is closed or protected, and the
turbocharger air intake filters covered.
The exterior of the engine should be kept clean, and the paintwork main-
tained, so that leakages can be easily detected.
Fire
Keep the areas around the relief valves free of oil, grease, etc.
to prevent the risk of fire caused by the emitted hot air/gas in
the event that the relief valves open.
Do not weld or use naked lights in the engine room, until it has been ascer-
tained that no explosive gases, vapour or liquids are present.
If the crankcase is opened before the engine has cooled down, welding and
the use of naked flames will involve the risk of explosions and fire. The same
applies to inspection of oil tanks and of the spaces below the floor.
Attention is furthermore drawn to the danger of fire when using paint and sol-
2017-05-15 - en
vents having a low flash point. Porous insulating material, soaked with oil
Description
from leakages, is easily inflammable and should be renewed.

D100B1-02
2 (14) -
L27/38;

Order / Tidiness
Hand tools should be securely fastened and placed on easily accessible tool
panels. Special tools should be fastened in the engine room, close to the
area to be used.
No major objects must be left unfastened, and the floor and passages
should be kept clear.
Spares
All spares should be protected against corrosion and mechanical damage.
The stock should be checked at intervals and replenished in good time.
Lighting
Ample working light should be permanently installed at appropriate places in
the engine room spaces, and portable working light should be obtainable
everywhere. 24v safety lamps must be available for use inside the engine.
Harmful materials
Always follow the manufactures specific instructions, i.e. the material safety
data sheet.
Use protective gloves, goggles, breathing mask and any other recommen-
ded protective gear, as stated in the material safety data sheet.
While handling harmful materials is it important to secure proper ventilation
and shielding if needed.
In the event of leaks or spillage, spread binding agents immediately and dis-
posal according to the material safety data sheet.
Freezing
If there is a risk of damage due to freezing when the plant is out of service,
engines, pumps, coolers, and pipe systems should be emptied of cooling
water.
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Description
D100B1-02
- 3 (14)
L27/38;
Following safety equipment respectively safety measures must be provided by yard/end-

customer
▪ Securing of the engine´s turning gear
Before engaging the turning gear, ensure that the starting air supply is
shut off, the main starting - and that the indicator cocks are open.
When the turning gear is engaged, check that the indicator lamp “Turn-
ing gear engaged” has switched on.
The turning gear´s gear wheel has to be covered. The turning gear
should be equipped with a remote control, allowing optimal positioning of
the operator, overlooking the entire hazard area (a cable of approximately
20 m length is recommended).
It has to be prescribed in the form of a working instruction that:
– the turning gear has to be operated by at least two persons
– the work area must be secured against unauthorized entry
– only trained personnel is allowed to operate the turning gear
▪ Securing of the starting air pipe
To secure against unintentional restarting of the engine during mainte-
nance work, a disconnection and depressurization of the engine´s start-
ing air system must be possible. A lockable starting air stop valve must
be provided in the starting air pipe to the engine.
▪ Securing of the turbocharger rotor
To secure against unintentional turning of the turbocharger rotor while
maintenance work, it must be possible to prevent draught in the exhaust
gas duct and, if necessary, to secure the rotor against rotation.
▪ Safeguarding of the surrounding area of the flywheel
The entire area of the flywheel has to be safeguarded by yard/end-cus-
tomer.
Special care must be taken, inter alia, to prevent from: ejection of parts,
contact with moving machine parts and falling into the flywheel area.
▪ Consideration of the blow-off zone of the crankcase cover´s relief valves
If crankcase explosions should occur, the resulting hot gases will be
blown out of the crankcase through the relief valves.
This must be considered in the overall planning.
▪ Setting up storage areas
Throughout the plant, suitable storage areas have to be determined for
stabling of components and tools. Thereby it is important to ensure sta-
bility, carrying capacity and accessibility. The quality structure of the
ground has to be considered (slip resistance, resistance against residual
liquids of the stored components, consideration of the transport and traf-
fic routes).
▪ Proper execution of the work
Generally, it is necessary to ensure that all work is properly done accord-
2017-05-15 - en
ing to the task trained and qualified personnel. Special attention must be
Description
paid to the execution of the electrical equipment. By selection of suitable

D100B1-02
specialized companies and personnel, it has to be ensured that a faulty

feeding of media, electric voltage and electric currents will be avoided.
4 (14) -
L27/38;
▪ Installation of flexible connections

For installation of flexible connections please follow strictly the informa-
tion given in the planning and final documentation and the manufacturer
manual.
Flexible connections may be sensitive to corrosive media. For cleaning
only adequate cleaning agents must be used (see manufacturer manual).
Substances containing chlorine or other halogens are generally not
allowed.
Flexible connections have to be checked regularly and replaced after any
damage or life time given in manufacturer manual.
▪ Connection of exhaust port of the turbocharger at the engine to the
exhaust gas system of the plant
The connection between the exhaust port of the turbocharger and
exhaust gas system of the plant has to be executed gas tight and must
be equipped with a fire proof insulation.
The surface temperature of the fire insulation must not exceed 220 °C.
In workspaces and traffic areas, a suitable contact protection has to be
provided whose surface temperature must not exceed 60 °C.
The connection has to be equipped with compensators for longitudinal
expansion and axis displacement in consideration of the occurring vibra-
tions.
(The flange of the turbocharger reaches temperatures of up to 450 °C).
▪ Generally, any ignition sources, smoking and open fire in the mainte-
nance and protection area of the engine is prohibited.
▪ Smoke detection systems and fire alarm systems have to be provided.
▪ Signs
– Following figure exemplarily shows the declared risks in the area of a
combustion engine.
– This may vary slightly for the specific engine. This warning sign has to
be mounted clearly visibly at the engine as well as at all entrances to
the engine room or to the power house.
2017-05-15 - en
Description
D100B1-02
Figure 1: Warning sign
- 5 (14)
L27/38;
– Prohibited area signs

Dependending on the application, it is possible that specific operat-

ing ranges of the engine must be prohibited.
In these cases, the signs will be delivered together with the engine,
which have to be mounted clearly visibly on places at the engine
which allow intervention to the engine operation.
▪ Optical and acoustic warning device
Due to noise-impared voice communication in the engine room/power
house, it is necessary to check where at the plant additionally to acoustic
warning signals optical warning signals (e.g. flash lamp) should be provi-
ded.
In any case, optical and acoustic warning devices are necessary while
using the turning gear and while starting/stopping the engine.
▪ Engine room ventilation
An effective ventilation system has to be provided in the engine room to
avoid endangering by contact or by inhalation of fluids, gases, vapours
and dusts which could have harmful, toxic, corrosive and/or acid effects.
▪ Venting of crankcase and turbocharger
The gases/vapours originating from crankcase and turbocharger are
ignitable. It must be ensured that the gases/vapours will not be ignited by
external sources. For multi-engine plants, each engine has to be ventila-
ted separately. The engine ventilation of different engines must not be
connected.
In case of an installed suction system, it has to be ensured that it will not
be stopped until at least 20 minutes after engine shutdown.
▪ Drainable supplies and excipients
Supply system and excipient system must be drainable and must be
secured against unintentional recommissioning (EN 1037). Sufficient ven-
tilation at the filling, emptying and ventilation points must be ensured.
The residual quantities which must be emptied have to be collected and
disposed of properly.
▪ Spray guard has to be ensured for liquids possibly leaking from the
flanges of the plant´s piping system. The emerging media must be
drained off and collected safely.
▪ Composition of the ground
The ground, workspace, transport/traffic routes and storage areas have
to be designed according to the physical and chemical characteristics of
the excipients and supplies used in the plant.
Safe work for maintenance and operational staff must always be possi-
ble.
▪ Adequate lighting
Light sources for an adequate and sufficient lighting must be provided by
yard/end-customer. The current guidelines should be followed.
(100 Lux is recommended, see also DIN EN 1679-1)
2017-05-15 - en
▪ Working platforms/scaffolds
Description
For work on the engine working platforms/scaffolds must be provided

D100B1-02
and further safety precautions must be taken into consideration. Among

other things, it must be possible to work secured by safety belts. Corre-
sponding lifting points/devices have to be provided.
6 (14) -
L27/38;

▪ Fail-safe 24 V power supply
Because engine control, alarm system and safety system are connected
to a 24 V power supply this part of the plant has to be designed fail-safe
to ensure a regular engine operation.
▪ Intake air filtering
In case of air intake is realized through piping and not by means of the
turbocharger´s intake silencer, appropriate measures for air filtering must
be provided. It must be ensured that particles exceeding 5 μm will be
restrained by an air filtration system.
▪ Quality of the intake air
It has to be ensured that combustible media will not be sucked in by the
engine.
Intake air quality according to the relevant section of the project guide
has to be guaranteed.
▪ Emergency stop system
The emergency stop system requires special care during planning, reali-
zation, commissioning and testing at site to avoid dangerous operating
conditions. The assessment of the effects on other system components
caused by an emergency stop of the engine must be carried out by yard/
end-customer.
2017-05-15 - en
Description
D100B1-02
- 7 (14)
L27/38;
Lifting precautions
Lift of engine components needs to be planned through all steps of the lifting
procedure.
When lifting loads below 500 kg the use of a tackle is required.
Lifting attachments are to be tightened into full contact with the component
to be lifted.
Only use designated lifting points, see Instruction Manual for guidance.
Make sure the lowest Safe Working Load (SWL) of the lifting equipment in
the lifting chain is never exceeded.
Keep lifting equipment clear of sharp edges.
Make sure to attach the load correctly on the crane hook.
Always keep clear of the space below a crane with load.
Working air
Use of working air requires safety goggles and gloves.
Avoid blowing pressurised air directly at skin.
Sealing materials
Use gloves made of neopren or PVC when removing O-rings and other rub-
ber/plastic-based sealing materials which have been subjected to abnormally
high temperatures.
First aid measures: In the event of skin contact - rinse with plenty of water -
remove all contaminated clothing - consult a doctor - dispose of all material
and gloves in accordance with laws and regulations.
Hot surfaces
Beware of hot surfaces and use gloves.
Safety valve
Beware of unexpected opening of safety valves and its exhaust opening in
top of the cylinder top cover as hot liquids, gasses and flash flame will be
discharged.
Fuel nozzle testing

The removal of fuel valves (or other valves in the cylinder head) may cause oil
to run down to the piston crown; if the piston is hot, an explosion may then
blow out the valve. When testing fuel valves with the hand pump, do not
touch the spray holes, as the jet may pierce the skin.
Alarms
2017-05-15 - en
Description
It is important that all alarms lead to prompt investigation and remedy of the
D100B1-02
error. No alarm is insignificant. The most serious alarms are equipped with
slow-down and/or shut-down functions. It is therefore important that all
engine operation personel are familiar with and well trained in the use and
importance of the alarm system.
8 (14) -
L27/38;

Safety notes
This warning is used when an operation, procedure, or use may cause

personal injury or loss of life.

a latently dangerous state of personal injury or loss of life.

damage to or destruction of equipment and a slight or serious injury.

damage to or destruction of equipment.
Subsuppliers and external equipment

Please check the special instructions concerning subsupplier delivery and
external equipment for specific warnings!
Special notes
Health Risk!
Health Risk!
Due to vibrations during engine operation, especially in awkward
positions!
The area around the engine

2017-05-15 - en
Description
D100B1-02
The area around the engine must be clean and tidy!
- 9 (14)
L27/38;
Tool
Use original tool!
Tool and wire
Use original tool!

Use original wire for lifting!
Warning!
Be aware of stored energy source!
Air supply!
Air supply must not be interrupted when engine is running
Warning!
2017-05-15 - en
Do not reach inside engine!

Description
D100B1-02
10 (14) -
L27/38;

Safety precautions at maintenance
Before maintenance work is carried out, the engine must be stopped and
blocked according to the safety precautions given on the specific data page,
page 1 of each Working Card.
The necessary items to be stopped and / or blocked are marked as shown in
below examples.
Figure 2: .
Figure 3: .
2017-05-15 - en
Description
D100B1-02
- 11 (14)
L27/38;
Data sheet signs

Data sheets may include warning signs for special dangers that could arrise
in connection with the maintenance procedures.
Warning signs Mandatory action signs

General warning General mandatory
sign action sign
Explosive material Wear ear protec-

tion
Drop (fall) Wear eye protec-

tion
Slippery surface Wear safety foot-

wear
Electricity Wear protective

gloves
Overhead load Wear face shield
Hot surface Wear head protec-

tion
Crushing Wear mask
Overhead obstacle Wear respitory pro-

tection
Flammable Wear safety har-

ness
Crushing of hands Disconnect before

carrying out main-
tenance
2017-05-15 - en
Pressurized cylin-
der
Description
D100B1-02
12 (14) -
L27/38;
Warning signs Mandatory action signs

Pressurized device
Low temperature/
freezing
2017-05-15 - en
Description
D100B1-02
- 13 (14)
L27/38;
Placement of warning signs

L27/38, L27/38S
2017-05-15 - en
Description
D100B1-02
14 (14) -
L27/38;
MAN Diesel & Turbo D100C2-04
List of capacities, HFO/MDO/MGO operation

6-9L27/38: 340 kW/cyl., 800 rpm, HFO/MDO/MGO
Reference condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 77°C to
85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
41°C)
Setpoint Lube oil inlet engine °C 66°C nominal
72°C)
No of cylinders - 6 7 8 9
Engine output kW 2040 2380 2720 3060
Speed rpm 800
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 311 363 415 467
Charge air cooler; cooling water HT kW 640 725 804 878
Charge air cooler; cooling water LT kW 238 268 298 330
Lube oil (L.O.) cooler kW 276 322 368 413
Heat radiation engine kW 50 59 67 75
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 70 70 70 70

LT circuit (lube oil + charge air cooler LT stage) m /h
3
70 70 70 70
Lube oil m /h
3
80 115 115 115
External (from engine to system)
2013-03-20 - en
HT water flow (at 40°C inlet) m3/h 21 23.8 26.5 29

Description
LT water flow (at 38°C inlet) m /h

3
70 70 70 70
D100C2-04
- 1 (2)
L27/38;
D100C2-04 MAN Diesel & Turbo
Air data
Temperature of charge air at charge air cooler outlet °C 54 55 57 58

Air flow rate m /h
3 5)
13023 15193 17364 19534
kg/kWh 6,99 6,99 6,99 6,99
Charge air pressure bar 4.04
Air required to dissipate heat radiation (engine) (t2- m3/h 16202 19118 21710 24302
t1= 10°C)
Exhaust gas data 6)

Volume flow (temperature turbocharger outlet) m3/h 7) 26658 31102 35545 39988
Mass flow t/h 14,7 17,1 19,6 22,0
Temperature at turbine outlet °C 360 360 360 360
Heat content (190°C) kW 748 873 997 1122
Permissible exhaust back pressure mbar < 30
Pumps
External pumps 8)
For MGO/MDO-operation
Diesel oil pump (3.5 bar at fuel oil inlet B3) m3/h 1.44 1.68 1.92 2.16
For HFO-operation
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.70 0.81 0.93 1.04
Fuel oil circulating pump (8 bar at fuel oil inlet B3) m /h3
1.46 1.70 1.95 2.19
Lube oil pump (4.5 bar) m3/h 60 60 75 75
LT cooling water pump (2.5 bar) m3/h 62 62 62 62
HT cooling water pump (2.5 bar m /h3
62 62 62 62
Starting air data

Air consumption per start, incl. air for jet assist (IR/ Nm3 2.9 3.3 3.8 4.3
TDI)
1. HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder
head, water temperature outlet engine regulated by mechanical thermostat.
2. LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water tempera-
ture outlet engine regulated by mechanical thermostat.
3. Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4. Basic values for layout of the coolers.
5. Under above mentioned reference conditions.
6. Tolerance: quantity +/- 5%, temperature +/- 20°C.
7. Under below mentioned temperature at turbine outlet and pressure according above mentioned reference
2013-03-20 - en
conditions.
Description
8. Tolerance of the pumps delivery capcaities must be considered by the manufacturers.

D100C2-04
2 (2) -
L27/38;
MAN Diesel & Turbo D100D2-02
Maintenance program HFO operation
Maintenance program HFO operation

Major overhaul/inspection
2012-06-15 - en
Description
D100D2-02
- 1 (2)
L27/38;
Description Maintenance program HFO operation
2 (2)
D100D2-02 D100D2-02
-
L27/38;
MAN Diesel & Turbo
2012-06-15 - en
MAN Diesel & Turbo D100E2-01
Maintenance program - HFO operation
Maintenance program - HFO operation

Duties during operation
2015-07-14 - en
Description
D100E2-01
- 1 (2)
L27/38;
Description Maintenance program - HFO operation
2 (2)
D100E2-01 D100E2-01
-
L27/38;
MAN Diesel & Turbo
2015-07-14 - en
MAN Diesel & Turbo D100F1-02
Operating data and set points

Engine load @ MCR
Normal value at full Alarm set point Delay Reduced Shutdown
load at 100 % load sec. load of of engine
ISO conditions engine
Low High
Lubricating oil system
Temperature after cooler (inlet °C TI 21 68-73 80 2 85

engine)
Pressure before filter bar PI 21 4.2-5.0 4
Pressure after filter (inlet engine) bar PI 22 4.0-4.8

< 700 rpm 2.0 4 1.9 1.8
> 700 rpm 2.8 4 2.6 2.5
Pressure drop across filter bar PDAH 0.1-0.3 0.8 15 1.3
21-22
Pressure inlet turbocharger bar PI 23 1.3-2.2 1.0 4
(C)
Lubrication oil level low level 4
Temperature main bearing °C TI 29 80-95 103 4 105 108
Fuel oil system
Pressure after filter - MDO bar PI 40 5-8 1 4
Pressure after filter - HFO bar PI 40 8-10 (A) 4-6 (E) 4
Leaking oil high

leakage
level
Temperature inlet engine - MDO °C TI 40 20-40 45 2
Temperature inlet engine - HFO °C TI 40 80-140
Cooling water system
Pressure LT system, inlet engine bar PI 01 2.0-3.0 4

< 700 rpm 1.1 (B)
> 700 rpm 1.7 (B)
Pressure HT system, inlet engine bar PI 10 2.0-3.0 4
< 700 rpm 1.1 (B) 1.0 0.9
> 700 rpm 1.7 (B) 1.6 1.5
Temperature HT system, outlet °C TI 12 75-85 92 2 95 97
engine
2017-10-13 - en
Temperature HT system, inlet °C TI 10 65-70 45 80 2

engine
Description
D100F1-02
Temperature LT system, inlet °C TI 01 25-40 65 2

engine
Temperature LT system, outlet °C 35-45
engine
SaCoSone - 1 (4)
L27/38;
D100F1-02 MAN Diesel & Turbo
Normal value at full Alarm set point Delay Reduced Shutdown

load at 100 % load sec. load of of engine

ISO conditions engine
Low High
Exhaust gas and charge air
Exhaust gas temperature inlet TC °C TI 62 570 (N) 30 590

340 kW 480-530
365 kW 480-560
Exhaust gas temperature outlet cyl °C TI 60 510 (N) 30 530
340 kW 370-450 average average average
365 kW 370-500 (K) (K) (K)
±100 ±50 ±70
Exhaust gas temperature outlet TC °C TI 61 450 (N) 30
340 kW 300-425
365 kW 300-440
Charge air pressure after cooler bar PI 31 2.9-3.1
Charge air temperature after cooler °C TI 31 40-55 25 55 2 58
Starting air system
Press. inlet engine bar PI 1312 4

TDI 7-8 6.5
(max 10)
Gali < 30 15
Speed control system
Engine speed rpm SI 90 800 880 0 920
Turbocharger speed rpm (L) 97% 100%
Safety control air pressure bar PI 1322 7-8 6 4
Remarks to individual parameters
A. Fuel oil pressure, HFO operation

When operating on HFO, the system pressure must be sufficient to depress
any tendency to gasification of the hot fuel.
The system pressure has to be adjusted according to the fuel oil preheating
temperature.
B. Cooling water pressure, alarm set points

As the system pressure in case of pump failure will depend on the height of
2017-10-13 - en
the expansion tank above the engine, the alarm set point has to be adjusted
to 0.4 bar plus the static pressure. The static pressure set point can be
Description
adjusted in the display module.

D100F1-02
2 (4) SaCoSone -
L27/38;

C. Lubricating oil pressure, offset adjustment
At charge air pressure below 1.0 bar the lub. oil pressure to turbocharger is
normal at 0.6 ±0.1 bar.
The read outs of lubricating oil pressure has an offset adjustment because of
the transmitter placement. This has to be taken into account in case of test
and calibration of the transmitter.
E. Set points depending on fuel temperature
Figure 1: Set point curve
F. Start interlock
The following signals are used for start interlock/blocking:
1. Turning must not be engaged
2. Engine must not be running
3. "Remote" must be activated
4. No shutdowns must be activated.
5. The prelub. oil pressure must be OK, 20 min. after stop.
6. "Stop" signal must not be activated
G. Start failure
If remote start is activated and the engine is in blocking or local mode or
turning is engaged the alarm time delay is 2 sec.
Start failure will be activated if revolutions are below 50 rpm within 5 sec.
from start or revolutions are below 210 rpm 10 sec. from start.
Start failure alarm will automatically be released after 30 sec. of activation.
H. Alarm hysterese
On all alarm points (except prelub. oil pressure) a hysterese of 0.5% of full
scale are present. On prelub. oil pressure alarm the hysterese is 0.2%.
2017-10-13 - en
Description
I. Engine run signal

D100F1-02
The engine run signal is activated when engine rpm >780 lube oil pressure
>3.0 bar or TC rpm >5000 rpm.
If engine rpm is above 210 rpm but below 780 rpm within 30 sec. the engine
run signal will be activated.
SaCoSone - 3 (4)
L27/38;
K. Exhaust gas temperatures

The exhaust gas temperature deviation alarm is normally ±50° C with a delay
of 1 min., but at start-up the delay is 5 min. Furthermore the deviation limit is
±100° C if the average temperature is below 200° C.
L. Turbocharger speed
Normal value at full load of the turbocharger is dependent on engine type
(cyl. no) and engine rpm. The value given is just a guide line. Actual values
can be found in the acceptance test protocol or name plate on turbocharger.
N. Alarm at 110% load

During shop test of 110% load it can occur that there is exhaust gas temper-
ature alarm, this can be caused to high air temperature before compressor
combined with low ambient air pressure.
10° C change in ambient temperature correspond to approx. 15° C exhaust
gas temperature change.
2017-10-13 - en
Description
D100F1-02
4 (4) SaCoSone -
L27/38;
MAN Diesel & Turbo D100G1-01
“Green passport”
“Green passport”
"Green passport"
In 2009 IMO adopted the „Hong Kong International Convention for the Safe
and Environmentally Sound Recycling of Ships, 2009“
Until this convention enters into force the recommendatory guidelines “Reso-
lution A.962(23)” (adopted 2003) apply. This resolution has been implemen-
ted by some classification societies as “Green Passport”.
MAN Diesel & Turbo is able to provide a list of hazardous materials comply-
ing with the requirements of the IMO Convention. This list is accepted by
classification societies as a material declaration for “Green Passport”.
This material declaration can be provided on request.
2012-06-19 - en
Description
D100G1-01
- 1 (1)
L27/38;
MAN Diesel & Turbo D100H1-02
Weights of main components

Section Component Plate No Weight in
kg
1 10 Cover for crankcase (max) 1 1014 31.5
1 16 Cylinder liner 1 1610 140

Connecting rod 1 1612 52
Connecting rod, complete 1 1612 120
Piston, complete 1 1614 66
Cylinder head incl. rocker arms 1 1616 400
Cylinder unit complete 700
Marine head bearing 50
1 18 Turbocharger TCR18 1 1810 460

Turbocharger TCR20 1 1810 780
Charging air cooler 1 1812 490
1 20 Fuel injection pump 1 2016 75
1 28 Lubricating oil pump 1 2812 40

Lubricating oil filter 1 2816 40
Lubricating oil cooler 1 2818 310
Lubricating oil thermostatic valve housing 1 2820 45
1 30 Cooling water thermostatic valve housing 1 3012 50

Cooling water pump 1 3210 30
1 80 Engine operator panel 1 8010 25

2012-06-19 - en
Description
D100H1-02
- 1 (1)
L27/38;
MAN Diesel & Turbo D100J1-01
Tightening specification
Fuel injection system
Subject Threaded Thread Property Hydraulic Tighten- Lubricat- Locking Work card
part dimension class pressure ing torque ing type sealing
(bar) (Nm)
Lance for fuel injection valve Threa- M18x1.5 75 Molykote 20 103
ded paste-D
piece
95 Oil
H.P. fuel injection pipe Union M26x1.5 50 Molykote 20 103
nut paste-D
65 Oil
Fuel valve mounting stud Stud M16 30 Loctite 20 103
243
Fuel valve mounting nut Hexagon M16 8.8 In 2 Molykote 20 103
nut steps paste-D
25-115
Fuel atomizer nozzle clamp- Union M36x1.5 270 Molykote 20 103
ing nut paste-D
Fuel injection pump mount- Stud M16 10.9 25 Molykore 20 101
ing paste-D
30 Oil
Fuel injection pump mount- Collar M16 10.9 190 Molykote 20 101
ing nut paste-D
Fuel injection pump delivery Screw M12 12.9 In 3 Molykore 20 101
valve/barrel steps paste-D
25-50-75
see work
card
Fuel injection pump barrel/ Screw M14 10.9 90 Molykote 20 102
housing paste-D
110 Oil
Cylinder head
(bar) (Nm)
Cylinder unit/engine frame Tierod M39x2 By hand Oil O-ring/ 16 114
silicone
oil
Cylinder unit/engine frame Nut M39x2 1200* Oil 16 114
2012-06-19 - en
Adjusting screw valve Hexagon M20x1.5 200 Oil 16 104

bridge nut
Description
D100J1-01
Adjusting screw rocker arm Hexagon M20x1.5 200 Oil 14 104

nut
* Hydraulical oil pressure for untightening max 1260 bar.
- 1 (5)
L27/38;
D100J1-01 MAN Diesel & Turbo
Connecting rod
(bar) (Nm)
Con. rod stem/marine head Stud M27x2 By hand Oil 16 110
Con. rod stem/marine head Nut M27x2 1200* Oil 16 110
Marine head/bearing cap Stud M36x2 By hand Oil 16 110
Marine head/bearing cap Nut M36x2 1200* Oil 16 110
Piston
(bar) (Nm)
Piston crown/skirt Stud M16x1.5 See work Molykote 16 108
card paste-D
Piston crown/skirt Collar M14x1.5 See work Molykote 16 108
nut card paste-D
Exhaust system
(bar) (Nm)
V-clamp cylinder head/ Hexagon M16 80 Copas- 16 114
exhaust screw/- lip-paste
nut
Exhaust manifold section/ Hexagon M16 80 Copas- 16 114
bellow compensator screw/- lip-paste
nut
Exhaust manifold/end cover Hexagon M16 80 Copas- 16 114
screw/- lip-paste
nut
T/C intermediate flange/ Stud/ M16 80 Copas- 16 114
bellow compensator hexagon lip-paste
nut
Main bearing cap

(bar) (Nm)
2012-06-19 - en
Description
Engine frame/main bearing Tierod/ M39x2 By hand Oil 10 101

cap crown
D100J1-01
nut
Engine frame/main bearing Nut M39x2 1200* Oil 10 101
cap
2 (5) -
L27/38;
(bar) (Nm)
Main bearing cap/side Tierod M30x2 By hand Oil 10 101
bracing
Main bearing cap/side Nut M30x2 1200* Oil 10 101
bracing
Crankshaft
(bar) (Nm)
Crankshaft counter weight Tierod M30x2 130 Oil
Crankshaft counter weight Nut M30x2 1200* Oil
Crankshaft/flywheel Tierod M39x2 By hand Oil
Crankshaft/flywheel Nut M39x2 1200* Copas-

lip-paste
Crankshaft/vibration Tierod M39x2 By hand Oil
damper
Crankshaft/vibration Nut M39x2 1200* Oil
damper
Damper assembly Screw M24x3 580 Molykote
1000
Turning gear
(bar) (Nm)
Pinion/shaft Hexagon M20x1.5 260 Molykote
nut paste-
D/oil
Camshaft drive
(bar) (Nm)
Camshaft intermediate gear Tierod M39x2 By hand Oil 14 101
wheel drive 14 103
2012-06-19 - en
Camshaft intermediate gear Nut M39x2 1200* Oil 14 101

wheel drive
Description
14 103
D100J1-01
- 3 (5)
L27/38;
Valve camshaft
(bar) (Nm)
Camshaft section/bearing Hexagon M16 10.9 250 Oil 14 101
journal screw 14 102
Fuel injection camshaft

(bar) (Nm)
Camshaft section/bearing Hexagon M16x1.5 10.9 250 Oil 14 101
journal screw 14 102
Pump drive intermediate gear wheel

(bar) (Nm)
Engine frame/hub-shaft Tierod M39x2 By hand Oil
Engine frame/hub-shaft Nut M39x2 1200* Oil
Lubricating oil pump

(bar) (Nm)
Pinion gear wheel/shaft Hexagon M22x2 10.9 550 Molykote 28 101
screw paste-D
Cooling water pump

(bar) (Nm)
Pinion gear wheel/shaft Hexagon M14 10.9 130 Molykote
screw paste-D
Pump impeller/shaft Cap nut M16 6.8 75 Copas-
lip-paste
2012-06-19 - en
Description
D100J1-01
4 (5) -
L27/38;
LT-cooling control valve
(bar) (Nm)
Control piston/rod Hexagon M24 8.8 200 Loctite
screw 243
Valve slider/rod Hexagon M20 8.8 200 Loctite
nut 243
Tightening torque for shoulder screws

Values from AN 268 (if no data given in table)
Thread Ø Tightening torque (Nm) quality class 8.8 Tightening torque (Nm) quality class 10.9
mm Copaslip Oil Copaslip Oil
M8 17 25 25 35
M10 35 50 50 70
M12 60 85 85 120
M14 90 130 130 190
M16 140 200 200 280
M18 200 280 280 390
M20 270 400 380 560
2012-06-19 - en
Description
D100J1-01
- 5 (5)
L27/38;
Data for pressure and tolerance

Subject Description mm/bar
1 12 Deflection of crankshaft (autolog) (see working card 12 101-01)
Minimum axial guide bearing clearance 0.400 mm
Maximum axial guide bearing clearance 0.663 mm
Minimum radial main bearing clearance 0.225 mm
Maximum radial main bearing clearance 0.336 mm
Main bearing journal, min. diameter 249.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 249.9 mm
Crankpin journal, max. ovality 0.03 mm

1 14 Maximum tolerance at the valve cam bearing 0.3 mm
Maximum tolerance at the fuel cam bearing 0.35 mm
Plunger lift – 340 kw/cyl. 10.85 mm*
*) for information on max settings check the engine's IMO Technical file.
Plunger lift – 365 kw/cyl. 11.30 mm*
*) for information on max settings check the engine's IMO Technical file.
Valve clearance, Inlet valve (cold engine 15 - 50°C) 0.7 mm
Valve clearance, Exhaust valve (cold engine 15 - 50°C) 0.7 mm
Maximum clearance between rocker arm bush and rocker arm shaft 0.3 mm
Maximum total tolerance between shaft bushing and roller 0.35 mm

1 16 Safety valve to be adjusted to 230 bar
(7 bar at 20°C)
Maximum inner diameter, valve guide 20.2 mm
For grinding of valve spindle and valve seat ring (see working card 16 104-01)
Minimum height of valve head, inlet valve and exhaust valve, "H"1 9.0 mm
Piston and piston ring grooves (see working card 16 108-02)
Maximum clearance between connecting rod bush and piston pin 0.29 mm
Maximum ovalness in big-end bore (without bearing) 0.08 mm
Maximum inside diameter cylinder liner, maximum ovalness 0.1 mm Ø 270.2 mm
Sealing minimum height above the cylinder liner 0.2 mm
2013-04-15 - en
Description
D100J2-05
- 1 (2)
L27/38;

1 20 Combustion pressure range at full load (Measured at indicator cock) 189 - 210 bar
(Depending on rating/ambient condition)
Combustion pressure range at full load (Inside combustion chamber) 185 - 200 bar
Individual cylinders; admissible deviation from average ± 5 bar
Fuel valve, adjusment of opening pressure 400 - 410 bar
(when new spring) (420 bar)
Clearance (A) of plunger between thrust plate and plunger base plate / fuel injection 0.07-0.11 mm
pump
Clearance (B) from roller to mounting surface 160±0.18 mm
Clearance (C) axial and radial clearance of roller on fuelinjection pump 0.4 - 0.7 mm
2013-04-15 - en
Description
D100J2-05
2 (2) -
L27/38;
MAN Diesel & Turbo D100N1-01
List of Symbols
List of Symbols
General
No Symbol Symbol designation No Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.13 Blank flange
1.1 Pipe 2.14 Spectacle flange
1.2 Pipe with indication of direction 2.15 Orifice

flow
1.3 Valves, gate valves, cocks and 2.16 Orifice
flaps
1.4 Appliances 2.17 Loop expansion joint
1.5 Indicating and measuring instru- 2.18 Snap coupling

ments
1.6 High-pressure pipe 2.19 Pneumatic flow or exhaust to
atmosphere
1.7 Tracing 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.8 Enclosure for several components 3.1 Valve, straight through

as-sembled in one unit
2. PIPES AND PIPE JOINTS 3.2 Valve, angle
2.1 Crossing pipes, not connected 3.3 Valve, three-way
2.2 Crossing pipes, connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.5 Non-return valve (flap), angle
2.4 Flexible pipe 3.6 Non-return valve (flap), straight

screw down
2.5 Expansion pipe (corrugated) gen- 3.7 Non-return valve (flap), angle,
eral screw down
2.6 Joint, screwed 3.8 Safety valve
2.7 Joint, flanged 3.9 Angle safety valve
2.8 Joint, sleeve 3.10 Self-closing valve
2.9 Joint, quick-releasing 3.11 Quick-opening valve

2018-01-11 - en
2.10 Expansion joint with gland 3.12 Quick-closing valve

Description
D100N1-01
2.11 Expansion pipe 3.13 Regulating valve
2.12 Cap nut 3.14 Ball valve (cock)
- 1 (11)
L27/38;
D100N1-01 MAN Diesel & Turbo

List of Symbols
3.15 Butterfly valve 3.37 3/2 spring return valve contr. by

solenoid
3.16 Gate valve 3.38 Reducing valve (adjustable)
3.17 Double-seated changeover valve 3.39 On/off valve controlled by solenoid

and pilot directional valve and with
spring return
3.18 Suction valve chest 4. CONTROL AND REGULATION PARTS
3.19 Suction valve chest with non- 4.1 Fan-operated

return valves
3.20 Double-seated changeover valve, 4.2 Remote control
straight
3.21 Double-seated changeover valve, 4.3 Spring
angle
3.22 Cock, straight through 4.4 Mass
3.23 Cock, angle 4.5 Float
3.24 Cock, three-way, L-port in plug 4.6 Piston
3.25 Cock, three-way, T-port in plug 4.7 Membrane
3.26 Cock, four-way, straight through in 4.8 Electric motor

plug
3.27 Cock with bottom connection 4.9 Electromagnetic
3.28 Cock, straight through, with bot- 4.10 Manual (at pneumatic valves)
tom conn.
3.29 Cock, angle, with bottom connec- 4.11 Push button
tion
3.30 Cock, three-way, with bottom 4.12 Spring
connection
3.31 Thermostatic valve 4.13 Solenoid
3.32 Valve with test flange 4.14 Solenoid and pilot directional valve
3.33 3-way valve with remote control 4.15 By plunger or tracer

(actuator)
3.34 Non-return valve (air) 5. APPLIANCES
3.35 3/2 spring return valve, normally 5.1 Mudbox

2018-01-11 - en
closed
Description
3.36 2/2 spring return valve, normally 5.2 Filter or strainer

D100N1-01
closed
2 (11) -
L27/38;
List of Symbols
5.3 Magnetic filter 6. FITTINGS
5.4 Separator 6.1 Funnel / waste tray
5.5 Steam trap 6.2 Drain
5.6 Centrifugal pump 6.3 Waste tray
5.7 Gear or screw pump 6.4 Waste tray with plug
5.8 Hand pump (bucket) 6.5 Turbocharger
5.9 Ejector 6.6 Fuel oil pump
5.10 Various accessories (text to be 6.7 Bearing

added)
5.11 Piston pump 6.8 Water jacket
5.12 Heat exchanger 6.9 Overspeed device
5.13 Electric preheater 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.14 Air filter 7.1 Sight flow indicator
5.15 Air filter with manual control 7.2 Observation glass
5.16 Air filter with automatic drain 7.3 Level indicator
5.17 Water trap with manual control 7.4 Distance level indicator
5.18 Air lubricator 7.5 Recorder
5.19 Silencer
5.20 Fixed capacity pneumatic motor

with direction of flow
5.21 Single acting cylinder with spring
returned
5.22 Double acting cylinder with spring
returned
5.23 Steam trap
2018-01-11 - en
Description
D100N1-01
- 3 (11)
L27/38;
List of Symbols
List of Symbols
General
Pipe dimensions and piping signature
Pipe dimenesions
A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-pipes.
Normal Outside Wall Stated: Outside diameter and wall thickness i.e. 18 x 2
Diameter Diameter Thickness Piping
DN mm mm
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/ gearbox.
15 21.3 In accordance
20 26.9 with classifica-
25 33.7 tion or other
32 42.4 rules
40 48.3
50 60.3
65 76.1
80 88.9
90 101.6
100 114.3
125 139.7
150 168.3
175 193.7
200 219.1
2018-01-11 - en
Description
D100N1-01
4 (11) -
L27/38;
General
List of Symbols
Pump, general DIN 2481 Ballcock
Centrifugal pump DIN 2481 Cock, three-way, L-port
Centrifugal pump with electric DIN 2481 Double-non-return valve DIN 74.253
motor
Gear pump DIN 2481 Spectacle flange DIN 2481
Screw pump DIN 2481 Spectacle flange, open DIN 2481
Screw pump with electric DIN 2481 Spectacle flange, closed DIN 2481
motor
Compressor ISO 1219 Orifice
Heat exchanger DIN 2481 Flexible pipe
Electric pre-heater DIN 2481 Centrifuge DIN 28.004
Heating coil DIN 8972 Suction bell
Non-return valve Air vent
Butterfly valve Sight glass DIN 28.004
Gate valve Mudbox
Relief valve Filter
Quick-closing valve Filter with water trap ISO 1219
Self-closing valve Typhon DIN 74.253
Back pressure valve Pressure reducing valve (air) ISO 1219
Shut off valve Oil trap DIN 28.004
Thermostatic valve Accumulator
Pneumatic operated valve Pressure reducing valve with

pressure gauge
2018-01-11 - en
Description
D100N1-01
- 5 (11)
L27/38;
General
List of Symbols
Specification of letter code for measuring devices
1st letter Following letters

D : Density A : Alarm
E : Electric D : Difference
F : Flow E : Transducer
L : Level H : High
M ; Moisture I : Indicating
P : Pressure L : Low
S : Speed N : Closed
T : Temperature O : Open
V : Viscosity S : Switching, shut down
Z : Position T : Transmitter
X : Failure
(ISO 3511/I-1977(E)) C : Controlling
Z : Emergency/safety acting
The presence of a measuring device on a schematic diagram does not necessarily

indicate that the device is included in our scope of supply.
For each plant. The total extent of our supply will be stated formally.
2018-01-11 - en
Description
D100N1-01
6 (11) -
L27/38;
General
List of Symbols
Specification of ID-no code for measuring signals/devices
1st digit 2nd digit

Refers to the main system to which the signal is related. Refers to the auxillary system to which the signal is rela-
ted.
1xxx : Engine x0xx : LT cooling water
2xxx : Gearbox x1xx : HT cooling water
3xxx : Propeller equipment x2xx : Oil systems (lub. oil, cooling oil, clutch oil, servo oil)
4xxx : Automation equipment x3xx : Air systems (starting air, control air, charging air)
5xxx : Other equipment, not related to the propulsion x4xx : Fuel systems (fuel injection, fuel oil)
plant
x5xx :
x6xx : Exhaust gas system
x7xx : Power control systems (start, stop, clutch, speed,
pitch)
x8xx : Sea water
x9xx : Miscellaneous (shaft, stern tube, sealing)
The last two digits are numeric ID for devices referring to the same main and aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter, the
ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.
2018-01-11 - en
Description
D100N1-01
- 7 (11)
L27/38;
List of Symbols
Basic symbols for piping

2237 Spring operated
safety valve
2238 Mass operated Safety

valve
2228 Spring actuator
2284 Float actuator
2229 Mass
2231 Membrane actuator
2230 Piston actuator
2232 Fluid actuator
2223 Solenoid actuator
2234 Electric motor actua-

tor
2235 Hand operated
Basic Symbol
Valves 584 585 593 588 592 590 591 604 605 579
584: Valve general

585: Valve with continuous regulation
593: Valve with safety function
588:Straight-way valve
592: Straight-way valve with continuous regulation
590:Angle valve
591: Three-way valve
604: Straight-way non return valve
605: Angle non-return valve
579: Non-return valve, ball type
2018-01-11 - en
Description
D100N1-01
8 (11) -
L27/38;
I - bored
List of Symbols
L - bored
T - bored
2237 Spring operated

safety valve
2238 Mass operated
Safety valve
2228 Spring actuator
2284 Float actuator
2229 Mass
2231 Membrane actuator
2230 Piston actuator
2232 Fluid actuator
2223 Solenoid actuator
2234 Electric motor

actuator
2235 Hand operated
Basic Symbol
Valves 594 595 586 587 599 600 601 602 607 608 606
594: Straight-way reduction valve

595: Angle reduction valve
586: Gate valve
587: Gate valve with continuous regulation
599: Straight-way cock
600: Angle cock
601: Three-way cock
602: Four-way cock
607: Butterfly valve
608: Butterfly valve with continuous regulation
606: Non-return valve, flap type
2018-01-11 - en
Description
D100N1-01
- 9 (11)
L27/38;

List of Symbols
Miscellaneous 972 Pipe threaded connection
582 Funnel xxx Blind
581 Atomizer Tanks
583 Air venting 631 Tank with domed ends
6.25 Air venting to the outside 771 Tank with conical ends
299 Normal opening/ closing speed yyy Electrical insert heater
300 Quick opening/ closing speed Heat exchanger
613 Orifice with diffuser 8.03 Electrical preheater
612 Orifice 8.08 Heat exchanger
611 Sight glass 792 Nest of pipes with bends
615 Silencer 798 Plate heat exchanger
617 Berst membrane Separators
629 Condensate relief 761 Separator
580 Reducer 764 Disc separator
589 Measuring point for thermo ele- Filters

ment
1298 Air relief valve 669 Air filter
Couplings/ Flanges 671 Fluid filter
167 Coupling Coolers
955 Flanged connection 16.03 Cooling tower
971 Clamped connection 16.06 Radiator cooler

2018-01-11 - en
Description
D100N1-01
10 (11) -
L27/38;
List of Symbols
Chimney Pumps
838 Chimney 708 Centrifugal pump
Expansion joints 697 Piston pump
2285 Expansion bellow 704 Piston pump - radial
4.1 Expansion pipe 700 Membrane pump
4.1.1.1 Loop expansion joint 702 Gear pump
4.1.1.2 Lyra expansion joint 705 Screw pump
4.1.1.3 Lens expansion joint 706 Mono pump
4.1.1.4 Expansion bellow 703 Hand vane pump
4.1.1.5 Steel tube Motors
4.1.1.6 Expansion joint with gland 13.14 Electrical motor AC
Compressors 13.14 Electrical motor AC
716 Piston compressor 13.14 Electrical motor AC
725 Turbo axial compressor 13.15 Electrical motor DC
726 Turbo dial compressor 13.15 Electrical motor DC
720 Roots compressor 13.15 Electrical motor DC
722 Screw compressors 13.15 Electrical motor DC
Ventilators 13.15 Electrical motor DC
637 Fan general 13.15 Electrical motor DC
638 Fan - radial 632 Turbine
639 Fan - axial 633 Piston engine

2018-01-11 - en
Description
D100N1-01
- 11 (11)
L27/38;
MAN Diesel & Turbo D010.000.023-11-0001
Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)
Specification of lubricating oil (SAE 40) for heavy fuel operation

(HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. See table Approved lubricating oils for HFO-operated MAN Diesel &
Turbo four-stroke engines.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up – – Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 –15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating – MAN Diesel & –
up to 135 °C Turbo ageing
oven1)
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) – MAN Diesel & Precipitation of resins or
Operating Instruction
Turbo test asphalt-like ageing products

must not be identifiable.
1)
Works' own method
2017-07-11 - de
Table 1: Target values for base oils

Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
General
Additives The additives must be dissolved in oil and their composition must ensure that
as little ash as possible is left over after combustion, even if the engine is pro-
visionally operated with distillate fuel.
- 1 (5)
General;
D010.000.023-11-0001 MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
(HFO)
osition in the combustion chamber will be higher, particularly at the outlet

valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled Base num-
ber to be used for various operating conditions.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54, 40
45/60, 48/60, 58/64, 51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralization capabili-
(BN) ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.
Table Base number to be used for various operating conditions indicates the
relationship between the anticipated operating conditions and the BN num-
ber.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %.
2017-07-11 - de
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
General
2 (5) -
General;
Approx. BN Engines/Operating conditions

(HFO)
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may
be used outside SECA zones. In this case, the BN number of the lube oil
selected must satisfy the requirements for operation using fuel with high-sul-
phur content. A lube oil with low BN number may only be selected if fuel with
a low sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine
operation is the factor ultimately determining the permitted additive content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mechanical/hydraulic Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
speed governors lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150.
Hydraulic oil for engines with Hydraulic oil HLP 46 (DIN 51502) or ISO VG 46 (DIN 51519) must be used
VVT controller according to the specification DIN 51524-2. Mixing hydraulic oils from differ-
ent manufacturers is not permitted.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the oil manufacturers are in close regular contact with engine manu-
warranty facturers, and can therefore provide information on which oil in their specific
product range has been approved by the engine manufacturer for the partic-
2017-07-11 - de
ular application. Irrespective of the above, the lubricating oil manufacturers

are in any case responsible for the quality and characteristics of their prod-
ucts. If you have any questions, we will be happy to provide you with further
information.
General
- 3 (5)
General;
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
(HFO)
speed engines. The oil properties must be analysed monthly. As long as the
oil properties are within the defined threshold values, the oil may be further
used. See table Limit values for used lubricating oil.
The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat- –
ing conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm –
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
2017-07-11 - de
A monthly analysis of lube oil samples is mandatory for safe engine opera-
tion. We can analyse fuel for customers in the MAN Diesel & Turbo Prime-
ServLab.
General
4 (5) -
General;
Base number (mgKOH/g)

(HFO)
Manufacturer
20-25 30 40 50-55
AEGEAN – Alfamar 430 Alfamar 440 Alfamar 450
AVIN OIL S.A. – AVIN ARGO S 30 SAE AVIN ARGO S 40 SAE AVIN ARGO S 50 SAE
40 40 40
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA – Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXONMOBIL Mobilgard M420 Mobilgard M430 Mobilgard M440 Mobilgard M50
Gulf Oil Marine GulfSea Power 4020 GulfSea Power 4030 GulfSea Power 4040 GulfSea Power 4055
Ltd. MDO Gulfgen Supreme 430 Gulfgen Supreme 440 Gulfgen Supreme 455
Gulfgen Supreme 420
Idemitsu Kosan Daphne Marine Oil Daphne Marine Oil Daphne Marine Oil –
Co.,Ltd. SW30/SW40/MV30/ SA30/SA40 SH40
MV40
LPC S.A. – CYCLON POSEIDON CYCLON POSEIDON CYCLON POSEIDON
HT 4030 HT 4040 HT 4050
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
Motor Oil Hellas – EMO ARGO S 30 SAE EMO ARGO S 40 SAE EMO ARGO S 50 SAE
S.A. 40 40 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 –
PT Pertamina Medripal 420 Medripal 430 Medripal 440 Medripal 450/455
(PERSERO)
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 –
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina S2 40 Argina S3 40 Argina S4 40 Argina S5 40
Sinopec Sinopec TPEO 4020 Sinopec TPEO 4030 Sinopec TPEO 4040 Sinopec TPEO 4050
TOTAL LUBMAR- Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lube oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines
The current releases are available at http://dieselturbo.man.eu/lubrication.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
2017-07-11 - de
General
- 5 (5)
General;
Specification of heavy fuel oil (HFO)

Prerequisites
MAN Diesel & Turbo four-stroke diesel engines can be operated with any
heavy fuel oil obtained from crude oil that also satisfies the requirements in
table The fuel specification and corresponding characteristics for heavy fuel
oil providing the engine and fuel processing system have been designed
accordingly. To ensure that the relationship between the fuel, spare parts
and repair / maintenance costs remains favourable at all times, the following
points should be observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table The
fuel specification and corresponding characteristics for heavy fuel oil. The
entries in the last column of this Table provide important background infor-
mation and must therefore be observed
The relevant international specification is ISO 8217 in the respectively appli-
cable version. All qualities in these specifications up to K700 can be used,
provided the fuel system has been designed for these fuels. To use any fuels,
which do not comply with these specifications (e.g. crude oil), consultation
with Technical Service of MAN Diesel & Turbo in Augsburg is required. Heavy
fuel oils with a maximum density of 1,010 kg/m3 may only be used if up-to-
date separators are installed.
Important Even though the fuel properties specified in the table entitled The fuel specifi-
cation and corresponding properties for heavy fuel oil satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompati-
bility with lubricating oil which leads to deposits being formed in the fuel
2017-07-11 - de
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
Blends The addition of engine oils (old lubricating oil, ULO – used lubricating oil) and
General
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
- 1 (11)
General;
are as follows: abrasive and corrosive effects, unfavourable combustion

characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil preparation
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil preparation
Vanadium content mg/kg 450 Heavy fuel oil preparation
Water content Vol. % 0.5 Heavy fuel oil preparation
Sediment (potential) weight % 0.1 –
Aluminium and silicon mg/kg max. 60 Heavy fuel oil preparation
content (total)
Acid number mg KOH/g 2.5 –
Hydrogen sulphide mg/kg 2 –
Used lube oil (ULO) mg/kg Calcium max. 30 mg/kg The fuel must be free of lube
(calcium, zinc, phos- Zinc max. 15 mg/kg oil (ULO – used lube oil). A fuel
is considered contaminated
2017-07-11 - de
phorus) Phosphorus max. 15 with lube oil if the following

mg/kg concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
General
15 ppm.
2 (11) -
General;
Asphalt content weight % 2/3 of coke residue (acc. to Combustion properties This

Conradson) requirement applies accord-
ingly.
Sodium content mg/kg Sodium < 1/3 vanadium, Heavy fuel oil preparation
sodium <100
The fuel must be free of admixtures that have not been obtained from petroleum such as vegetable or coal tar oils,
free of tar oil and lube oil (used oil), and free of chemical wastes, solvents or polymers.
Table 1: The fuel specification and the corresponding properties for heavy fuel oil
ISO 8217-2012 HFO specification

Character- Unit Limit Category ISO-F- Test
istic method
RM RMB RMD RME RMG RMK
A
10a 30 80 180 180 380 500 700 380 500 700
Kinematic mm 2
Max. 10. 30.0 80.0 180. 180. 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
viscosity /s 00 0 0 0 0
at 50 °Cb
Density at kg/m Max. 920 960. 975. 991. 991.0 1010.0 See 7.1
15 °C 3
.0 0 0 0 ISO 3675
or
ISO
12185
CCAI – Max. 850 860 860 860 870 870 See 6.3 a)
Sulfurc % Max. Statutory requirements See 7.2
(m/m ISO 8754
) ISO
14596
Flash point °C Min. 60. 60.0 60.0 60.0 60.0 60.0 See 7.3
0 ISO 2719
Hydrogen mg/k Max. 2.0 2.00 2.00 2.00 2.00 2.00 See 7.11
sulfide g 0 IP 570
Acid num- mg Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM
berd KOH D664
/g
Total sedi- % Max. 0.1 0.10 0.10 0.10 0.10 0.10 See 7.5
ment (m/m 0 ISO
aged ) 10307-2
Carbon % Max. 2.5 10.0 14.0 15.0 18.00 20.00 ISO
residue: (m/m 0 0 0 0 10370
micro )
method
2017-07-11 - de
General
- 3 (11)
General;
Character- Unit Limit Category ISO-F- Test

istic method
RM RMB RMD RME RMG RMK
A
10a 30 80 180 180 380 500 700 380 500 700
Pour point
(upper)e
Winter °C Max. 0 0 30 30 30 30 ISO 3016
quality
Summer °C Max. 6 6 30 30 30 30 ISO 3016
quality
Water % Max. 0.3 0.50 0.50 0.50 0.50 0.50 ISO 3733
(V/V) 0
Ash % Max. 0.0 0.07 0.07 0.07 0.100 0.150 ISO 6245
(m/m 40 0 0 0
)
Vanadium mg/k Max. 50 150 150 150 350 450 see 7.7
g IP 501, IP
470
or ISO
14597
Sodium mg/k Max. 50 100 100 50 100 100 see 7.8
g IP 501, IP
470
Aluminium mg/k Max. 25 40 40 50 60 60 see 7.9
plus silicon g IP 501, IP
470
or ISO
10478
Used lubri- – The fuel shall be free from ULO. A fuel shall be considered to contain ULO (see 7.10)
cating oils when either one of the following conditions is met: IP 501 or
(ULO):
calcium mg/k calcium > 30 and zinc > 15 IP 470
and zinc g
or or
calcium calcium > 30 and phosphorus > 15 IP 500
and phos- mg/k
phorus g
a This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005,
Table 1. ISO 8217:2005 has been withdrawn.
b 1mm2/s = 1 cSt
c The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3
and Annex C.
d See Annex H.
e Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates
in cold climates.
2017-07-11 - de
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
General
and operating results more clearly.
4 (11) -
General;
Selection of heavy fuel oil Economical operation with heavy fuel oil within the limit values specified in

the table entitled The fuel specification and corresponding properties for
heavy fuel oil is possible under normal operating conditions, provided the
system is working properly and regular maintenance is carried out. If these
requirements are not satisfied, shorter maintenance intervals, higher wear
and a greater need for spare parts is to be expected. The required mainte-
nance intervals and operating results determine which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24,
L21/31, L23/30H, L27/38, L28/32H: 12 – 18 cSt) and corresponding fuel
temperature upstream of the engine must be observed. This is the only way
to ensure efficient atomisation and mixture formation and therefore low-resi-
due combustion. This also prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/or the required fuel oil tem-
perature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank The heavy fuel oil is pre-cleaned in the settling tank. This pre-cleaning is
more effective the longer the fuel remains in the tank and the lower the vis-
cosity of the heavy fuel oil (maximum preheating temperature 75 °C in order
to prevent the formation of asphalt in the heavy fuel oil). One settling tank is
suitable for heavy fuel oils with a viscosity below 380 mm2/s at 50 °C. If the
heavy fuel oil has high concentrations of foreign material or if fuels according
to ISO-F-RM, G/K380 or K700 are used, two settling tanks are necessary,
one of which must be designed for operation over 24 hours. Before transfer-
ring the contents into the service tank, water and sludge must be drained
from the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
Table Achievable contents of foreign matter and water (after separation)
2017-07-11 - de
shows the prerequisites that must be met by the separator. These limit val-
ues are used by manufacturers as the basis for dimensioning the separator
and ensure compliance.
General
The manufacturer's specifications must be complied with to maximize the

cleaning effect.
- 5 (11)
General;
Application in ships and stationary use: parallel installation

One separator for 100% flow rate One separator (reserve) for 100% flow
rate
Figure 1: Arrangement of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alfa Laval and Westphalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.
If the treatment is in accordance with the MAN Diesel & Turbo specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled Achievable contents of foreign matter and water
for inorganic foreign matter and water in heavy fuel oil will be achieved at the
engine inlet.
Results obtained during operation in practice show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content – < 15 mg/kg
Water content – < 0.2 vol.%
Table 2: Achievable contents of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
2017-07-11 - de
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
General
6 (11) -
General;
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy

fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of heavy fuel oil ash (also
see Additives for heavy fuel oils).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above section for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these catalyst particles are
aluminium silicates causing a high degree of wear in the injection system and
the engine. The aluminium content determined, multiplied by a factor of
between 5 and 8 (depending on the catalytic bond), is roughly the same as
the proportion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature
is not at least 10 °C above the pour point, pump problems will occur. For
more information, also refer to paragraph Low-temperature behaviour (ASTM
D 97.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-

tion nozzles, large amounts of smoke, low output, increased fuel consump-
tion and a rapid rise in ignition pressure as well as combustion close to the
2017-07-11 - de
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
General
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see paragraph Compatibility).
- 7 (11)
General;
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process

products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value appears as CCAI in ISO 8217. This method is only applicable to
"straight run" residual oils. The increasing complexity of refinery processes
has the effect that the CCAI method does not correctly reflect the ignition
behaviour for all residual oils.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA), which is used in some
fuel testing laboratories (FCA) in conformity with IP 541.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into an instrument-specific
cetane number (ECN: Estimated Cetane Number). It has been determined
that heavy fuel oils with a low ECN number cause operating problems and
may even lead to damage to the engine. An ECN >20 can be considered
acceptable.
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. Also see illustration entitled Nomogram for determining
the CCAI – assigning the CCAI ranges to engine types.
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General
8 (11) -
General;

V Viscosity in mm2/s (cSt) at A Normal operating conditions
50° C
D Density [in kg/m3] at 15° C B The ignition characteristics
can be poor and require
adapting the engine or the
operating conditions.
CCAI Calculated Carbon Aroma- C Problems identified may lead
ticity Index to engine damage, even
after a short period of opera-
tion.
1 Engine type 2 The CCAI is obtained from
the straight line through the
density and viscosity of the
heavy fuel oils.
The CCAI
can be
calculated
using the
following
formula:
2017-07-11 - de
CCAI = D
- 141 log
log (V
+0.85) -
81
General
Figure 2: Nomogram for determining the CCAI and assigning the CCAI ranges to
engine types
- 9 (11)
General;
Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
The BN values specified in 010.005 Engine - Operating instructions
010.000.023-11 are sufficient, providing the quality of lubricating oil and the
engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) or other
residual fuels (e.g. LSFO or ULSFO) to obtain the required quality or viscosity
of heavy fuel oil, it is extremely important that the components are compati-
ble (see section Compatibility). The compatibility of the resulting mixture must
be tested over the entire mixing range. A reduced long-term stability due to
consumption of the stability reserve can be a result. A p-value > 1.5 as per
ASTM D7060 is necessary.
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Addi-
tives for heavy fuel oils and their effects on the engine operation.
Precombustion additives ▪ Dispersing agents/stabilisers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corrosion)
▪ Soot removers (exhaust-gas system)
Table 3: Additives for heavy fuel oils and their effects on the engine operation
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
2017-07-11 - de
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
General
Turbo will monitor developments and inform its customers if required.
10 (11) -
General;
If the engine is not always operated with low-sulphur heavy fuel oil, corre-

sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
Handling of operating fluids

Handling of operating fluids can cause serious injury and damage to
the environment.
• Observe safety data sheets of the operating fluid supplier.
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.
2017-07-11 - de
General
- 11 (11)
General;
Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 1: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.

2016-09-26 - de
General
- 1 (2)
General;
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm²/s at 50 °C in mm²/s at engine inlet1) in °C
≥ 12 126 (line c)
≤ 14 119 (line d)
1)
With these figures, the temperature drop between the last preheating device and
the fuel injection pump is not taken into account.
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity
of fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 °C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it

must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB)
2016-09-26 - de
A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo in Augsburg.
General
2 (2) -
General;
Specification of engine coolant

Preliminary remarks
An engine coolant is composed as follows: water for heat removal and cool-
ant additive for corrosion protection.
As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign mat- –
ter.
Total hardness max. 10 dGH1)
pH value 6.5 – 8 –
Chloride ion content max. 50 mg/l2)
Table 1: Properties of coolant that must be complied with
1 dGH (German
1)
≙ 10 mg CaO in litre of water ≙ 17.9 mg CaCO3/l
hardness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
2)
1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel & Turbo water testing equipment incorporates devices that
determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.
Notes for cooling water check see 010.005 Engine – Work Instructions
010.000.002-03
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
2017-08-18 - de
However, these waters are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide temporary corrosion pro-
tection does not form on the walls. This is why distilled water must be han-
dled particularly carefully and the concentration of the additive must be regu-
General
larly checked.
- 1 (7)
General;
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of

overriding importance. The temporary hardness is determined by the carbo-
nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sul-
phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the coolant system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the coolant has not been treated correctly.
Treatment of engine coolant

Formation of a protective The purpose of treating the engine coolant using anticorrosive agents is to
film produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water
satisfies the requirements in the paragraph Requirements.
Protective films can be formed by treating the coolant with anticorrosive
chemicals or emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the coolant

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The engine may not be brought into operation without treating the
coolant.
General
2 (7) -
General;

Additives for coolants
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the paragraph entitled Permissible cooling water additives may be
used.
Required release A coolant additive may only be permitted for use if tested and approved as
per the latest directives of the ICE Research Association (FVV) “Suitability test
of internal combustion engine cooling fluid additives.” The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflächentechnik (Surface Technology
Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the coolant additive has been tested by the FVV, the engine must be
tested in a second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with additives for corrosion protec-
tion. A thin protective film of oil forms on the walls of the cooling system. This
prevents corrosion without interfering with heat transfer, and also prevents
limescale deposits on the walls of the cooling system.
Emulsifiable corrosion protection oils have lost importance. For reasons of
environmental protection and due to occasional stability problems with emul-
sions, oil emulsions are scarcely used nowadays.
It is not permissible to use corrosion protection oils in the cooling water cir-
cuit of MAN Diesel & Turbo engines.
Antifreeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system

must be heated.
Sufficient corrosion protection can be provided by adding the products listed
2017-08-18 - de
in the table entitled Antifreeze agent with slushing properties (Military specifi-
cation: Federal Armed Forces Sy-7025), while observing the prescribed mini-
mum concentration. This concentration prevents freezing at temperatures
down to –22 °C and provides sufficient corrosion protection. However, the
General
quantity of antifreeze agent actually required always depends on the lowest

temperatures that are to be expected at the place of use.
- 3 (7)
General;
Antifreeze agents are generally based on ethylene glycol. A suitable chemical

anticorrosive agent must be added if the concentration of the antifreeze

agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the antifreeze agents listed in the table Antifreeze agents with slushing
properties also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Nitrite-free chemical
additives together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is no more possible.
Antifreeze may only be added after approval by MAN Diesel & Turbo.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.
Biocides
If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of coolant are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see 010.005 Engine – Work Instructions
010.000.001-01 and 010.000.002-04).

Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
2017-08-18 - de
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
General
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
cooling system must be flushed thoroughly after cleaning. Once this has
4 (7) -
General;
been done, the engine coolant must be immediately treated with anticorro-

sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.
Regular checks of the coolant condition and coolant system

Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion tank. Indications of oil content in water are,
e.g. discoloration or a visible oil film on the surface of the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations lead to corrosion and must be avoided. Con-

centrations that are somewhat higher do not cause damage. Concentrations
that are more than twice as high as recommended should be avoided.
Every 2 to 6 months, a coolant sample must be sent to an independent labo-
ratory or to the engine manufacturer for an integrated analysis.
If chemical additives or antifreeze agents are used, coolant should be
replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ant or by emulsion break-up, corrosion in the system, and limescale deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as otherwise the risk of corrosion is too high. If exhaust gas enters the cool-
ant, this can lead to a sudden drop in the pH value or to an increase in the
sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the paragraph Requirements. The
concentration of anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.
2017-08-18 - de
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
General
the manufacturer's material safety data sheets.
- 5 (7)
General;
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the coolant system used in a MAN Diesel & Turbo two-stroke main engine
is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H,
the coolant recommendations for the main engine must be observed.
Analysis
The MAN Diesel & Turbo can analyse antifreeze agent for their customers in
the chemical laboratory PrimeServLab. A 0.5 l sample is required for the test.
Permitted coolant additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500
TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000
Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
Non-Chromate
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
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Table 2: Nitrite-containing chemical additives

General
6 (7) -
General;
Nitrite-free additives (chemical additives)

Manufacturer Product designation Concentration range [Vol. %]
Chevron, Arteco Havoline XLI 7.5 – 11
Total WT Supra 7.5 – 11
Q8 Oils Q8 Corrosion Inhibitor 7.5 – 11
Long-Life
Table 3: Nitrite-free chemical additives
Antifreeze agents with slushing properties

Manufacturer Product designation Concentration range Antifreeze agent range1)
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell Min. 35 Vol. % Min. –20 °C
Max. 60 Vol. % 2) Max. –50 °C
Mobil Antifreeze agent 500
Arteco Havoline XLC
Total Glacelf Auto Supra
Total Organifreeze
Table 4: Antifreeze agents with slushing properties
Antifreeze agent acc. to

1)
35 Vol. % corresponds to approx. –
ASTMD1177 20 °C
55 Vol. % corresponds to approx. – (manufacturer's instructions)
45 °C
60 Vol. % corresponds to approx. –
50 °C
2)
Antifreeze agent concentrations higher than 55 vol. % are only permitted, if safe heat removal is ensured by a suffi-
cient cooling rate.
2017-08-18 - de
General
- 7 (7)
General;
Specification of water for fuel-water emulsions
Specification of water for fuel-water emulsions

Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
*) 1º dH (German hard- ≙ 10 mg CaO ≙ 17.9 mg CaCO3/l

ness) in 1 litre of water
≙ 0.357 mval/l ≙ 0.179 mmol/l
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
Treatment with anticorrosive agents not required

Treatment with anticorrosive agents is not required and must be
omitted.
2014-10-28 - de
General
- 1 (1)
General;
Specifications of intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
must be taken. This includes the use of pre-separators, pulse filter systems
and a higher grade of filter efficiency class at least up to M5 according to EN
779.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
permitted because they enrich the inlet air with oil mist. This is not permissi-
ble for gas operated engines because this may result in engine knocking. If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading grain cargo vessels or in the surroundings of cement plants) addi-
tional measures must be taken. This includes the use of pre-separators,
pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.
The concentration downstream of the air filter and/or upstream of the turbo-
2017-01-10 - de
charger inlet must not exceed the following limit values.

The air must not contain organic or inorganic silicon compounds.
Properties Limit Unit 1)
General
Particle size < 5 µm: minimum 90% of the particle number

Particle size < 10 µm: minimum 98% of the particle number
- 1 (2)
General;
Properties Limit Unit 1)

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1

1)
One Nm corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
3
Table 1: Typical values for intake air (combustion air) that must be complied with
Explosion caused by flammable intake air

Explosion caused by flammable intake air can result in severe injuries
and damage.
• Intake air must not contain any flammable gases.
• Intake air is not explosive.
• Intake air is not drawn in from the ATEX Zone.
2017-01-10 - de
General
2 (2) -
General;
Specification of compressed air

General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.
Purity regarding solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity regarding moisture Quality class 7
Residual water content < 0.5 g/m3
Purity regarding oil Quality class X
Additional requirements are:

▪ The air must not contain organic or inorganic silicon compounds.
▪ The layout of the starting air system must ensure that no corrosion may
occur.
▪ The starting air system and the starting air receiver must be equipped
with condensate drain devices.
▪ By means of devices provided in the starting air system and via mainte-
nance of the system components, it must be ensured that any hazard-
ous formation of an explosive compressed air/lube oil mixture is preven-
ted in a safe manner.
Compressed air quality in the Please note that control air will be used for the activation of some safety
control air system functions on the engine – therefore, the compressed air quality in this system
is very important.
Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.
▪ Purity regarding solid particles Quality class 5
▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 3
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.

2016-10-27 - de

Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
General
reducing agent atomisation following quality requirements according to ISO 8573-1:2010.
- 1 (2)
General;


Clogging of catalysts
To prevent clogging of catalysts and catalyst lifetime shortening, the
compressed air specification must always be observed.
For gas valve unit control (GVU)

Compressed control air Compressed air for the gas valve unit control (GVU) must meet at least the
quality for the gas valve unit following quality requirements according to ISO 8573-1:2010.
control (GVU) ▪ Purity regarding solid particles Quality class 2
2016-10-27 - de
General
2 (2) -
General;
MAN Diesel & Turbo M010.000.002-03-0001
Coolant
Coolant
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the coolant circuits must satisfy the specifications.
The coolant in the system must be checked regularly in accordance with the
maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the anticorrosive agent con-
centration.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg).
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated coolant
Total hardness ≤ 10 dGH 1)
≤ 10 dGH1)
pH value 6.5 – 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l2)
Table 1: Quality specifications for coolants (short version)
1)
dGH German hardness
1 dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm
M010.000.002-03-0001
2017-03-21 - de
Work Card
- 1 (2)
General;
M010.000.002-03-0001 MAN Diesel & Turbo
Coolant
Testing the concentration of rust inhibitors

Short specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of coolant additives
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.
Testing Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
M010.000.002-03-0001
2017-03-21 - de
Work Card
2 (2) -
General;
Coolant system
Coolant system
cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Coolant systems containing deposits or contamination prevent effective cool-
ing of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The clean-
ing should only be carried out by the engine operator if this cannot be done
by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge. Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 – 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 – 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.
M010.000.002-04-0001
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
2016-09-08 - de
known as ferrous sludge which tends to gather in areas where the flow
Work Card
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing limescale and rust deposits. Products by other
manufacturers can be used providing they have similar properties. The man-
- 1 (3)
General;
M010.000.002-04-0001 MAN Diesel & Turbo
ufacturer's instructions for use must be strictly observed. Prior to cleaning,

Coolant system
check whether the cleaning agent is suitable for the materials to be cleaned.
The products listed in the table entitled Cleaning agents for removing lime-
scale and rust deposits are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 – 10 % 4 h at 60 – 70 °C
Descale-IT 5 – 10 % 4 h at 60 – 70 °C
Ferroclean 10 % 4 – 24 h at 60 – 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 °C
Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C
Vecom Descalant F 3 – 10 % ca. 4 h at 50 – 60 °C
Table 2: Cleaning agents for removing lime scale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 – 5 %. The tem-
perature of the solution should be 40 – 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
limescale and rust deposits.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out cleaning procedure with cooled engine

Only begin the cleaning procedure when the engine has cooled down.
M010.000.002-04-0001
Hot engine parts may not come into contact with cold water. After
refilling the cooling system, open the venting pipes. Blocked venting
2016-09-08 - de
pipes prevent the air from escaping and may cause thermal overload
of the engine.
Work Card
2 (3) -
General;
Danger of chemical burns
Coolant system
From cleaning agents poisonous gases and fumes can develop, which
may cause light to severe person injuries.
• Wear protective clothing
• Provide adequate ventilation
• Do not inhale developed gases and fumes
• Observe Safety Data Sheets or Operating Instructions of the relevant
manufacturer
The applicable instructions for disposing of cleaning agents or acids are to

be observed.
M010.000.002-04-0001
2016-09-08 - de
Work Card
- 3 (3)
General;
MAN Diesel & Turbo
SHOP TEST REPORT
PLANT INFO P. No. : 4305355 Engine no. P-28049-02-11
Yard : Ceksan ship Building & Steel Construction,

Turkey.
ENGINE TEST INFO
Engine type 7 L 27/38 Test date 09-10-2017
Layout MCR power 2380 kW Fuel oil type MGO (HSD)

-at shaft speed 800 rpm
Idle speed 500 rpm Lower calorific value 43050 kJ/kg
Lub oil Mobil Gard 412
Direction of rotation CW Built-on pumps 3
Water brake F63M
Camshaft lift 10.92 mm
TURBOCHARGER INFO GOVERNOR INFO
Make MAN Make REGULATEURS

EUROPA
Type TCR 20 - 42092 Type RE 2810-1G-30E
Serial number 7039100 Serial number 1736986
Max. speed 33,400 rpm
Max. temperature 650 0C
Remarks :
measurement-no: 84
25% FAT Performance Data
09-10-2017, 12:20
engine power 25 %
engine type 7L27/38 air pressure 947 mbar
engine No. P-28049-02-11 ambient air temperature 32 °C
turbocharger type TCR20-42092 abs. humidity 18.91 g/kg
turbocharger No. 7039100 luboil spec. Mobilgard 412
attached pumps 3 fuel spec. MGO
testbed No. 3 LHV fuel oil 43,050 kJ/kg
waterbrake type Froude F63M
Power
engine power 603 kW eng.speed 800 rpm
mean eff.pressure 5.9 bar waterbrake force 7.20 kN
Fuel
fuel temp. engine inlet 28 °C
fuel press. engine inlet 3.0 bar s.f.o.c. (42700 kJ/kg, ISO) 230.5 g/kWh
fuel consumption leak consid. 139 kg/h
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
load indicator governor 3.5 scale
pump index MV 19 mm 19 19 19 19 19 19 19
Charge Air
air temp.comp.inlet 38 °C charge air press. 480 mbar
charge air temp. 30.4 °C
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
max. comb. press. (ind. cock) MV 73 bar 72 72 72 74 72 74 74

Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10
exh gas temp.cyl.outlet MV 326 °C 320 314 341 331 320 334 326
exh gas temp.turb.inlet 367 °C exh gas press.turb.outlet 25 mmH2O

exh gas temp.turb.outlet 317 °C
TC.speed 15,330 rpm
Lubricating Oil
lub.oil press.eng.inlet 5.0 bar lub.oil temp.eng.inlet 69 °C
lub.oil press.turb.inlet 2.2 bar
Cooling Water
cw.press.eng.inlet 3.3 bar cw.temp.eng.outlet 76 °C

cw.press.IC LT inlet 2.9 bar
cw.temp.IC LT inlet 28 °C
Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.
main bearing temperatures °C 81 82 81 82 81 80 81 82
splash oil temperature MV 76 °C °C 76 76 76 76 76 76 76
crankcase press. 2 mmH2O
Remarks LT/HT: low/high temperature IC: intercooler TC: turbocharger MV: mean value
leak oil: 35.0 ml/min

measurement-no: 85
50 % FAT Performance Data
09-10-2017, 12:50
engine power 50 %
Power
engine power 1,192 kW eng.speed 800 rpm
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 25 mm 25 25 25 25 25 25 25
Charge Air
air temp.comp.inlet 40 °C charge air press. 1,220 mbar
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 21,670 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

measurement-no: 86
09-10-2017, 13:20
engine power 75 %
Power
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 33 mm 33 33 33 33 33 33 33
Charge Air
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 26,640 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

measurement-no: 87
09-10-2017, 13:50
engine power 85 %
Power
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 36 mm 36 36 36 36 36 36 36
Charge Air
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 28,340 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

measurement-no: 88
09-10-2017, 14:20
engine power 90 %
Power
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 38 mm 38 38 38 38 38 38 38
Charge Air
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 29,100 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

measurement-no: 89
100 % FAT 1 Performance Data
09-10-2017, 14:50
engine power 101 %
Power
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 41 mm 41 41 41 41 41 41 41
Charge Air
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 30,690 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

measurement-no: 90
100 % FAT 2 Performance Data
09-10-2017, 15:20
engine power 100 %
Power
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 41 mm 41 41 41 41 41 41 41
Charge Air
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 30,730 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

measurement-no: 91
09-10-2017, 15:50
engine power 110 %
Power
Fuel
Governor
cyl. 1 2 3 4 5 6 7 8 9 10
pump index MV 44 mm 44 44 44 44 44 44 44
Charge Air
Firing Pressure
cyl. 1 2 3 4 5 6 7 8 9 10
Exhaust Gas
cyl. 1 2 3 4 5 6 7 8 9 10

TC.speed 32,330 rpm
Lubricating Oil
Cooling Water

Bearing 01 1 2 3 4 5 6 7 8 9 10 11
No.

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MAN Diesel & Turbo
Operation of engine
Description Operation ..................................................................... D102A1-03
Checks during out-of-service periods ........................... D102B1-03
Starting-up after repair ................................................. D102C1-02
Engine performance and condition ............................... D102D1-02
Condensate ................................................................. D102E1-01
Borescope inspection of cylinder liner .......................... D102F1-01
Work Card Recording of engine performance data ........................ M102101-02
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Operation
Operation
Preparations for starting
The following describes what to do before starting when the engine has been
out of service for a period of some hours.

Open for the cooling water supply to the engine. Start sea water pump(s) for
central cooler.
To avoid shock effects owing to large temperature fluctuations just

after start, it is required:
1. To preheat the engine.

The HT cooling water must be preheated to:
HFO operation 60-70°C
MDO operation Min 40°C
2. If for some reason starting without preheated cooling water, the engine
may only be started on MDO.

1. Check the oil level in the oil pan.
2. Check the oil level in the governor.
3. Start up the stand-by pump.
The engine must be prelubricated for at least 3 minutes prior to
startup.
4. Check prelubricating oil pressure at inlet to engine and to inlet turbo
charger on the operator panel.
2012-04-17 - en
Description
D102A1-03
- 1 (4)
L27/38;
D102A1-03 MAN Diesel & Turbo
Operation
1 Sight glass
Figure 1: Governor
Fuel oil system

1. Open the fuel oil supply.
Starting on HFO:
Circulate preheated fuel through the pumps until correct working
temperatures have been achieved.
2. Regulating gear — please check:
▪ that all fuel injection pumps are set at index "0" when the regulating shaft
is in STOP position.
▪ that each fuel injection pump can be pressed by hand to full index when
the regulating shaft are in STOP position, and that the pumps return
automatically to the "0" index when the hand is removed.
Starting air system

1. Check the pressure in the starting air receiver(s).
2. Drain the starting air system.
3. Open the starting air supply.
4. Check the air pressure on the operator panel.
5. Check that: There is no visible start blocking on the operator panel
6. Check that:
▪ Propeller pitch is zero.
▪ Engine is disconnected.
▪ Propeller is locked (if shaft brake).
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Turning of engine
Description
1. Open the indicator valves and turn the engine some few revolutions,
D102A1-03
check that no liquid is flowing out from any indicator valves during the
turning. The turning can be done by activating the start button on the
operator panel and at the same time keeping fuel pump index on zero,
with a tool on the regulating shaft.
2 (4) -
L27/38;
2. Close indicator valves. Observe possible leakages from indicator valves!
Operation
Starting
1. Start the engine by turning the start button on the operator panel until
the engine ignites.
Failure in reset of fuel limit can load to blackout during shaft alternator
operation.
Testing during running

Check the following on the operator panel according to shop test report and
sea trial records.
1. Check the lubricating oil pressure and that the stand-by pump has
stopped.
2. Check the cooling water pressure.
3. Check the fuel oil feed pressure.
4. Check that the turbocharger is running.
5. Check that all cylinders are firing, see exhaust gas temperatures.
6. Check that all shut-downs are connected and function satisfactorily.
7. Check that all alarms are connected.
Operation
The engine should not be loaded more than 50% just after start. The
increase to 100% should take place gradually over 15 to 20 minutes.
When the engine is running, the following should be checked:
1. The lubricating oil pressure must be within the stated limits and may not
fall below the stated minimum pressure.
2. The lubricating oil temperature must be kept within the stated limits
indicated on the "Operation data and set points", see Description 00F1.
3. The fuel oil pressure must be kept at the stated value.
4. The cylinder cooling water temperature must be kept within the limits
indicated on the data and set points sheet.
See also shop test report and sea trial records.
5. The exhaust gases should be free of visible smoke at all loads. For nor-
mal exhaust temperatures, see the shop test report and sea trial
records.
6. Keep the charging air pressure and temperature under control. For nor-
2012-04-17 - en
mal values, see the test report from shop and sea trial records.
Description
7. Recharge the starting air receivers to 30 bar.

D102A1-03
8. To ensure full operational reliability, the condition of the engine should

be continuously observed so that order to preventive maintenance work
can be carried out before serious breakdowns occur.
- 3 (4)
L27/38;
Operation
Stopping
Before stopping, it is recommended to run the engine at idle speed for 10-15
minutes.
1. The engine is stopped by turning the button on the operator panel.
2. Check that the lub oil stand-by pump is started automatically and runs
for 5 minutes.
Starting and stopping on HFO

Starting and stopping of the engine should take place on HFO in order to
prevent any incompatibility problems on changeover to MDO.
MDO should only be used in connection with maintenance work on the
engine or before a longer period of engine standstill.
Before starting on HFO the engine must be properly preheated as described
in “Preparations for starting” and as described below.
Stopping the engine on HFO is no problem, but it should be ensured that
preheated fuel is continuously circulated by means of the booster pump.
2012-04-17 - en
Description
D102A1-03
4 (4) -
L27/38;
Checks during out-of-service periods

General
Stand-by mode During engine standstill in stand-by position the media cooling water and fuel
oil should be continuously circulated at temperatures similar to the operating
conditions.
The prelubricating pump must always run in standby mode.
Maintenance during In periods during standstill of the engine (not in stand-by position) it is recom-
standstill mended to start the prelubricating oil pump for minimum 20 minutes once
every week and to turn the engine during the prelubricating period by 2-3
revolutions.
Laid-up vessels During the lay-up period we recommend that our special instructions for
preservation of the engines are followed.
Work before major repairs

Follow all Working Cards carefully. Carry out all the measuring and inspection
stated on these Working Cards.
1. Make a complete set of recordings of the engine performance data at
MCR load.
2. After stopping the engine, while the oil is still warm, start the el-driven
prelub. pump, open up the crankcase and camshaft housings and
check that the oil is flowing freely from all bearings.
After overhaul of pistons, bearings, etc. this check should be repeated
before starting the engine.
Propulsion engines
In case of longer runs (more than 5 minutes) with the stand-by lub. oil
pump, the lub. oil connection to the turbocharger should be closed. Do
not forget to open this connection before operation.
3. Open up all filters to check that filter elements are intact. Filter car-
tridges in the lub. oil filter are to be replaced before start, after repair, or
after excessive differential pressure. After removal, dirty elements can
be examined for particles of bearing metal at the bottom of the paper
lamella (paper elements cannot be used again).
4. Lub. oil sump: Empty the oil sump of lubricating oil and check the bot-
tom of the oil sump for fragments of babbitt from bearings. Remove the
sludge, if not done within a period of one year. Clean the sump very
thoroughly and subsequently coat with clean lubricating oil.
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5. Automatic lub. oil filter: Remove the complete filter unit from the hous-
ing. Dismantle the end cover and candle unit. The filter candles are
Description
inspected for possible damages. Replace if necessary.

D102B1-03
6. A lubricating oil sample should be sent to a laboratory for immediate

analysis.
7. The installed drain fasilities in the exhaust gas system must be open.
- 1 (4)
L27/38;
Work during repairs

1. Crankshaft: Carry out deflection measuring of the crankshaft, see
"Checking of main bearings alignment (Autolog)", Working Card 12 101.
2. Turbocharger: If the recordings show that the charging air conditions
have changed radically, cleaning of turbocharger or charge air cooler or
other action should be effected, see separate instruction manual for tur-
bocharger.
3. Nuts and bolts: Tighten all nuts and bolts in the crankcase, see "Data
for torque moment", Description 00J1. Also retighten foundation bolts
and check the chocks.
4. Camshaft gear train: Check the various gear wheels for the camshaft(s).
5. Pneumatic valves: Drain starting air pipes for condensed water. Check
solenoid valve for overspeed stop and optionally, charge air by-pass
valve and waste gate valve.
6. Lub. oil cooler:If the performance records indicate increased lub oil tem-
perature or pressure drop, the oil cooler should be dismantled and
cleaned.
Work after repairs

1. Cleaning of lubricating oil system: Opening up the engines external sys-
tems can cause ingress of impurities. If external pipe systems (lubricat-
ing or fuel oil system) have been opened/repaired etc. flushing/cleaning
should be carried out very carefully before starting the engine. Further
information regarding flushing/cleaning contact MAN Diesel & Turbo.
2. The differential pressure across the lubricating oil filter must be watched
very carefully after cleaning and starting- up the engine. Be sure to
replace filter cartridges in due time.
3. After restoring normal prelubricating oil circulation, turn the engine at
least two revolutions by means of the turning device to check the mov-
ability of the relevant parts of the engine.
4. Close drain cocks in the exhaust gas system if mounted.
5. Speed control system: Lubricate bearings and rod connections. Dis-
connect the governor and move the rod connections by hand to check
that friction in the bearings and fuel injection pump is sufficiently low.
Checks which should be made just before starting the engine are men-
tioned under "Operation", see Description 02A1.
6. Cooling water system: Add cooling water, keep the system under pres-
sure and check for leakages at cylinder liner and cylinder head sealings
and at the cooling water joints.
Do not forget to add cooling water treatment additives.
7. Checks to be made just before starting the engine are under Opera-
tionsee Description 02A1.
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Description
D102B1-03
2 (4) -
L27/38;

Check of speed control system
At starting-up after an overhaul the overspeed shutdown must be

testet at correct setpoint after the following has been done:
a) Start the engine and keep it at no load.
b) Overspeed is tested by setting the overspeed test active at the
display module. Overspeed will occur at 85% of nominal speed.
Alternatively overspeed can be tested by use of a spanner at the
linkage between the actuator and the fuel rack.
If overspeed shutdown (SSH 81) are activated, nuts and bolts have to
be retightened before the engine is started, (Nuts and bolts according
to the colomn "Check new/overhauled parts after - hours" in the
planned maintenance program).
1. Check the actuator as follows: start up the engine and run it at the syn-
chronous number of revolutions.
▪ Speed-setting: before switching-in the alternator on the switchboard
please check that the servomotor adjusts the rpm with a suitable quick-
ness after actuation of the synchronizer knob on the switchboard. The
range from - 5% to + 5% from the synchronous rpm should be tested.
▪ Adjustment speed: switch in the alternator on the switchboard and set
the load to about 40%. On reaching normal oil temperatures in actuator
and engine increase the load instantly to about 80% (by starting a major
pump or compressor). This must not cause the frequency to fall by more
than some 8%, and the engine must return to a constant no. rpm after
about 3 seconds (although this rpm will be a little lower than before
owing to the speed drop of the actuator). If the engine is operated in par-
allel with other engines, an even sharing of the load must be established
within about 3 seconds. If the actuator reacts too slowly, compensating
adjustment is effected as indicated in the actuator's instruction manual
(Compensating Adjustment).
It is a condition for this test that the engine and turbocharger are in
perfect operating condition, so that possible sources of error can be
eliminated immediately.
▪ Hunting: run the engine at synchronous rpm, and without load. Provided
that the actuator oil is warm, the regulating lever must not perform any
major periodical movements, and neither must there be any variation in
the engine speed. If that is the case, readjustment of the actuator
according to the actuator instruction manual.
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▪ Speed drop: in case of unsatisfactory load sharing between two or more

Description
engines this can be rectified by increasing the speed drop of the engine
D102B1-03
that is subject to the greatest load (or by reducing the setting of the other
engines).
- 3 (4)
L27/38;
The setting should normally not be increased beyond the "max" value (stated
below) on the scale, and satisfactory parallel operation can generally be

obtained at settings "normal range" (stated below). Setting "Default" stated
below can be used in most cases.
2015-03-16 - en
Description
D102B1-03
4 (4) -
L27/38;
Starting-up after repair

General
The following checks are to be made immediately after starting and during
load increase.
It is assumed that the engine has been out of service for some time, for
instance due to overhaul, and that the “check during out ofservice periods”
has been carried out as described.
Startingup after such an outofservice period is normally carried out as a test
run (quay trial). Priorto the trial run it must be ascertained that:
1) The port authorities allow quay trials
2) The moorings are adequate
3) The wheel house is manned during quay trials
Whether a quay trial is carried out or not, in addition to normal supervising
and recording, the following checks must be made in the order stated.
To be checked immediately after starting

1) Check that the turbocharger is running.
2) Check that the lubricating oil pressure is in order and that the auto-
matic lub oil filter is operating.
3) Check that all cylinders are firing (see exhaust temperatures).
4) Check that everything is normal for engine speed, fuel oil, cooling
water and system oil.
Check by simulation of the overspeed shutdown device that the
engine stops.
The overspeed setting should be according to “Operating data and set

points”.
To be checked during starting-up, but only if required after repairs or alterations

1) If the condition of the machinery is not wellknown, especially after
repairs or alterations, the “feelover sequence” should always be fol-
lowed, ie:
After 5,15 and 30 minutes’ idle running, open the crankcase and the
camshaft housing and perform feelover on the surfaces of all moving
parts where friction may arise and cause undue heating.
Feel: main bearings, conrod bearings, camshaft bearings and cylinder
liners.
After the last feelover, check lub oil flow from bearings, see also “Igni-
2013-06-19 - en
tion in crankcase” .
Description
2) After repair or renewal of cylinder liners, piston rings or bearings, allow-

D102C1-02
ance must be made for a runningin period, ie the engine load should
be increased gradually as indicated in the table below. The engine out-
put is determined on the basis of the fuel pump index and engine
speed. The turbocharger speed and charge air pressure give some
indication of the engine output.
- 1 (2)
L27/38;
Running-in sequence
Load step Time (hours) Load (%) Engine (rpm)

1 0.5 0 500
2 0.5 10 535
3 0.5 20 610
4 0.5 30 670
5 0.5 40 800
6 1.0 50 800
7 1.0 60 800
8 1.0 70 800
9 1.0 80 800
10 1.0 90 800
11 1.0 100 800
After the running–in sequence, make sure that all fuel pumps are set at the
same index and that the governor can move all fuel pumps to “zero” index.
2013-06-19 - en
Description
D102C1-02
2 (2) -
L27/38;
Engine performance and condition

Performance data and engine condition
During operation small changes in the engine condition take place continu-
ously as a result of combustion, including fouling of airways and gasways,
formation of deposits, wear, corrosion, etc. If continuously recorded, these
changes in the condition can give valuable information about the operational
and maintenance condition of the engine. Continuous observation can con-
tribute to forming a precise and valuable basis for evaluation of the optimum
operation and maintenance programmes for the individual plant.
Engine performance data

If abnormal or incomprehensible deviations in operation are recorded, expert
assistance in the evaluation thereof should be obtained.
We recommend taking weekly records of the most important performance
data of the engine plant. During recording (inspection sheet 2020734-6 can
be used) the observations are to be compared continuously in order to
ascertain alterations at an early stage and before these exert any appreciable
influence on the operation of the plant.
As a reference condition for the performance data, the testbed measure-
ments of the engine or possibly the measurements taken during the sea trial
on the delivery of the ship can be used. If considerable deviations from the
normal conditions are observed, it will be possible, in a majority of cases, to
diagnose the cause of such deviations by means of a total evaluation and a
set of measurements, after which possible adjustment/overhauls can be
decided on and planned.
Evaluation of performance data
Air cooler
Fouling of the air side of the air cooler will manifest itself as an increasing
pressure drop, lower charge air pressure and an increased exhaust/charge
air temperature level (with consequential influence on the overhaul intervals
for the exhaust valves).
An increase in charge air temperature involves a corresponding increase in
the exhaust gas temperature level by a ratio of about 1:1.5, i.e. 1°C higher
charge air temperature causes about 1.5°C higher exhaust gas temperature.
Reduction of the charge air pressure results in a corresponding reduction of
the compression pressure and max. combustion pressure.
When checking the max. pressure adjustment of the engine, it is therefore to
be ensured that the existing charge air pressure is correct.
Fuel injection pump

2012-06-20 - en
The amount of fuel injected is equivalent to the supplied energy and is thus
Description
an expression of the load and mean effective pressure of the engine. The fuel
D102D1-02
pump index can therefore be assumed to be proportional to the mean pres-

sure. Consequently, it can be assumed that the connected values of the
pump index are proportional to the load.
- 1 (4)
L27/38;
D102D1-02 MAN Diesel & Turbo
The specific fuel consumption, SFOC (measured by weight) will, on the

whole, remain unchanged whether the engine is operating on HFO or on

MDO, when considering the difference in calorimetric heat value.
However, when operating on HFO, the combination of density and calorific
value may result in a change of up to 6% in the volumetric consumption at a
given load. This will result in a corresponding change in the fuel pump index,
and attention should be paid to this when adjusting the overload preventive
device of the engine.
To avoid overloading of the engine the charge air pressure and turbine speed
recorded at the shop test should not be exceeded.
At the Power Control Synchronizing (PCS) panel in the engine control room it
is possible to reduce the load by adjusting the setting for maximum MCR
load limit.
Abrasive particles in the fuel oil result in wear of fuel injection pumps and fuel
valve nozzles. Effective treatment of the fuel oil in the purifier can keep the
content of abrasive particles to a minimum. Worn fuel injection pumps will
result in an increase of the index on account of an increased loss in the
pumps due to leakage.
When evaluating operational results, a distinction is to be made between
changes which affect the whole engine (all cylinder units) and changes which
occur in only one or a few cylinders.
Deviations occuring for a few cylinders are, as a rule, caused by malfunction-
ing of individual components, for example a fuel valve with a too low opening
pressure, blocked nozzle holes, wear or other defects, an inlet or exhaust
valve with wrongly adjusted clearance, burned valve seat, etc.
Turbochargers
Fouling of the turbine side of the turbocharger will, in its first phase, manifest
itself in increasing turbocharger revolutions on account of increased gas
velocity through the narrowed nozzle ring area. In the long run, the charging
air quantity will decrease on account of the greater flow resistance through
the nozzle ring, resulting in higher wall temperatures in the combustion
chambers.
Service experience has shown that the turbine side is exposed to increased
fouling when operating on HFO.
The rate of fouling and thereby the influence on the operation of the engine is
greatest for small turbochargers where the flow openings between the guide
vanes of the nozzle ring are relatively small. Deposits occur especially on the
guide vanes of the nozzle ring and on the rotor blades. In the long run, foul-
ing will reduce the efficiency of the turbocharger and thereby also the quan-
tity of air supplied for the combustion of the engine. A reduced quantity of air
will result in higher wall temperatures in the combustion spaces of the
engine.
Detailed information and instructions regarding water washing of the turbo-
charger are given in the instruction manual.
2012-06-20 - en
Description
Fuel valves
D102D1-02
Assuming that the fuel oil is purified effectively and that the engine is well-
maintained, the operational conditions for the fuel valves and the overhaul
intervals will not normally be altered essentially when operating on HFO.
2 (4) -
L27/38;
If, for any reason, the surface temperature of the fuel valve nozzle is lower

than the condensation temperature of sulphuric acid, sulphuric acid conden-
sate can form and corrosion take place (cold corrosion). The formation of sul-
phuric acid also depends on the sulphur content in the fuel oil.
Normally, the fuel nozzle temperature will be higher than the approx. 180°C
at which cold corrosion starts to occur.
Abrasive particles in the fuel oil involve heavier wear of the fuel valve needle,
seat, and fuel nozzle holes. Therefore, abrasive particles are to the greatest
possible extent to be removed at the purification.
Exhaust valves
The overhaul intervals for exhaust valves is one of the key parameters when
the reliability of the entire engine is to be judged. The performance of the
exhaust valves is therefore extremely informative.
Especially under unfavourable conditions, fuel qualities with a high vanadium
and sodium content will promote burning of the valve seats. Combinations of
vanadium and sodium oxides with a corrosive effect will be formed during
combustion. This adhesive ash may, especially in the event of increased
valve tem-peratures, form deposits on the seats. An increasing sodium con-
tent will reduce the melting point and thereby the adhesive temperature of
the ash, which will involve a greater risk of deposits. This condition will be
especially unfavourable when the na/va weight ratio increases beyond 1:3.
The exhaust valve temperature depends on the actual maintenance condition
and the load of the engine.
With correct maintenance, the valve temperature is kept at a satisfactory low
level at all loads. The air supply to the engine (turbocharger/air cooler) and
the maximum pressure adjustment are key parameters in this connection.
It is important for the functioning of the valves that the valve seats are over-
hauled correctly in accordance with our instructions.
The use of rotocaps ensures a uniform distribution of temperature on the
valves.
Air inlet valves

The operational conditions of the air inlet valves are not altered substantially
when using residual fuel.
Fuel injection pumps

Assuming effective purification of the fuel oil, the operation of the fuel injec-
tion pumps will not be very much affected.
The occurrence of increasing abrasive wear of plunger and barrel can be a
consequence of insufficient purification of the fuel oil, especially if a fuel which
contains residues from catalytic cracking is used. Water in the fuel oil increa-
ses the risk of cavitation in connection with pressure impulses occurring at
the fuel injection pump cut-off. A fuel with a high asphalt content has deterio-
2012-06-20 - en
rating lubricating properties and can, in extreme cases, result in sticking of

Description
the fuel injection pump plungers.

D102D1-02
- 3 (4)
L27/38;
Engine room ventilation, exhaust system

Good ventilation of the engine room and suitable location of the fresh air
intake on the deck are important. Sea water in the intake air might involve
corrosive attack and influence the overhaul intervals for the exhaust valves.
The fresh air supply (ventilation) to the engine room should correspond to
approximately 1.5 times the air consumption of the engines and possible
boilers in operation.
Under-pressure in the engine room will involve an increased exhaust temper-
ature level.
The exhaust back-pressure measured after the turbochargers at full load
must not exceed 300 mm water column. An increase in the exhaust back-
pressure will also cause an increased exhaust valve temperature level, and
increased fuel consumption.
2012-06-20 - en
Description
D102D1-02
Figure 1: Evaluating performance data
4 (4) -
L27/38;
Condensate
Condensate
General
Air always holds a certain amount of water. When the air is saturated with
aqueous vapour, the humidity is said to be 100% and there is as much water
in the air as it can absorb without condensing.
The amount of water in kg/kg air can be found from the diagram. The ability
to absorb water depends on the pressure and temperature of the air.
Amount of condensate in charge air receiver

Both higher pressure and lower temperature reduce the ability to absorb
water. A turbocharged diesel engine takes air from the outside, compresses
and cools it.
Then the air can normally not absorb the same amount of water as before.
Condensation of water in the engine’s charge air receiver is consequently
dependent on the humidity and the temperature of the ambient air. To find
out if condensation in the charge air receiver will occur, the diagram can be
used.
Example
Diesel engine 2300 kW
Ambient air condition:
air temperature 35 °C
relative air humidity 90 %
Charge air temperature 50 °C
Charge air pressure 2,6 bar
As a guidance, an air consumption of 7,25 kg/kWh (Le) at full load can be

used for L27/38.
Solution according to diagram see fig. 1.
Water content of air (I) 0,033 kg/kg
Max water content of air (II) 0,021 kg/kg
Amount of condensate in charge air receiver:

= (I-II) x Le x P
= (0,033 - 0,021) x 7,25 x 2300 = 205 kg/h
Draining of condensate
The phenomenon will occur on all turbocharged engines.
There is no risk with a small amount of water, but to avoid overfilling of the air
receiver, it must be drained off.
2013-08-15 - en
The drain valve at the bottom of the air cooler housing shall therefore be kept
Description
open.
D102E1-01
- 1 (3)
L27/38;
D102E1-01 MAN Diesel & Turbo
Condensate
Amount of condensate in air tanks

The volume of condensate in the air tank is determined by means of the
curve at the bottom to the right of the diagram, representing an operating
pressure of 30 bar.
Example
Amount of condensate in air tank:
Volumetric capacity of tank (V) 1000 dm³
Temperature in tank (T) 40°C = 313 K
Internal pressure of tank (p) 30 bar =
31x105N/m²
(abs)
Gas constant for air (R) 287 Nm/kg K
Ambient air temperature 35°C
Relative air humidity 90%
Weight of air in tank:

m = (p x V) / (R x T) = (31 x 105 x 1) / (287 x 313) = 34,5 kg
Solution according to above diagram:
Water content of air (I) 0,033 kg/kg
Max water content of air (III) 0,0015 kg/kg
Amount of condensate in air tank:

= (I - III) x m
= (0,033 - 0,0015) x 34,5 = 1,08 kg
2013-08-15 - en
Description
D102E1-01
2 (3) -
L27/38;
Condensate
Figure 1: Nomogram for calculation of condensate amount
2013-08-15 - en
Description
D102E1-01
- 3 (3)
L27/38;
Borescope inspection of cylinder liner
Borescope inspection of cylinder liner

General
In order to check and evaluate the cylinder liner condition, a borescope
inspection is recommended as an easy and efficient method, only by removal
of the fuel injection valve.
Example
Increasing lub oil consumption may be caused by lacquer deposits on the
liner surface. As the honing marks are filled with lacquer, it will result in loss
of lub oil control.
This can normally be detected by a borescope inspection and the necessary
measures can be decided.
Scores, polished areas or water leakage may occur in one cylinder only, and
it is imperative to detect which cylinder has to be opened.
MAN Diesel will be pleased to carry out the borescope inspection.
Figure 1: Borescope
2013-06-11 - en
Description
D102F1-01
- 1 (1)
L27/38;
MAN Diesel & Turbo M102101-02
Recording of engine performance data

Safety precautions
Manpower
Number Qualification Duration in h
1 1
Special tools
Plate No. Item No. Note
1 9002 138 Max. pressure indicator
1 9002 498 Handle for indicator valve
Data
Designation Information
Shoptest report for engine See chapter 00 Data
Replacement and wearing parts

Plate No. Item No. Quantity
- -
Starting Position
Engine running
Health Risk!
Health Risk!
positions!
2017-08-04 - en
M102101-02
Work Card
Tier II - 1 (3)
L27/38;
M102101-02 MAN Diesel & Turbo
Procedure
1) Run the engine at MCR load.
2) Stabilise the engine load and keep a straight course.
3) Record the performance data.
4) Compare the data with the engine builder’s shop test report.
To obtain reliable records, the engine observations should be recorded

during calm sea, normal weather conditions and with the ship operated
in normal load condition.
Performance data
Engine No: Plant No: Engine Type:
Ship Ship Name: Sign:
Voyage Date: Time:
From To
Bridge Ship speed Wind Wind force О Hard О Mod О Low
knots m/s Wind direction О Head О Abeam О Follow
Ship load О Full О Half О Light
Barometer Air temp.
mbar ºC
Relative humidity Engine Speed Fuel index Propeller pitch Propeller
2017-08-04 - en
% rpm - - rpm
M102101-02
Work Card
Control Engine Speed Fuel index Propeller pitch Propeller

room rpm - - rpm
Engine Engine room Engine room. Engine Speed Hand tacho Crankcase Running hours
mbar ºC rpm rpm mmWC h
2 (3) Tier II -
L27/38;
Turbocharger Turbo speed AC press drop Temp aft Exh. back Exh temp aft.

comp. press TC
Fore (or B) rpm mmWC ºC
Aft (A) rpm mmWC ºC mmWC ºC
ºC mmWC
Ch. air press Ch. air temp.
bar ºC
Cooling system Pressure Static Inlet temp Outlet Sea water
Seawater bar ºC temp
ºC
Cooling system Pressure Static AC inlet temp Outlet Aft lub. oil cool After HT cooler
LT (or seaw) bar ºC ºC
Cooling system Pressure Static Eng inlet temp Outlet FW cool outlet
HT bar ºC ºC
Lub oil system Oil type Press bef. filter Press after filter Temp aft pump Temp aft filter
bar bar ºC ºC
Fuel oil system Fuel type Press after filter Temp after filter Cool oil press Cool after temp
bar bar ºC ºC
Cylinder/Bank 1 2 3 4 5 6 7 8 9
Exh.temp. ºC A
О Dial О NiCr-Ni B
Cooling water A
ºC B
Pmax A
bar B
Pcomp. A
bar B
Fuel Index A
- B
Calculated Pe Engine output Fuel oil con- Lub oil con-
valves sump sump
bar kW t/24h l/24h
Gear Lub oil system Oil type Oil temperature Oil pressure Min during Thrust bearing
manoe
ºC bar bar ºC
Servo Servo oil system Clutch press Servo press Max during
manoe
bar bar bar
Pitch-control Ahead Neutral Astern Water temperature after cooler
mm mm mm mm
Propeller Lub. oil type Stern tube bearing temperature Journal bearing(s) temperature
2017-08-04 - en
Hub St.tu. fore ºC aft ºC ºC 1: 2: 3:

M102101-02
Work Card
Com-
ments
Tier II - 3 (3)
L27/38;
MAN Diesel & Turbo
Trouble shooting
Description Starting failures ............................................................ D106A1-01
Faults in fuel oil system ................................................ D106B1-01
Disturbances during operation ..................................... D106C1-01
Ignition in crankcase .................................................... D106D1-01
Faults in cooling water system ..................................... D106E1-01
Faults in lubricating oil cooler ....................................... D106F1-01
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Starting failures
Starting failures
Air starter does not respond when activating the start switch.
Possible cause Troubleshooting
Empty air recievers. Charge air recievers.
Valve closed. Open air valves.
Solenoid valve on air starter does not Check electrical connections.
receive 24 volt.
Emergency stop activated. De-activate emergency stop.
Turning gear engaged. Disengage the turning gear.
Pinion engages, but does not turn the engine.

Filter at air starter blocked. Clean the filter.
Low air pressure. Raise the air receiver pressure.
Pressure control valve is not working. Dismantle and repair the pressure con-
trol valve.
Air starter works, but the drive shaft does not rotate.
Clutch or drive shaft broken. Dismantle the air starter and repair it.
2012-04-17 - en
Description
D106A1-01
- 1 (1)
L27/38;
Faults in fuel oil system
Faults in fuel oil system

Engine turns, but ignition fails. Fuel pumps are not actuated.
Stop signal to governor. Check if emergency stop is activated.
Overspeedstop tripped. Cancel over speed stop.
Sticking fuel pumps. Dismantle and clean.
Defective governor. See governor manual.
Check rod connection.
Check that fuel pump indexes are equal
on all pumps.
Engine turns, but no fuel is injected owing to failure in fuel system.

Fuel oil service tank empty Pump oil into the tank.
Engine runs, but does not ignite on all cylinders.

Air in fuel system. Start electrical stand-by pump.
Worn-out fuel pump. Change fuel pumps.
Primary pressure too low. Clean fuel filter.
Water in the fuel. Drain off water.
Fuel valves or nozzles defective. Change defective fuel valves.
First ignitions are too violent. Engine runs erratically.

Sluggish movement of the fuel pump ter- Lubricate and mobilize rod connections
minal shaft. and bearings on the terminal shaft.
Fuel pump index too high. Check rod connection from the terminal
shaft. Check that governor is working
properly.
2012-04-17 - en
Description
D106B1-01
- 1 (1)
L27/38;
Disturbances during operation

Exhaust gas temperatures increased on all cylinders.
Increased charging air temperature due Clean air cooler.
to ineffective air cooler.
Fouling of air and gas passages. Clean air and gas passages.
Insufficient cleaning of fuel oil or changed Check separator and fuel filters.
combustion characteristics.
Poor fuel quality. Change fuel.
Exhaust gas temperature increased on one cylinder.

Fuel valve or valve nozzle defective. Overhaul fuel valve.
Leaky exhaust valves. Check the valve clearance
Note: This manifests itself by a rise in the or
exhaust temperature and failing of the change the cylinder head. Pressure test
compression and maximum combustion the cylinder by means of special tool.
pressure of the respective cylinder.
If
Stopping of the engine is not possible or
convenient
Then
The fuel pump of the cylinder concerned
should be put out of operation by mov-
ing the index to stop and locking it in this
position.
Damaged fuel pump cam/ roller. Replace camshaft section and roller.
Crankcase pressure increased.

Blow-by = leaky combustion chamber. Check piston rings.
Blow-by means a serious danger of pis-
ton seizure, and the engine must if possi-
ble be stopped and the piston in ques-
tion pulled. Leaky piston rings will nor-
mally result in heavy excess pressure in
the crankcase.
If
Stopping of the engine is not possible or
convenient.
2012-04-17 - en
Then
Description
The fuel pump of the cylinder concerned

D106C1-01
should be put out of operation by mov-

ing the index to stop and locking it in this
position.
- 1 (3)
L27/38;
Exhaust gas temperature decreases on all cylinders.

Decreased charging air temperature. Check the thermostatic valve in the cool-
ing water system.
Exhaust gas temperature decreases on one cylinder.

Fuel pump plunger is sticking or leaking. Change fuel pump plunger/ barrel
assembly.
Engine speed decreases.

Pressure before fuel pumps too low. Raise fuel oil primary pump pressure to
normal
or
check filter.
Fuel valves defective. Change defective valves.
Fuel injection pumps defective. Change or overhaul.
Water in the fuel. Drain off water from service and settling
tanks. Check fuel oil centrifuge.
Governor defective. See governor manual.
Engine stops.
Shut-down for overspeed. Check fuel pumps.
Check governor.
Check movement of regulating mecha-
nism.
Shut-down for low lubricating oil pres- Check pressostat.
sure. Check lubricating oil filter.
Check lubricating oil pump.
Shut-down for high HT cooling water Check HT system and pump.
temp. — or low HT cooling water pres-
sure.
2012-04-17 - en
Description
D106C1-01
2 (3) -
L27/38;

Smoky exhaust.
Charge air pressure too low. Clean turbine, see turbocharger manual.
Check air supply to engine room.
Air supply too low. Clean air cooler.
Clean air filter.
Clean compressor.
Clean turbine.
Fuel valves or nozzles defective. Check fuel valves.
Rising cooling water temperature.

Thermostat function. Check thermostat.
Defective pumps. Stop the engine and repair the pumps.
Fouled cooler. Clean cooler.
Check whether steam has developed.
Check filling at test cocks.
2012-04-17 - en
Description
D106C1-01
- 3 (3)
L27/38;
Ignition in crankcase
Cause
During running the atmosphere in the crankcase contains the same gases
(N2-O2-CO2) in the same proportions as in the ambient air, but an intense
spray of oil drops is slung around everywhere. If undue friction arises
between sliding surfaces, the heated surface will cause evaporation of the
lubricating oil splashed onto it. When the oil vapours condense, they form a
milky white oil mist which can ignite. Such ignition may be caused by the
same “hot spot” that produced the oil mist. If a large quantity of oil mist has
developed before ignition, the burning may cause considerable pressure rise
in the crankcase, forcing the relief valves to open.
Every precaution should therefore be taken to avoid “hot spots” and discover
oil mist in time.
“Hot spots” in crankcase

Overheating of bearings is a result of inadequate or failing lubricating, possi-
bly caused by pollution of the lubricating oil.
It is therefore important that the lubricating oil filtration equipment is in perfect
condition. Checking of the oil condition by analysis is recommended.
Oil mist in crankcase

The presence of oil mist may be noted at the vent pipe which is fitted at the
aft end of the crankcase or by an oil mist detector.
Measures (in case of white oil mist).
Keep away from doors and relief valves on crankcase. Do not stay
unnecessarily in doorways near the doors of the engine room casing.
1. Stop the engine.

2. Leave the engine room. Shut doors and keep away from them. Make
ready firefighting equipment.
Do not open crankcase until 10 minutes after stopping the engine.

When opening up, keep clear of possible flames. Do not use naked
light and do not smoke.
3. Cut off starting air. Take off all doors on one side of the crankcase. Set
the switch on the operator panel in position LOCAL.
2012-04-17 - en
4. Locate the hot spot. Powerful lamps should be employed at once (in
Description
explosion-proof fittings). Feel over all sliding surfaces.

D106D1-01
5. Look for squeezed-out bearing metal and discoloration by heat (blis-

tered paint, burnt oil, heated steel).
- 1 (2)
L27/38;
6. Prevent further heating, preferably by making a permanent repair. Spe-

cial attention should be paid to ensure lubricating oil supply and the sat-
isfactory condition of the frictional surfaces involved. It is important to
replace or clean the filter candles.
7. Start electrically driven lubricating oil pump and check oil flow from all
bearings and spray pipes in crankcase while turning the engine through
at least two revolutions.
8. Start engine. Look out for oil mist.
Especially the frictional surfaces that caused the heating should be felt over
(5,15 and 30 minutes after starting, and again when full load is obtained).
2012-04-17 - en
Description
D106D1-01
2 (2) -
L27/38;
Faults in cooling water system
Faults in cooling water system

General
The built-on fresh water pumps in the high and low temperature circuits are
of the centrifugal type. They are mounted in the front-end box and are driven
through gearwheels from the crankshaft. The pump bearings are lubricated
automatically with oil from the lubricating oil system of the engine.
Running trouble with the pumps, apart from mechanical faults, is most
often due to leaks in the suction line. It is therefore essential 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.
Oil or water flows out of the telltale holes in the front-end box.
Worn shaft seals. Repair the pump.
The pump does not work after start.

Pump draws in air at suction side. Check gaskets and pipes for tightness.
The system is not filled up. Check the level in the expansion tank.
Air cannot escape on delivery side. Check the venting pipe.
Leaking shaft seal. Check the shaft seal.
Pump capacity drops after normal operation.

Air leakages from shaft seal. Overhaul the shaft seal.
Fouled or worn impeller. Check the impeller.
Pump does not give maximum delivery.

Non-return valve not fully open. Dismantle pump and check the non-
return valve.
2012-04-17 - en
Defective seals. Replace the seals.

Description
Worn impeller and worn wear rings. Overhaul the pump.

D106E1-01
- 1 (1)
L27/38;
Faults in lubricating oil cooler

Visible Leakage
Trouble Possible cause Troubleshooting
Leakage Insufficient tightening. Tighten up the cooler, but not below
(Phase 1) the minimum distance and never
when the plate heat exchanger is
under pressure or over 40°C.
If the cooler is still leaky, proceed to
phase 2.
Leakage Fouled or deformed plates. Inelastic Dismantle the cooler and check if the
(Phase 2) or deformed gaskets. plates are deformed or fouled. Check
that the gaskets are elastic and non-
deformed, and that the faces of the
joints are clean. Replace deformed
plates and gaskets. Before assem-
bling clean all plates and gaskets very
carefully. Assemble the cooler and
start up again.
Note: Even tiny impurities such as
sand grains may cause leakage.
Leakage. Defective gasket. Dismantle the cooler.
(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension) Replace the gaskets.
Assemble the cooler and start up
again.
Leakage. Defective gasket or badly corroded Dismantle the cooler.
(Through the drain holes of the gas- plate. Replace defective plates and gaskets,
kets) if any.
again.
2012-04-17 - en
Description
D106F1-01
- 1 (2)
L27/38;
Non-visible leakage
Trouble Possible cause Troubleshooting
Reduced heat transmission and/or Fouled plates or choked plate chan- Dismantle the cooler and check if the
increasing pressure drop. nels. plates are fouled.
Clean the plates very carefully.
again.
Leakage Holes in plates A suspected leakage can be localized
(The fluids get mixed) Corrosion or fatigue fracture. in the following way:
(Phase 1) Remove the complete cooler from the

engine.
Dismantle the cooler and check the
plates very carefully.
Check suspected plates with a dye
penetrant.
Before assembling, clean all plates
and gaskets.
Assemble the cooler and check to
find more defective plates, if any, by
putting one side under press.
Install the cooler on the engine and
start up again.
2012-04-17 - en
Description
D106F1-01
2 (2) -
L27/38;
MAN Diesel & Turbo
Frame, bearings, oil pan covers

Description Engine frame ................................................................ D110A1-01
Main bearings .............................................................. D110B1-01
Resilient mounting ........................................................ D110C1-01
Work Card Dismantling and mounting of main bearing and guide

bearing ........................................................................ M110101-02
Functional test of crankcase safety relief valves ............ M110102-01
Criteria for replacement of connecting rod big-end and
main bearing shells ...................................................... M110103-02
Fitting instructions for resilient mounting ....................... M110104-01
Plate Oil pan ......................................................................... P11010-04-L2738-P

Dip stick ....................................................................... P11010-05-L2738-P
Frame .......................................................................... P11012-01-L2738-P
Covers on frame .......................................................... P11014-05-L2738-P
Front end box .............................................................. P11016-01-L2738-P
Covers on aft end ........................................................ P11018-04-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Engine frame
Engine frame
General
The engine frame is made of nodular cast iron. Distribution of lubricating oil is
integrated in the frame to reduce the number of pipes to be installed. To
reduce the stresses in the frame, the frame is kept compressed by heavy tie
rods from the main bearing cap to the top of the frame. The tie rods for the
cylinder head are deeply anchored in the frame. Tie rods in each side stabi-
lize the main bearing caps. All tie rods are hydraulically tightened. The engine
frame does not hold any water.
Figure 1: Tie rods in engine frame

2013-06-21 - en
Description
D110A1-01
- 1 (1)
L27/38;
Main bearings
Main bearings
General
Well supported main bearings carry the crankshaft with generously dimen-
sioned journals. The combination of the stiff box design and the carefully bal-
anced crankshaft ensures a smooth and vibration free running engine.
Criteria for replacement of main bearing shells, see work card 10 103.
Figure 1: Main bearing

2013-06-21 - en
Description
D110B1-01
- 1 (1)
L27/38;
Resilient mounting
Resilient mounting
General
The engine can be installed resiliently by means of bolted-on brackets and
rubber mounts. These are easy to implement and do not require modification
of the engine except for installation of flexible connections. The highly elastic
rubber coupling between engine and gearbox will permit the radial move-
ments.
Figure 1: Resiliently mounted engine

2013-06-21 - en
Description
D110C1-01
- 1 (1)
L27/38;
Dismantling and mounting of main bearing and guide bearing

Safety precautions
▪ Select local control
▪ Shut-off starting air
▪ Stop lub. oil circulation
▪ Engine stopped
▪ Shut off cooling water
▪ Shut off fuel oil
Manpower
2 1
Special tools
1 9000-03 806 Hydraulic tool
1 9002-02 035 Dismantling tool for main bearing upper
shell
1 9002-02 557 Lifting handle for main bearing cap
Data
Tightening specification Chapter 1 00

1 1012 -
1 1410 -
Starting Position
2017-02-13 - en
Engine out of operation.

M110101-02
Work Card
Tier II - 1 (6)
L27/38;
Dismantling of main bearing

1. Dismantle the crankcase covers on both sides of the engine fore and aft
of the main bearing in question.
2. Install the hydraulic tool on the side tie rods for the main bearing cap to
be lowered. Loosen and remove the nuts (1), see fig 1. Leave the the
rods in to avoid that the main bearing cap drops down when removing
the nuts for the main bearing cap.
3. Install the hydraulic tool on the tie rods for the main bearing cap inside
the crankcase. Loosen and remove the nut (2), see fig 1.
Figure 1: Hydraulic tools mounted on tie rods

4. Install the lifting tool for the main bearing cap, see fig 2.
2017-02-13 - en
M110101-02
Work Card
2 (6) Tier II -
L27/38;

Figure 2: Installing lifting tool on main bearing cap
5. Place a tackle above the handles of the two lifting tools. Connect it to
the handle and pull tight to carry the weight of the main bearing cap
and screw the side stay bolts out.
6. Slacken the tackle until the lifting tool is resting against the engine
frame.
7. Remove the lower bearing shell from the bearing cap.
8. Press the tool for turning the upper bearing half out into the lubricating
oil bore in the crank journal, see fig 3.
9. Turn the upper bearing half out by turning the crankshaft.
2017-02-13 - en
M110101-02
Work Card
Tier II - 3 (6)
L27/38;
Figure 3: Using turning-out tool
Mounting of main bearing

1. Carefully wash the new bearing in diesel fuel to remove the preserva-
tion.
2. Add oil to the bearing surface of the upper bearing shell and slide it by
hand into position as far as possible. Make sure that the bearing is
placed in the middle of the longitudinal direction of the bearing bore.
3. If the bearing cannot be brought into correct position by hand, the tool
for turning out the bearing can be used to turn in the bearing. Make
sure the joint faces of the bearing shell and the frame are in line.
4. Add oil to the bearing surface of the lower bearing shell and place it in
the main bearing cap. Make sure the joint faces of the bearing shell and
2017-02-13 - en
the bearing cap are in line.

M110101-02
Work Card
5. Add molykote paste to the surface around the hole for the side tie rods
on the main bearing cap.
6. Lift the bearing cap into position by means of the tackle and screw the
side studs in by hand. Add some liquid sealing compound to the nuts
to seal against the frame and screw on the nuts but do not tighten.
4 (6) Tier II -
L27/38;
7. Fit the nuts on the tie rods for the main bearing cap in the crankcase.

8. The lifting tool for the main bearing cap can now be removed.
9. Install the hydraulic tools on the side tie rods and tighten with a pres-
sure of 400 bar and turn the nuts against the frame.
10. Install the hydraulic tool on the tie rods for the main bearing cap in the
crankcase and tighten with a pressure of 1200 bar and turn the nuts
against the bearing cap.
11. Release the pressure completely and rise the pressure once again to
1200 bar and turn the nuts against the bearing cap.
12. Release the pressure and remove the hydraulic tools.
13. The hydraulic tool on the side tie rods is now pressurized to 1200 bar
and the nuts are turned against the engine frame.
14. Release the pressure completely and rise the pressure once again to
1200 bar and turn the nut against the engine frame.
15. Release the pressure and remove the hydraulic tools.
Dismantling of guide bearing, fig 4

All 4 thrust ring halves are identical.
Check or replacement of the thrust rings is carried out, when checking or
replacing the aft main bearing.
Before lowering the aft main bearing cap, as described under “Dismantling of
main bearing”, the crankshaft must be moved a little axially to make sure
there is no axial force on the fore or aft thrust rings.
Figure 4: Guide bearing
Dismantling of thrust rings

2017-02-13 - en
1. When lowering the main bearing cap, care must be taken that the lower
thrust rings do not drop into the oil pan.
M110101-02
Work Card
2. The fore and aft upper thrust rings have come down a little at the same
time as the main bearing cap was low ered and can easily be turned
out while the main bearing cap is resting in the lifting tools.
Tier II - 5 (6)
L27/38;
Installation of thrust rings

1. The upper fore and aft thrust rings can easily be turned in if the crank-
shaft is in the right axial position.
2. Leave the two halves hanging over the main journal with the joint faces
in horizontal position.
3. Add some grease to the back of the lower thrust rings and place the
thrust rings on the main bearing cap. Make sure the guide fl aps are
located in the grooves machined in the bearing cap.
4. Lift the bearing cap and assemble as described under “Mounting of
main bearing”.
2017-02-13 - en
M110101-02
Work Card
6 (6) Tier II -
L27/38;
Functional test of crankcase safety relief valves

Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
- - No special tools
Data
-

1 1014
Starting Position
2016-05-04 - en
M110102-01
Work Card
- 1 (2)
L27/38;
Functional testing
Functional testing of the crankcase safety relief valves cannot be performed
during operation of the engine, but it must be checked during overhauls that
the valve flap is movable
When painting
When painting the engine, take care not to block up the safety relief valves
with paint.
Check of opening pressure

To check the proper opening pressure, see fig 1.
Figure 1: Cover with relief valve

1. Remove the relief valve cover from the engine.
2. Place the cover on the floor with the pressure area upwards.
3. Apply a weight of 26.5 kg on the pressure area. The relief valve must
open under this pressure.
4. Remount the relief valve cover on the engine.
If the safety relief valves are actuated, the engine must be stopped
immediately, and it must not be restarted until the cause and the fault
are detected.
2016-05-04 - en
M110102-01
Work Card
2 (2) -
L27/38;
Criteria for replacement of connecting rod big-end and main bearing shells
Criteria for replacement of connecting rod big-end and main

bearing shells
Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
Data
Weights of main components Chapter 1 00
Starting Position
Bearing sheels removed from bearing, see work card 10 101 or 16 110
General
This Work card gives information about the evaluation of the connecting rod
big-end and main bearing shells when wear appears on the running surface
2016-05-04 - en
under normal operating conditions.

Bearing damages caused by incorrect running conditions, like
M110103-02
Work Card
• Corrosion
• Overloading, overheating a. s. o. are not described in this Work card.
In these cases, the bearing shells must be exchanged, of course, and in
order to avoid further bearing failures, the cause of the failure must be found
and eliminated.
- 1 (7)
L27/38;
bearing shells
Inspection and replacement criteria for aluminium tin bi-metal bearings

Compared with overlay plated, or tri-metal, bearing construction, aluminium
tin bi-metal bearings have a homogeneous construction throughout the lining
layer. Thus surface wear will never change the operating characteristics of
the bearing unless the lining is completely removed. The lining thickness is
typically of the order of 0.4 to 1.0 mm for medium speed diesel engine bear-
ings. This level of thickness would not be lost by conventional wear and
would only be removed by virtue of major operating problems causing high
temperature generation at the bore surface, or by fatigue.
Figure 1: Suction cavitation erosion due to high clearance

Although conventional wear will never change the properties of the surface of
the lining, the resulting increase in clearance can have several effects. These
will all limit the acceptable level of wear, regardless of the lining material. The
oil flow requirement through the bearing will increase, and ultimately the
capacity of the engine oil pump will be reached. Hydrodynamic oil film forma-
tion is also a function of clearance, very large values resulting in reduction of
film thickness. Additionally, as clearance increases, all bearing materials
become more prone to suction cavitation erosion.
Under normal engine operating conditions, surface wear of unplated tin-
based aluminium alloy bearing alloys, such as A20 & A104, should be negli-
gible. The surface hardness is significantly higher than overlay plated (tri-
metal) bearings and affords as much reduced wear rate.
2016-05-04 - en
M110103-02
Work Card
Figure 2: A104 bearing after 22,000 hours. Can refit.
2 (7) -
L27/38;
The bedding-in process will produce a moderate initial wear rate, while geo-

bearing shells
metric inaccuracies in crank journals, housings and the bearings themselves
are being accomodated. Once bedding-in is completed, wear rate usually
becomes immeasurable.
Direct measurement of bearing wall thickness is the simplest way of assess-
ing the level of wear. The most common procedure would be to use a ball
ended micrometer. However, at the low levels of wear that will usually occur,
measurement inaccuracy can mask the true wear rate, but since it is only
gross wear that will become the limitation, this method is acceptable. It
should be noted that some bearings are deliberately bored eccentric to
counter housing distortion, and this must be taken into account when
assessing wall thickness measurements. Alterna- tively, Plastigauge, or other
soft material, may be used for direct measurement of diametral clearance.
The engine manufacturers’ advice on maximum diametral clearance
shouldbe sought. If no such advice is available, a general rule is that the
maximum clearance should not increase by more than 50% of the minimum
design clearance.
Figure 3: Acceptable level of contaminant. Can refit.

A significant rate of wear would only be anticipated under severe adverse
conditions, most commonly where oil entrained hard debris is present. Fine
debris would be evidenced by an abraded appearance of the bore surface,
while coarse debris would produce deep scoring with raised edges, often
polished an eventually bedded-in. Large debris may not become completely
embedded in the lining material, and would also score the shaft. Severe
scoring of the bearing could cause overheating, tin melt and eventually seiz-
ure. However, aluminium tin bearing materials, such as A20 and A104, are
tolerant of a significant level of contaminant, and can absorb it without detri-
ment, and such bearings can be refitted.
Replacement frequency for un-plated bi- metal bearings depends upon vis-
2016-05-04 - en
ual appearance and/or operating time. If, on removal and examination, the
bore surface appears overheated, significantly scored, debris contaminated
M110103-02
Work Card
or showing other signs of distress, then the bearings should be renewed. It is

often the case that bearings operate satisfactorily even though damaged,
particularly if the damage progresses slowly. However, if such parts are refit-
ted after inspection or overhaul they may be less tolerant to slight geometric
variations introduced during the rebuild.
- 3 (7)
L27/38;
bearing shells
Figure 4: Multiple scoring due to excessive fine debris. Do not refit.

If significant debris has been present in the oil, over a long time interval, dif-
ferential wear of the crank surface may have occurred. This is termed cam
wear and is characterised by wear or wiping of the bearing surface between
the ends of partial grooves. If this is evident, the bearings should be
replaced, and the differential wear of the crank surface eliminated.
Any indication of loss of lining is an obvious reason not to refit the bearings.
However, the cause for such damage should be investigated, and corrected
where possible. The two most likely causes are fatigue and cavitation ero-
sion. Provided the engine has been running at its design rating, fatigue
should not occur unless some introduced defect is present. Possibilities
include oil or debris trapped between the bearing and its housing, mechani-
cal damage to the housing bore, the bearing back or bearing bore, or lack of
support behind the bearing.
Figure 5: Large embedded debris. Do not refit.

Aluminium tin bearings are resistant to corrosion in a normal engine environ-
ment, but can suffer damage due to water if the engine has been shut down
for a long time. If all the oil has drained away, the bore surface and bond
lines can oxidise. Such bearings should not be refitted.
2016-05-04 - en
M110103-02
Work Card
4 (7) -
L27/38;

bearing shells
Figure 6: Cam wear. Do not refit.
Figure 7: Carbonised oil behind bearing, causing overloading Do not refit.

As with any bearing material, if the interface between the bearing back and
the housing bore shows signs of fretting, the bearing should be renewed,
and any damage to the housing rectified. Even if the bearing bore surface
has not been damaged, refitting in such a condition may still result in later
damage.
If bearings are in otherwise good condition, they should be checked for the
presence of positive free-spread before refitting. Some loss of freespread is
normal, but bearings without positive freespread, possibly caused by high
temperature operation, cannot be refitted correctly and must be discarded.
Such bearings would have continued to operate successfully had the assem-
bly not been dismantled, as freespread loss only occurs when the clamping
2016-05-04 - en
bolts are released.

M110103-02
Work Card
- 5 (7)
L27/38;
bearing shells
Figure 8: Lack of support behind bearing back results in fatigue in the bore.
Figure 9: Carbonised oil behind bearing, causing overloading Do not refit.

2016-05-04 - en
M110103-02
Work Card
6 (7) -
L27/38;
2016-05-04 - en
MAN Diesel & Turbo
-
L27/38;
Figure 10: Fitting on bearing back. Do not refit.
Work Card Criteria for replacement of connecting rod big-end and main
bearing shells
7 (7)
M110103-02
M110103-02
Fitting instructions for resilient mounting

Safety precautions
▪ Engine stopped
▪ Shut-off cooling water
▪ Shut-off fuel oil
▪ Press blocking - reset
Manpower
2 4
Hand Tools
Qty Designation Number Status
Ring and open-end spanner, 18/19 mm
Ring and open-end spanner, 30 mm
Feeler gauge, 1-2 mm
Measurement tool
Hydraulic jack (if necessary)
Data
Data for pressure and tolerance Chapter 1 00

2017-02-13 - en
M110104-01
Work Card
Starting Position
The foundation should be welded and milled off on shim surfaces.
- 1 (7)
L27/38;
Procedure
Mounting and adjustment instruction for new engines and adjustment
instruction for existing plants.
Alignment instructions
2017-02-13 - en
M110104-01
Work Card
2 (7) -
L27/38;
1. Taking the engine onboard and landing it on the foundation.

The engine is landed on the foundation and positioned in proportion to
the gearbox. Prior to the alignment of the engine, it is to be checked
that all major weldings in the foundation area have been completed.
The ship should float in it's normal trim. Reduction gearbox and propel-
ler equipment have to be aligned and the reduction gearbox tightened
down.
2. Alignment of engine, horizontally and vertically. By means of the adjust-
ing screws the engine is aligned according to the specified GAP and
SAG figures.
The engine is aligned by using 2 dial indicators, RIGIDLY attached to
the gear input shaft. By rotating the gear input shaft, the dial indicators
will provide values of radial and angular misalignment.
The engine is to be aligned with an offset vertically and horizontally in
order to compensate for the displacement of the engine in normal run-
ning conditions.
3. Axial alignment of engine.
The engine is to be aligned axial according to L1 +3.0 mm.
The L1-measure is the installation length of the coupling + 40 mm dis-
tance ring (17).
Installation of Rubber Mountings

1. Attach the brackets on the engine.
At this stage only 2 bolts (1) are needed for mounting of the twin-brack-
ets.
2. Mount the cylindrical distance pieces (9) loose on the mounting tem-
plate (14) with the bolts (15). The fastening plates (10) can now easily
be slided onto the respective cylindrical distance pieces.
Bolts (15) is now to be tightened, while the cylindrical distance pieces
kept in the fastening plates. Push the two parts together.
3. Push the parts assembled in the step 5, between the foundation top
plate and the bracket. Mount the bolt (12) using the guide washer (13)
in the hole where the resilient element is to be mounted. Screw bolt (12)
into the mounting template, by hand.
Position the fastening plates (10) properly on the foundation top plates
by turning mounting template. Tighten the bolt (12) observing the
obtained position is kept.
The fastening plates are pulled down to the foundation top plate, leav-
ing no gap.
4. Tack weld the fastening plates (10) to the foundation plates.
5. Remove bolts (15), the bolt (12) and the guide washer (13).
6. Repeat step 4 to 8 for the remaining rubber mountings.
7. After tack welding of all fastening plates and cylindrical distance pieces,
the brackets have to be dismantled from the engine.
8. Welding of the fastening plates and cylindrical distance pieces, can now
2017-02-13 - en
take place.
The welding is to be carried out according to the rules of the classifica-
M110104-01
Work Card
tion society.
- 3 (7)
L27/38;
Work Card Fitting instructions for resilient mounting
4 (7)
M110104-01 M110104-01
-
L27/38;
MAN Diesel & Turbo
2017-02-13 - en
9. The rubber mountings should now be attached to the brackets.

Before attaching, the rubber mounting is to be pre-adjusted as follows:
– Attach the mountings to the brackets by means of fixing the central
buffer (22), washer (27) and nut (28), handtight.
– Remove nut (28) and washer (27) from the mounting.
2017-02-13 - en
M110104-01
Work Card
- 5 (7)
L27/38;
10. Attach the brackets with rubber mountings to the engine. Ensure that all
threads are lubricated with lubricating oil. Item (3) is tightened, prior to
item (1).
11. For compressing the rubber mounting, it is necessary to slide a shim in
between the base casting and the cylindrical distance pieces.
This is done by applying the 4 jacking bolts (6) in the threaded M12.
Compress the rubber mounting until approximately 14 mm gap is ach-
ieved.
12. The central buffer (22) is to be turned upwards until it is in contact with
the base casting at view Y.
Tighten nut (28) to keep the mounting compressed when loosening the
jacking bolts.
13. Loosen the jacking bolts (16) until the shim ( 8) can be installed.
14. Attach the four M20x60 bolts (7) - secure firm hold in the threads - do
not tighten. Ensure that threads are lubricated with lubricating oil.
Tighten the jacking bolts (16) in order to release tension in the central
buffer. Loosen the jacking bolts and the central buffer simultaneously in
order to lower the base casting (21) on the shim (8).
15. Tighten the four M20x60 bolts (7). Check that the central buffer can be
turned easily by applying a spanner to the top hexagon. Remove the
jacking bolts (16).
16. Repeat step 12 to 18 for the remaining rubber mounting.
17. Loosen the 6 engine alignment screws (11).
Final Horizontal and Vertical Alignment

1. The mountings must settle, for a minimum of 48 hours before final
alignment.
The engine must be in it's wet condition, with oil, water, exhaust gas
compensator and flexible hoses connected.
If the measurements exceed the limits given in step 2 (see section,
Alignment instructions), a vertical adjustment has to take place.
2. Horizontal and vertical alignment is to be carried out according to GAP
and SAG figures stated in step 2 (see section, Alignment instructions).
Loosen the nut (28).
Misalignment during installation of the mountings and of creep of the
rubber elements occuring after a period of time can be adjusted by
means of adjusted nut (26).
3. Ensure that the load on the individual rubber mountings is maintained
approximately equal. This is done by turning up or down the adjusting
nut (26) approximately the same number of turns at each mounting. It is
important that the measurement, shown on the above illustration, is not
exceeded.
2017-02-13 - en
M110104-01
Work Card
6 (7) -
L27/38;

Central Buffer Adjustment
▪ Working clearance for the central buffer (22), is to be set as follows:
– The clearance is obtained by turning the central buffer (22) to it's
upper position and then turning the central buffer two full turns
downwards.
– The central buffer (22) is blocked by tightening the nut (28). Tighten is
done while simultaneously blocking the central buffer (22) by applying
a spanner to top hexagon.
– Attach the protecting cover (30).
Final Axial Alignment

▪ Between coupling and flywheel a distance ring (17) is to be inserted. The
distance ring is delivered with a thickness of 45 mm which, include allow-
ance for final machining.
Final Check of Alignment

▪ For later check of alignment measurements are to be taken.
2017-02-13 - en
M110104-01
Work Card
- 7 (7)
L27/38;
MAN Diesel & Turbo P11010-04-L2738-P
Oil pan
P11010-04-L2738-P
2013-06-24 - en
Plate
- 1 (2)
L27/38;
P11010-04-L2738-P MAN Diesel & Turbo
Pos. No. Qty Item Designation

Oil pan
1 Oil pan, assembly

2 Flange
3 Gasket
4 Spring washer
5 Hexagon screw
6 Flange
7 Gasket
8 Spring washer
9 Hexagon nut
10 Hexagon bolt
11 Stud screw
14 Magnetic rod, complete
15 Hexagon screw
16 Expansion sleeve
17 Nut
18 Packing-silicone
A3 Hexagon screw
A6 Magnetic rod
A7 Washer
A8 Hexagon nuts,self-locking
P11010-04-L2738-P
2013-06-24 - en
Plate
2 (2) -
L27/38;
Dip stick
P11010-05-L2738-P
2013-06-24 - en
Plate
- 1 (2)
L27/38;

Dip stick
1 Plate
2 Pin
3 Seal
4 Guide pipe
6 Dipstick
7 Crankcase cover
8 Tubular o-ring
9 Cylindrical screw
10 Disc
P11010-05-L2738-P
2013-06-24 - en
Plate
2 (2) -
L27/38;
Frame
P11012-01-L2738-P
2016-05-30 - en
Plate
- L27/38 1 (4)

Frame
40 Main bearing
42 Main bearing
45 O-ring
46 Tierod, main bearing cap
47 Cap nut
48 Nut
49 Cylindrical pin
50 Tierod, main bearing bracing
51 Nut
52 Plug screw
53 Copper ring
54 Plug screw
55 Sealing ring
57 Plug screw
58 Gasket
60 Cylindrical pin
61 Cylindrical pin
63 Tierod, cyl. head
64 O-ring
65 Ring
66 Nut
66A Protection cap
70 Cover with spray-nozzle
71 O-ring
73 Spring washer
74 Stud
75 Nut
77 Connecting piece, komplett
78 O-ring
79 Hexagon bolt
80 Cylindrical pin
81 Spring pin
85 Cover
86 Hexagon screw
87 Lock washer
90 Spray-nozzle, ass.
91 O-ring
93 Protection cap
95 Glue loctite
96 Packing-silicone paste
P11012-01-L2738-P
2016-05-30 - en
Plate
2 (4) - L27/38
Frame
P11012-01-L2738-P
2016-05-30 - en
Plate
- L27/38 3 (4)

Frame
A1 Main bearing (set)

A2 Thrust ring
A11 Main bearing shell, upper
A12 Main bearing shell, lower
B1 Bearing bush, injec. pump camshaft
C1 Bearing bush, valve camshaft
P11012-01-L2738-P
2016-05-30 - en
Plate
4 (4) - L27/38
2016-12-12 - en
MAN Diesel & Turbo
-
L27/38;
Plate Covers on frame
1 (4)
P11014-05-L2738-P
P11014-05-L2738-P

Covers on frame
1 Cover
2 Tubular o-ring
3 Crankcase venting, complete (optional)
4 Turbolar o-ring
5 Cover
7 Cover
8 Turbolar o-ring
10 Cover for crankcase (item B1-B18)
11 Cover for crankcase
12 Turbolar o-ring
13 Cover with safety valve (item A1-A18)
18 Round seal ring
21 Cyl. screws
22 Washers
23 Hexagon screw
24 Locking spring washer
25 Signal plate
26 Adhesive
30 Cover
31 Hexagon screw
32 Cover
41 Covering
42 Covering
43 Covering
44 Covering
45 Covering
46 Hexagon screw
47 Hexagon screw
48 Washer
49 Hexagon screw
50 Washer
52 Cyl. screw
53 Washer
A1 Cover for horbiger safety valve
A5 Safety valve, horbiger
A6 Hexagon screw
A7 Disc
A8 O-ring
A9 Hollow-p. screw
A10 Glue
P11014-05-L2738-P
2016-12-12 - en
Plate
2 (4) -
L27/38;
2016-12-12 - en
MAN Diesel & Turbo
-
L27/38;
Plate Covers on frame
3 (4)
P11014-05-L2738-P
P11014-05-L2738-P

Covers on frame
A11 Packing-silicone paste

A15 Threaded bar
A16 Protecting pipe
A17 Cyl. screw
A18 Plate
B1 Cover for crankcase
B9 Hollow-p. screw
B10 Glue
B11 Packing-silicone paste
B15 Threaded bar
B16 Protecting pipe
B17 Cyl. screw
B18 Plate
L1 Cover, valve camshaft gear wheel
L2 Stud
L3 Locking fluid
L4 Spring washer
L5 Lub. oil separator
L6 Hexagon nut
P11014-05-L2738-P
2016-12-12 - en
Plate
4 (4) -
L27/38;
2017-05-31 - en
MAN Diesel & Turbo
-
L27/38;
Plate Front end box
1 (4)
P11016-01-L2738-P
P11016-01-L2738-P

Front end box
20 Intermediate piece
21 O-ring
22 O-ring
25 Hexagon bolt
26 Hexagon bolt
101 Loctite
A1 Front end box-press.tested incl.item A2,A3,A4,A5
A2 Closing screw
A3 O-ring
A4 Plug screw
A5 Gasket
A7 Cover, oil filter
A8 Hexagon screw
A9 Spring washer
A10 Cover, small pto
A11 Hexagon screw
A12 Spring washer
A15 Cover
A16 Hexagon screw
A17 Spring washer
A20 Cover, front end box
A21 Hexagon screw
A22 Spring washer
A28 Bleeding, complete
A29 Hexagon socket head cap screw
B1 Casing for bleeding
B2 Screw
B3 Washer
B4 Retaining ring for shaft
B5 O-ring
B6 Gasket
P11016-01-L2738-P
2017-05-31 - en
Plate
2 (4) -
L27/38;
2017-05-31 - en
MAN Diesel & Turbo
-
L27/38;
Plate Front end box
3 (4)
P11016-01-L2738-P
P11016-01-L2738-P

Front end box
21 O-ring
22 O-ring
25 Hexagon bolt
26 Hexagon bolt
101 Loctite
A1 Front end box-press.tested incl.item A2,A3,A4,A5
A2 Closing screw
A3 O-ring
A4 Plug screw
A5 Gasket
A7 Cover, oil filter
A8 Hexagon screw
A9 Spring washer
A10 Cover, small pto
A11 Hexagon screw
A12 Spring washer
A15 Cover
A16 Hexagon screw
A17 Spring washer
A20 Cover, front end box
A21 Hexagon screw
A22 Spring washer
A28 Bleeding, complete
B1 Casing for bleeding
B2 Screw
B3 Washer
B4 Retaining ring for shaft
B5 O-ring
B6 Gasket
P11016-01-L2738-P
2017-05-31 - en
Plate
4 (4) -
L27/38;
Covers on aft end

P11018-04-L2738-P
2017-05-18 - en
Plate
Tier II - HFO - 1 (4)

L27/38;

Covers on aft end
1 Aft end box, machined

2 Hexagon bolt
3 Screw
4 Closing piece, long
5 O-ring
6 O-ring
7 Hexagon socket head cap screw
9 Closing piece, short
10 O-ring
13 Closing screw
14 O-ring
17 Plug screw
18 Sealing ring
20 Housing
21 O-ring
22 Hexagon screw
23 Spring washer
25 Oil sealing ring
26 O-ring
30 Dead centre pointer
31 Hexagon screw
32 Spring washer
35 Cover, not timing arr.
36 Hexagon screw
37 Spring washer
40 Cover
41 Hexagon screw
42 Washer
45 Sealing ring
46 Plug screw
55 Plug screw
56 Sealing ring
72 O-ring
73 Closing piece
80 Seal ring
81 Plug screw
P11018-04-L2738-P
100 Silicone paste

2017-05-18 - en
Plate
2 (4) Tier II - HFO -

L27/38;
Covers on aft end

P11018-04-L2738-P
2017-05-18 - en
Plate
Tier II - HFO - 3 (4)

L27/38;

Covers on aft end
101 Loctite
P11018-04-L2738-P
2017-05-18 - en
Plate
4 (4) Tier II - HFO -

L27/38;
MAN Diesel & Turbo
Crankshaft, flywheel, turning gear

Description Crankshaft and main bearings ...................................... D112A1-02
Vibration damper ......................................................... D112B1-02
Work Card Recording of crankshaft deflection ............................... M112101-03

Dismantling and mounting of vibration damper ............. M112102-01
Exchange of toothed rim for starter .............................. M112103-01
Plate Crankshaft ................................................................... P11210-02-L2738-P

Vibration damper arrangement ..................................... P11214-01-L2738-P
Flywheel ....................................................................... P11216-02-L2738-P
Turning device ............................................................. P11220-04-L2738-P
Turning gear - electrical driven ..................................... P11220-06-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Crankshaft and main bearings

The crankshaft, which is a one-piece forging, is suspended in underslung
bearings. The main bearings are coated with a running layer. To attain a suit-
able bearing pressure and vibration level the crankshaft is provided with
counterweights, which are attached to the crankshaft by means of two
hydraulic screws.
At the flywheel end the crankshaft is fitted with a gear wheel which, through
two intermediate wheels, drives the camshafts.
Also fitted here is a coupling flange for the connection of an alternator. At the
opposite end (front end) there is a gear wheel connection for lube oil and
water pumps.
Lubricating oil for the main bearings is supplied through holes drilled in the
engine frame. From the main bearings the oil passes through bores in the
crankshaft to the big-end bearings and thence through channels in the con-
necting rods to lubricate the piston pins and cool the pistons.
2013-06-24 - en
Description
D112A1-02
Figure 1: Crankshaft
- 1 (1)
L27/38;
Vibration damper
Vibration damper
Vibration damper
A vibration damper is mounted on the crankshaft to limit torsional vibrations.
The damper consists of a primary and a secondary part. Between these,
groups of leaf spring packs are arranged, which are clamped at their outer
ends.
These spring packs form, together with the primary and secondary mem-
bers, chambers which are filled with oil. If the exterior member vibrates in
relation to the inner member, the leaf springs are bent and force oil from one
chamber into another, retarding the relative movement of the two parts and
thus damping the torsional vibration. In order to protect the leaf springs
against overloading, their deflection is limited by buffers.
The elasticity is determined by careful choise of the leaf springs, the damping
factor by the gap between primary and secondary members.
2012-06-21 - en
Description
D112B1-02
- 1 (1)
L27/38;
Recording of crankshaft deflection

Safety precautions
▪ Engine stopped
Manpower
2 1
Special tools
1 9002 067 Crankshaft alignment gauge
Data
Limits for crankshaft deflection
Crankshaft deflection
Starting Position
Engine stopped. Turning gear engaged.
2017-07-10 - en
M112101-03
Work Card
Tier II - 1 (6)
L27/38;
Procedure
1. Remove the side covers from the crank casing.
2. Turn the crankshaft to bring the crank web for cylinder no 1 to position
X, see fig 8.
3. Place the dial gauge in the punch marks in the counterweight, see fig 1.
4. Adjust the dial gauge to 0.
5. Turn the crankshaft to position P, T, S and Y and read the dial gauge in
each position and fill in the form Checking of Main Bearing Alignment
(Autolog).
6. Repeat the procedure on the remaining crank webs.
7. Compare the values to earlier values taken after the sea trial.
8. Please contact us if the values exceed the values shown in this Working
Card.
Figure 1: Placing of dial gauge
2017-07-10 - en
M112101-03
Work Card
2 (6) Tier II -
L27/38;
2017-07-10 - en
MAN Diesel & Turbo
Tier II -
L27/38;
Work Card Recording of crankshaft deflection
3 (6)
M112101-03
M112101-03
Crankshaft deflection [1/100 mm]

New or recently overhauled engine, nominal ±8
New or recently overhauled engine, max. ± 15
Operating engine, check alignment immediately ± 22
For the crank nearest the flywheel, the permissible deflections are as fol- [1/100 mm]
lows
New or recently overhauled engine, nominal + 8 / - 20
New or recently overhauled engine, max. + 15 / - 23
Operating engine, check alignment immediately + 22 / - 25
2017-07-10 - en
M112101-03
Work Card
4 (6) Tier II -
L27/38;
2017-07-10 - en
MAN Diesel & Turbo
Tier II -
L27/38;
5 (6)
M112101-03
M112101-03
6 (6)
M112101-03 M112101-03
Tier II -
L27/38;
MAN Diesel & Turbo
2017-07-10 - en
Dismantling and mounting of vibration damper

Safety precautions
▪ Engine stopped
Manpower
2 10
Special tools
- No special tools
Data
Data and pressure tolerance

1 1214 -
Starting Position
2016-11-15 - en
M112102-01
Work Card
- 1 (9)
L27/38;
Damper dismounting
1. Withdraw the crankshaft bolts (do not remove them), see fig 1.
2. Mount the lifting appliances (730) onto the damper and suspend the
damper on the crane.
3. Remove the crankshaft bolts.
4. Insert forcing bolts into the damper inner star (9) and push back the
damper from the crankshaft flange slowly and evenly.
Do not damage or injure the centering shoulders and sealing surfaces

during dismounting.
5. Rest damper onto lateral plate (5). (damper centre line vertical).
Disassembly of the damper
Open damper main bolts (750), see fig 1, only if it is required (eg for a
total spring inspection) The concentricity setting of the damper outer
member will be lost, if no centering shoulders exist between the spring
assembly (1, 2, 3) and lateral plates (5, 7).
1. Rest damper onto lateral plate (5). (damper centre line vertical)
2. Remove damper main bolts (750).
3. Remove lateral plate (7).
4. Remove spring assembly (1, 2, 3).
5. Remove inner star (9).
Now a complete inspection of the damper can be carried out.
The exchange of damaged or worn spring packs(1) requires

dismounting and refitting of the clamping ring (3). Such work is to be
carried out only at the manufacturer’s works or by a Geislinger service
specialist.
2016-11-15 - en
M112102-01
Work Card
2 (9) -
L27/38;

Figure 1: Damper
Assembly of the damper
Preparations prior to assembly

1. Clean every single part carefully.
All oil supply and venting holes must be clean and free of dirt.
2. Exchange all seals (O-rings...)

3. Exchange all disc springs (810) of the damper main bolts (750).
4. Grease carefully all O-rings (850 ,851) and the appropriate grooves with
Klüber PETAMO GHY 133N or equivalent.
5. Insert O-rings (850 and 851) into the appropriate grooves in flange (5)
and side plate (7).
6. Coat inner-star (9) running surface of O-ring (850) carefully with Klüber
PETAMO GHY 133N paste or equivalent.
7. Coat rest of inner-star (9) with ANTICORIT OHK 380A or equivalent.
2016-11-15 - en
8. Apply MOLYKOTE 1000 paste or equivalent to the threads of the

damper main bolts (750).
M112102-01
Work Card
- 3 (9)
L27/38;
Assembly
1. Place flange plate (5) onto the centering table (O-rings are visible).
2. Place spring assembly (1, 2, 3) onto the flange plate (5).
3. Insert inner-star (9).
4. Place lateral plate (7) onto spring assembly (1, 2, 3).
5. Center flange plate (5), spring assembly (1, 2, 3) and lateral plate (7)
according to the permissible concentricity values as stated on fig 1.
An excess of 30% of the stated circularity value is still permissible, if

no unbalance problems arise from that.
6. Apply enough LOCTITE (type see assembly drwg.) onto both sides of
the disk spring (810).
The disk springs (810) and the apropriate seat-engaging surfaces must
be dry and free of grease (oil)
7. Mount the damper main bolts (750) according to the following mounting
instructions:
8. Surfaces must be cleaned (degreased).
9. Enough specified Loctite must be applied to both sides of all marked
disc springs (washers), see fig 1.
10. Tighten bolts according to table (tolerance +10%).
Values for tightening torques or initial tightening torques are valid only
if the stated thread and disc spring treatment according to table is
applied!
An excess of 30% of the stated circularity value is still permissible, if

no unbalance problems arise from that. Exceeding this limit requires
remounting and correction to obtain better values
11. Remove damper main bolts (750)

12. Exchange disc springs (810) and clean the apropriate seat-engaging
2016-11-15 - en
surfaces. All seat-engaging surfaces must be dry and free of grease

(oil).
M112102-01
Work Card
13. Apply enough LOCTITE 243 onto both sides of the disk springs (810)
and mount the damper main bolts (750).
4 (9) -
L27/38;
Check the concentricity settings (Repeat the assembly of the damper outer

member again if the permissible concentricity values are exceeded.
Item Thread Disc spring 810
750 Molykote 1000 Loctite 243
Table 1: Tightening procedure for damper main bolts:
See Tightening specification chapter 00.
Inspection
Oil quality / engine oil change

Check the oil quality at regular intervals. Bad oil quality or a water mix - espe-
cially seawater - with the engine oil can cause damage to the damper. That
reduces the life time of the damper rapidly.
Carry out the required activities according to page 6 if bad oil quality is
present or an oil change is to be carried out.
Total inspection of the damper

Carry out a total inspection according to the
▪ Given inspection intervals
▪ And the inspection instructions
Permissible wear of the damper items
O-ring
The total wear must not exceed 10 % of the rope diameter „d“ (see fig 2).
The total wear is the sum of
▪ Wear of the O-ring
▪ Depth of the run-in grooves on inner star
▪ Depth of the run-in grooves on the lateral plates ( 5 or 7 )
▪ O-Ring nominal diameter d = 8 mm
2016-11-15 - en
Figure 2: O-ring
M112102-01
Work Card
- 5 (9)
L27/38;
Figure 3: Testing
Inner star groove - inner ends of the spring blades

The total wear – inner star groove / inner ends of spring blades - must not
exceed the value „w“ as stated in fig 4.
Figure 4: Wear of springs and inner strar groove

2016-11-15 - en
M112102-01
Work Card
6 (9) -
L27/38;
Testing tool

A measuring wedge is to be used as a testing tool. The measuring wedge is
to be produced by the customer if no measuring wedge is supplied by Gei-
slinger.
Use the following sketch to produce a measuring wedge.
The thickness of the central shim, the wear dimension „w“ and the width of
the measuring wedge „B“ are stated on in fig 4.
Measuring wear
Measure approximately every fourth spring pack.
Place the measuring wedge between the inner ends of the spring blades
resting the wedge on the groove bottom.
Press by hand or use a soft hammer to force the measuring wedge along the
inner star groove, until the spring tips rest on both groove faces.
The further the measuring wedge can be pressed between the spring blades
the greater is the wear of the inner star groove and the spring blades.
Half wedge length means half wear, three-quarters wedge length

means three-quarters wear, and so on.
Replace inner star and spring packs if the measuring wedge can be
pressed between the spring blades over the total wedge length.
2016-11-15 - en
M112102-01
Work Card
- 7 (9)
L27/38;
Operating conditions
▪ Required oil pressure at oil inlet of damper:
according to torsional vibration calculation the spring tips rest on both
groove faces.
▪ Permissible ambient temperature:
-20°C bis 120°C
Trouble shooting
Inspection condition Corrective measure
Pressure oil supply with the prelubricat- Dismount damper; check oil supply holes
ing pump; No oil escapeccsss from one on the damper and on the crankshaft;
or more ventig holes. free oil discharge must be guaranteed.
Total wear of the O-ring (850) does not Exchange O-ring(s); smooth and polish
exceed the permissible value of wear. the run-in grooves.
Total wear of the O-rings (850) exceeds Exchange O-ring(s) and exchange or
the permissible value of wear. repair worn parts.(Clarfrepair with Gei-
The total wear at the spring tips (engage- slinger or a Geislinger service station).
ment with inner star grooves) exceeds Exchange inner star (see fig 1, item 9)
the permissible value "w" (see fig 4). and spring assembly (1, 2, 3).
Bad oil quality / oil change or higher Remove venting screw /756) (if existing).
water content in the engine oil as permit- Drain damper totally (drain hole in 6
ted. Effect: no damage to the engine o'clock position).Fill up damper with
bearings. fresh engine oil and draindamper again;
Bad oil quality or higher water content in repeat flushing several times.
the engine oil as permitted. Effect: dam- Carry out a 28.000 - 30.000 service
age to the engine bearings. hours inspection according to "Total
inspection of the damper".
Figure 5: Measuring wear

2016-11-15 - en
M112102-01
Work Card
8 (9) -
L27/38;
INSPECTION INTERVALS AND INSTRUCTIONS

Inspection intervals in service hours based on normal service conditions
28.000 - 30.000 40.000 - 60.000
kind of inspection kind of inspection
▪ dismount damper. ▪ carry out a 30.000 service hours inspection.
▪ separate damper inner member from damper. carry out additionally :
▪ outer member (do not disassemble damper ▪ disassemble damper outer member.
spring assembly). ▪ service or replacement of spring packs and
▪ clean all parts, especially oil supply.- and vent- inner star, see fig 1.
ing holes. ATTENTION !
▪ replace all accessible rubber seal rings. A disassembly of the damper outer member is to be car-
▪ replace all disc springs and lockwashers of the ried out by a Geislinger service station or by Geislinger
dismounted bolts.
▪ check the permissable wear according to "Per-
missible wear of the damper items.
parts which are exposed to wear may have to be refur-
bished or exchanged if required
If an inspection should show that more than 50% of the wear limits have been consumed within one inspection inter-
val only, the following inspection interval is to be reduced in time by assuming a linear wear rate
The inspection intervals are depending on the different specific operating conditions.
NOTE:
Regular inspection and supervision of the damper allows for advanced planning and the ordering of spare parts in
time !
2016-11-15 - en
M112102-01
Work Card
- 9 (9)
L27/38;
Exchange of toothed rim for starter

Safety precautions
▪ Engine stopped
Manpower
2 10
Special tools
- No special tools

1 1216 -
Starting Position
Engine stopped, starter dismounted or disconnected
Warning!
Procedure
Normally is toothed rim not an exchange component and only after damage
2016-11-15 - en
it could be needed to follow this work card.

M112103-01
Work Card
It is strongly recommended that the exchange is done by PrimeServ or

supervised by PrimeServ.
- 1 (3)
L27/38;
Figure 1: Marked with numbers 1-1, 2-2 etc
2016-11-15 - en
M112103-01
Work Card
1 Connecting rings
Figure 2: 5 toothed ring
2 (3) -
L27/38;

Exchange of toothed rim
1. Untighten the screws for toothted rim. It is needed to turn engine to
achieve access to all screws. Pay attention to careful and gentle turning
before the last screws are untightened.
2. Make space to cut the toothed rim without damaging flywheel and
other components. Remove and scrap the cut parts.
3. Clean and degrease the recess and clean the screw threads on fly-
wheel.
4. The 5 toothed rim pieces must be assembled outside the recess with
the rings (1) fig 2 and the 10 bolts, before the complete rings is tight-
ened onto the recess. The toothed rim needs to be tightened evenly
onto the recess to ensure proper installation. The 5 toothed rim pieces
cannot be mounted on the recess one piece at the time. The bolts are
to be oiled before installation. Turning of engine is not possible with
turning device during assembly, the engine needs to be turned by other
method.
5-parts is nummerized 1-1, 2-2 etc. and must be mounted in the right
order, see fig 1.
Where the toothed rim is divided, the strength is guaranteed by the

rings (1) connecting the parts, see fig 2.
If the rings (1) are not mounted, there is a great risk that the toothed
rim will not be properly secured and therefore it can fly off during
operation with possible danger of personal injury.
5. Tighten all screws to 200 Nm in two steps.

Step 1 = 120 Nm, Step 2 = 200 Nm.
2016-11-15 - en
M112103-01
Work Card
- 3 (3)
L27/38;
Crankshaft
P11210-02-L2738-P
2013-06-24 - en
Plate
- 1 (2)
L27/38;

Crankshaft
0 Crankshaft with counter weights excl. item 30-36

30 Gear wheel, crankshaft, aft
31 Cylindrical pin
32 Intermediate flange for flywheel
34 Pin
35 Stud, flywheel
36 Nut
A1 Crankshaft
A10 Counter weight for crankshaft
A11 Stud for counter weight
A12 Cylindrical pin
A13 Spring pin
A14 Nut
P11210-02-L2738-P
2013-06-24 - en
Plate
2 (2) -
L27/38;
2016-05-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Vibration damper arrangement
1 (2)
P11214-01-L2738-P
P11214-01-L2738-P

Vibration damper arrangement
4 Vibration damper
7 Stud m39x2, torsion vib. damper
8 Nut m39x2
9 Gear wheel, pump drive
10 Tightening flange, vib. damper
11 Spare part kit vib. damper 6 cyl. (Vulcan)
12 Spare part kit vib. damper 7, 8 & 9 cyl. (Vulcan)
13 Spare part kit vib. damper 6 cyl. (Geislinger)
14 Spare part kit vib. damper 7 & 8 cyl. (Geislinger)
15 Spare part kit vib. damper 9 cyl. (Geislinger)
P11214-01-L2738-P
2016-05-25 - en
Plate
2 (2) -
L27/38;
Flywheel
P11216-02-L2738-P
2014-10-21 - en
Plate
- 1 (2)
L27/38;

Flywheel
1 Flywheel, 6 cyl.
2 Rim for flywheel
2A Toothed rim, 2 part incl. item 4
2B Toothed rim, 5 part incl. item 4
3 Cyl. screw
4 Ring
10 Flywheel, 7 cyl
11 Flywheel, 8 cyl
12 Flywheel, 9 cyl
P11216-02-L2738-P
2014-10-21 - en
Plate
2 (2) -
L27/38;
2015-12-16 - en
MAN Diesel & Turbo
-
L27/38;
Plate Turning device
1 (2)
P11220-04-L2738-P
P11220-04-L2738-P

Turning device
1 Remote control, turning device

2 Shielded cable
P11220-04-L2738-P
2015-12-16 - en
Plate
2 (2) -
L27/38;
2013-06-24 - en
MAN Diesel & Turbo
-
L27/38;
Plate Turning gear - electrical driven
1 (2)
P11220-06-L2738-P
P11220-06-L2738-P

Turning gear - electrical driven
1 Turning gear
5 Stud screw
6 Nut
A1 El-motor
A3 Counter nut for pull rod
A4 Washer
A5 Gear wheel
A6 Shaft
A7 Flange
A8 Cyl. screw
A9 Retaining ring for shaft
A10 Ball bearing
A11 Keys
A13 Worm gear
A14 Cyl. screw
A15 Flange
A16 Cyl. screw
A17 Shaft
A19 Disc
A20 Compression spring
A21 Handle
A22 Disc
A23 Cyl. screw
A24 Cover plate
A25 Cylindrical pin
A28 Plate
A29 Limit switch
A30 Cyl. screw
A31 Washer
A32 Circlip
A33 Pipe
A43 Handle knob with pin
A45 Handle knob with pin
P11220-06-L2738-P
2013-06-24 - en
Plate
2 (2) -
L27/38;
MAN Diesel & Turbo
Camshaft, gear wheels, roller guides

Description Camshaft and camshaft drive ....................................... D114A1-01
Operating gear for valves and fuel injection pumps ....... D114B1-02
Work Card Check of camshaft and camshaft drive ........................ M114101-01

Inspection and replacement of camshaft bearings ........ M114102-02
Adjustments of camshafts for valve and injection timing M114103-04
Inspection and overhaul of cam followers and rocker
arms ............................................................................ M114104-02
Plate Camshaft (fuel injection) ............................................... P11410-02-L2738-P

Camshaft (valve camshaft – without pump drive) .......... P11410-05-L2738-P
Drive of pumps ............................................................ P11412-02-L2738-P
Drive of camshafts ....................................................... P11412-04-L2738-P
Cam follower and push rods ........................................ P11414-01-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Camshaft and camshaft drive
Camshaft and camshaft drive

General
The engine has two camshafts. One for actuation of valves and one for fuel
injection.
Using two camshafts gives the opportunity to change the fuel injection inde-
pendently of the valve timing.
The camshaft for valve actuation is located in the exhaust side of the engine
at a high level in relation to the engine frame to make the push rods as short
as possible and thereby reduce the moving masses.
The camshaft for fuel injection is located in the manoeuvre side of the engine.
Both camshafts are made of sections. Cam sections and journal sections are
bolted together. This design makes it possible to change a cam section
through the inspection openings in the engine frame.
The camshafts are located in replaceable bearing bushes, frozen into bores
in the engine frame. The gearwheel drive for the camshafts is located in the
flywheel end of the engine. Lubrication of the gears is supplied from two
spray nozzles.
Figure 1: Camshafts
2013-06-24 - en
Description
D114A1-01
- 1 (1)
L27/38;
Operating gear for valves and fuel injection pumps
Operating gear for valves and fuel injection pumps

Valve operation
The valves are operated from the camshaft through cam followers, push rods
and rocker arms.
The cam follower is a lever.
In one end a roller and a bushing are placed on a shaft.
The shaft is installed in a press fit and secured with a lock screw.
A ball shaped thrust piece is mounted in a press fit at the same end.
In the opposite end of the link a bushing has been frozen in.
The lever is installed on a shaft in a console above the camshaft.
Lubrication takes place through internal bores.
Fuel pump operation

The fuel injection pump is operated from the fuel camshaft.
In the lower part of the fuel pump housing a roller guide has been integrated
which means that the fuel pump and roller guide are one unit.
Lubricating oil from the camshaft bearing is transferred through a pipe to the
roller guide in the lower part of the pump.
2013-06-24 - en
Description
L27/38
Figure 1: Cam follower and roller guides
D114B1-02 EN 1 (2)
Check of camshaft and camshaft drive

Safety precautions
▪ Engine stopped
Manpower
1 3
Special tools
Data

1 1410
Starting Position
Engine out of service.
2016-11-16 - en
M114101-01
Work Card
- 1 (2)
L27/38;
Warning!
Procedure
1. Dismantle the side covers at the cam shafts and the side covers at the
gear wheel drive in the aft, see fig 1.
Figure 1: Side covers

2. Check the condition of the gearwheels while turning the crankshaft.
3. Check the surface of the cams and the rollers while turning. Check the
tightening of all screws, see Tightening specification in chapter 00 Data.
4. Start the lubricating oil stand-by pump to check the oil flow from all
bearings.
5. Put the covers back on.
2016-11-16 - en
M114101-01
Work Card
2 (2) -
L27/38;
Inspection and replacement of camshaft bearings

Safety precautions
▪ Engine stopped
Manpower
2 4
Special tools
1 9002 940 Mounting device for injection camshaft
1 9002 952 Mounting device valve camshaft
Data

1 1012
1 1410
Starting Position
Covers for camshaft and gear wheel have been removed.
Check of camshaft bearings

2017-07-10 - en
The surface of the camshaft bearings cannot be checked without dismantling

the camshafts and journals. However, as long as no visible burrs or disco-
M114102-02
Work Card
louring at the circumference of the bearing indicate serious damage, evalua-

tion of the bearing condition can be done by means of a feeler gauge.
Max tolerance at the valve cam bearings is: 0.3 mm.
Max tolerance at the fuel cam bearings is: 0.35 mm, see fig 1.
Tier II - 1 (3)
L27/38;
Figure 1: Check of bearing tolerance

All camshaft sections in one side of the engine are identical, which means
that a camshaft section can be installed in any position regardless of the cyl-
inder number. All journal sections have locating pins to ensure the right tim-
ing of the cam sections. This means that the journal sections must remain in
their place as originally installed.
Replacement of bearings for valve camshaft

A camshaft bearing can be replaced after the camshaft section next to the
bearing in question and towards the engine front and the journal section has
been removed. This means that all cam sections from the bearing to be
replaced and towards the engine front must be moved about 12 mm
towards the engine front.
Prior to this, the rocker arms and push rods on the cylinder heads related to
the cams to be moved must be dismantled. To remove the rocker arms, the
crankshaft must be turned until the cam followers for the rocker arms in
question are resting on the circular part of the cams. The screw “A”, see fig
2, is removed and the rocker arm shaft is pushed to the side to release the
rocker arms. The push rods can now be removed.
2017-07-10 - en
M114102-02
Work Card
Figure 2: Locking screw for rocker arm shaft
2 (3) Tier II -
L27/38;
1. Unscrew and remove all the screws in both ends of the camshaft sec-

tion to be removed.
2. Place a screwdriver between the cam shaft section and the journal sec-
tion in the aft end of the section to be re moved and push the camshaft
forward about 12 mm.
3. Remove the cam section.
4. Unscrew and remove all screws in the aft end of the shaft journal and
remove it.
5. The bearing can now be extracted from its bore by means of a tool sim-
ilar to the tool in fig 3.
Figure 3: Tool for removing the camshaft bearing -tool is optional

6. A new bearing must be cooled down to at least –90°C by means of liq-
uid nitrogen. Make sure the oil pockets are in horizontal position and
the bearing is in the right position to the oil bore.
If the aft camshaft bearing has to be replaced and the engine is

equipped with a fuel oil primary pump, the pump must be removed.
The aft side door must be removed and the camshaft gearwheel
dismantled from the shaft journal. The axial guide bearing at the aft
bearing journal must be dismantled before the journal can be removed.
Replacement of fuel camshaft bearings

The procedure is largely the same as for the valve camshaft bearings. The
rocker arms can remain in place, but the fuel pump above the cam section
must be dismantled, see work card 20 101. If the aft bearing is going to be
replaced, the gearwheel and the journal must be marked to be able to
assemble the two parts in the same position as before disassembling.
When assembling the camshaft see Tightening specification in chapter 00
2017-07-10 - en
Data.
M114102-02
Work Card
Tier II - 3 (3)
L27/38;
Adjustments of camshafts for valve and injection timing

Safety precautions
▪ Engine stopped
Manpower
2 2
Special tools
1 9002 366 Setting device for fuel injection pump
Data

1 1014
Starting Position
Camshaft assembled as per timing order, mounted in frame and roller gear
house. If intermediated gearwheel must be changed, the geneator must be
dismounted.
2017-07-10 - en
M114103-04
Work Card
Tier II - 1 (5)
L27/38;
Warning!
Assembly of gear wheels for valve camshaft and Injection valve camshaft, without
mounted flywheel
Following description is for mounting the gearwheels in the control drive
when alternator, flywheel and cover on coupling side are dismantled from the
engine.
Mounting of the Intermediate Spur Gear Wheels

1. Turn the crankshaft to top dead centre for the last cylinder (the cylinder
nearest to the coupling side).
2. Mount the upper intermediate spur gearwheel.
3. Mount the lower intermediate spur gear wheel so that the marks on the
lower intermediate spur gearwheel are corresponding with the mark on
the crankshaft gearwheel, see fig 1 E2, and at the same time turn the
upper intermediate spur gearwheel so that the small holes in the cir-
cumference of the two intermediate spur gearwheel are corresponding,
see fig 2.
2017-07-10 - en
Figure 1: Marks on gearwheel

M114103-04
Work Card
2 (5) Tier II -
L27/38;

Figure 2: Position of small holes in the circumference of the intermediate gearwheels
4. Tighten up the intermediate spur gearwheels. See tightening specifica-
tion in chapter 00 Data
The punch mark on the crankshaft gearwheel is placed between teeth

12 and 13 counting counter clockwise from the joint of the gearwheel,
see fig 3.
2017-07-10 - en
M114103-04
Work Card
Figure 3: 13 teeth counter-clockwise from the joint of the gearwheel
Tier II - 3 (5)
L27/38;
Mounting of gearwheel for valve camshaft

1. Before mounting the gearwheel, must marks for crankshaft and lower
intermediate gearwheel correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels be corresponding.
2. Turn the valve camshaft, until the mark on the gearwheel for valve cam-
shaft corresponds with the 2 marks on upper intermediate gearwheel,
see fig 1 (E1).
3. Tighten up the gearwheel. See tightening specification in chapter 00
Data.
Mounting the gearwheel for injection camshaft

1. Before mounting the gearwheel, must marks for crankshaft and lower
intermediate gearwheel correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels be corresponding.
2. Turn the injection valve camshaft, until the mark on the gearwheel for
valve camshaft correspond with the 2 marks on upper intermediate
gearwheel, see fig. 1.
Adjustment of injection valve camshaft is now needed, please see

separately chapter “Adjustment of Fuel Injection Camshaft / Injection
Timing”.
Measure of fuel pump lead

1. Dismantle covers for fuel camshaft and fuel pump.
2. Check the mobility of the regulating device.
3. Position the support of the measuring tool on the two bolts of the cam-
shaft covering. Slip on the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts.
During attaching, pay attention to the correct fitting position of the

contact point. 2017-07-10 - en
M114103-04
Work Card
4 (5) Tier II -
L27/38;

Figure 4: Measure of fuel pump lead
4. Insert the dial gauge into the support.
5. Turn the engine until the cam base circle is reached (approx 40° BTDC).
6. Set the dial gauge to "Zero".
7. Turn the engine until the TDC mark (ignition DC) for the actual cylinder is
reached. Read the dial gauge and note down the gauge value.
8. Determine the values for the other cylinders in the same way.
Calculate the average value of all measurements.
9. Compare the calculated value de termined with the value mentioned
below.
10. If the values exceeds the limits, an adjustment must be done in order to
correct the errors.
11. Remove the complete measuring tool.
12. Mount all camshaft covers.
Plunger lift (average value), please see data for pressure and tolerance,
chapter 00
2017-07-10 - en
M114103-04
Work Card
Tier II - 5 (5)
L27/38;
Inspection and overhaul of cam followers and rocker arms

Safety precautions
▪ Engine stopped
Manpower
1 2
Special tools
Data

1 1414
1 1616
1 1620
Starting Position
Cyl. unit has been removed from engine. See work card 16 101.
2016-11-16 - en
M114104-02
Work Card
- 1 (4)
L27/38;
Warning!
Procedure
1. To be able to inspect the cam followers it can be necessary to gain
access by removing the exhaust arrangement, water pipes and top
cover.
Figure 1: Lower and upper rocker arm

2. The cam followers can be dismantled after the rocker arms in the cylin-
der head have been removed.
3. To remove the rocker arms, the crankshaft must be turned to a position
where the cam followers are on the circular part of the cams for the cyl-
inder unit in question.
4. Untighten the locking screw for rocker arm shaft, see fig 2 and push out
the shaft for rocker arm.
5. After the rocker arms have been removed, the push rods can be pulled
out.
2016-11-16 - en
M114104-02
Work Card
2 (4) -
L27/38;

6. Check the condition of the bushings in the rocker arms and the condi-
tion of the rocker arm shaft. Max clearance is 0.3 mm, see fig 2.
7. To get access to the cam follower, the cover for tthe valve camshaft
must be removed.
8. Dismantle the shaft for the cam followers by removing the locking screw
(1), fig 3, and push the shaft out of the console.
2016-11-16 - en
M114104-02
Work Card
Figure 3: Locking screw for cam follower shaft

9. Check the tolerance between the shaft and the bushing in the shaft end
of the cam follower. Max clearance is 0.3 mm.
- 3 (4)
L27/38;
10. Check of roller, bushing and shaft: While pressing in the spring loaded
guide pin, the roller shaft can be pressed out, see fig 4.
Figure 4: Remove the locating pin for the roller shaft

11. Max total tolerance between shaft, bushing and roller is 0.35 mm.
12. If all parts appear in good condition, they can be reused, otherwise
defective parts are to be replaced.
2016-11-16 - en
M114104-02
Work Card
4 (4) -
L27/38;
2016-05-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Camshaft (fuel injection)
1 (2)
P11410-02-L2738-P
P11410-02-L2738-P

Camshaft (fuel injection)
1 Camshaft section, fuel injection

5 Journal
6 Journal
7 Journal
8 Journal
9 Journal
10 Journal
11 Journal
12 Journal
13 Journal
14 Journal
15 Journal
16 Journal
17 Journal
18 Journal
19 Journal
20 Journal
21 Journal
25 Axial bearing disc
28 Journal, end
30 Cylindrical pin
31 Hexagon screw
32 Washer
35 Intermediate plate
36 Axial bearing piece, camshaft
37 Hexagon bolt
38 Spring washer
40 Gear wheel, fuel injection camshaft
41 Flange
42 Hexagon bolt
P11410-02-L2738-P
2016-05-25 - en
Plate
2 (2) -
L27/38;
2013-07-29 - en
MAN Diesel & Turbo
-
L27/38;
Plate Camshaft (valve camshaft – without pump drive)
1 (2)
P11410-05-L2738-P
P11410-05-L2738-P

Camshaft (valve camshaft – without pump drive)
1 Camshaft part piece, valve

5 Journal
6 Journal
7 Journal
8 Journal
9 Journal
10 Journal
11 Journal
12 Journal
13 Journal
14 Journal
15 Journal
16 Journal
17 Journal
18 Journal
19 Journal
20 Journal
21 Journal
25 Journal, axial bearing
26 Journal, fore end
28 Cylindrical pin
29 Hexagon screw
30 Washer
32 Gearwheel,f/valve camshaft
33 Cylindrical pin
37 Hexagon screw
41 Inertia mass (valve camshaft)
43 Disc
45 Axial bearing piece, camshaft
46 Hexagon bolt
47 Spring washer
P11410-05-L2738-P
2013-07-29 - en
Plate
2 (2) -
L27/38;
2013-06-24 - en
MAN Diesel & Turbo
-
L27/38;
Plate Drive of pumps
1 (2)
P11412-02-L2738-P
P11412-02-L2738-P

Drive of pumps
1 Axle, intermediate gear wheel

2 Axial bearing disc
3 Intermediate gear wheel, pumpdrive
4 Cover
5 Stud, intermediate wheel journal
6 Nut
7 Cheese-head screw
8 Locking fluid, 50 cm3
A1 Intermediate gear wheel, pumpdrive
A2 Bearing bush, intermediate wheel
P11412-02-L2738-P
2013-06-24 - en
Plate
2 (2) -
L27/38;
2015-08-18 - en
MAN Diesel & Turbo
-
L27/38;
Plate Drive of camshafts
1 (2)
P11412-04-L2738-P
P11412-04-L2738-P

Drive of camshafts
1 Stepped spur gear complete incl. item 21

3 Spur gear complete incl. item 31
7 Axial bearing ring
8 Axle
9 Washer
10 Nut
12 Bracket
13 Bolt
21 Control drive bearing
31 Control drive bearing
P11412-04-L2738-P
2015-08-18 - en
Plate
2 (2) -
L27/38;
2016-05-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Cam follower and push rods
1 (2)
P11414-01-L2738-P
P11414-01-L2738-P

Cam follower and push rods
1 Cam follower, complete

2 Push rod, complete
A1 Bearing block
A3 Hexagon bolt
A4 Cylindrical pin
A5 O-ring
A10 Axle for rocking lever, compl.
A11 Threaded pin
A12 Glue for threaded pin
A15 Cam follower with roller
B1 Swing arm
B2 Bearing bush
B4 Thrust piece
B5 Roller
B6 Roller pin
B7 Bearing bush
B8 Locating pin, roller pin
B9 Pressure spring
P11414-01-L2738-P
2016-05-25 - en
Plate
2 (2) -
L27/38;
MAN Diesel & Turbo
Cylinder unit
Description Cylinder unit ................................................................. D116A1-01
Piston, connecting rod and cylinder liner ...................... D116B1-02
Work Card Dismantling of cylinder unit from engine ....................... M116101-02

Disassembly of cylinder unit ......................................... M116102-03
Dismantling of piston and cylinder liner ......................... M116103-02
Inspection of inlet and exhaust valve ............................ M116104-02
Grinding of valve seat ring and valve spindle seat ......... M116105-03
Inspection of valve rotators .......................................... M116115-01
Replacement of valve guide ......................................... M116106-03
Replacement of valve seat ring ..................................... M116107-02
Inspection of piston ...................................................... M116108-04
Removal of marine head from engine ........................... M116109-02
Inspection of connecting rod big-end bearing .............. M116110-02
Inspection and honing of cylinder liner .......................... M116111-01
Grinding of seal faces on cylinder liner, cylinder head
and engine frame ......................................................... M116112-02
Assembly of cylinder unit .............................................. M116113-02
Control and adjustment of valve clearance ................... M116116-04
Mounting of cylinder unit in engine ............................... M116114-02
Check and overhaul of indicator valve .......................... M116117-01
Check/adjustment of safety valve opening pressure ..... M116118-01
Plate Cooling water jacket .................................................... P11610-02-L2738-P

Cylinder liner ................................................................ P11610-03-L2738-P
Connecting rod ............................................................ P11612-01-L2738-P
Piston with piston rings ................................................ P11614-09-L2738-P
Cylinder head ............................................................... P11616-03-L2738-P
Safety valve and indicator valve .................................... P11618-02-L2738-P
Valve guard .................................................................. P11620-03-L2738-P
Piston ring kit ............................................................... P11684-02-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Cylinder unit
Cylinder unit
Cylinder head
The cylinder head with integrated charge air receiver is made of nodular cast
iron. It has 4 valves and is of the cross flow design, to ensure a high flow effi-
ciency. The fuel injection valve is placed in a liner in the centre.
Intensive water cooling of the nozzle tip area makes it possible to omit direct
nozzle cooling.
The cylinder head is tightened by means of 4 nuts and 4 studs. The studs
are screwed into the engine frame. The tightening is done by means of
hydraulic jacks.
The top cover has two functions. It is a cover for the rocker arm chamber to
seal for the lubricating oil and a guard to cover the cylinder head.
2013-06-24 - en
Description
D116A1-01
- 1 (2)
L27/38;
Cylinder unit
Figure 1: Cylinder head
Air inlet and exhaust valves

The valve spindles are of heat resistant material and the spindle seat has wel-
ded on hard metal.
All valve spindles are fitted with valve rotators which turn the spindles each
time the valves are activated. The turn of the spindles ensures even tempera-
ture levels on the valve discs and prevents deposits on the seating surfaces.
2013-06-24 - en
The cylinder head has replaceable valve seat rings. The exhaust valve seat
Description
rings are water cooled in order to ensure low valve temperatures.

D116A1-01
The seat rings are made of heat resistant steel. The seating surfaces are
hardened in order to minimize wear and prevent dent marks.
2 (2) -
L27/38;
Piston, connecting rod and cylinder liner

Piston
The piston, which is oil-cooled and of the composite type, has a body made
of nodular cast iron and a crown made of forged deformation resistant steel.
It is fitted with 2 compression rings and 1 oil scraper ring in hardened ring
grooves.
By the use of compression rings with different barrel-shaped profiles and
chromeplated running surfaces, the piston ring pack is optimized for maxi-
mum sealing effect and minimum wear rate. The piston has a cooling oil
space close to the piston crown and the piston ring zone. The heat transfer,
and thus the cooling effect, is based on the shaker effect arising during the
piston movement. The cooling medium is oil from the engine's lubricating oil
system.
Oil is supplied to the cooling oil space through channels from the oil grooves
in the piston pin bosses. Oil is drained from the cooling oil space through
ducts situated diametrically to the inlet channels. The piston pin is fully float-
ing and kept in position in the axial direction by two circlips.
Figure 1: Piston
Connecting rod
The connecting rod is of the marine head type.
The joint is above the connecting rod bearing. This means that it is not nes-
sesary to open the big-end bearing when pulling the piston. This is of
advantage for the operational safety (no positional changes/no new adap-
tion), and this solution also reduces the height dimension required for piston
assembly / removal.
Connecting rod and bearing body consist of CrMo steel. They are dieforged
products.
The bearing shells are identical to those of the crankshaft bearing.
2012-06-21 - en
Thin-walled bearing shells having an AISn running layer are used. The bear-
ing caps and bearing blocks are bolted together by waisted bolts.
Description
D116B1-02
- 1 (3)
L27/38;
Figure 2: Connecting rod
Cylinder liner
The cylinder liner is made of special centrifugal cast iron and fitted in a bore
in the engine frame.
The liner is clamped by the cylinder head and rests by its flange on the water
jacket. The liner can thus expand freely downwards when heated during the
running of the engine. The liner is of the flange type and the height of the
flange is identical with the water cooled area which gives a uniform tempera-
ture pattern over the entire liner surface.
The lower part of the liner is uncooled to secure a sufficient margin for cold
corrosion in the bottom end.
There is no water in the crankcase area. The gas sealing between liner and
cylinder head consists of an iron ring.
To reduce bore polishing and lube oil consumption a slip-fit-type flame ring is
arranged on the top side of the liner.
2012-06-21 - en
Description
D116B1-02
2 (3) -
L27/38;
2012-06-21 - en
MAN Diesel & Turbo
Figure 3: Cylinder liner
-
L27/38;
Description Piston, connecting rod and cylinder liner
3 (3)
D116B1-02
D116B1-02
Dismantling of cylinder unit from engine

Safety precautions
▪ Engine stopped
Manpower
2 1
Special tools
1 9000 060 Tool for fixing of marine head for coun-
terweight
1 9000 212 Supporting device for connecting rod
and piston in the cylinder liner, incl. fork
1 9000 473 Broad chissel
1 9000 806 Hydraulic tool
Data
-
Starting Position
Engine stopped and cooled down.
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M116101-02
Work Card
Tier II - 1 (5)
L27/38;
Tool
Use original tool!
Before dismantling
1. Drain off the water from the engine.
2. Remove the top cover from the cylinder head.
3. Remove the crank case covers on both sides of the engine.
4. Remove the guard over the exhaust gas receiver.
Disassembling of external connections

1. Dismantle the clamp connecting cylinder head and exhaust receiver.
2. Dismantle the fuel oil high pressure pipe.
3. Dismantle the clamps locking the FW connection between the cylinder
heads.
4. Push the FW connections into the cylinder head to be removed.
5. Disconnect the clamps locking the charge air connections.
6. Push the charge air connections into the cylinder head to be removed,
see fig 1.
7. Turn the piston into top dead centre.
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Figure 1: Clip on/off

M116101-02
Work Card
2 (5) Tier II -
L27/38;

Disconnecting connecting rod from connecting rod bearing
Figure 2: Fixation of connecting rod bearing

1. Install the tool for fixation of the connecting rod bearing, see fig 2.
2. Loosen the piston rod from the bearing by means of the hydraulic tools.
3. Remove the 4 nuts.
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M116101-02
Work Card
Tier II - 3 (5)
L27/38;
Figure 3: Mounting of fixing tool

4. Install the fixing tool on both sides of the connecting rod for fixation of
cylinder liner and connecting rod, see fig 3.
5. Remove the cylinder head nuts by means of the hydraulic tools.
6. Mount the lifting tool on top of the cylinder head.
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M116101-02
Work Card
4 (5) Tier II -
L27/38;
Figure 4: Hydraulic tool for dismounting of the cylinder head
Lifting of cylinder unit from engine

1. Carefully lift the cylinder unit out of the engine
2. Remove the push rods from the engine frame.
3. Land and fasten the cylinder unit upon the special work table, or on the
floor upon wooden supports and remove the lifting tool.
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M116101-02
Work Card
Be careful not to harm the threads on the 4 studs on the connecting

rod bearing when lifting the cylinder unit.
Tier II - 5 (5)
L27/38;
Disassembly of cylinder unit

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9000 021 Removing device for flame ring
1 9000 038 Lifting tool for cylinder unit
1 9000 082 Lifting device for cylinder
and piston in the cylinder liner, incl. fork
Data
-
Starting Position
Cylinder unit is dismantled from engine, see work card 16 101.
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M116102-03
Work Card
Tier II - 1 (4)
L27/38;
Tool and wire
Use original tool!

Procedure
Before the cylinder unit is dismantled, it must be placed on the working table.
Removal of piston and connecting rod

1) Turn the unit upside down.
2) Remove the tool fixing the connecting rod and cylinder liner.
3) Mount an eye bolt at the bottom of the connecting rod, see fig 1.
4) Pull the piston and piston rod out of the liner by means of a tackle.
5) Turn the unit back to it’s starting position.
Figure 1: Removal of piston and piston rod

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M116102-03
Work Card
2 (4) Tier II -
L27/38;

Removal of cylinder head
1) Remove all 4 allen screws see fig 2 keeping the cooling water jacket to
the cylinder head.
Figure 2: Cyl. head and cooling water assembly

2) Mount the lifting tool on the cylinder head, see fig 3.
Figure 3: Removal of cylinder head

3) Lift the cylinder head out of the cooling water jacket.
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M116102-03
Work Card
Tier II - 3 (4)
L27/38;
Removal of cylinder liner from water jacket

1) Lift the cylinder liner out of the water jacket by means of the lifting tool
as shown in fig 4.
Figure 4: Removal of cylinder liner from water jacket

2) Remove the flame ring from the cylinder liner by means of the tool
shown in fig 5 and a scrapped piston ring.
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M116102-03
Work Card
Figure 5: Removal of flame ring
4 (4) Tier II -
L27/38;
Dismantling of piston and cylinder liner

Safety precautions
▪ Engine stopped
Manpower
2 2½
Special tools
terweight
1 9000 104 Lifting device for piston and connecting
rod
Data
-
Starting Position
Complete cylinder unit has not been removed from engine. Engine stopped
and cooled down.
2017-07-10 - en
M116103-02
Work Card
Tier II - 1 (3)
L27/38;
Tool
Use original tool!
Procedure
Prepare dismantling of the cylinder head as described in work card 16 101.
Lift the cylinder head as described in work card 16 102.
1. Remove the push rods after the cylinder head has been removed.
2. Turn the crankshaft into a position where the hydraulic tools can be in
stalled to loosen the nuts on the connecting rod.
3. Remove the flame ring from the liner, see work card 16 102-01 fig 5.
4. Remove the deposits in top of the liner.
5. Remove the nuts on the connecting rod and turn the crankshaft into
TDC.
6. Install the fixation tool, see fig 1.
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Figure 1: Fixation tool mounted on marine head and counter weight

M116103-02
Work Card
2 (3) Tier II -
L27/38;

Figure 2: Lifting tool for piston
7. Install the tool for lifting of the piston, see fig 2.
8. Pull the piston out of the liner and land it on a wooden support.
9. Install the tool for lifting of the cooling water jacket and cylinder liner,
see fig 3.
Figure 3: Lifting tool for cooling water jacket and cylinder liner
10. Lift the cooling water chamber and the liner out of the engine frame.
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M116103-02
Work Card
Tier II - 3 (3)
L27/38;
Inspection of inlet and exhaust valve

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9000 014 Valve spring tightening device
Data
-

1 1616
Starting Position
Cylinder unit is disassembled, see work card 16 102.
Procedure
1. Before the valves can be dismantled, the rocker arms have to be
2017-07-10 - en
removed.
M116104-02
Work Card
2. The screw “A” in fig 1 has to be removed before the rocker arm shaft
can be pushed out to free the rocker arms.
Tier II - 1 (4)
L27/38;

3. By means of the tool shown in fig 2, the valve spring can be com
pressed and the cone ring removed, see fig 3.
Figure 2: Tool for dismantling valves

4. The valve rotator and spring can now be removed and the valve pushed
out.
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M116104-02
Work Card
2 (4) Tier II -
L27/38;

2017-07-10 - en
M116104-02
Work Card
Figure 3: Dismantling valve - step a, b and c
Tier II - 3 (4)
L27/38;
Inspection of valves/valve seats

If the valve seat is burned or scarred, it must be ground using a valve seat
grinder, see work card 16 105.
Inspection of valve guide

Too much clearance between the valve spindle and the valve guide may
cause:
▪ increased lube oil consumption
▪ fouling of the spindle guides resulting in sticking valves
1. Clean the valve guide.
2. Inspect and measure for wear.
If the inner diameter of the valve guide measured below the O-ring
exceeds 20.2 mm, the valve guide must be replaced, see fig 4.
Too much clearance means insufficient guidance of the valve spindle,
and thus bad alignment between the spindle head and the valve seat
ring.
Figure 4: Measurement of valve guide wear

3. Change the O-ring inside the spindle guide, see work card 16 106.
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M116104-02
Work Card
4 (4) Tier II -
L27/38;
Grinding of valve seat ring and valve spindle seat

Safety precautions
▪ Engine stopped
Manpower
1 3
Special tools
1 9002 199 Grinding machine
Starting Position
Valve spindle has been removed, see work card no 16 104.
2018-01-03 - en
M116105-03
Work Card
Tier II - 1 (3)
L27/38;
Reconditioning of Valve Seat Ring

Reconditioning of valve seat rings by machining is carried out by means of a
grinding machine, the pilot spindle of which must be mounted in the valve
spindle guide. For operation of the grinding machine, see separate instruc-
tions.
Grinding of valve seats
Use safety glasses!

Grinding of valve seat rings should be carried out in the following order:
1) Grind the seating surface with a feed at an angle "A", see fig. 1.
Figure 1: Valve seat ring

2) Continue grinding until a clean and uniform surface is obtained.
3) Carry out final grinding with a feed in direction from inside to outwards.
Normally, the best surface quality is obtained this way.
Scraping of valve seat rings

Normally, the valve seat ring can be reconditioned several times.
However, when seat "S" is ground to such an extent that recess "R" disap-
pears, see fig 1, the valve seat ring must be scrapped and a new one must
be installed, please see working card 16 107.
This is only valid for the exhaust valve seat, the inlet valve seat has no recess
due to less wear of the inlet valve seat.
2018-01-03 - en
M116105-03
Work Card
2 (3) Tier II -
L27/38;

Grinding of valve spindle
For operation of the grinding machine, see separate instructions.
1) Grind the seating surface with a feed at an angel "A", see fig. 2.
2) Continue grinding until a clean and uniform surface is obtained.
Figure 2: Valve spindle

3) Check height "H"1 upon completion the grinding, see fig 2.
"H"1 must be no less than indicated on page 1 00J2-02.
If less, the spindle must be scrapped.
4) After assembling the valves, check by mothing the valve 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,
please see page 1 00J2-02.
Figure 3: Measurement of distance H2

2018-01-03 - en
M116105-03
Work Card
Tier II - 3 (3)
L27/38;
Inspection of valve rotators

Safety precautions
Manpower
1 1/2
Special tools
Data
-

1 1616 -
1 1620 -
Starting Position
Engine stopped
2017-05-15 - en
M116115-01
Work Card
- 1 (2)
L27/38;
Procedure
Valve rotators are installed on all 4 valves in the cylinder head. The function of
the valve rotators is of greatest importance for the lifetime of the valves. Non-
functioning valve rotators must be exchanged.
At every overhaul of the cylinder head, the valve rotators must be checked.
Function test
1 Indicator mark
Figure 1: Valve rotator

1. Remove the valve covers from the cylinder heads.
2. Start the engine and let it run idle speed to avoid oil splash.
3. Watch the indicator mark on top of the valve rotator and see that it
moves a little each time the valve is activated. See fig 1.
4. Stop the engine, and re-install the valve covers with new seals.
2017-05-15 - en
M116115-01
Work Card
2 (2) -
L27/38;
Replacement of valve guide

Safety precautions
▪ Engine stopped
Manpower
1 3/4
Special tools
1 9002 258 Fit and removing device for valve guides
1 9002 748 Reamer for valve guide
Data
-

1 1616
Starting Position
Valve spindle has been removed, see work card no 16 104.
When to replace the valve guide

2017-07-10 - en
If the diameter exceeds the max. limit, see page 1 00J2-02, the valve guide
M116106-03
Work Card
must be replaced.
Tier II - 1 (3)
L27/38;
Dismounting of valve guide

1. Remove the old valve guide, through the top of the cylinder head using
a drift inserted through the valve seat, see fig 1.
This is easiest if the cylinder head is inverted, as shown on fig 1.
Figure 1: Dismounting of valve guide
Mounting of valve guide

1. Clean the bore in the cylinder head carefully.
2. The new valve guide must be cooled down to approx. -70°C with liquid
nitrogen (LN2) or equivalent.
3. Insert the valve guide in the bore, see fig 2.
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M116106-03
Work Card
Figure 2: Mounting of valve guide
2 (3) Tier II -
L27/38;
4. Ensure that the valve guide is fully seated, if necessary by light blows to

the drift.
5. After the guide has been ἀtted and has returned to room temperature,
it is essential that it be reamed to final size using the specified reamer.
Please see page 1 00J2-02 for tolerances.
6. Insert a new O-ring in the top of the valve guide, see fig 3.
Figure 3: Inserting a new O-ring in the valve guide

Tool for valve guides is not a part of the standard tool kit.
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M116106-03
Work Card
Tier II - 3 (3)
L27/38;
Replacement of valve seat ring

Safety precautions
Manpower
1 1
Special tools
1 9002 329 Extractor for valve seat rings
Data
-

1 1616
Starting Position
Cylinder head removed from engine.
2017-07-10 - en
M116107-02
Work Card
Tier II - 1 (3)
L27/38;
Procedure
The exhaust and inlet valve seat rings are installed in a press fit.
The seat rings can be pulled out by means of the hydraulically operated
extractor shown in fig 1.
Figure 1: Extractor
Before installing new seat rings the bores in the cylinder head must be
cleaned carefully.
Do not use emery paper because this will change the tolerance of the bore.
Add a little sealing compound (loctite 572.) to the bore for the exhaust seat
rings.
Place a new O-ring on the seat ring and lubricate with oil or “copaslip”.
It is not necessary to cool down the seat rings before pulling them in by
means of the pulling deice shown in fig 2.
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M116107-02
Work Card
2 (3) Tier II -
L27/38;

Figure 2: Pulling device mounted on cylinder head - tool not supplied
The bore for the inlet seat rings does not need any sealing compound before
pulling in the seat rings.
After the valve seat rings have been installed the valve seat must be ground.
Regarding valve seat angle and max grinding limit, see work card 16 105.
2017-07-10 - en
M116107-02
Work Card
Tier II - 3 (3)
L27/38;
Inspection of piston
Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9000 190 Piston ring opener
Data

1 1614
Starting Position
Cyl. unit has been removed from engine, work card 16 101. Piston has been
dismantled from connecting rod.
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M116108-04
Work Card
1. Remove the piston and scraper rings.

2. Clean the piston on the outside and on the inside.
3. Inspect the piston ring and scraper ring grooves for wear, see table 1.
Tier II - KS - 1 (4)
L27/38;
Check of piston bolt tension

1. Apply a torque spanner to the piston bolts, adjusted to 54 Nm.
2. Turn the torque spanner.
It may turn out that the bolts do not turn during the test:
If Then
the bolts do not turn during the test the tension is ok
the bolts can turn during the test loosen the bolts and tighten as descri-
bed in the process of "Mounting of pis-
ton crown"
Inspection of piston crown

For cleaning and inspection of the piston crown, it must be disassembled.
1. Loosen the bolts and remove the piston crown.
2. Carefully clean the piston shirt, piston crown and piston bolts.
Mounting of piston crown, fig 1
Always use new bolts when assembling the piston.
1. Lubricate the threads and bearing surface with “molycote-paste G-n

Plus”.
2. Tighten the piston bolts with a torque of 40 Nm in the piston head.
3. Tighten the nuts crosswise with 67 Nm.
4. Loosen the nuts again.
5. The tightening of the piston bolts with a torque of 40 Nm in the piston
head must be controlled.
6. Pretighten the nuts crosswise with joint moment of 20 Nm.
7. Turn the nuts further 90 degrees.
Check the piston bolt tension, see “check of piston bolt tension”.
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M116108-04
Work Card
2 (4) Tier II - KS -
L27/38;
Figure 1: Piston - sectional view
The piston crown must be scrapped if:

▪ The wear limit on the testing mandrel is exceeded, see fig. 2.
or
▪ The clearance between the new piston/scraper ring and the ring groove
is exceeded, see fig. 3.
Figure 2: Testing mandrel for ring grooves

If the wear limit on the testing mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be scrapped.
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M116108-04
Work Card
Tier II - KS - 3 (4)
L27/38;
Figure 3: Clearance ring/groove

Maximum vertical clearance between new piston ring/scraper ring and ring
groove: 0.45 mm
At each piston overhaul:

- The piston and scraper ring must be replaced.
- The cylinder liner must be honed according to work card 16 111.
- For position and fittings of piston rings, refer to work card 16 113.
Piston type Piston and oil scraper New ring grooves. Ring grooves. Max.
ring. Nominal size. Tolerances. (mm) wear limit. (mm)
(mm)
Piston ring 1 6 7.17 +0.03 7.42
Piston ring 2 6 6.12 +0.03 6.42
Scraper ring 8 8.04 +0.03 8.42
Table 1: Nominal size, new ring groove tolerance and wear limit for ring grooves
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M116108-04
Work Card
4 (4) Tier II - KS -
L27/38;
Removal of marine head from engine

Safety precautions
▪ Engine stopped
Manpower
2 1/2
Special tools
terweight
1 9000 069 Fit and removal device for connecting
rod bearing
Data

1 1612
Starting Position
2017-07-10 - en

M116109-02
Work Card
Tier II - 1 (5)
L27/38;
Tool
Use original tool!
Procedure
Condition: Piston and connecting rod has been removed and the fixation tool
is installed, see fig 1.
Figure 1: Fixation of connecting rod bearing

1. Turn the crank through to about TDC.
2. Install the brackets in the lower end of the crankcase opening, see fig 2.
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M116109-02
Work Card
2 (5) Tier II -
L27/38;

Figure 2: Bracket installed
3. Place the guide beam on the brackets and secure it by means of the
screws, see fig 3.
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M116109-02
Work Card
Figure 3: Placing of guide beam
Tier II - 3 (5)
L27/38;
4. Turn the crankshaft to the position shown in fig 4 and remove the nuts
by means of the hydraulic tool.
Figure 4: Removal of nuts
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M116109-02
Work Card
4 (5) Tier II -
L27/38;

Figure 5: Marine head with slide piece
5. Install the slide piece as shown in fig 5 and remove the bracket.
6. Turn the crankshaft to make the marine head rest against the beam,
see fig 5.
7. Pull out the two halves of the marine head.
8. Remove the bearing shells from each marine head half.
Mounting of marine head

Mounting is carried out in reverse order of the above. See Tightening specifi-
cation in chapter 00 Data.
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M116109-02
Work Card
Tier II - 5 (5)
L27/38;
Inspection of connecting rod big-end bearing

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
1 9000 069 Fit and removal device for connecting
rod bearing
Data

1 1612
Starting Position
Crankcase opened.
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M116110-02
Work Card
Tier II - 1 (5)
L27/38;
Tool
Use original tool!
Warning!
Check of connecting rod bearing shells

1. Turn the crankshaft into top dead centre.
2. Install the lifting tool with two screws on each side of the connecting
rod bearing housing. The upper screw is screwed into the upper bear-
ing hous ing and the other into the lower bearing housing, see fig 1
Figure 1: Mounting of holders on the marine head

3. Loosen the two nuts (1) on the marine head, by means of the hydraulic
tool, see fig 5.
4. Remove the hydraulic tool and then the nuts (1) and studs (2), see fig 5.
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5. Fit the two pipes for lifting, see fig 2.

M116110-02
Work Card
2 (5) Tier II -
L27/38;

Figure 2: Lowering marine head bearing cap with lifting handles
6. Pull upwards in the two lifting pipes to carry the weight of the lower
bearing housing while removing the upper screws from the lifting tools.
7. Lower the bearing cap until the lifting pipes are resting on the engine
frame.
8. The lower bearing shell can now be re moved, see fig 2.
9. Install the inspection bracket, see fig 3.
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M116110-02
Work Card
Figure 3: Mounting of the inspection bracket

10. Slowly turn the crankshaft until the upper part of the bearing housing
is resting on the bracket and secure it with a screw, see fig 3.
Tier II - 3 (5)
L27/38;
11. Turn the crankshaft until it is possible to remove the upper bearing shell,
see fig 4.
Figure 4: Removal of the upper marine head bearing shell
Inspection of bearing shells

Criteria for replacement of connecting rod big-end and main bearing shells
see work card 10 103.
Installation of bearing shells

1. Carefully clean the joint faces, the bore and the bearing shells.
2. Install the upper bearing shell. Make sure the ends of the bearing shell
are flush with the ends of the bearing cap.
3. Add some clean engine oil to the crank journal.
4. Turn the crankshaft until the journal has contact with the bearing, see
fig 4.
5. Remove the inspection bracket.
6. Turn the crankshaft into top dead centre.
7. Install the lower bearing shell. Make sure the ends of the bearing shell
are flush with the ends of the lower bearing cap.
8. Add some clean engine oil to the bearing shell.
9. Lift the lower bearing cap up against the upper and fit the two screws
to in terlock the two bearing houses.
10. Mount the two assembling studs and fit the nuts.
11. Install the hydraulic tool and tighten, see fig 5 and Tightening specifica-
tion in chapter 00 Data.
2017-09-14 - en
M116110-02
Work Card
4 (5) Tier II -
L27/38;
2017-09-14 - en
MAN Diesel & Turbo
Figure 5: Hydraulic tool
Tier II -
L27/38;
Work Card Inspection of connecting rod big-end bearing
5 (5)
M116110-02
M116110-02
Inspection and honing of cylinder liner

Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
Data
-

1 1610
Starting Position
Piston and connecting rod removed.
Measuring of cylinder diameter

At any overhaul of the cylinder unit it is very important to know the condition
2017-05-15 - en
of the cylinder liner.

M116111-01
Work Card
The inside diameter of the cylinder liner is measured in 3 levels, see fig 1.
- 1 (4)
L27/38;
Figure 1: Measuring points

The measurements are taken in both transverse and in longitudinal direction.
Max acceptable diameter is 270.4 mm after honing.
Max acceptable ovalness after honing is 0.05 mm.
Figure 2: Honing device for cylinder liner

2017-05-15 - en
M116111-01
Work Card
2 (4) -
L27/38;

Figure 3: Angle between honing grooves
Honing of cylinder liner

Before honing the cylinder liner must be cleaned and deposits in the top
must be removed.
The honing must be done with a honing machine and not a honing brush.
Honing procedure (plateau honing)

The honing angle is 60° ± 5°
The honing marks must be of equal depth in both directions and equidistant.
The surface must be free of smeared material and free of polished areas.
Roughness:
Rmax = 12–16μm
Rz = 6–10μm
(Ra = 1.3–1.6μm)
Measuring guidance:
Measuring length = 5mm
Cut-off value = 0.8mm
Plateau area = 50–70%
Plateau area to be measured 1.5 μm below the top line.
After the honing, the liner must be carefully cleaned with gas oil. Make sure
that all abrasive particles are removed.
2017-05-15 - en
M116111-01
Work Card
- 3 (4)
L27/38;
Work Card Inspection and honing of cylinder liner
4 (4)
M116111-01 M116111-01
-
L27/38;
MAN Diesel & Turbo
2017-05-15 - en
Grinding of seal faces on cylinder liner, cylinder head and engine frame
Grinding of seal faces on cylinder liner, cylinder head and engine

frame
Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
1 9002 126 Grinding tool for cylinder head/liner
Data
-
Starting Position
Disassembly of cylinder unit, see work card 16 102.
2017-09-14 - en
M116112-02
Work Card
Tier II - 1 (3)
L27/38;
frame
Procedure
The grinding tool is used for grinding of the seal face on the cylinder head,
the cylinder liner and the engine frame.
The intention with the grinding is to ensure a proper sealing between mating
faces in connection with major overhaul.
If severe damage or corrosion is observed, a machining of the sealing faces
may be required.
In this case please consult us.
Clean all parts carefully after grinding.
Figure 1: Grinding tool
2017-09-14 - en
M116112-02
Work Card
2 (3) Tier II -
L27/38;

frame
Figure 2: Grinding tool used on cylinder liner
Figure 3: Grinding tool used on engine frame
Figure 4: Grinding tool used on cylinder head

2017-09-14 - en
M116112-02
Work Card
Tier II - 3 (3)
L27/38;
Assembly of cylinder unit

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
1 9000 045 Guide bush for piston
1 9000 082 Lifting device for cylinder liner
1 9000 104 Lifting device for piston and connecting
rod
1 9000 190 Piston ring opener
and piston in the cylinder liner
Data

2017-09-14 - en
1 1610
M116113-02
1 1616
Work Card
Starting Position
Cylinder unit dismantled, see work card no 16 102.
Tier II - 1 (5)
L27/38;
Procedure
1. Place the water jacket on the work table.
2. Place a new O-ring (1) on the cylinder liner and oil it.
3. Install the cylinder liner in the water jacket by means of the lifting tool for
the liner, see fig 1.
Figure 1: Lifting tool for cylinder liner
The liner can be marked in two different ways: Either the letters “AS”in
top of the liner or a groove below the largest diameter. Be sure the
marking on the cylinder liner points towards the exhaust side of the
cooling water jacket.
2017-09-14 - en
M116113-02
Work Card
Figure 2: Marking of liner
2 (5) Tier II -
L27/38;

Mounting of piston
1. Place the piston guide ring on the cylinder liner.
2. Install the lifting tool on the piston crown and lift the piston.
3. Install the piston rings using a piston ring expander.
4. Lubricate the piston rings and the inside of the liner.
5. Slowly lower the piston into the cylinder liner.
Make sure the mark “AS” on the top of the piston is pointing in the
same direction as the cylinder liner.
6. Install the fixation tools to lock the connecting rod and cylinder liner.
7. Remove the lifting tool from the piston crown.
8. Place the seals 1, 2, 3, 4, 5 and the flame ring 6 as shown in fig 3.
Figure 3: Mounting of seals in cylinder unit

9. Install a new O-ring (1) at the bottom of the cylinder head, see fig 5.
2017-09-14 - en
Before landing the cylinder head on top of the liner, make sure the
exhaust gate is pointing in the right direction.
M116113-02
Work Card
Tier II - 3 (5)
L27/38;
Figure 4: Mounting O-ring on cylinder head bottom

10. Install and tighten the 4 long allen screws, see fig 4 and Tightening
specification in chapter 00 Data.
Figure 5: Install allen screws
2017-09-14 - en
M116113-02
Work Card
4 (5) Tier II -
L27/38;

Figure 6: Cylinder unit mounted on table
2017-09-14 - en
M116113-02
Work Card
Tier II - 5 (5)
L27/38;
Control and adjustment of valve clearance

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
1 9000 010 Feeler gauge
Data

1 1616
1 1620
Starting Position
Cover for valve camshaft is removed. Cover for rocker arms is removed.
Rocker arms are removed.
2017-09-14 - en
Procedure
M116116-04
Work Card
1. Shut-off starting air and fuel oil.

2. Stop the lubricating oil circulation.
3. Dismantle the cylinder top cover.
4. Dismantle the clamp for non-turning bridge, if mounted.
Tier II - 1 (4)
L27/38;
5. Turn the crankshaft until the cylinder is in ignition TDC (both valves
closed).
6. Check that the surfaces are clean.
Figure 1: .
Figure 2: .
7. Loosen the counter nut, pos. 1 and the adjusting screw, pos. 2 on the
valve bridge.
8. Loosen the counter nut, pos. 3 and the adjusting screw, pos. 4 on the
2017-09-14 - en
rocker arm and insert the feeler gauge between valve bridge and rocker
arm, pos. 5.
M116116-04
Work Card
9. Adjust the screw , pos. 4 on the rocker arm until the feeler gauge
makes only slight resistance.
2 (4) Tier II -
L27/38;
10. Tighten the counter nut, pos. 3 on the rocker arm with torque. Re-

check that the feeler gauge clearance has not changed.
11. Adjust the screw, pos. 2 on the valve bridge until the feeler gauge
makes slightly more resistance, but it must still be possible to move the
feeler gauge.
12. Tighten counter nut, pos. 1 on the valve bridge with torque. Re-check
that the feeler gauge clearance has not changed.
13. The adjustment is completed.
14. Install the clamp for non-turning bridge, if mounted.
15. Install the cylinder head cover.
Figure 3: .
Please note:
▪ The engine must be cold or cooled down for at leased 30 minutes.
▪ Ensure to have a firm stand before working on the engine.
▪ It is not allowed to turn during the adjustment process.
▪ The torque spanner must be positioned completely on the coupling.
▪ Attach the socket wrench straight on hexagon nut before screwing.
▪ Adjust the torque correctly, see values for tightening on data 1 00J1-01.
▪ Tool consisting of several parts, can fall into pieces.
▪ All bolted joints must to be re-established.
Caution:
▪ Engine parts can be hot, be careful with burns.
▪ Slipping can cause injuries.
2017-09-14 - en
▪ Injury due to crushing of fingers, hands or similar.

▪
M116116-04
Work Card
Slipping of torque spanner or similar tools can cause injuries.

▪ Falling down from working position and/ or hitting engine parts can
cause injuries.
Tier II - 3 (4)
L27/38;
▪ Damaging of socket wrench, hexagon nut or screw can cause injuries.

▪ Sharp-edged feeler gauge can case injuries.

▪ Be careful not to put fingers between adjusting screw and valve.
▪ Wrong torque can cause injuries.
▪ Damaged parts must not be reused.
Figure 4: .
2017-09-14 - en
M116116-04
Work Card
4 (4) Tier II -
L27/38;
Mounting of cylinder unit in engine

Safety precautions
▪ Engine stopped
Manpower
2 2
Special tools
1 9000 473 Broad chissel
1 9002 401 Fit and removing device for cooler insert
Data

1 1012
1 1610
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1 3016
M116114-02
Work Card
Starting Position
Cylinder unit is completely assembled. Valve gear of respective cylinder is in
position “valve closed”.
Tier II - 1 (6)
L27/38;
Tool and wire
Use original tool!

Procedure
Preparing before Mounting

Before the cylinder unit is mounted in the engine, be sure to clean the joint
faces carefully.
Placing of the Cylinder Unit in Engine

1. Place a sealing ring around the push rods on the frame.
2. Mount a new o-ring for the lub.oil connection to the rocker arms.
3. Lower the cylinder unit slowly into the engine by means of the lifting
tool.
2017-09-14 - en
M116114-02
Work Card
2 (6) Tier II -
L27/38;

Figure 1: Lifting tool
Mounting of the Piston Rod and Marine Head

1. Make sure the crank throw is in the top position. This must be checked
on the flywheel.
Be careful not to scratch the thread on the hydraulic bolts.
2. Slowly land the piston rod on the top of the marine head.
3. Remove the locking tool for the piston rod and the cylinder liner.
Check that the marks “AS” are placed at the same side on both the
piston rod and the marine head against the exhaust side.
2017-09-14 - en
Tightening of the Piston Rod

M116114-02
Work Card
1. Lubricate threads and the contact face of the hydraulic bolts with moly-
cote paste or the like.
2. Mount the nuts and tighten them firmly with a tommy bar.
Tier II - 3 (6)
L27/38;
Tightening of Cylinder Head Nuts

1. Coat the cylinder stud threads and contact faces with copaslip or the
like.
2. Fit the cylinder head nuts and make sure that they run easily and that
they bear on their entire contact surfaces.
3. Tighten the nuts lightly with a tommy bar.
4. Place the spacer ring around the nuts with a slot in such a position that
the tommy bar can be used.
5. Tighten the hydraulic jacks and make sure that the cylinder of the jacks
bears firmly on the spacer ring. Tighten up all the nuts, see description
1 00J1-01.
If new studs or nuts are fit, the nuts 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.
Figure 2: Hydraulic tools for mounting of cylinder head nuts

2017-09-14 - en
M116114-02
Work Card
Mounting of the Push Rods

1. Loosen and remove the bolt on the top of the rocker arm shaft.
2. Push out the rocker arm shaft and remove the rocker arms.
3. Place the push rods on the rollers.
4 (6) Tier II -
L27/38;
4. Remount the rocker arms and rocker arm shaft.

5. Fit and tighten the bolt on the top of the rocker arm shaft again.
Assembling of Connections
Mount the exhaust clamp between the cylinder head and the exhaust pipe.
Turn clamps correctly as they are not symmetrical, see fig 3.
1. Place new O-rings at the water connections and push the connections
into the cylinder head.
2. Secure the water connections with clamps and tighten bolts on the
clamp.
3. Place new O-rings on the charge air connection and push the connec-
tions into the next cylinder head.
4. Secure the charge air connection with a clamp and tighten the bolts on
the clamp.
5. Mount the high-pressure fuel oil pipe.
Figure 3: Correct mounting of clamps

2017-09-14 - en
M116114-02
Work Card
Tier II - 5 (6)
L27/38;
Figure 4: Clip on/off
Ventilation
The GenSet is self-ventilating. This means that it is not necessary for the
engine to vent the system before start.
However, to avoid problems in the ship’s installation, we recommend venti-
lating. This can be done in the following way:
1. Open connection G1, L.T. fresh water - inlet.
2. Bleed air from the venting screws on the charge air cooler.
3. Bleed air from the venting screws on the water jacket drain cock, or by
the connection F3, venting to expansion tank.
4. Open connection G2, L.T. fresh water - outlet.
5. Check for leakage.
Adjustment of Valve Clearance

1. Adjust the valve clearance, see work card 16 116-03
2. Mount the side and top covers.
2017-09-14 - en
M116114-02
Work Card
6 (6) Tier II -
L27/38;
Check and overhaul of indicator valve

Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
Data
-

1 1618
Starting Position
Engine stopped.
Description
Under normal working conditions the indicator valves require very little main-
tenance. However, to minimize toxic gases in the engine room and to keep
the engine and engine room clean, it is necessary to keep the indicator
valves tight.
Also, when taking combustion pressures/ diagrams, it is important that the
2017-05-15 - en
mechanical connection between the indicator valve and the indicator is tight
so that the parts are not overheated and damaged. It is therefore important
M116117-01
Work Card
that the valve connecting surface is in good condition.
- 1 (2)
L27/38;
In connection with check of indicator valves, be aware of hot surfaces

and possible discharge of hot gasses.
Check of indicator valve, see fig 1
Figure 1: Indicator valve

1. Visually inspect the valve cone for damage.
2. Ensure that all indicator valves are closed.
3. Start and run the engine.
4. Observe that the indicator valve is not leaking.
5. Shortly open the valve and close it again.
6. Observe if there is a leakage from the indicator valve.
7. If the indicator is leaking, stop the en gine and replace the indicator
valve.
2017-05-15 - en
M116117-01
Work Card
2 (2) -
L27/38;
Check/adjustment of safety valve opening pressure

Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
Calibrated high pressure testing equip-
ment
Data

1 1618 A2 1/cyl.
2016-04-05 - en
M116118-01
Work Card
- 1 (3)
L27/38;
Procedure
For safety reasons, the safety valves are normally checked/adjusted at an
authorised workshop in connection with overhaul of cylinder heads.
However, it is possible to check/adjust the valves on board if calibrated high
pressure testing equipment is available.
When using hydraulic equipment, protective goggles and gloves MUST

be used.
Note
In connection with check of safety valves, do not increase the test pressure
to more than 250 bar.
Blow off pressure for L27/38 is:
230 bar +7 bar at 20° C.
2016-04-05 - en
M116118-01
Work Card
2 (3) -
L27/38;

Figure 1: Safety valve
1. Dismount the safety valve.
2. Connect the safety valve to a cali brated high pressure testing device.
3. Slowly increase the pressure until the safety valve blows off. Observe
the blow-off pressure and compare with the factory setting.
4. If the blow off pressure deviate from the preset the valve need to be
exchanged to new with “lead” seal and secure wire.
5. Mount the safety valve with new gasket, mounting torque 150 Nm.
6. Mount side covers.
2016-04-05 - en
M116118-01
Work Card
- 3 (3)
L27/38;
2013-02-27 - en
MAN Diesel & Turbo
-
L27/38;
Plate Cooling water jacket
1 (2)
P11610-02-L2738-P
P11610-02-L2738-P

Cooling water jacket
1 Cooling water jacket

4 Gasket
5 Connecting piece
6 O-ring
P11610-02-L2738-P
2013-02-27 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Cylinder liner
1 (2)
P11610-03-L2738-P
P11610-03-L2738-P

Cylinder liner
1 Cylinder liner
5 Flame ring (for cyl. liner)
7 Sealing ring
9 O-ring, viton
10 O-ring
P11610-03-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2017-08-21 - en
MAN Diesel & Turbo
-
L27/38;
Plate Connecting rod
1 (2)
P11612-01-L2738-P
P11612-01-L2738-P

Connecting rod
0 Connecting rod, complete (without bearings)

1 Nut
2 Connecting rod bolt
5 Stud for connecting rod
6 Nut
7 Cylindrical pin
8 Connecting rod, bearing cap, complete
8A Connecting rod bearing, upper body
8B Connecting rod bearing, lower body
9 Connecting rod bearing, complete
9A Connecting rod bearing, upper shell
9B Connecting rod bearing, lower shell
10 Connecting rod stem
20 Piston pin bush
P11612-01-L2738-P
2017-08-21 - en
Plate
2 (2) -
L27/38;
2013-11-13 - en
MAN Diesel & Turbo
-
L27/38;
Plate Piston with piston rings
1 (2)
P11614-09-L2738-P
P11614-09-L2738-P

Piston with piston rings
1 Piston ring
2 Oil scrape ring
3 Piston ring
13 Piston compl. KS (with piston pin)
14 Piston pin
15 Retaining rings f. boring
A4 Piston compl. KS (without piston pin)
A6* O-ring
A7* Spring ring
A8* Thrust piece, piston
A9* Hexagon nut, piston
A10* Stud, piston
A11* Slide shoe
A12* Pressure spring
A13* Support ring
A15* Retainer ring
P11614-09-L2738-P
2013-11-13 - en
Plate
2 (2) -
L27/38;
Cylinder head
P11616-03-L2738-P
2017-08-09 - en
Plate
Tier I & Tier II - 1 (4)

L27/38;

Cylinder head
1 Cylinder head, complete

2 Valve, inlet
3 Valve rotation device (rotocap)
4 Valve cone
5 O-ring
7 Valve spindle, exhaust
11 Pressure spring
12 Valve bridge, complete
13 Rocker arm, inlet - complete
14 Rocker arm, exhaust - complete
15 Axle, assembly
16 O-ring
17 O-ring
18 Hexagon screw
21 Valve cap
A3 O-ring
A5 Gasket
A6 O-ring
A7 O-ring
B1 Valve bridge
B2 Thrust piece
B3 Adjusting screw
B4 Hexagon nut
C1 Rocker arm, inlet
C2 Bearing bush, rocker arm
C3 Thrust piece
D1 Adjusting screw
D2 Snap ring
D3 Ball seat
D4 Adjusting screw with thrust pad
E1 Rocker arm, exhaust
F10 O-ring
F11 Valve seat ring, inlet
F12 Loctite 640
F2 Valve guide
F4 Valve bridge guide
F6 Insert for fuel injection valve
F7 O-ring
F8 O-ring
F9 Valve seat ring, exhaust
P11616-03-L2738-P
F13 Cyl. pin

2017-08-09 - en
Plate
2 (4) Tier I & Tier II -

L27/38;
Cylinder head
P11616-03-L2738-P
2017-08-09 - en
Plate
Tier I & Tier II - 3 (4)

L27/38;

Cylinder head
1 Cylinder head, complete

2 Valve, inlet
3 Valve rotation device (rotocap)
4 Valve cone
5 O-ring
7 Valve spindle, exhaust
11 Pressure spring
12 Valve bridge, complete
13 Rocker arm, inlet - complete
14 Rocker arm, exhaust - complete
15 Axle, assembly
16 O-ring
17 O-ring
18 Hexagon screw
21 Valve cap
A3 O-ring
A5 Gasket
A6 O-ring
A7 O-ring
B1 Valve bridge
B2 Thrust piece
B3 Adjusting screw
B4 Hexagon nut
C1 Rocker arm, inlet
C2 Bearing bush, rocker arm
C3 Thrust piece
D1 Adjusting screw
D2 Snap ring
D3 Ball seat
D4 Adjusting screw with thrust pad
E1 Rocker arm, exhaust
F10 O-ring
F11 Valve seat ring, inlet
F12 Loctite 640
F2 Valve guide
F4 Valve bridge guide
F6 Insert for fuel injection valve
F7 O-ring
F8 O-ring
F9 Valve seat ring, exhaust
P11616-03-L2738-P
F13 Cyl. pin

2017-08-09 - en
Plate
4 (4) Tier I & Tier II -

L27/38;
2017-12-11 - en
MAN Diesel & Turbo
Tier II -
L27/38;
Plate Safety valve and indicator valve
1 (2)
P11618-02-L2738-P
P11618-02-L2738-P

Safety valve and indicator valve
1 Indicator valve
2 Connection socket
3 Cap nut
4 Threaded socket
5 Covering of indicator valve
6 Molykote
A1 Safety valve
A2 Copper gasket
A3 Pipe, safety valve
A4 Protection cap
P11618-02-L2738-P
2017-12-11 - en
Plate
2 (2) Tier II -
L27/38;
Valve guard
P11620-03-L2738-P
2015-03-18 - en
Plate
- 1 (2)
L27/38;

Valve guard
1 Valve cover
4 O-ring
5 Cyl. screw
6 Washer
P11620-03-L2738-P
2015-03-18 - en
Plate
2 (2) -
L27/38;
Piston ring kit

Spare Part Kit Plate
2016-10-17 - en
L27/38
Tier II - L27/38 1 (2)

Item No. Qty Item Designation Where to find in the engine instruction book
Piston ring kit
K1 1) 1 Piston ring kit, complete con-

sisting of:
1 Piston ring P11614 1
1 Oil scraper ring P11614 2
1 Piston ring P11614 3
Note: 1)
Please note that this is a kit supply, and that any exceeding
number of parts are not accepted as return goods.
2016-10-17 - en
L27/38
2 (2) Tier II - L27/38

MAN Diesel & Turbo
Turbocharger
Description Turbocharging, charge air cooler .................................. D118A1-02
Work Card Cleaning of charge air cooler ........................................ M118101-02

Cleaning of turbine, dry-cleaning .................................. M118102-03
Data Turbocharger — See separately supplied manual ........
Plate Turbocharger TCR20, mounting ................................... P11810-08-L2738-P

Charge air cooler ......................................................... P11812-01-L2738-P
Charge air connection TC/AC ...................................... P11814-07-L2738-P
Condensed water drain for charge air cooler ................ P11814-10-L2738-P
Covering of charge air receiver ..................................... P11814-12-L2738-P
Exhaust pipe Ø170 mm ............................................... P11818-04-L2738-P
Exhaust, manifold to turbocharger ............................... P11818-05-L2738-P
Heat insulation ............................................................. P11818-06-L2738-P
Heat insulation ............................................................. P11818-09-L2738-P
Cover for exhaust pipe ................................................. P11818-11-L2738-P
Cover before turbocharger ........................................... P11818-12-L2738-P
Turbocharger turbine cleaning valve ............................. P11820-01-L2738-P
Compressor cleaning, arrangement ............................. P11822-04-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Turbocharging, charge air cooler

The turbocharging system is based on the constant pressure principle, using
the radial-flow type MAN Diesel & Turbo turbochargers, lubricated from the
engine lub oil system.
A by-pass connection is arranged from the turbocharger air outlet to the gas
inlet side in order to increase the charge air pressure at part load and thus
minimising exhaust smoke.
For certain operating conditions requiring high engine torque at reduced
engine speed, a waste gate arrangement will be incorporated in the exhaust
system.
Figure 1: Turbocharger by-pass/waste gate arrangement

The charge air cooler is a compact two-stage plug-in unit. The high tempera-
ture water passes the first stage and the low temperature water is passed
through the second stage of the cooler.
The two-stage design provides the possibility of utilizing a high percentage of
the engine heat loss for other purposes such as fresh-water generation and
heating.
2012-06-21 - en
Description
D118A1-02
- 1 (2)
L27/38;
Figure 2: Charge air cooler
2012-06-21 - en
Description
D118A1-02
2 (2) -
L27/38;
Cleaning of charge air cooler

Safety precautions
▪ Engine stopped
Manpower
2 2
Special tools
1 9002 401 Fit and removing device for cooler insert
Data

1 1812
Starting Position
Procedure
The air cooler is normally cleaned if observations prove that the cooler effi-
2017-09-14 - en
ciency has dropped.

M118101-02
Work Card
To clean the cooler on the air and the water side, it must be dismantled from
the engine.
Tier II - 1 (4)
L27/38;
Dismounting
Before the cooler can be dismantled, the instrument panels must be
removed.
1. Unscrew and remove the multiple plug in the bottom of the instrument
panels.
2. Remove the plate with the instrument panels from the air cooler.
3. Remove all allen screws from the end cover of the cooler, except for the
8 screws shown in fig 1.
Figure 1: End cover of cooler

4. Fit the lifting tool on the 4 studs on which the instrument panel was in
stalled, see fig 2.
2017-09-14 - en
M118101-02
Work Card
Figure 2: Cooling water connecting tubes

5. Hook on a chain block to the lifting tool, but keep the chain slack.
2 (4) Tier II -
L27/38;
6. Press out the cooler insert about 30 millimetres with the dismantling

screws.
7. Lift the cooler with the chain block, pull it out and land it on a wooden
support.
8. Remove the end covers and the side plates, see fig 3.
Figure 3: Charge air cooler

9. Clean the pipes inside and be sure all deposits have been removed.
Use a suitable cleaning agent to clean the lamellas.
2017-09-14 - en
M118101-02
Work Card
Tier II - 3 (4)
L27/38;
Figure 4: Lifting tool mounted on charge air cooler
The greatest care must be taken when handling the cooler insert. Make
sure not to bend any of the lamellas on the tubes. If by accident some
of the lamellas have been bent they must be straightened again,
otherwise the air flow through the cooler will be reduced and change
the performance of the engine.
Assembling after cleaning

1. Reinstall the side plates and the end covers with new gaskets and a
new O-ring, see fig 4.
2. Pressure test the cooler to see if any of the tubes are leaking. If some
pipes are leaking where the tubes are ex- panded into the tube plates,
they can possibly be repaired by re-expanding the tubes. Otherwise,
the tubes must be plugged.
3. Fit new O-rings on the cooling water connecting tubes, fig 3 and add
some acid free grease to the O-rings.
4. Install the connecting tubes in the bores inside the aft-end box, see fig
3.
5. Put some liquid sealing compound on the surface against which the
insert is going to be tightened.
2017-09-14 - en
6. Lift the cooler insert with the lifting tool and carefully push it into the
M118101-02
Work Card
cooler housing and press it in as far as possible.

7. Because of the O-rings on the connecting tubes and the O-ring on the
cooler, the cooler does not go all the way in, therefore it must be
pressed into final position by 4 long screws.
8. Install and tighten all screws with a torque of 140 Nm.
4 (4) Tier II -
L27/38;
Cleaning of turbine, dry-cleaning

Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
1 9000 136 Blowgun for dry cleaning of turbocharger
Data
-
Starting Position
Engine in operation — min 75% loaded.
2017-09-14 - en
M118102-03
Work Card
Tier II - TCR - 1 (3)

L27/38;
Health Risk!
Health Risk!
positions!
Tool
Use original tool!
Dry cleaning
The device is connected immediately before the TC gas inlet.
Appropriate cleaning materials are granulates from nut shells or activated
charcoal of a grain size of 1 mm (max 1.5 mm).
Cleaning sequence
Please also consult the instruction plate on the engine.
The cleaning is to be carried out at high engine load, min 75% MCR.
Figure 1: Lifting tool mounted on charge air cooler

2017-09-14 - en
1. Before connecting the cleaning device (see fig 1), open the stop valve
M118102-03
Work Card
(1) and check that the passage is not blocked. Close the valve again.
2. Fill the container (2) with granulate. The amount depending on the type
of turbocharger:
TCR18 0.4 litres
TCR20 0.5 litres
2 (3) Tier II - TCR -

L27/38;
3. Connect to the working air system (4).

4. Connect the dry cleaning device to valve (1) and open valve (3). Then
open valve (1) slowly until a hissing sound indicates that the granulate is
being injected. Injection period: Approx 2 min or until the container is
emtpy.
If vibrations occure after cleaning the turbine it is necessary to repeat

the cleaning proces until no vibrations are observed.
2017-09-14 - en
M118102-03
Work Card
Tier II - TCR - 3 (3)

L27/38;
MAN Diesel & Turbo
Turbocharger — See separately supplied manual
Turbocharger
2016-08-04 - en
Data
- L27/38 1 (1)
2014-06-06 - en
MAN Diesel & Turbo
L27/38;
TCR20 - Tier II -
Plate Turbocharger TCR20, mounting
1 (2)
P11810-08-L2738-P
P11810-08-L2738-P

Turbocharger TCR20, mounting
2 Turbocharger foot for TCR20

5 Hexagon bolt
6 Distance piece
8 Hexagon bolt
12 Hexagon screw
13 Lock washer(pair)
16 Nozzle
21 O-ring
22 O-ring
30 Lub.o.piping from turbocharger
31 O-ring
32 Gasket, oval
33 Spring washer
P11810-08-L2738-P
2014-06-06 - en
Plate
2 (2) TCR20 - Tier II -

L27/38;
2014-02-06 - en
MAN Diesel & Turbo
-
L27/38;
Plate Charge air cooler
1 (4)
P11812-01-L2738-P
P11812-01-L2738-P

Charge air cooler
1 Charge air cooler, mbd58/58

7 O-ring
A1 Cooling block ***deleted***
A2 Cover ***deleted**
A3 Gasket
A4 Hexagon bolt
A5 Gasket
A6 Cover ***deleted***
A7 Hexagon bolt
A9 O-ring
A10 Plug screw, bsp 1/4"
A11 Sealing ring
A12 Side plate
A13 Screw
A14 Screw
B10 Cover (no lt-control)
B12 O-ring
B13 Hexagon socket head cap screw
B14 Spring washer
B16 Connecting pipe, dummy
B17 Handle
P11812-01-L2738-P
2014-02-06 - en
Plate
2 (4) -
L27/38;
2014-02-06 - en
MAN Diesel & Turbo
-
L27/38;
Plate Charge air cooler
3 (4)
P11812-01-L2738-P
P11812-01-L2738-P

Charge air cooler
1 Charge air cooler, mbd58/58

7 O-ring
A1 Cooling block ***deleted***
A2 Cover ***deleted**
A3 Gasket
A4 Hexagon bolt
A5 Gasket
A6 Cover ***deleted***
A7 Hexagon bolt
A9 O-ring
A10 Plug screw, bsp 1/4"
A11 Sealing ring
A12 Side plate
A13 Screw
A14 Screw
B10 Cover (no lt-control)
B12 O-ring
B13 Hexagon socket head cap screw
B14 Spring washer
B16 Connecting pipe, dummy
B17 Handle
P11812-01-L2738-P
2014-02-06 - en
Plate
4 (4) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Charge air connection TC/AC
1 (2)
P11814-07-L2738-P
P11814-07-L2738-P

Charge air connection TC/AC
1 Charge air connection

2 Axial compensator
3 Cover
4 Covering of compensator
11 Cyl. screw
12 Packing silicone paste
21 Hexagon screw
22 Screw
23 Washer
24 Nut
31 Hexagon screw
32 Cyl. screw
P11814-07-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Condensed water drain for charge air cooler
1 (2)
P11814-10-L2738-P
P11814-10-L2738-P

Condensed water drain for charge air cooler
1 Pipe from charge air cooler

2 Plug screw
3 Sealing ring
4 Socket
5 Connection socket
6 Bracket for pipe clamp
7 Cyl. screw
8 Elbow union
P11814-10-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
Covering of charge air receiver

P11814-12-L2738-P
2015-05-12 - en
Plate
TCR 18 & TCR 20, TierII - 1 (4)

L27/38;

1 Cover, top
2 Cover, pump side
3 Cover, exhaust side
4 Cover, by-pass flange
5 Cover, aft end
6 Cover without by-pass, incl. item 4
10 Covering
11 Covering, TCR 18
12 Covering, TCR 20
20 Countersunk screw
21 Hexagon screw
22 Hexagon head screw
23 Washer
25 Hexagon head scew
P11814-12-L2738-P
2015-05-12 - en
Plate
2 (4) TCR 18 & TCR 20, TierII -

L27/38;

P11814-12-L2738-P
2015-05-12 - en
Plate
TCR 18 & TCR 20, TierII - 3 (4)

L27/38;

1 Cover, top
2 Cover, pump side
3 Cover, exhaust side
4 Cover, by-pass flange
5 Cover, aft end
6 Cover without by-pass, incl. item 4
10 Covering
11 Covering, TCR 18
12 Covering, TCR 20
21 Hexagon screw
23 Washer
25 Hexagon head scew
P11814-12-L2738-P
2015-05-12 - en
Plate
4 (4) TCR 18 & TCR 20, TierII -

L27/38;
2014-11-12 - en
MAN Diesel & Turbo
TierII -
L27/38;
Plate Exhaust pipe Ø170 mm
1 (2)
P11818-04-L2738-P
P11818-04-L2738-P

Exhaust pipe Ø170 mm
A1 Clamp ring
A2 Hexagon screw
A3 Spring pin
A4 Nut, heat resistant
A5 Clamp ring, compl.
A6 Pipe piece
A7 Compensator, axial0t
A8 Hexagon screw
A9 Nut
A10 Cover
A11 Hexagon screw
A14 Sealing ring
A15 Gasket
P11818-04-L2738-P
2014-11-12 - en
Plate
2 (2) TierII -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Exhaust, manifold to turbocharger
1 (2)
P11818-05-L2738-P
P11818-05-L2738-P

Exhaust, manifold to turbocharger
1 Compensator
2 Exhaust pipe with wastegate
3 Exhaust pipe without wastegate
5 Gasket
6 Hexagon screw
7 Nut, heat resistant
8 Hexagon screw
9 Nut
11 Hexagon screw
12 Spring washer
13 Nut
14 Sealing ring
A1 Clamp ring
A2 Hexagon screw
A3 Spring pin
A4 Nut, heat resistant
A5 Clamp ring, compl.
P11818-05-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Heat insulation
1 (2)
P11818-06-L2738-P
P11818-06-L2738-P

Heat insulation
1 Insulating sheet
2 Insulating sheet
3 Insulating sheet
5 Hex. head screw
10 Connection wire
15 Insulating mat
16 Insulating mat
17 Insulating mat
18 Insulating mat
19 Insulating mat
P11818-06-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Heat insulation
1 (2)
P11818-09-L2738-P
P11818-09-L2738-P

Heat insulation
1 Sheet
2 Sheet
3 Heat insulation
4 Insulation mat
5 Heat insulation
6 Heat insulation
7 Insulation mat
8 Hexagon screw
9 Washer
10 Wire
P11818-09-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2015-09-16 - en
MAN Diesel & Turbo
-
L27/38;
Plate Cover for exhaust pipe
1 (2)
P11818-11-L2738-P
P11818-11-L2738-P

Cover for exhaust pipe
1 Covering of exhaust pipe, ass.

7 Pipe clamp
8 Bracket
9 Sheet
10 End cover
11 Screw
14 Hexagon bolt
16 Screw
P11818-11-L2738-P
2015-09-16 - en
Plate
2 (2) -
L27/38;
2015-09-16 - en
MAN Diesel & Turbo
-
L27/38;
Plate Cover before turbocharger
1 (2)
P11818-12-L2738-P
P11818-12-L2738-P

Cover before turbocharger
1 Cover plate
2 Cover plate
3 Sheet
4 Cover plate
5 Cover plate
6 Cover plate
7 Bracket
8 Pipe clamp
9 Cover plate
10 Cover plate
11 Cover plate
12 Sheet
13 Screw
17 Hexagon bolt
P11818-12-L2738-P
2015-09-16 - en
Plate
2 (2) -
L27/38;
2013-03-01 - en
MAN Diesel & Turbo
-
L27/38;
Plate Turbocharger turbine cleaning valve
1 (2)
P11820-01-L2738-P
P11820-01-L2738-P

Turbocharger turbine cleaning valve
A1 Distance piece for drycleaning

A2 Gasket
A3 Closing valve
P11820-01-L2738-P
2013-03-01 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Compressor cleaning, arrangement
1 (2)
P11822-04-L2738-P
P11822-04-L2738-P

Compressor cleaning, arrangement
1 Water wash of compressor

2 Bracket
11 Elbow union
12 Connection
13 Screwed socket
14 Snap coupling
15 Hose
16 Clamp
20 Pipe clip
21 Cyl. screws
22 Clamping claw
23 Cyl. screws
24 Hexagon screw
P11822-04-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
MAN Diesel & Turbo
Fuel oil system

Description Fuel oil system ............................................................. D120A1-01
Fuel oil system — HFO ................................................ D120B2-01
Fuel injection system .................................................... D120C1-01
Work Card Dismantling/installation of fuel injection pump ............... M120101-02

Disassembly/reassembly and repair of fuel injection
pump ........................................................................... M120102-03
Removal and refitting of fuel injection valve ................... M120103-03
Fuel injection valve to be checked ................................ M120104-02
Fuel injection valve to be separated .............................. M120105-02
Assembly of the fuel injection valve .............................. M120106-02
Grinding of fuel injection valve seat face ....................... M120107-02
Cleaning of fuel oil filter ................................................. M120108-01
Plate Fuel oil filter, duplex - HFO ........................................... P12014-04-L2738-P

Fuel injection pump ...................................................... P12016-02-L2738-P
Fuel injection valve ....................................................... P12018-02-L2738-P
High pressure fuel oil pipes .......................................... P12020-01-L2738-P
Fuel oil pipes ................................................................ P12020-03-L2738-P
Low pressure fuel oil pipes - HFO ................................ P12020-07-L2738-P
Kit for inspection of fuel pump ...................................... P12086-01-L2738-P
Kit for inspection of fuel valve ....................................... P12088-01-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Fuel oil system
Fuel oil system

General
Depending on fuel oil quality the engine can be equipped with different types
of equipment.
MDO
For operation on MDO (Marine Diesel Oil), the standard engine is equipped
with built on:
▪ Fuel oil primary pump
▪ Double filter with paper inserts
▪ Lubrication of fuel oil pumps
▪ Fuel oil pumps with leak oil seal
▪ Uncooled fuel injection valves
The MDO built on equipment is designed for single engine installation. For
multi engine installations, it is recommended to have either separate fuel sup-
plies or the built on pumps have to be replaced by electrical pumps.
HFO
For operation on HFO (Heavy Fuel Oil), the standard engine is equipped with
built on:
▪ Fuel oil duplex slit filter
▪ Fuel oil back pressure valve
▪ Lubrication of fuel oil pumps
▪ Uncooled fuel injection valves
The built on equipment is designed for use on fuel oil modules, normally
referred to as booster modules. For multi engine installations, a common fuel
oil feed system should cover all engines.
HFO quality
We recommend to use heavy fuel up to 380 cSt/ 50°C, even though the
engine is designed for operation on HFO up to 700 cSt/ 50°C, depending on
the actual fuel quality.
For fuel oil quality, see Viscosity temperature (VT) diagram of fuel oil/ Quality
of heavy fuel oil (HFO) in chapter 00 Data. The maximum injection viscosity is
12–14 cSt.
2012-04-17 - en
Description
D120A1-01
- 1 (1)
L27/38;
Fuel oil system — HFO

Fuel oil system - HFO
Figure 1: Fuel oil diagram - HFO (for guidance only, please see plant specific engine diagram)
2015-04-07 - en
Description
D120B2-01
- 1 (4)
L27/38;
Item Description
1 HFO settling tank

2 Prefilterfor purifier/clarifier
3 Transfer pump for purifier/clarifier
4 Preheater for purifier/clarifier
5 HFO purifier
6 HFO clarifier
7 HFO day tank
8 Prefilter for HFO supply pump
9 Fuel oil supply pump
10 Automatic filter
11 Flow indicator
12 Mixing tank
13 Automatic deaeration valve
14 Supply pressure control valve
15 Duplex filter (magnetic insert)
16 Fuel oil booster pump
17 Preheater
18 Viscosity control equipment
19 Duplex slit filter
20 Booster pressure regulating valve
30 Sight glass, HFO day tank overflow
31 Prefilter for MDO transfer pump
32 MDO transfer pump
33 MDO purifier
34 MDO day tank
35 Sight glass, MDO day tank overflow
Connections:
B1 Fuel oil inlet engine
B2 Drain oil from fuel valves
B4 Fuel oil circulation to service tank
B7 Leak oil to drain tank (with alarm)
Pressure regulating valve (item 20):

The pressure regulating valve is to be adjusted to a pressure of 4 bar.
The relief valve for booster pumps (items 16 and 16A) are adjusted to a somewhat
higher pressure
Heavy fuel oil system, see fig 1

2015-04-07 - en
The settling tank (1) should be designed to provide the most efficient sludge
Description
and water separation.

D120B2-01
The capacity of each settling tank should be sufficient to ensure minimum 24

hours operation.
2 (4) -
L27/38;
The temperature of the oil settling tanks should be as high as possible to

help the dirt to settle. The temperature should be below 75° C in order to
avoid the formation of asphaltenes, and min 7° C above the pour point of the
oil to ensure pumpability.
To protect the separator pumps, (3/3A) pre-filters (2/2A) are inserted before
the pumps.
The pumps can be driven directly by the purifier or by an independent motor.
The preheaters (4/4A) must be able to raise the temperature of the oil from
approx 60° C to approx 98° C, which is the temperature of the oil for purify-
ing.
Cleaning of the fuel oil by a purifier and a clarifier which remove water and
solids. For applications with separators acting as a clarifier and purifier at the
same time, one separator should be standby. Only the automatic self-clean-
ing type should be used.
Guidance given by the manufacturer of the separators must be observed.
The service tank (7) should be dimensioned to contain purified HFO for oper-
ating for at least 12 hours.
The tank must be insulated and the oil temperature in the tank should be
kept at minimum 60° C. Depending on separating temperature and tank
insulation, the temperature may rise to above 90° C.
Attention must be paid that the fuel oil suction pipe is connected to the side
of the tank in a position to avoid sludge and water contamination of the HFO
system.
The HFO system must be pressurised to avoid gas separation in the fuel oil
piping. Pressurising is maintained by the pumps (9/9A) installed between the
HFO service tank and the automatic filter. The prefilters (8/8A) must be
cleaned regularly.
The pressure regulating valve (14) is to be adjusted to a pressure of approx.
4 bar and the relief valve setting for supply pumps (9/9A) is adjusted to a
higher pressure.
An automatic filter (10) is installed between the supply pumps and the mixing
tank (12).
As the flow is limited to the consumption of the engine, a filter with 10 μm
mesh size should be used in order to achieve optimal filtration. In case of
malfunction of the filter, a manually cleaned bypass filter has to be installed in
parallel to the automatic filter.
For engines with pressurised HFO system a fuel consumption meter (11) may
be fitted between the automatic filter (10) and the mixing tank (12). A spring
loaded valve is installed in parallel. In case of problem with the measuring
device, the valve will open and ensure fuel supply to the engine.
The main purpose of the mixing tank (12) is to ensure good ventilation of gas
from the hot fuel oil.
Furthermore, the mixing tank ensures a gradual temperature balance by mix-
ing the hot oil returned from the engine with the oil from the service tank.
2015-04-07 - en
Because the capacity of the fuel oil booster pumps (16/16A) is higher than
Description
the consumption of the engine, the surplus oil from the engine is returned to
D120B2-01
the mixing tank.

To protect the fuel oil booster pumps, a duplex prefilter (15) is installed
between the mixing tank and the booster pumps (16/ 16A).
The filter must be cleaned regularly.
- 3 (4)
L27/38;
In order to heat the HFO to the proper viscosity before the injection valves
(10-14 cSt), the oil is led through a preheater.

The temperature of the HFO is regulated by an automatic viscosity control
unit to 85 - 150°C (depending on the viscosity).
The viscosity control equipment (18) is required for all types of fuel to ensure
the optimum viscosity of approx 10 - 14 cSt at the inlet to the fuel injection
pump. The viscosi-meter should not be affected by pressure peaks pro-
duced by the injection pumps.
The viscosity control equipment must be able to switch over to thermostatic
control in case of malfunctioning.
The MDO treatment and feed system

The engine is designed for pier to pier operation on HFO. However, change
over to MDO might become necessary. For instance during:
▪ Repair of engine and fuel oil system
▪ Docking
▪ More than 5 days stop
▪ Environmental legislation requiringuse of low–sulphur fuels
The layout of the MDO treatment and feed system should be in accordance
with the recommendations for MDO.
2015-04-07 - en
Description
D120B2-01
4 (4) -
L27/38;

2013-06-25 - en
Description
D120C1-01
Figure 1: Fuel pump
- 1 (3)
L27/38;
Fuel pump
The fuel pump and the roller guide are one unit, placed over the fuel cam. A
pipe supplies lubricating oil from the camshaft bearing to the roller guide.
The barrel is installed with seals on the outer circumference at various levels
to avoid leakages and to give the possibility to drain fuel from the lower part
of the barrel bore.
At the same time it also gives the possibility to add sealing oil to minimize fuel
contamination of the lubricating oil.
The rack for fuel control is shaped as a piston at one end. The piston works
inside a cylinder. When the cylinder is pressurized, the fuel rack will go to
zero and the engine will stop.
A delivery valve is installed on top of the barrel. In the delivery valve housing a
second valve is installed. This valve will open for oscillating high pressure
waves between the needle in the fuel injection valve and the delivery valve on
the pump, causing the needle in the fuel valve to stay closed after the injec-
tion is finished. This will reduce formation of carbon around the nozzle tip and
save fuel.
Fuel injection valve

The fuel valve is uncooled and placed in a sleeve in the centre of the cylinder
head.
O-rings around the fuel valve body prevent fuel and lubricating oil from mix-
ing. From the side of the cylinder head, a lance for fuel supply is screwed into
the fuel valve. The lance is sealed with a bushing and two O-rings where the
lance goes into the cylinder head. A double-walled high pressure pipe con-
nects the fuel pump with the lance.
Leak oil from the fuel valve or from a possible defective high pressure pipe is
led to the bore for the lance in the cylinder head. From here a pipe will drain
the fuel either to a leak oil tank — in case of HFO operation, or to the day
tank — in case of MDO operation.
2013-06-25 - en
Description
D120C1-01
2 (3) -
L27/38;
Figure 2: Injection valve Fuel injection system

2013-06-25 - en
Description
D120C1-01
- 3 (3)
L27/38;
Dismantling/installation of fuel injection pump

Safety precautions
▪ Engine stopped
Manpower
1 2
Special tools
1 9002 342 Fit and removing device for fuel injection
pump
Data

1 2016
1 2020
Starting Position
Covers over fuel pumps removed.
2017-09-14 - en
M120101-02
Work Card
Tier II - 1 (5)
L27/38;
Warning!
Dismantling
1. Close the valves in the fuel lines and the air supply for safety stop.
2. Dismantle the high pressure fuel pipe.
3. Remove the pipes for lubrication, drain and air.
4. Remove the plug screws (1) fig 1.
Figure 1: Fuel injection pump

5. Unscrew the 8 screws (3) on the con necting pieces on the right side of
the fuel pump, see fig 1.
6. Pull the connecting pieces to the right to separate the connecting
pieces from the fuel pipes to the left, see fig 5.
7. Disconnect the ball head connection (1) fig 2 between the terminal shaft
and the fuel rack shaft.
2017-09-14 - en
M120101-02
Work Card
2 (5) Tier II -
L27/38;

Figure 2: Fuel injection pump as mounted
8. Check if the roller of the fuel pump is on the circular part of the fuel
cam. Other wise turn the crankshaft.
9. Loosen and remove the 4 nuts (2) se curing the pump on the engine, fig
2.
10. Install the lifting tool as shown in fig 3 and remove the pump.
2017-09-14 - en
M120101-02
Work Card
Figure 3: Removing the fuel injection pump
Tier II - 3 (5)
L27/38;
Figure 4: Transporting the dismounted fuel injection pump
Installation
1. Clean all the joint surfaces on the engine and the pump.
2. Place new O-ring seals (2) fig 5 on the orifice flanges at the inlet and
outlet of the pump and the lower part of the pump (2) fig 1.
Lubricate the O-rings with acid-free grease.
2017-09-14 - en
M120101-02
Work Card
Figure 5: Tightening of fuel pump

3. Install the lifting tool on the fuel pump and lift it to the place where it is
to be installed.
4 (5) Tier II -
L27/38;
4. Establish all the connections earlier disconnected, fit new O-rings (1) fig

5. Install and tighten the 4 nuts to fasten the pump, fig 5. See Tighten-
ing specification in chapter 00 Data.
Figure 6: Removal of fuel oil pipes

2017-09-14 - en
M120101-02
Work Card
Tier II - 5 (5)
L27/38;
Disassembly/reassembly and repair of fuel injection pump

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9002 342 Fit and removing device for fuel injection
pump
Data

1 2016
Starting Position
Fuel injection pump dismantled from engine, see work card 20 101.
2017-10-18 - en
M120102-03
Work Card
Tier II - 1 (8)
L27/38;
Disassembly of fuel injection pump
Figure 1: Delivery valve on fuel pump

1. Unscrew the allen screws (1), fig 1, and remove the delivery valve hous-
ing. Take care not to loose the valves inside the housing.
2. See fig 2/I. Screw the spindle back, place the bridge diagonally onto the
casing and attach it by means of hexagon nuts.
3. Turn the spindle until the thrust pad contacts the tappet, see fig 2/II.
4. Turn the spindle to depress the tappet far enough to unload the screw
plug so the latter can be removed, see fig 2/III.
5. Turn the spindle back to unload the compression spring, see fig 2/IV.
6. Remove the complete tool.
7. Disassemble the tappet together with the pump plunger and put down
on clean place.
Do not touch the pump plunger with your bare hands. Protect the
control edges on the pump plunger from damage.
2017-10-18 - en
M120102-03
Work Card
2 (8) Tier II -
L27/38;

Figure 2: Unloading / loading the compression spring in the fuel injection pump. Tool
is not supplied
8. Measure the clearance (A), fig 3, of the pump plunger between the
thrust plate (2) and the plunger base plate, note down and compare
with specified value, see data 1 00J2. In case of exceeding values,
please replace wearing parts.
9. Screw off the hexagon socket bolts (3) and take the tappet (16) off.
10. Take the thrust plate out and pull the plunger base plate (14) off the
plunger.
11. Take the compression spring out of the casing, disassemble the spring
cup (4) and the regulating sleeve (5).
12. Unscrew the cylinder and remove the regulator rod, see fig 5.
2017-10-18 - en
13. Screw out both baffle screws (6).

M120102-03
14. Unscrew the hexagon socket screws (7) and take the thrust ring (19)
Work Card
off.
15. Put the thrust plate onto the monobloc cylinder and fasten it in place,
see fig 4.
Tier II - 3 (8)
L27/38;
16. Screw two hexagon head bolts into the thrust plate down to contact
with the casing.

17. Attach the monobloc cylinder to the casing by turning the hexagon
head bolts.
Take care to avoid tilting of the monobloc cylinder as it is being pulled

out.
18. Remove the monobloc cylinder from the casing and put it down on a
clean support.
19. Measure the axial and radial clearance of roller (8), fig 3, note down and
compare with the specified clearances, see data 1 00J2-02. In case of
exceeding values, please replace wearing parts.
The replacement of rollers should be entrusted to a service base on

MAN personnel as a matter of principle because the roller bolt has
been fitted in the tappet by freezing.
20. Check the complete valve support, (20) fig 3, for tightness and verify
that the individual parts move easily. Disassemble the valve support if
necessary.
21. Clean all the parts with clean diesel oil and check them for wear or
damage.
2017-10-18 - en
M120102-03
Work Card
Figure 3: Fuel injection pump
4 (8) Tier II -
L27/38;
A pump element consists of the plunger and monobloc cylinder.

Plunger and monobloc cylinder can only be replaced together because
they fit together.
Figure 4: Removing the monobloc cylinder
Operating Sequence 2 - Assemble a Fuel Injection Pump

1. Prior to assembly, slightly oil all the parts with thin-bodied mineral oil.
Metallic sealing and contact faces must be absolutely dry when

assembled.
Figure 5: Fuel injection pump - top view

2. Fit a new plunger packing in the ring groove, see fig 5.
Alignment of the marks M/M is of great importance.

2017-10-18 - en
M120102-03
Work Card
3. Fit the fuel rack in the casing.

4. Apply loctite 243 to the thread of the cylinder over length of 6 mm and
screw home into the casing with a new gasket fitted.
Tier II - 5 (8)
L27/38;
5. Treat new sealing rings (9) and o-ring seals (10 and 11) with acid-free
grease and fit them in ring groove, taking care that the o-ring seals are
evenly tensioned aver the circumference, and not twisted, see fig 3.
6. Assembly of sealing rings, according to fig. 7. Following require that
extra tool are supplied by MAN Diesel & Turbo.
7. Introduce the monobloc cylinder into casing, taking note of the position
of the cylindrical pin, refer to fig 6.
Figure 6: Installing a new barrel

8. Place the thrust plate, see fig 6, onto the monobloc cylinder, mount the
2017-10-18 - en
bridge over the thrust plate on the casing, and screw the hexagon nut
down to contact with the thrust plate, see fig 6. Screw the hexagon
M120102-03
Work Card
head bolt into the bridge.

9. Force the monobloc cylinder into the casing by turning the hexagon
head bolt, making sure that the locating pin is between the cylindrical
pins, see fig 6.
6 (8) Tier II -
L27/38;
When forcing the monobloc cylinder into the casing, prevent it from

tilting.
10. Removel the tool.
Figure 7: Assembly of sealing rings

11. Put the thrust ring (2), fig 3, onto the monobloc cylinder.
12. Apply copaslip or the like to the threads and contact faces of the hexa-
gon socket bolts, screw home hand-tight and tighten to the specified
torque, please see data 1 00J1. For order of tightening, see fig 8.
13. Place the valve support onto the monobloc cylinder, taking note of the
bore/cylindrical pin (12) position.
14. Apply copaslip or the like to the threads and contact faces of the hexa-
gon socket bolts, screw home hand-tight and tighten to the specified
torque in three steps, please see data 1 00J1. For ordering of tighten-
ing, see fig 8.
2017-10-18 - en
Figure 8: Order of tightening the fixing bolts for the barrel cylinder (left) and valve
M120102-03
Work Card
support (right)
15. Fit the regulating sleeve so that the markings (M), see fig 5, on the fuel
rack and regulating sleeve coincide.
16. Install the spring plate through the regulating sleeve into the casing.
Tier II - 7 (8)
L27/38;
Prior to installing the spring plate, verify once again that the markings
of the regulating sleeve and fuel rack match.
17. Fit the compression spring (13) in the casing.

18. Put the plunger base plate (14) onto the pump plunger (15). Insert the
thrust plate (2) in the plunger base plate.
Do not touch pump plungers with your bare hands. Protect control
edges on plungers against damage.
19. Put the tappet (16) over the plunger base plate and fasten it by four
hexagon socket bolts (3).
20. Measure the clearance (A), fig 3, of the pump plunger between the
thrust plate (2) and the plunger base plate, note down and compare
with specified value, see data 1 00J2. In case of exceeding values,
please replace wearing parts.
21. Carefully push the plunger and tappet into the monobloc cylinder
and/or casing, taking note of the position of the longitudinal groove in
the tappet for the screw plug (17).
22. Screw the spindle back and place the bridge diagonally onto the casing
and fasten it by hexagon nuts, see fig 2/I.
23. Turn the spindle until the thrust pad contacts the tappet see fig 2/II.
24. Turn the spindle to depress the tappet far enough to allow the screw
plug equipped with a new gasket to be fitted, see fig 2/III.
25. Insert a masuring mandrel in cavitation holes. Depress the tappet spring
until plunger just have contact with measuring mandrel area of 6.5h6,
see fig 3. Check that the clearance (B) from roller to mounting surface
comply the dimension, see fig 3 and data 1 00J2. In case of exceeding
values please exchange the trust plate (2).
26. Remove the complete tool.
27. Screw the baffle screws (6) complete with new gaskets (18) into the
casing specified.
2017-10-18 - en
M120102-03
Work Card
8 (8) Tier II -
L27/38;
Removal and refitting of fuel injection valve

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9000 050 Pressure testing tool
1 9000 074 Grinding device for nozzle seat
1 9000 407 Extractor device for injector valve
Hand Tools
Ring- and open end spanner, 12 mm
Socket spanner, 24 mm
Data

1 2018
2017-09-14 - en
M120103-03
Work Card
Starting Position
Operating media systems closed/depressurised. Engine shut down.
Tier II - 1 (6)
L27/38;
Warning!
Procedure
Execute work on time according to the maintenance schedule, enable/
support economic operation, prevent operating problems damages.
Fuel injection valves affect the loading of the injection system and the operat-
ing values of the engine. They are to be checked if there are deviations in the
operating values, to be overhauled if necessary or changed.
Dismantling of a fuel injection valve
An engine that runs usually on heavy oil, should be operated for a short
while on diesel oil before disassembling the fuel injection valves.
Initial state
Stop valves on fuel pipes closed. Oil pump (reserve) shut off, cylinder head
cover removed, indicator valve opened.
Injection valve should be disassembled only with opened indicator

valve.
1. Remove the side cover over the fuel pump and the top cover over the
rocker arms for the cylinder head.
2. Dismantle the delivery pipe between the fuel pump and the lance (5) fig
1.
2017-09-14 - en
M120103-03
Work Card
2 (6) Tier II -
L27/38;

Figure 1: Fuel injection valve assembly
3. Remove the nuts (1) and the thrust piece (2)
4. Unscrew the screw (3) and remove the locking device (4)
5. Unscrew the lance (5) and remove it from the cylinder head.
6. Install the extractor tool, see fig 2 and pull out the fuel valve.
2017-09-14 - en
M120103-03
Work Card
Tier II - 3 (6)
L27/38;
Figure 2: Extractor tool mounted on fuel injection valve

7. Extract injector valve by turning the spindle nut until it is loose.
Injection valve may be dismantled only with disassembly and assembly

fixture.
8. Thread off spindle nut and remove the extractor tool.

9. Cover opening in the cylinder head.
10. Place injection valve on workbench.
11. Clean complete injection valve outside with fuel, remove adhering with
wire brush. Scratch injection nozzle only with wooden spatulas, in order
not to damage nozzle bore. Clean cylindrical set of nozzle bodies.
Cleaning should be done on the side away of the workbench.

2017-09-14 - en
M120103-03
Work Card
4 (6) Tier II -
L27/38;

Assembling of fuel injection valve
Initial state
Injection valve, especially cylindrical seat of nozzle bodies cleaned carefully.
Opening pressure, tightness and nozzle bores checked.
Injection valve from reserve stock or spares delivery cleaned and

check from outside.
1. Fit new round ring seals (8), lubricated with clean lubricating oil, in the
ring groove, ensuring that this is tensioned equally on the entire periph-
ery and not twisted.
2. Fill the inside space (spring room) of the injection valve through leakage
fuel draining hole, with clean fuel.
3. Remove cover for bore in the cylinder head and clean the bore and seat
face in the cylinder head carefully.
4. Assemble injection valve in bore, taking care of correct positioning of
the bore for threaded piece. Fit new round ring seals (8), lubricated with
clean lubricating oil, in the ring groove, ensuring that this is tensioned
equally on the entire periphery and not twisted.
5. Add lubricant pasta to the thread of the lance (5) and screw it into the
fuel valve.
6. Place the thrust collar (2) fig 1 on the fuel injection valve and apply lubri-
cant type GN or similar on screw thread, contact surface and hexagon
nuts (1). Then tighten with hand and after installation of the lance (5) the
hexagon nuts (1) can be tightened to the specified torque of 115 Nm.
Prior to the tightening It might be necessary to turn the fuel valve a little
to make the thread catch. Tightening torque for the lance is 75 Nm.
If the injection valve is installed in an operat-ng hot cylinder head,

tighten the hexagonal nuts (7) only after temperature equalisation, with
specified torque.
7. Place the locking device on the hexagon of the lance and secure it with
the screw (4) lubricated with oil. Tightening torque 115 Nm.
8. Ad lubricant type GN or similar to the lance (5) and the fuel pump top
and install the high pressure pipe. Tighten- ing torque: 50 Nm.
9. Close indicator valve.
2017-09-14 - en
10. Open stop valves on fuel pipes.

11. Attach cylinder head cover.
M120103-03
Work Card
Tier II - 5 (6)
L27/38;
2017-09-14 - en
M120103-03
Work Card
Figure 3: Fuel injection valve complete
6 (6) Tier II -
L27/38;
Fuel injection valve to be checked

Safety precautions
Manpower
1 2
Special tools
1 9000 407 Extractor device for injector valve
Data

1 2018
Starting Position
-
Procedure
Assembly of the fuel injection valve see work card 20 106.
Check components for quality/wear condition ensure/ restore operating
reliability. Fuel injection valve affect the loading of the fuel injection system
and the operating values of the engine. They are to be checked if there are
2017-09-14 - en
deviations in the operating values, to be overhauled if necessary or changed.

M120104-02
Work Card
The work extends: Checking of parts / components.
Tier II - 1 (6)
L27/38;
Preliminary observations
Functioning capability and setting of the injection valve affect the combustion
course, the operating values and the loading of the injection system. If the
operating values are changed (ignition pressure, exhaust temperature) the
opening pressure and tightness of the concerned valves should be checked.
The nozzle test stand allows to pressure- test and adjust the injection valve,
using a hydraulic hand pump. The fixture ensure comfortable working under
reproducible conditions.
In the testing of injection valves of modern 4-stroke engines the atomisation
is no longer a test criterion, because the behaviour of the injection nozzle in
engine operation cannot be verified.
An inferior spray pattern does not say anything about the functioning of the
injection nozzles in the engine. It is fully functional if the criteria for opening
pressure, tightness and free nozzle bores are fulfilled.
4 Test pressure pump for fuel noz- 5 Clamping for injection valve
zle complete
6 Adapter for fuel injection valve 6 High pressure pipe
Figure 1: Nozzle test stand

2017-09-14 - en
M120104-02
Work Card
2 (6) Tier II -
L27/38;
1 Fixation for mounting device 2 Lever for pump Fuel injection valve to be checked
3 Partition of test rig in tabletop 4 Lever with locking mechanism
(GXO-G011a) for rotating of mounting device
5 Device to move showcase up 6 Pockets for eg mounting device
and downwards or tools
7 Oil collecting tank 8 Fan to evacuate oil vapour
9 Showcase to watch spray pat- 10 Connection for high pressure
tern pipe
11 Lever to switch from opening 12 Relief valve lever (to release
pressure to boost test pressure in high pressure pipe)
13 Pressure gauge (with bar and
PSI scaling)
2017-09-14 - en
Figure 2: Nozzle test stand

M120104-02
Work Card
Tier II - 3 (6)
L27/38;
Preparation for inspection
Heavy oil residues in the injection valves can adversely affect test
result and make cleaning more difficult. It is therefore recommended
that the engine run on diesel oil for about 1 hour before disassembling
the injection valves. If that is not possible then it is important to carry
out the described test at once after injection valves are removed from
engine. Otherwise the injection valve has to be separated and
cleaned before testing.
Initial state
Injection valve is dismantled and cleaned on the outside.
Use anti-corrosion oil for checking the injection valves, so that they
also given the conservation treatment. Only absolutely clean anti-
corrosion oil should be filled in the nozzle test stand otherwise there
could be malfunctioning in the pump or in the injection valve to be
tested. The fill level of the oil container (12) should be checked.
1. Insert injection valve in the adapter head and tighten uniformly with
holder.
2. Thread in connection piece on pressure hose connection of the injec-
tion valve and screw in high pressure hose on connecting piece.
3. Set nozzle jet collector vessel under the injection nozzle and push it up
until the expected jets meet on the outer walls of the nozzle jets collec-
tor vessel.
Never allow injection nozzle to spray into open air but only in the
collector! Do not touch fuel jets, as they penetrate the skin structure
and cause painful inflammation! Do not use any open flames at
workplace! Smoking is absolutely prohibited! Use suction on oil mist
wherever possible.
The checking and setting of the injection valves extends to the following
steps:
▪ Check opening pressure
▪ Check nozzle bores
▪ Set target pressure
▪ Check tightness
2017-09-14 - en
Check opening pressure

M120104-02
Work Card
1. Close pressure relief valve (12) if it exist on the test equipment used.
4 (6) Tier II -
L27/38;
2. Actuate hand pump (26) uniformly and raise pressure until the injection

nozzle opens. Note opening pressure and compare with reference
value 420 bar. Actuate hand pump for min 20 strokes and rinse injec-
tion valve.
Opening pressure The hydraulic pressure must be taken slowly past

the opening pressure, as otherwise there are errors while reading off
the opening pressure. The test pressure must not exceed 430 bar! In
case of new nozzles elements, the nozzle needle can be stuck at the
first spray test and must be released by strong rinsing. In case of
already run-in nozzles, collect the anti corrosion oil contaminated with
fuel and do not fill it again in the pressing device.
In case of new nozzles, there can be a drop in the opening pressure up
to 90 bar after a few operating hours.
This pressure drop does not mean any functional deficiency and is
characteristic of all fuel injection nozzles.
It cannot be expected that the nozzle will spray or make a sound, only
opening pressure can be checked.
Decision
Opening pressure drop less /greater than 90 bar.
Opening press. drop less than 90 bar:
▪ Continue with the next step.
Opening press. drop greater than 90 bar:
▪ Separate injection valve as mentioned in workcard 20 105.
▪ Carry out visual inspection (spring breakage)
▪ If component is in order, continue with the next step
Check nozzle bores

1. Loosen the hexagonal nut (1) and turn back adjusting screw (2) until
compression spring (6) is released.
2. Close pressure relief valve (if it exist or retighten the high pressure pipe).
Actuate hand pump uniformly and adjust opening pressure with adjust-
ing screw (2) to 30 bar.
Decision
All nozzle holes open? See fig 3
2017-09-14 - en
M120104-02
Work Card
Figure 3: Assessment of the nozzle holes. Left – open, right – partly clogged
▪ Yes, continue with the next step
▪ No, Separate the injection valve as mentioned in work card 20 105.
Tier II - 5 (6)
L27/38;
Adjust opening pressure to reference value

1. Actuate hand pump uniformly and thus raise the hydraulic pressure, at
the same time tension the compression spring (6) a little by using
adjusting screw (2). Repeat the process until the reference value of 420
bar is reached.
Compression spring Do not set a higher pressure than indicated,

otherwise the compression spring will be deformed. Adjust to the
indicated higher spray pressure value only after assembling a new
compression spring to compensate for the initial setting of the
compression springs.
2. If the reference value is set reproducibly, lock the adjusting screw (2)
with the hexagonal nut (1) and check the opening pressure again.
Check leak proofing

1. Stop the pumping of the tester and open the pressure relief valve (12) if
it exist on the test equipment reducing the pressure to 0 bar. Or release
pressure by loosening high pressure pipe until pressure has dropped to
0 bar. This ensures, that the nozzle is closed completely.
2. Close pressure relief valve and pressurize pipe again.
3. To check the leak proofing, actuate hand pump evenly until 250 bar are
reached on the pressure gauge (13). The injection valve is considered
tight if no drops fall within 5 seconds.
Make sure, that no oil drop off from the nozzle leakage bore (9) (see fig
3 workcard 20 105). This may causes a misinterpretation of the tight
nozzle. Avoid this by wrapping a cleaning rag around the injection
nozzle.
Decision
Tightness OK? see fig 4.
2017-09-14 - en
Figure 4: Judgement on the tightness. Left – tight, right - drops

M120104-02
Work Card
▪ Yes, The injection valve can be made available for use!

▪ No, The injection valve should be replaced with new unit.
6 (6) Tier II -
L27/38;
Fuel injection valve to be separated

Safety precautions
Manpower
1 1
Special tools
Hand Tools
Torque wrench
Hexagonal screw driver (set)
Wire brush
Spatula (wood)
Depth gauge
Container with fuel
Polishing medium (wool)
Paper towels
Lubricant (containing molybdenum disul-
phide)
Data
2017-09-14 - en
Starting Position
M120105-02
Work Card
Tier II - 1 (5)
L27/38;
Procedure
Check components for quality/wear condition, prevent operating problems/
damages.
Fuel injection valves affect the loading of the fuel injection system and the
operating values of the engine. They are to be checked if there are deviations
in the operating values, to be overhauled if necessary or changed.
The work extends: Separation of components. Checking of parts/ compo-
nents
Preliminary observation
Separate injection valve if, during the test according to work card 20
104, errors are detected and if the nozzle element should be changed
due to the operation time. The separation is done by placing the valve
in a vice with soft jaws.
2017-09-14 - en
M120105-02
Work Card
Figure 1: Fuel injection valve
2 (5) Tier II -
L27/38;

Separating of a fuel injection valve
1. Wash injection valve in fuel and remove adhering coke with a wire
brush.
2. Place the fuel valve in a vice with soft jaws.
3. Loosen hexagon nut (1) and turn back adjusting screw (2) until com-
pression spring (6) is released.
4. Turn the fuel valve 180° so the hexagon nut (1) is turned down.
5. Loosen nozzle tensioning nut (4) carefully.
Releasing the nozzle tensioning nut
If there is heavy resistance when releasing, try to make the threads

free again by softening them in fuel and turning to and fro. Do not
release nozzle tensioning nut with force, as otherwise threads can
wear out and parts can become useless.
1. When threading out the nozzle tensioning nut (4) use the following
method: Unscrew released nozzle tensioning nuts and at the same time
prevent them from lifting axially from holder by continuously lightly hit-
ting with rubber hammer on nozzle bodies.
This method should prevent shaving or scratching of the parallel pin of

the sealing face between nozzle body and holder during the threading
off of the nozzle tensioning nut.
2. Thread off nozzle tensioning nut and remove nozzle body. See that noz-
zle needle does not fall out.
3. Extract nozzle needle from nozzle body and place it in fuel for cleaning.
Nozzle needle
Never interchange nozzle needles from nozzle body to nozzle body.

They are manufactured in pairs.
1. Remove the injection valve from the vice with soft jaws and place it on
the workbench.
2017-09-14 - en
2. Thread off adjusting screw (2).

3. Disassemble threaded pin (3) if existing.
M120105-02
Work Card
4. If all internal parts are not loose, screw in suitable eye bolt in thrust
piece (5) and extract thrust piece. Then disassemble compression
spring (6) and thrust piece (7).
Tier II - 3 (5)
L27/38;
5. Place all parts for cleaning in diesel oil and wash them off. Then blow
with compressed air.
Check components
The inspection of the components extends to:
▪ The nozzle holes
▪ The quality of fitting faces
▪ The mobility of the needle
▪ Traces of corrosion on the nozzle tensioning nut and the nozzle body
▪ The nozzle specifications
Figure 2: Cleaning the nozzle holes

1. Examine all components and especially sealing faces for damage /
traces of wear.
No rework on the seat and fitting faces
Seat and fitting faces should not be machined manually nor

mechanically, as the requisite accuracies cannot be achieved.
1. Check if nozzle needle can be moved in the nozzle body easily and
without perceivable resistance, see fig 3.
2017-09-14 - en
M120105-02
Work Card
4 (5) Tier II -
L27/38;

Figure 3: Checking the mobility of the nozzle needle
2. Examine nozzle bodies for traces of corrosion.
3. Read off nozzle specifications on the collar of the nozzle body.
Original specification - see acceptance record of the motor.
Figure 4: Nozzle element with specification and IMO number

4. Change damaged parts. Replace nozzle needle and nozzle body
together.
2017-09-14 - en
M120105-02
Work Card
Tier II - 5 (5)
L27/38;
Assembly of the fuel injection valve

Safety precautions
Manpower
1 1
Special tools
Hand Tools
Torque wrench
Ring- and open end spanner
Hexagonal screw driver (set)
Lubricant (copaslip, containing molybdenum
disulphide)
Data
Starting Position
-
Procedure
Impart necessary knowledge, ensure correct execution of work.
2017-09-14 - en
Fuel injection valves affect the loading of the fuel injection system and the
operating values of the engine. They are to be checked if there are deviations
M120106-02
Work Card
in the operating values, to be overhauled if necessary or changed.

The work extends: Assembly of components.
Tier II - 1 (3)
L27/38;
Specification of the injection nozzle
Check before the assembly whether specification of the injection

nozzle matches with the reference specification. The original
specification can be referred from the acceptance record (number,
number of nozzle bores, bore diameter, spraying angle).
Initial situation
Injection valve separated, all individual parts carefully cleaned, damaged
parts changed.
2017-09-14 - en
M120106-02
Work Card
Figure 1: Assembly of the nozzle
2 (3) Tier II -
L27/38;
1. Clean threaded pin (3) and bore carefully as given in Loctite-specifica-

tions.
2. Hold holder body at an angle (with sealing face facing up) and guide in
thrust piece (5) including compression spring (6) and spring plate (7).
Pay attention to the position of the groove for the threaded pin (3). See
fig 1.
3. Paint screw thread of the threaded pin (3) with securing compound
Loctite 243 on a length of 5 mm and thread in into holder until threaded
pin no longer projects. Check that the thrust piece can still move in axial
direction.
4. Screw in adjusting screw (2), do not yet tighten compression spring.
5. Insert holder complete fuel valve in the nozzle tester such that the seal-
ing surface for nozzle body (10) faces up and tighten evenly. Rotate
take-up head by 180° and fix it.
6. Dip nozzle needle (10) in clean fuel and guide into the nozzle body,
check easy movement.
7. Check nozzle needle stroke between top edge of nozzle body and off-
set on nozzle needle. For reference value see section “technical data” in
instruction book.
8. Rub sealing face dry with sealing paper towel. Insert nozzle body with
nozzle needle on holder, paying attention to the position of pins.
9. Paint pressure shoulder (11) on nozzle body (10) with lubricant “Optimol
Paste White T”, See fig 1.
10. Paint screw threads of holder and nozzle tensioning nut (4) as well as
pressure shoulder (4) on nozzle tensioning nut with lubricant “Optimol
Paste White T”, See fig 1.
11. Screw on by hand nozzle tensioning nut on holder and in the second
step tighten with specified torque (see work card). Rotate take-up head
by 180° and fix it.
12. Screw on hexagonal nut (1) loosely on adjusting screw and tighten only
after adjusting the opening pressure.
2017-09-14 - en
M120106-02
Work Card
Tier II - 3 (3)
L27/38;
Grinding of fuel injection valve seat face

Safety precautions
Manpower
1 1/2
Special tools
Data
Starting Position
-
Procedure
Ensure correct execution of work, assess contact pattern/wear status,
restore contact pattern again.
The injection valve seat face in the cylinder head should be checked on every
disassembly of the fuel injection valve by means of touching up sampling and
reworked if necessary.
The work extends: Creating of correct contact pattern.
2017-09-14 - en
M120107-02
Work Card
Tier II - 1 (2)
L27/38;
Figure 1: Grinding tools complete
Grinding the seat area
Initial state
Fuel injection valve dismantled.
1. Before mounting the fuel valve, clean and inspect the valve sleeve in the
cylinder head.
2. If necessary, grind the seating face with the grinding tool see fig 1.
3. Place grinding tool in cylinder head, paying attention to guide piece (2)
is in correct position inside cylinder head.
4. Rotate grinding tool to and fro, raise in-between and blow off grinding
dust with compressed air.
5. Remove grinding tool see fig 1 after the grinding process is complete
and clean valve seat carefully.
2017-09-14 - en
M120107-02
Work Card
2 (2) Tier II -
L27/38;
Cleaning of fuel oil filter

Safety precautions
Manpower
1 1/2
Hand Tools
Combination spanner, 17 mm
Combination spanner, 24 mm
Air gun
Soft brush
Cleaning agent
Data
-
Short Description
Disassembly, cleaning and assembly of fuel oil duplex filter
2016-04-25 - en
M120108-01
Work Card
- 1 (4)
L27/38;
Cleaning of fuel oil duplex filter

The cleaning interval of the filter depends on the engine operating conditions,
the fuel oil quality and the treatment of the fuel oil. Operation and mainte-
nance of the filter must be carried out with utmost care to avoid troubles in
the fuel injection system. This cleaning procedure is valid for all types of fuel
safety filters, with a filter medium made of wire mesh.
Cleaning agent:
▪ Ultrasonic Cleaning
▪ Boll Clean 2000 (Boll & Kirch)
▪ Filter Clean (Drew FC)
▪ Filter Clean (Unimarine)
▪ Sea Shield Filter Clean (Nalfleet)
Sequence of operation:
During normal operation of the engine, clean the filter when 50 % of the red
mark of the differential pressure gauge, see Fig. 1 becomes visible, if instal-
led, or if an alarm is given at maximum differential pressure.
Change the filter over to the clean chamber by the lever (1).
See plate on the filter cover for valve position (2).
1) Slowly open the venting screw/valve (3) on the filter chamber which
has been cut off.
2) Open the drain plug/valve (4) on the filter chamber which has been cut
off.
3) Dismantle the filter housing cap (5) on the filter chamber which has
been cut off.
4) Withdraw the filter element from the chamber and place it in a suitable
cleaning agent.
Figure 1: Differential pressure gauge

2016-04-25 - en
M120108-01
Work Card
2 (4) -
L27/38;

Figure 2: Fuel oil duplex filter
When using HFO, never let the dirty fi lter element cool down before
soaking into the cleaning agent.
5) After taking the filter element up from the cleaning agent, carefully blow
compressed air through it from the outside to the inside, rinse the filter
element in cleaning fluid and blow through again with air. For obstinate
dirt, use a soft brush that cannot damage the mesh.
Always check the filter element for damage. Filter elements with
damaged, mesh and joint surfaces must be changed. Clean the filter
chamber carefully before inserting a clean filter element to prevent
harmful particles from entering the fuel injection system (Fig. 3).
2016-04-25 - en
M120108-01
Work Card
- 3 (4)
L27/38;
Figure 3: Filter element

6) Check the O-ring (6) on the filter element and replace it if necessary.
Mount the filter housing cap (5), tighten the drain plug and close the
drain valve (4).
7) Prepare the cleaned filter for stand-by or operation by turning the lever
(1) to the middle position, which also equalizes the pressure between
the two chambers.
8) Close the venting valve/plug (3) as soon as liquid with no air bubbles
flows from it, then turn the lever (1) back to the position with one filter
in operation. See the plate on the filter cover for valve position (2).
2016-04-25 - en
M120108-01
Work Card
4 (4) -
L27/38;
2016-04-25 - en
MAN Diesel & Turbo
L27/38;
25 my, DN40 -
Plate Fuel oil filter, duplex - HFO
1 (2)
P12014-04-L2738-P
P12014-04-L2738-P

Fuel oil filter, duplex - HFO
2 Screw plug
3 Gasket
4 Screw plug
5 Gasket
6 Screw plug
7 Gasket
11 Bolt
13 Cover
15 O-ring
17 Nut
18 Ball valve
19 Cock
21 O-ring
25 Circlip ring
28 Plug key
30 Gasket
33 Filter element
37 Gasket
41 Bolt
44 Nut
77 Fuel oil filter duplex, complete
P12014-04-L2738-P
2016-04-25 - en
Plate
2 (2) 25 my, DN40 -

L27/38;
2013-09-18 - en
MAN Diesel & Turbo
- L27/38
Plate Fuel injection pump
P12016-02-L2738-P
1 (4)
P12016-02-L2738-P

Fuel injection pump
0 Fuel injection pump, complete

1 Housing for fuel injec. pump
2 Cylindrical pin
6 Baffle screw
7 Cu-gasket
8 Hexagon head plug screw
9 Sealing ring
11 Valve carrier, complete
12 O-ring
23 Cylindrical screw
25 Pointer plate
29 Thrust ring
31 Fuel pump element
34 Spring guide, fuel injec. pump
35 Sealing ring
36 O-ring
37 O-ring
38 Case handle(gear rim)
41 Pressure spring
42 Screw plug
43 Gasket
45 Plunger/spring guide, fuel pump
46 O-ring
47 Hexagon socket low head cap screw
48A Thrust plate (a=11,00 mm)
48B Thrust plate (a=10,60 mm)
48C Thrust plate (a=10,80 mm)
48D Thrust plate (a=11,20 mm)
48E Thrust plate (a=11,40 mm)
48F Thrust plate (a=11,25 mm)
48G Thrust plate (a=11,15 mm)
48H Thrust plate (a=11,10 mm)
48I Thrust plate (a=11,05 mm)
48J Thrust plate (a=10,95 mm)
48K Thrust plate (a=10,90 mm)
48L Thrust plate (a=10,85 mm)
48M Thrust plate (a=10,75 mm)
51 Tappet with bush
P12016-02-L2738-P
2013-09-18 - en
Plate
2 (4) - L27/38
2013-09-18 - en
MAN Diesel & Turbo
- L27/38
Plate Fuel injection pump
P12016-02-L2738-P
3 (4)
P12016-02-L2738-P

Fuel injection pump
61 Speeder rod
62 Gasket
63 Sealing ring
64 Cylinder for emergency stop
65 Glue loctite 243
69 Molykote-paste, 250 gr.
A1 Pressure control valve, fuel pump
A2 Spring
A3 Steel ball
A4 Spring guide
A5 Spacer sleeve
A6 Pressure valve
A7 Spring
A8 Cylindrical pin
B1 Tappet
B2 Roller
B7 Roller
B8 Threaded pin
B9 Loctite 620
B10 Bush
P12016-02-L2738-P
2013-09-18 - en
Plate
4 (4) - L27/38
2013-06-10 - en
MAN Diesel & Turbo
-
L27/38;
Plate Fuel injection valve
1 (2)
P12018-02-L2738-P
P12018-02-L2738-P

Fuel injection valve
0 Fuel injection valve, mount.

1 Fuel injection valve
3 Stud, fuel valve
6 Nut
7 Thrust piece, fuel injection valve
8 O-ring
9 O-ring
A1 Fuel inj. nozzle
A15 Fuel injection valve body, pre ass.
A17 Push rod, fuel injection valve
A18 Pressure spring, fuel injec. valve
A19 Intermediate piece/spring guide
A20 O-ring
A23 Setting screw, fuel valve
A24 Nut
A25 Union nut for fuel injector
A27 Cylindrical pin
B1 Fuel injection valve body
B3 Bush
B4 Guide bush, fuel injec. valve
B6 Cylindrical pin
P12018-02-L2738-P
2013-06-10 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate High pressure fuel oil pipes
1 (2)
P12020-01-L2738-P
P12020-01-L2738-P

High pressure fuel oil pipes
1 Connection pipe (lance)

3 Sealing ring
4 O-ring
5 O-ring
7 Locking washer
10 Sechskantschrauber
11 Sleeve
12 Disc
14 Fuel injection pipe, complete
A10 Fuel injection pipe
A12 Sleeve
A13 Circlip
A14 Union nut
A15 O-ring
A16 O-ring
P12020-01-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Fuel oil pipes
1 (2)
P12020-03-L2738-P
P12020-03-L2738-P

Fuel oil pipes
1 Connecting piece, end

2 Connecting piece, end
3 Flange
4 Clamping holder
6 Hexagon screw
7 Hexagon screw
8 Spring washer
11 Throttle plate, Ø4 mm, fuel oil
12 Screw plug
13 Cu-gasket
14 Spring washer
15 O-ring
16 Hexagon head screws
18 O-ring
20 Fuel pipe
25 Connecting piece, fuel oil
26 Hexagon bolt
27 Spring washer
28 Plug screws
29 Gasket
30 Plug screw
31 Packing rings
40 Plug screw
41 Sealring
P12020-03-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2014-06-11 - en
MAN Diesel & Turbo
-
L27/38;
Plate Low pressure fuel oil pipes - HFO
1 (2)
P12020-07-L2738-P
P12020-07-L2738-P

Low pressure fuel oil pipes - HFO
1 Fuel oil pipe

2 Fuel oil pipe
3 Fuel oil pipe
4 Fuel oil pipe
5 Fuel oil pipe
6 Bracket
7 Waste tray
9 Cyl. screw
10 Cyl. screw
11 Bracket
12 Washer
13 Cyl. screw
14 Cyl. screw
15 Elbow union
16 Straight male stud coupl.
17 Fuel oil filter duplex
18 Washer
19 Cyl. screw
22 Hexagon screw
23 Nut
26 Socket
27 Cap nut
28 Self tapping ring
30 Bracket
31 Packing
32 Screw
33 Disc
34 Hex. nut
P12020-07-L2738-P
2014-06-11 - en
Plate
2 (2) -
L27/38;
2016-10-17 - en
MAN Diesel & Turbo
Tier I & Tier II - L27/38

Spare Part Kit Plate Kit for inspection of fuel pump
1 (2)
P12086-01-L2738-P
L27/38
Kit for inspection of fuel pump
K1 1) 1 Kit for inspection of fuel

pump, complete consisting
of:
2 Seal ring P12016 7
2 Round seal ring P12016 12
4 O-ring P12020 15
8 O-ring P12020 18
2 Sealing P12016 35
1 Sealing ring P12016 63
2 Round seal ring P12020 A15
Note: 1)
2016-10-17 - en
L27/38
2 (2) Tier I & Tier II - L27/38

2016-10-17 - en
MAN Diesel & Turbo
Tier I & Tier II - L27/38

Spare Part Kit Plate Kit for inspection of fuel valve
1 (2)
P12088-01-L2738-P
L27/38
Kit for inspection of fuel valve
K1 1) 1 Kit for inspection of fuel valve,

complete consisting of:
2 Cylindrical pin P12018 A27
Note: 1)
2016-10-17 - en
L27/38
2 (2) Tier I & Tier II - L27/38

MAN Diesel & Turbo

Plate Governor and governor drive ........................................ P12410-07-L2738-P
Speed control system .................................................. P12412-01-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
2015-12-23 - en
MAN Diesel & Turbo
-
L27/38;
Plate Governor and governor drive
1 (2)
P12410-07-L2738-P
P12410-07-L2738-P

Governor and governor drive
1 Governor, Europa
7 Governor lever
8 Hexagon screw
9 Spring washer
10 Screw
11 Self-locking hexagon nut
12 Disc spring
13 Pull rod
14 Linkage
15 Ball joint
16 Nut
18 Nut
20 Governor drive, complete
B1 Housing
B2 Spur wheel
B3 Bevel gear wheels
B4 Bearing bush
B5 Castle nut
B6 Shaft
B8 Thrust disc
B9 Washer
B10 Hexagon socket set screw
B11 Key
B12 Copper gasket
B13 Plug screw
B14 Cylindrical pin
B16 Split pin
B19 Sealing ring
B22 Ball bearing
B23 Disc
B25 Expander plug
B26 O-ring
B28 Expander
B29 Bevel gear wheels
B30 Gearwheel incl. item B3 and B4
P12410-07-L2738-P
2015-12-23 - en
Plate
2 (2) -
L27/38;
2015-01-13 - en
MAN Diesel & Turbo
-
L27/38;
Plate Speed control system
1 (2)
P12412-01-L2738-P
P12412-01-L2738-P

4 Shaft, injec. pump control

7 Bearing bracket with bush
8 Hexagon bolt
10 Buckling lever
12 Ring
13 Spring pin
15 Sleeve
17 Lever, complete
18 Hexagon screw
20 Spring pin
22A Hexagon screw
24 Nut
A1 Butt strap
A2 Clamping piece
A4 Spring pin
A5 Spring pin
A6 Spring pin
A7 Sleeve
A8 Sleeve
A9 Hexagon screw
A10 Hexagon bolt
A11 Self-locking hexagon nuts
A12 Self-locking hexagon nut
A13 Hexagon screw
A14 Tension spring
A19 Ball joint
A20 Ball joint
A21 Nut
B1 Bearing bracket
B2 Bearing bush
P12412-01-L2738-P
2015-01-13 - en
Plate
2 (2) -
L27/38;
MAN Diesel & Turbo
Starting air system

Description Starting air system ....................................................... D126A1-03
Work Card Overhaul, test and inspection of air starter ................... M126101-01
Plate Control air pipe ............................................................ P12616-02-L2738-P

Control air pipe ............................................................ P12616-08-L2738-P
Jet assist pipes ............................................................ P12616-09-L2738-P
Air starter ..................................................................... P12618-03-L2738-P
Main starting valve ....................................................... P12618-05-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Starting air system
Starting air system

TDI air starter
General
The compressed air system on the engine consists of a starting system,
starting control system and safety system. Further, the system supplies air to
the jet system and the stop cylinders on each fuel injection pump.
The compressed air is supplied from the starting air receivers (30 bar)
through a reduction station, where from compressed air at 10 bar is supplied
to the engine. The reduction station should be located as near the starting air
receiver as possible.
To avoid dirt particles in the internal system, a strainer equipped with a drain
valve is mounted in the inlet line to the engine.
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.
Control System
The air starter is activated electrically with a pneumatic 3/2-way solenoid
valve. The valve can be activated manually from the starting box on the
engine, and it can be arranged for remote control, manual or automatic.
For remote activation the starting coil is connected so that every starting sig-
nal to the starting coil goes through the safe start function which is connec-
ted to the safety system mounted on the engine.
Further, the starting valve also acts as an emergency starting valve which
makes it possible to activate the air starter manually in case of power failure.
Safety System
As standard the engine is equipped with an emergency stop. It consists of
one on-off valve, see diagram, which activates one stop cylinder on each fuel
injection pump.
Air supply must not be interrupted when the engine is running.
Pneumatic Start Sequence
When the starting valve is opened, air will be supplied to the drive shaft
housing of the air starter.
The air supply will - by activating a piston - bring the drive pinion into
engagement with the gear rim on 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. 158, at which firing has taken place, the
starting valve is closed whereby the air starter is disengaged.
2015-04-08 - en
Description
D126A1-03
- L27/38 1 (2)
Description Starting air system
2 (2)
D126A1-03 D126A1-03
- L27/38
MAN Diesel & Turbo
2015-04-08 - en
Overhaul, test and inspection of air starter

Safety precautions
▪ Engine stopped
Manpower
Special tools
Data

1 2618
Starting Position
All connections to the air starter have been removed, and air starter is
removed.
2017-05-15 - en
M126101-01
Work Card
TDI - 1 (15)
L27/38;
Warning!

As with all TDI air starter products, there are no rubbing parts so there is no
lubrication required.
This eliminates failures due to lubricator problems, the expense of installing
and maintaining the system, and the messy and hazardous oil film around
the starter exhaust.The starter is factory grease packed for the life of the
starter so it requires no maintenance.
Operation
The starters are powered by a pair of axial flow turbines coupled to a simple
planetary gear reduction set. The starters incorporate an inertia bendix drive
coupled to the starter gearbox drive train to provide a means of disengaging
the pinion from the engine’s ring gear.
It is important to properly install and operate the starters to receive the full
benefits of the turbine drive advantages.
2017-05-15 - en
M126101-01
Work Card
2 (15) TDI -
L27/38;

General
Turbine housing assembly

The Turbine housing assembly, please see Fig 1, consists of a stage one (13)
and a stage two (5) turbine wheel mounted on sungear shaft (30). The front
bearing (8) is secured by a retainer plate (29). The aft bearing (8) is preloaded
by a wavy spring (10). The ring gear (27) is installed between the turbine
assembly (23) and the gearbox housing and secured by four screws (25).
Figure 1: Turbine housing assembly
Gearbox housing assembly

The gearbox housing assembly, please see Fig 2, consist of a planet gear
carrier shaft (32), three planet gears (34), needle bearings (35), spacers (33),
and bearing pins (36).
2017-05-15 - en
The carrier shaft is mounted on two ball bearings (38) in the gearbox housing
(48). The aft bearing is preloaded by use of spring washers (39). The forward
M126101-01
Work Card
bearing is installed into the bearing housing (43), which is secured by four
screws (44) to the gearbox housing. The spur gear (45) is installed on the
carrier shaft and secured by the bearing locknut (47).
TDI - 3 (15)
L27/38;
Figure 2: Gearbox housing assembly
Drive assembly
The drive assembly, please see Fig 3, consists of a piston (53), helical shaft
spline (56), dental clutch (58) and drive pinion shaft (61). The clutch assembly
(56 thru 64) is installed into the spur gear (65). The spur gear (65) is suppor-
ted by the aft bearing (66), which is secured by the retaining ring (67).
The roller bearing (69) is installed into spur gear (65) and secured by retaining
ring (70). The forward bearing (66) is pressed into the drive housing. The lip
seal (75) is pressed into the forward side of drive housing (72).
The pinion collar (76) is installed on pinion shaft (61) behind pinion (77), which
is secured by washer (78) and screw (79).
2017-05-15 - en
M126101-01
Work Card
4 (15) TDI -
L27/38;

Figure 3: Drive assembly
General
Always mark adjacent parts on the starter housing;
Nozzle 2/ Containment Ring (11), Turbine Housing (23), Gearbox Housing
(48), and Drive Housing (72) so these parts can be located in the same rela-
tive position when the starter is reassembled.
Do not disassemble the starter any further than necessary to replace a worn
or damaged part. Always have a complete set of seals and o- rings on
hand before starting any overall of a the starter. Never use old seals or o-
rings.
The tools listed in Table 1 are suggested for use by technicians servicing the
starters. The best results can be expected when these tools are used, how-
ever the use of other tools are acceptable.
Tool Description No
Spanner wrench 52-20134
Spanner wrench 52-21345
Shaft Removal Tool 2-26945
Stage 2 Rotor Puller Tool 52-20076
Carrier Shaft Holding Tool 52-20202
Tool, Bearing Pressing 52-20143
2017-05-15 - en
Tool, Bearing/Seal 2-26943

M126101-01
Work Card
Table 1: Service tools
TDI - 5 (15)
L27/38;
Drive housing
Removal of drive housing

Mark position of drive assembly (72) relative to gearbox housing (48) for ref-
erence during reassembly.
Remove the eight screws (73), please see Fig 3, and pull drive assembly from
gearbox housing. If drive housing is too tight, tap it with a mallet to loosen.
Remove o-ring (71) from aft end of drive housing (72).
Before removing the eight screws (73), install a spacer between pinion
(77) and drive housing (72) to allow for easy installation during
reassembly.
Pre-engaged Drive Disassembly

Secure pinion (77) in a soft tooth vise while supporting aft end of the air
starter. Rotate pinion screw (79) counterclockwise to remove using a 3/4”
socket and wrench.
Use only a soft tooth vise to secure the pinion to avoid damaging
pinion.
This screw is torqued to 60 lb ft during assembly therefore a large wrench

may be required when removing screw.
Remove washer (78), pinion (77) and spacer (76) from pinion shaft (61). If pin-
ion is too tight, place a screwdriver underneath pinion and lift up on pinion to
remove from shaft.
Remove helical spline shaft assembly (54- 64) from spur gear shaft (65).
Remove spring (64) from shaft. Use press tool and arbor press to remove
spur gear shaft (65) from drive housing (72).
Use a screwdriver to remove lip seal (75) from forward end of drive housing
(72).
Remove retainer ring (70) and bearing (69) from forward end of spur gear
shaft (65).
Remove retainer ring (67) and press bearing (66) from spur gear shaft (65).
Remove retainer ring (54) and bearing (55) from helical spline shaft (56).
2017-05-15 - en
Gearbox housing
M126101-01
Work Card
Removal of gearbox housing

Remove the screws (25) securing the gearbox (48) to the turbine assembly
(23).
6 (15) TDI -
L27/38;
Remove ring gear (27) from turbine (23) or gearbox assembly (48). The ring

gear could remain on either assembly when separation occurs.
Gearbox disassembly
Place gearbox assembly (48), please see Fig 2 on flat surface with aft end
facing up.
Remove four screws (44) and lift carrier shaft assembly (32) from gearbox
housing.
Place carrier shaft assembly on carrier shaft holding tool (52-20202) and use
a screwdriver to remove tang of lock washer (46) from slot of retainer nut
(47).
Place tool No 52-20134 (Spanner Wrench) over shaft and into slots of
retainer nut (47).
Hold carrier shaft assembly down and turn spanner wrench counter clock-
wise to remove retainer nut, lock washer (46), spur gear (45), and woodruff
key (37) from carrier shaft (32). Use an arbor press to remove carrier shaft
(32) from bearing housing (43).
The bearing housing must be elevated and supported to remove carrier
shaft.
Do not support the bearing housing on the four lips as they could
break while pressing on carrier shaft.
Remove spring washer (39), spring retaining plates (40), and bearing spacer
(42) from carrier shaft.
Remove aft bearing (38) from shaft by pressing shaft while supporting bear-
ing.
Planet gear disassembly

Remove retainer ring (31) from planet shaft (36) and push planet shaft
through assembly.
Slide the planet gear (34) from carrier shaft and remove two spacers (33).
Use press tool to remove needle bearing (35) from planet gear (34).
Turbine Housing
Stage 2 rotor removal

Place the turbine assembly (23), please see Fig 1, with ring gear (27) on a flat
surface with (exhaust) end up and remove the six screws (1), and the screen
(2).
2017-05-15 - en
Secure the stage 2 rotor (5) and remove the turbine screw (3) and washer (4).
M126101-01
Work Card
Install the rotor puller tool No 52-20076 and remove the stage 2 rotor.
Remove the woodruff key (6) from the turbine shaft (30).
TDI - 7 (15)
L27/38;
Turbine Shaft Removal

Place the turbine housing on a flat surface with the sun gear end facing up.
Remove four screws (16) and bearing retainer plate (29) from turbine hous-
ing. Using the shaft removal tool No 2-26945, press on the aft end of the tur-
bine shaft (30) while supporting the turbine housing (23).
Press the turbine shaft (30) through the aft bearing (8) until the shaft is com-
pletely out of the housing (23).
Remove the woodruff key (14), seal spacer (7), bearing spacer (28), and
bearing (8) from turbine shaft (30).
The bearing can be removed from the shaft by pressing the shaft through the
bearing while supporting bearing.
Separate the stage 2 nozzle assembly (11) from the turbine assembly (23) by
firmly holding the turbine assembly, while tapping nozzle 2 with a mallet. If
nozzle 2 is too tight, it can be removed by installing two threaded screws into
nozzle 2 and using them as jacks to separate nozzle 2 from the turbine
assembly.
Rotate the stage 1 rotor if necessary to allow the jacks to travel

through the large holes in the rotor.
The jacks will damage the stage 1 rotor if pressure is applied to the rotor
while removing nozzle 2.
Remove stage 1 rotor (13) and o-ring (12) from nozzle 2. Remove the four
screws (16) and nozzle 1 (17) from the turbine assembly. It may be necessary
to tap the screws with a hammer and chisel to loosen.
Remove o-ring (19) from aft end of turbine housing.
Remove the seal spacer (15) from the forward side of nozzle 2 (11). Place
the stage 2 nozzle on the exhaust end. Press through the forward lip seal
onto the bearing until it, including the aft lip seal and seal spacer disengages
from the nozzle. Turn the nozzle over and press on the forward lip seal to
remove.
Cleaning
Degrease all metal parts, except bearings, using a commercially approved
solvent.
Clean aluminum parts.
Remove parts, rinse in hot water, and dry thoroughly.
Clean corroded steel parts with a commercially approved stripper.
Clean corroded aluminum parts and rinse in hot water and dry thoroughly.
2017-05-15 - en
M126101-01
Work Card
Inspection
Use Table 2 as a guide to check for acceptable condition of the parts listed.
Check all threaded parts for galled, crossed stripped, or broken threads.
Check all parts for cracks, corrosion, distortion, scoring, or general damage.
8 (15) TDI -
L27/38;
Check all bearing bores for wear and scoring.

Bearing bores shall be free of scoring lines, not to exceed 0.005” width and
0.005” depth.
Check gear teeth and turbine housing ring gear for wear.
In general, visually check for spalling, fretting, surface flaking, chipping, split-
ting, and corrosion.
Parts inspection check requirements

Part Description Check For Requirements (Defective
Parts Must Be Replaced)
Pinion Chipped Teeth, Cracks Defective unit to be
replaced. Use Fig. 3 as a
guideline for acceptable
pinion wear.
Drive Housing Cracks and breakage Cracks are not acceptable
Planet Gear Cracked, chipped, or gal- Wear must not exceed
led teeth. Wear must not limits per Table 3.
exceed limits per Table 3. There shall be no evidence
of excessive wear.
Carrier Shaft Cracks, scoring or raised Deformation or metal
metal in planet shaft holes smearing in planet pin
and keyways. Integrity of holes and keyways are not
knurl connection. acceptable. Scoring on
bearing diameter not to
exceed .005" depth.
Wear must not exceed
limits per Table 3.
Planet Pins Wear grooves or flat spots Wear grooves in flat spots
not permitted.
Wear must not exceed
limits per Table 3.
Washers Wear created grooves Wear must not exceed
limits per Table 3.
Gearbox Housing Cracks and Breakage Cracks and breakage not
acceptable.
Sungear / Turbine Shaft Cracks, scoring, wear cre- Wear must not exceed
ated grooves, chipped or limits per Table 3.
broken gear- teeth, galling
or scoring on bearing sur-
face of shaft. Raised metal
on the keyway.
Spacers Parallelism of end surfaces Ends must be parallel
within 0.0005".
Turbine Housing Cracks and breakage Cracks and breakage are
not acceptable.
2017-05-15 - en
Minor surface damage is

permitted if function is not
M126101-01
Work Card
impaired.
Ring Gear Cracks, wear, chipped, or Wear must not exceed
broken gear teeth. limits per Table 3.
TDI - 9 (15)
L27/38;
Part Description Check For Requirements (Defective

Parts Must Be Replaced)

Seal Assembly Wear grooves or Wear is not permitted.
scratched surfaces on car-
bon ring.
Seal Spacer Wear Grooves No wear permitted.
Needle Bearings Freedom of needle rollers Replace bearings
Ball bearings Freedom of rotation with- Replace bearings
out excessive play
between races
Containment Ring/ Nozzle Corrosion, erosion, cracks Cracks and breakage are
and broken nozzle edges. not acceptable.
Minor surface damage is
permitted if function is not
impaired.
Turbine Rotors Corrosion, erosion, cracks Minor tip rub is permitted if
and broken edges. function is not impaired.
Tip wear; bore and key Wear is not permitted.
way wear
Table 2: Parts inspection check requirements
Part description Limit, Inches

Ring gear / Turbine Housing
Internal measurement between two .084" diameter pins. 5.0890 max.
Sun Gear / Turbine Shaft
Bearing diameter 0.6690 min
External measurement over two .096 diameter pins.
7.5:1 0.952 min
9:1 0.808 min
11.4:1 0.670 min
Planet Gear
External measurement over two .0864" diameter pins.
7.5:1 2.3067 min
9:1 2.3699 min
11.4:1 2.4359 min
Carrier Shaft
Bearing Diameter 1.1800 min
Planet Pin Bore 0.8750 max
Planet Pins
Bearing Diameter 0.873 min
Thrust Washer .
Thickness 055 min
Table 3: Parts wear limits
2017-05-15 - en
If wear is apparent, check the gear teeth dimensions in accordance with

Table 3. Nicks and dents that cannot be felt with a .020 inch radius scribe
M126101-01
Work Card
are acceptable.
10 (15) TDI -
L27/38;

General
The tools listed in Table 1 are suggested for use by technicians servicing the
starters. The best results can be expected when the proper tools are used,
however, use of other tools is acceptable.
Replace all screws, O-rings, lip seals, and bearings when the starter is
reassembled.
Always press the inner race of a ball bearing when installing a bearing
on a shaft. Always press the outer race of a ball bearing when installing
into a housing.
The list of kits and components, which are available to aid in rebuilding the
starters. Lubricate all O-rings with petroleum jelly or Parker-O-Ring Lube
before assembly.
The screws that secure the Containment Ring/ Stage 2. Nozzle must
have a drop of Loctite RC290 applied to the threads before being used.
Turbine housing
Turbine shaft installation

Press the bearing (8), please see Fig 1, onto the shaft (30) until seated. Sup-
port the shaft and press on the inner race only with press tool No 2-26943
as shown in Table 1.
Press the bearing/shaft assembly (8, 30), keyway end first, into bearing hous-
ing of the turbine housing (23).
Use press tool No 2-26943 if required. Do not press on the end of the shaft
because the load could damage the balls of the bearing.
Install bearing retainer plate (29) and secure with four screws (16). Torque
screws to 40 in-lbs.
Place turbine housing with sun gear end down on a flat surface, while using
ring gear to support turbine housing. Install long bearing space (28) and
2017-05-15 - en
seal spacer (7) over shaft.

Install the O-ring (19) into the aft face of the turbine housing (23).
M126101-01
Work Card
Nozzle 1 installation
Press the aft seal (15) into nozzle 1 (19) using press tool No 2-26943 per
Table 1, with the lips facing up.
TDI - 11 (15)
L27/38;
Install nozzle 1 onto the turbine housing (23).

Orient the nozzles facing the air inlet (21) and install four screws (16) to
secure the nozzle.
Do not tighten the screws at this time.
The rotation of the turbine assembly is opposite from the pinion

rotation, therefore this nozzle must be configured for LH (CCW) if the
pinion rotation is RH (CCW), or configured for RH (CW) if pinion
rotation is LH (CCW).
Rotor 1 installation
Install the large woodruff key (14) for stage 1 rotor into the turbine shaft (30).
Install the stage 1 rotor (13), while supporting sun gear end of shaft, onto the
turbine shaft by aligning the slot in the rotor with the woodruff key and hand
press the rotor until firmly seated.
Use press tool No 2-26943 if required. Visually inspect that the key was not
pushed out during assembly.
Note that the direction of rotation was oriented properly.
This turbine rotor can be installed backwards. Install spacer (7) onto sun gear
(30). To center nozzle 1, temporarily install Noz- zle 2 (11) on the turbine
housing and tighten the four screws that secure nozzle 1 (17) to 30 in-lb.
The four screws can be accessed via the holes in nozzle 2 and the first stage
turbine rotor.
Remove Nozzle 2 when the four screws are tight.
Nozzle 2 installation
Install the O-ring (9) into the bearing bore of nozzle 2 (11).
Do not lubricate this O-ring. Install O-ring (12) onto the outer diameter of noz-
zle 2 and install nozzle 2 (11) onto the turbine housing (23).
The rotation of the turbine assembly is opposite from the pinion
rotation, therefore this nozzle must be configured for LH (CCW)
rotation if the pinion rotation is RH (CW), or configured for RH (CW) if
pinion rotation is LH (CCW).
Install the seal spacer (7) onto the shaft and the wavy spring washer (10) into
the bearing bore of the stage 2 nozzle.
While supporting the sun gear end of the shaft, press the aft bearing (8) onto
the shaft by pressing onto the inner and outer race simultaneously.
Use press tool No 2-26943 per Table 1.
2017-05-15 - en
Press until bearing is seated. Install the stage 2 woodruff key (6) into the shaft
M126101-01
Work Card
(30).
12 (15) TDI -
L27/38;

Stage 2 rotor installation
Install the stage 2 rotor (5) onto the shaft. Use press tool No 2-26943 if
required. Visually inspect that the key was not pushed out during assembly.
Note that the direction of rotation was oriented properly. This turbine
can be installed backwards.
Install the rotor washer (4) and secure with screws (3). Tighten screw to 100
in-lb.
Install the exhaust screen (2) and secure with six screws (1). Tighten the
screws to 80 in-lb.
Air inlet installation

Place the O-ring (22) into the groove on the air inlet (21).
Install the 2” NPT air inlet flange (21) and secure with six screws (20). Tighten
the six screws to 170 in-lb.
Gearbox Housing
Planetary gear carrier reassembly

Press needle bearing (35) into planet gears (34). The planet gears are not
identified by part number, therefore, dimensionally check if correct gears are
being used. Use Table 3 for over the wire measurements.
With a thrust washer (33), please see Fig 2, on each side of gear, slide gear
into carrier shaft slots (32), and align with pin holes.
Lightly slide plant shafts into aligned holes, making sure retainer ring groove
on end of pins goes in first.
Make sure that anti-rotation pins on shafts are properly located in

retaining slots of carrier shaft (32).
Install retainer ring (31) onto planet shaft (36) using a retainer ring tool.
Gearbox reassembly
Install bearing (38) into the bearing housing (43) and secure with retaining
ring (41). Press aft bearing (38) onto carrier shaft (32) using Tool No
2017-05-15 - en
52-20143 per Table 1.

Pressing force should be on the inner race of bearing. Install spring washer
M126101-01
Work Card
(39), spring retaining plate (40) and bearing spacer (42) onto shaft and locate
against bearing.
Position bearing housing assembly (38, 41, 43) over carrier shaft (32) and
press until firmly seated.
TDI - 13 (15)
L27/38;
Install woodruff key (37) into slot on carrier shaft (32) and install spur gear
(45) on carrier shaft aligning slot on gear with woodruff key.

Place bearing housing assembly on carrier shaft holding tool No 2-20202 per
Table 1.
Install lockwasher (46) and retainer nut (47). Torque to 90-100 ft.lb. After the
slotted round nut (47) has been tightened, the tab of the washer (46) is driven
into one of the slots. Place O-ring (12) onto outer diameter of gearbox hous-
ing (48).
Install carrier shaft assembly into aft side of gearbox housing (48) and secure
with four screws (44). Torque to 113 in-lbs.
Drive Housing
Drive reassembly
Install bearing (69), please see Fig 3, into forward end of spur gear shaft (65)
and secure with retaining ring (70).
Press bearing (66) onto spur gear shaft (65) and secure with retaining ring
(67).
Press bearing (68) into drive housing (72) until seated firmly into housing.
Press lip seal (75) into forward end of drive housing (72) and install O-ring
into O-ring groove on drive housing.
Install spur gear assembly (65-67) into gearbox drive housing (72) until firmly
seated. Install bearing (55) onto aft end of drive shaft assembly (56-61) and
secure with retaining ring (54).
Lubricate drive shaft assembly using grease No 9-94121-002.
Lubricate inner diameter of spur gear assembly (65) using grease No
9-94121-002.
Install spacer (62), spring (64), and pinion spacer (76) onto pinion drive shaft
assembly (56-61) then install into aft end of spur gear (65).
The gears on helical shaft (56) must be aligned into the aft end of the spur
gear shaft (65).
Press the helical shaft assembly into the spur gear shaft (65) until end of
shaft protrudes from forward end of drive housing.
Maintain pressing force and install pinion onto drive shaft (61).
Secure with screw (79). Torque to 60 ft. lb. Install spacer between pinion (79)
and drive housing (72) before releasing pressure from helical shaft.
Final assembly
Place turbine assembly (23) with aft end on a flat surface and install ring gear.
Ensure notches on ring gear are aligned with screw positions on turbine
housing.
2017-05-15 - en
Thoroughly grease planet gears (34), ring gear (27), sun gear (30), spur gears
(45, 65) using grease No 9-94121-002.
M126101-01
Work Card
Rotate carrier shaft (35) slightly, and at the same time, align gearbox into the
front of turbine housing (26).
Install six gearbox to turbine assembly screws (25) and torque 113 in-lbs.
14 (15) TDI -
L27/38;
Install drive assembly (72) onto gearbox assembly (48) and secure with

eight screws (73). Torque to 113 in.lbs.
2017-05-15 - en
M126101-01
Work Card
TDI - 15 (15)
L27/38;
2013-06-17 - en
MAN Diesel & Turbo
-
L27/38;
Plate Control air pipe
1 (2)
P12616-02-L2738-P
P12616-02-L2738-P

Control air pipe
1 Valve, 3/2 ways

2 Coil, 24vdc
3 Mounting kit
4 Plug for magnetic valve
5 Air manifold
6 Connecting piece
7 Clips
8 Plug screw
9 Nippel 1/4"-1/4"
10 Regulator
11 Safty valve, 10 bar
12 Bracket,control unit
13 Plug screw with sealing 1/4"
15 Nut, 1/4"
17 Plate
18 Repair set for regulator
P12616-02-L2738-P
2013-06-17 - en
Plate
2 (2) -
L27/38;
2013-06-10 - en
MAN Diesel & Turbo
-
L27/38;
Plate Control air pipe
1 (2)
P12616-08-L2738-P
P12616-08-L2738-P

Control air pipe
1 Air pipe to emergency shut down

2 Air pipe
3 Air pipe
4 Air pipe
5 Air pipe
6 Air pipe
10 Socket
11 Socket
12 Socket
13 Socket
14 Socket
15 Socket
16 Socket
20 Pipe clamp
21 Pipe clip
22 Bolt
24 Solenoid valve
25 Bracket
26 Bracket
27 Cyl. screw
28 Nut
30 Screw
P12616-08-L2738-P
2013-06-10 - en
Plate
2 (2) -
L27/38;
Jet assist pipes

P12616-09-L2738-P
2016-10-18 - en
Plate
TCR20 - 1 (2)
L27/38;

Jet assist pipes
1 Air pipe for Ingersoll Rand Starter

2 Air pipe for TDI Starter
3 Air pipe
5 Air pipe
6 Air pipe
11 Solenoid valve
12 Ball valve
13 Gasket
16 Pipe clamp
17 Support
18 Bolt
19 Cyl. head screw
20 Cylindrical screw
21 Orifice
22 Socket
23 Reducing piece
24 Socket
25 Socket
26 Elbow union
27 Reducing piece
28 Connection piece
29 Bracket
30 Cyl. screw
31 Hexagon screw
P12616-09-L2738-P
2016-10-18 - en
Plate
2 (2) TCR20 -
L27/38;
Air starter
P12618-03-L2738-P
2015-06-01 - en
Plate
- L27/38 1 (4)

Air starter
1 Screw*
3 Screw*
7 Bearing spacer*
8 Bearing*
9 O-ring*
10 Spring washer*
13 O-ring*
14 Seal spacer*
15 Lip seal*
18 Screw*
21 O-ring*
22 Screw*
23 Inlet flange*
24 O-ring*
25 Turbine housing*
26 Pipe plug*
27 O-ring*
28 Ring gear*
29 Bearing spacer*
30 Clamping plate*
31 Turbine shaft*
32 Retainer ring*
33 Carrier shaft (11.4:1)
34 Spacer, gear
35 Planet gear
36 Needle bearing*
39 Bearing*
40 Wave spring washer*
41 Spring retaining plate*
45 Screw*
50 Screw*
53 O-ring, piston
56 Bearing*
59A Clutch, Helical (RH)
59B Clutch, helical (LH)
60 Ring, retainer
61 Bearing, needle roller*
62A Shaft (LH)
62B Shaft (RH)
63 Thrust washer*
P12618-03-L2738-P
2015-06-01 - en
Plate
2 (4) - L27/38
Air starter
P12618-03-L2738-P
2015-06-01 - en
Plate
- L27/38 3 (4)

Air starter
64 Retaining ring*
67 Ball bearing*
69 Ball bearing*
70 Bearing, needle roller*
72 O-ring*
74 Screw*
75 Fitting*
76 Lip seal*
77 Spacer, pinion
78 Pinion
78a Pinion incl. item 79 and 80
79 Washer, pinion*
80 Screw*
160 Air starter complete, output gear ratio 11.7:1
161 Spare parts kit, comprising of item: 1, 3, 7, 8, 9, 10, 13, 14, 15, 18,
21, 22, 24, 27, 36, 39, 40, 41, 45, 50, 56, 61, 63, 64, 67, 69, 70,
72, 74, 75 and 76
162 Spare parts kit, comprising of item: 23, 24, 25, 26, 27, 28, 29, 30,
31 and 32
P12618-03-L2738-P
2015-06-01 - en
Plate
4 (4) - L27/38
Main starting valve

P12618-05-L2738-P
2014-10-08 - en
Plate
TDI, CCW, CW - 1 (2)

L27/38;

Main starting valve
116 Housing
177 Retainer
189 Screen
190 O-ring*
200 O-ring*
212 Piston
224 Dampener, shock*
236 O-ring, cap
248 Spring*
261 O-ring*
273 End cap
285 O-ring*
297 Retainer
307 O-ring
319 Part of item 320
320 Solenoid valve
332 Screw
344 Main starting valve, complete
356 Spare parts kit (190, 200, 224, 248, 261, 285)
P12618-05-L2738-P
2014-10-08 - en
Plate
2 (2) TDI, CCW, CW -

L27/38;
MAN Diesel & Turbo

Description Lubricating oil system .................................................. D128A1-01
Lubricating oil filter — back-flushing filter ...................... D128B1-02
Work Card Overhaul of lubricating oil pump ................................... M128101-01

Dismantling and overhaul of back-flushing filter ............ M128102-02
Overhaul of lubricating oil thermostatic valve ................ M128103-01
Overhaul of lubricating oil cooler ................................... M128104A-01
Plate Lub oil pump ................................................................ P12812-01-L2738-P

Lub. oil pressure regulator ............................................ P12814-01-L2738-P
Double check valve ...................................................... P12814-02-L2738-P
Pressure relief valve ..................................................... P12814-04-L2738-P
Lubricating oil filter ....................................................... P12816-02-L2738-P
Lubricating oil cooler .................................................... P12818-02-L2738-P
Lubricating oil thermostatic valve .................................. P12820-03-L2738-P
Leakage fuel oil pipes, leakage oil pipes, lube oil pipes
to high pressure pump ................................................. P12824-05-L2738-P
Lubricating oil pipe for oil injection pump ...................... P12824-06-L2738-P
Lubricating oil pipes ..................................................... P12824-08-L2738-P
Lubricating oil pipes ..................................................... P12824-09-L2738-P
Crankcase venting ....................................................... P12826-02-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN

Lub oil diagram, fig 1
The oil pan contains the oil needed for lubrication and cooling of all moving
parts (wet sump).
A gearwheel pump integrated in the front end box and driven by a gear train
from the crankshaft supplies the oil needed, see table page 4.
Before the oil enters the bearings, etc., it has passed a double acting non-
return valve (8), also allowing oil from the standby pump to enter the engine,
the oil cooler (3) and a self-cleaning, continuously back flushing filter (5A) at
the top of the front end box. The filter mesh is 25 micron. The safety mesh is
50 micron.
The particles caught in the back flushing filter (5A) are drained to the sump
from where they must be removed by a purifier (23).
The oil temperature is controlled by thermostatic elements (4) integrated in
the front end box. The thermostatic elements are manufactured to control a
certain temperature and the set point cannot be changed, but manual over-
ride is possible, if required by the classification society.
An adjustable pressure control valve (6) keeps the oil under pressure.
The oil flow through the turbocharger is controlled by an orifice at the inlet of
the turbocharger.
2015-04-07 - en
Description
D128A1-01
- 1 (3)
L27/38;
Fig 1
Figure 1: Lub oil diagram (for guidance only, please see plant specific engine diagram)
Oil pressure control valve, fig 2

2015-04-07 - en
The oil pressure is controlled by means of a hydraulically loaded piston. Oil

Description
from the pump passes an orifice in the centre of the piston and pressurizes
D128A1-01
the chamber behind the piston. This pressure forces the piston towards its
own seat and in this way controls the oil pressure. To be able to adjust the oil
pressure, a spring loaded pilot valve is connected to the mentioned chamber
and the pressure side after the back flushing filter. By adjusting the spring
load, the oil pressure can be adjusted.
2 (3) -
L27/38;
Engine type 6L 7L 8L 9L

Pump capacity [m /h]
3
80 80 115 115
Volume in oil pan [m ]3
Max. 1,6 1,8 2,0 2,2
Min. 1,4 1,6 1,8 1,9
Fig 2
Figure 2: Control valve

2015-04-07 - en
Description
D128A1-01
- 3 (3)
L27/38;
Lubricating oil filter — back-flushing filter
Lubricating oil filter — back-flushing filter

General
The back flushing filter is integrated in the front end box. It has filter candles
with a filter mesh of 25 micron, a safety filter with a filter mesh of 50 micron
and safety valves.
A lub oil pressure driven turbine in the inlet of the filter operates a worm gear
which continuously rotates the back flushing arm. The rotation can be seen
in the centre of the end cover. Rotation indicates that the filter works.
After the oil has passed the filter candles, it passes the safety filter before it
enters the bearings.
Impurities caught by the filter candles will go to the sump together with the
back flushing oil.
A purifier must be connected to the sump to remove impurities from the oil.
If the filter candles become blocked and the pressure drop over the filter
exceeds 2 bar, the safety valves will open and the oil will bypass the filter
candles and only be filtered by the safety filter.
Maintenance
Under normal conditions, the filter does not need any maintenance as long
as the pressure drop over the filter is less than 1.0 bar and the shaft is rotat-
ing.
However, it is required to replace all filter candles after 18,000 – 20,000
hours of operation (or after maximum 4 years) since this is expected to be
the safe life time for the filter candles.
2013-06-28 - en
Description
D128B1-02
Figure 1: Back-flushing filter
- 1 (1)
L27/38;
Overhaul of lubricating oil pump

Safety precautions
▪ Engine stopped
Manpower
1 4
Special tools
Data

1 2812
Starting Position
Dismantling of pump from engine

1. Remove the screws holding the oil pump.
2017-05-15 - en
2. Press the pump out of the front-end box by means of two dismantling
screws.
M128101-01
Work Card
- 1 (3)
L27/38;
Overhaul, see fig 1
Figure 1: Lubricating oil pump

1. Unscrew the screw (1).
2. Remove the gearwheel (2).
3. Unscrew the screws (3) and remove the end cover (4).
4. Remove the two gearwheels (5) from the pump housing.
5. Check the gearwheels in accordance with fig 2, as well as the condition
of the flanks.
2017-05-15 - en
M128101-01
Work Card
Figure 2: Gearwheels and bearing bushing

6. Check the inside diameter of the bear ing bushings. If the diameter
exceeds the measure in fig 2, the bearing bushings must be replaced.
2 (3) -
L27/38;
7. New bushings are frozen with nitrogen before they are placed in the

bores. Make sure the oil inlet holes in the bushings are located in the
right position, see fig 4.
8. Assemble the pump and fit new O-rings (1) fig 3.
9. Install the pump.
Figure 3: Fit new O-rings

2017-05-15 - en
Figure 4: Installation of bearing bushing

M128101-01
Work Card
- 3 (3)
L27/38;
Dismantling and overhaul of back-flushing filter

Safety precautions
▪ Engine stopped
Manpower
2 3
Special tools
1 9012-09 Lifting tool for oil filter
Data

1 2816
Starting Position
Procedure
The oil in the filter can be drained by turning the screw (1), fig 1, anticlock-
2017-05-15 - en
wise.
M128102-02
Work Card
- 1 (4)
L27/38;
Figure 1: Oil drain from filter

1. When all the screws (1), fig 2, have been removed, the filter can be
pressed out by means of two dismantling screws.
2. The filter must only be pressed out 21 mm. This will give enough space
to in stall the lifting tool (10), see fig 2.
3. When the lifting tool is installed and the weight of the filter is carried in a
chain block, the filter can be pulled out.
4. Place the filter on a wooden support in vertical position and remove the
lifting tool.
5. Remove the end cover (2), fig 2, and the cover plate (3).
6. Pull the candle unit (7) out of the housing.
7. The filter candles can now be pushed out one by one.
8. Install new candles in the candle plate with new O-rings and put the
cover plate (3) over the candles and secure it with the 3 screws (4).
9. Check that the bushings (9) on the backlushing arm does not slide
against the candle plate. If there is any contact, the bushings must be
ad justed to make some clearance.
10. If the ball bearings on the centre shaft are worn (11), they must be
replaced.
11. Fit two new O-rings (12) on the centre shaft.
12. Check that the turbine wheel and the worm drive are moving freely.
13. Fit a new O-ring (5), fig 2, and install the candle unit in the housing.
2017-05-15 - en
When lowering the candle into the housing, care must be taken that
M128102-02
Work Card
the gear wheels are gently engaged.
2 (4) -
L27/38;
14. Place the O-rings (6) around the candle plate and install the end cover

(2).
15. Fit new O-rings (8) and install the lifting tool on the side opposite the
turbine inlet.
16. Lift the filter and push it into the front- end box as far as the lifting tool
allows.
17. Remove the lifting tool and push the filter all the way in. Lubricate the
screws (1) with oil and tighten the screws with a torque of 150 Nm.
Remember to turn the screws (1), fig 1, clockwise and tighten it before
starting the engine.
2017-05-15 - en
M128102-02
Work Card
- 3 (4)
L27/38;
Work Card Dismantling and overhaul of back-flushing filter
4 (4)
M128102-02 M128102-02
-
L27/38;
Figure 2: Fitting of lifting tool
MAN Diesel & Turbo
2017-05-15 - en
Overhaul of lubricating oil thermostatic valve

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
Data

1 2820
Starting Position
2017-05-15 - en
M128103-01
Work Card
- 1 (3)
L27/38;
Procedure
The temperature of the lubricating oil is controlled by 4 thermostatic elements
placed in a thermostat housing installed on the front-end box below the oil
cooler, see fig 1.
Figure 1: Lub oil thermostatic valve mounted on front-end box

The thermostatic elements are not adjustable. The elements are supplied
with or without manual override, depending on the requirements of the clas-
sification societies. If the elements fail to work, they must be replaced.
Replacement of thermostatic elements, see fig 2
2017-05-15 - en
M128103-01
Work Card
Figure 2: Lub oil thermostatic valve — without manual override

1. Fit two eye bolts in the holes (1) on the thermostat housing. Put a wire
through the eye bolts and hook it onto a chain block.
2 (3) -
L27/38;
2. Unscrew all the screws (2).

3. Remove the thermostat housing from the engine.
4. Remove the circlip (7) and pull out the distance tube (6) and thermo-
static el ement (5).
5. After the elements have been dis mantled, they can be checked in hot
water. The elements must start open ing at about 63°C.
6. Defective elements must be scrapped.
7. Install new or checked elements in the housing.
8. Clean the joint surface on the engine and thermostat housing and apply
some liquid sealing compound.
9. Lift the thermostat housing back onto the engine. All the screws (2)
lubricated with oil are tightened with a torque of 140 Nm.
2017-05-15 - en
M128103-01
Work Card
- 3 (3)
L27/38;
MAN Diesel & Turbo M128104A-01
Overhaul of lubricating oil cooler

Safety precautions
▪ Engine stopped
Manpower
1 4
Special tools
Data

1 2818
Starting Position
Cooling water and lub oil have been drained from cooler/engine. All external
pipes are disconnected.
Warning
2017-05-15 - en
M128104A-01
Never tighten / untighten bolts or nuts on a pressurized plate cooler.

Work Card
Doing so may cause the bolts / nuts to fail due to overload.

Damaged bolts / nuts must be replaced.
- 1 (4)
L27/38;
M128104A-01 MAN Diesel & Turbo
Procedure
A plate cooler is placed on top of the front-end box and secured by allen
screws. See fig 1.
Figure 1: Cooler mounted on front-end box

Inlet and outlet of water and oil are sealed with O-rings between the bottom
plate of the cooler and the front-end box. The cooler plates are made of
stainless steel and the gaskets are of the clip-on type.
Whenever it becomes necessary to clean the cooler, this can take place in
two different ways:
1. The complete cooler can be removed from the engine and brought to a
work shop for overhaul.
2. The cooler can be dismantled on the engine.
Disassembling of the cooler
2017-05-15 - en
M128104A-01
Work Card
Figure 2: Oil cooler
2 (4) -
L27/38;
MAN Diesel & Turbo M128104A-01
This cooler (see fig 2) has long assembling studs and does not need special

tools for disassembling or assembling. In addition, it has tubes around the
studs against which the top frame plate has to be tightened to ensure the
right compression of the plates.
Cleaning agent
Kerosene on the oil side. Citric acid on the water side, or agents that do not
harm the stainless steel or the nitrile rubber gasket.
After cleaning, the condition of the gaskets is to be checked.
Replace gaskets with cracks or other types of damage.
Replacement of clip-on gasket, see fig 3.
Figure 3: The clip-on gasket in the gasket groove
Assembling of the cooler, fig 4

1. Place the first cooler plate marked 367317-0483A with the gasket
against the bottom frame plate.
2. The plates marked 367317-4403 are placed one by one on the forego-
ing plate and always with the canal pattern pointing in the opposite
direction of the foregoing.
3. Place the final plate marked 367317- 0476 A.
4. Place the top frame plate on top of the cooler plates.
2017-05-15 - en
5. Tighten the nuts crosswise in turns and only a little at the time to ensure
M128104A-01
that the top frame plate comes down in parallel with the bottom frame
Work Card
plate.
- 3 (4)
L27/38;
M128104A-01 MAN Diesel & Turbo
2017-05-15 - en
M128104A-01
Work Card
Figure 4: Lubricating oil cooler – viewed from below
4 (4) -
L27/38;
2015-02-06 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lub oil pump
1 (2)
P12812-01-L2738-P
P12812-01-L2738-P

Lub oil pump
0 Lub. oil pump, mounting

1 Lub. oil pump, complete
2 Housing, lub. oil pump
6 Cover, lub. oil pump
8 Bearing bush, lub. oil pump
10 Cylindrical pin
11 Hexagon screw
12 Spring washer
13 Hexagon bolt
15 O-ring
18 Gear wheel (short), lub.oil pump
24 Gear wheel (long), lub.oil pump
25 Spur gear
27 Washer
28 Hexagon screw
30 Expander
P12812-01-L2738-P
2015-02-06 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lub. oil pressure regulator
1 (2)
P12814-01-L2738-P
P12814-01-L2738-P

Lub. oil pressure regulator
0 Lub. oil. pressure regulator, mount

1 Lub. oil pressure regulator
1A Control unit
1B O-ring
1C O-ring
3 Connecting pipe, complete
5 O-ring
7 O-ring
9 Plate
11 O-ring
12 Closing screw
13 O-ring
15 O-ring
16 Corner flange
17 O-ring
20 Pipe, assembly.
P12814-01-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Double check valve
1 (2)
P12814-02-L2738-P
P12814-02-L2738-P

Double check valve
1 Doub. check valve, complete

2 Hexagon screw
3 Spring washer
A1 Housing, doub. check valve
A2 Guide, check valve
A3 Valve cone, check valve
A4 Spring
A5 Cover, doub. check valve
A6 O-ring
A7 Hexagon screw
A8 Spring washer
A9 Valve cone, check valve
A10 Flange, dn100
A11 O-ring
A12 Hexagon screw
A13 Spring washer
P12814-02-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2017-10-12 - en
MAN Diesel & Turbo
Tier II -
L27/38;
Plate Pressure relief valve
1 (2)
P12814-04-L2738-P
P12814-04-L2738-P

Pressure relief valve
21 Lub. oil pipe

22 Lub. oil pipe
23 Bracket
24 Solenoid valve
25 Socket
26 Socket
27 Socket
28 Screwed socket
29 Connection socket
30 Reducer
31 Reducing socket
32 Threaded socket
33 Elbow union
34 Bolt
36 Disc
37 Cyl. head bolt
P12814-04-L2738-P
2017-10-12 - en
Plate
2 (2) Tier II -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lubricating oil filter
1 (2)
P12816-02-L2738-P
P12816-02-L2738-P

Lubricating oil filter
1 Lub.oil filter, mounting

2 O-ring, viton 70, Ø356 393.07xØ7.0
3 Spring washer
4 Hexagon screw
5 Filter insert, without filter candles
6 O-ring, 354.9x5.33 perbunan
7 Filter candle, 25 microns
8 Safety sieve, 50 microns
9 O-ring
10 Cover, complete
P12816-02-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lubricating oil cooler
1 (2)
P12818-02-L2738-P
P12818-02-L2738-P

Lubricating oil cooler
3 Lub. oil cooler, complete

6 O-ring, viton 70, Ø104.37xØ3.53
A1 Plate
A2 Plate
A3 Cooler plate, m10, connecting
A4 Cooler plate, m10, end plate
A5 Cooler plate, m10, heat transfer
A8 Pipe, lub. oil cooler
A13 Hexagon nut
A14 Washer
A16 Stud screw
A24 Rod
B1 Gasket for duct plate m10
C1 Gasket for duct plate m10
P12818-02-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lubricating oil thermostatic valve
1 (2)
P12820-03-L2738-P
P12820-03-L2738-P

Lubricating oil thermostatic valve
0 Lub. oil thermostat, arr.

1 Lub oil thermostat - complete excl. item 2
5 Amot thermostat
6 Distance sleeve
7 Retaining rings for boring
10 Stop disc
11 Plug screw
12 Plug screw
13 Sealing fluid
15 Locking fluid
30 Screw plug
31 Seal ring
P12820-03-L2738-P
2013-06-25 - en
Plate
2 (2) -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
-
L27/38;
Plate Leakage fuel oil pipes, leakage oil pipes, lube oil pipes to high
pressure pump
1 (2)
P12824-05-L2738-P
P12824-05-L2738-P

Leakage fuel oil pipes, leakage oil pipes, lube oil pipes to high
pressure pump
1 Drain pipe
2 Drain pipe
4 Leakage fuel oil pipe
18 Drain pipe
20 Socket
21 Socket
23 Elbow union
24 Socket
26 Cyl. head bolt
28 Cap nut
29 Blind plug
45 Socket
P12824-05-L2738-P
2013-06-26 - en
Plate
2 (2) -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lubricating oil pipe for oil injection pump
1 (2)
P12824-06-L2738-P
P12824-06-L2738-P

Lubricating oil pipe for oil injection pump
15 Lub. oil pipe

16 Lub. oil pipe
17 Lub. oil pipe
19 Lub. oil pipe
40 Elbow union
41 Socket
42 Socket
43 Elbo union
44 Socket
P12824-06-L2738-P
2013-06-26 - en
Plate
2 (2) -
L27/38;
2017-10-12 - en
MAN Diesel & Turbo
-
L27/38;
Plate Lubricating oil pipes
1 (4)
P12824-08-L2738-P
P12824-08-L2738-P

Lubricating oil pipes
10 Drain pipe
11 Drain pipe
12 Drain pipe
13 Bracket
14 Arr. of fuel oil drain tank (incl. item A2-A21)
30 Reducing piece
31 Elbow inion
33 Bolt
34 Union
35 Socket
A2 Flange
A3 Level switch
A4 Plug
A5 Plug
A6 Plug
A9 Screw
A10 Restriction plug
A12 Straight male stud
A15 Packing ring
A16 Screw
A17 Cylindrical screw
A18 Seal ring
A19 Seal ring
A20 Equal elbow coupling
A21 Screw
P12824-08-L2738-P
2017-10-12 - en
Plate
2 (4) -
L27/38;
2017-10-12 - en
MAN Diesel & Turbo
-
L27/38;
3 (4)
P12824-08-L2738-P
P12824-08-L2738-P

10 Drain pipe
11 Drain pipe
12 Drain pipe
13 Bracket
14 Arr. of fuel oil drain tank (incl. item A2-A21)
30 Reducing piece
31 Elbow inion
33 Bolt
34 Union
35 Socket
A2 Flange
A3 Level switch
A4 Plug
A5 Plug
A6 Plug
A9 Screw
A15 Packing ring
A16 Screw
A17 Cylindrical screw
A18 Seal ring
A19 Seal ring
A20 Equal elbow coupling
A21 Screw
P12824-08-L2738-P
2017-10-12 - en
Plate
4 (4) -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
-
L27/38;
1 (2)
P12824-09-L2738-P
P12824-09-L2738-P

1 Lubricating oil pipe

7 Flange
8 Bracket
9 Bracket
13 Socket
14 Socket
17 Round seal ring
18 Round sealing ring
19 O-ring
20 Round seal ring
21 Gasket
25 Hexagon screw
26 Washer
27 Cyl. screw
28 Hexagon screw
29 Washer
30 Plug scew
P12824-09-L2738-P
2013-06-26 - en
Plate
2 (2) -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
-
L27/38;
Plate Crankcase venting
1 (2)
P12826-02-L2738-P
P12826-02-L2738-P

Crankcase venting
1 Pipe
2 Pipe
4 Pipe
6 Pipe
7 Bracket
8 Gasket
9 Disc
10 Disc
11 Disc
12 Screw
13 Bolt
14 Screw
15 Bolt
16 Screw
17 Nut
18 Nut
19 Nut
20 Gasket
21 Pipe clamp
P12826-02-L2738-P
2013-06-26 - en
Plate
2 (2) -
L27/38;
MAN Diesel & Turbo
Cooling system
Description Cooling water system ................................................... D130A1-01
Work Card Cooling water thermostatic valves ................................ M130101-01

Overhaul and replacement of cooling water pumps ...... M130102-02
Plate High temperature cooling water pump - clockwise ....... P13010-03-L2738-P

Cooling water thermostat for high temperature system P13012-10-L2738-P
Cooling water thermostat for low temperature system .. P13012-13-L2738-P
High temperature cooling water pipes .......................... P13016-03-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN

General
The engine is designed for freshwater cooling only. Therefore the cooling
water system has to be arranged as a centralised/ closed cooling water sys-
tem.
The engine design is almost pipeless, ie the water flows through internal cavi-
ties inside the front end box and the cylinder units. The front end box con-
tains all large pipe connections. On the aft-end, the water to the gear oil
cooler has to be connected by the yard.
2015-04-07 - en
Description
D130A1-01
- 1 (3)
L27/38;
2015-04-07 - en
Figure 1: Cooling water diagram (for guidance only, please see plant specific engine diagram)
Description
The engine is equipped with built on fresh water pumps for both the high and
D130A1-01
low temperature cooling water systems. To facilitate automatic startup of

standby pumps, non return valves are included.
The freshwater pumps are mounted in the front end box and are driven
through gear-wheels from the crankshaft.
2 (3) -
L27/38;
The pump bearings are lubricated automatically with oil from the lubricating

oil system of the engine.
Thermostatic valve elements which control the high and low temperature
cooling water system are also integrated parts of the front end box.
The engine is equipped with a two stage charge air cooler. The first stage is
placed in the high temperature cooling water system. The high charging air
temperature after the turbocharger makes a higher degree of heat recovery
possible when the heat is dissipated to the high temperature cooling water.
Figure 2: Charging air cooler

The second stage of the charge air cooler is placed in the low temperature
system.
It will cool the charging air further down before entering the cylinder.
For special applications, i. e. sailing in arctic waters with low air temperatures
and direct air intake from deck, a regulating system can be applied to control
the water flow to the second stage of the charge air cooler in order to
increase the charging air temperature, at low load.
2015-04-07 - en
Description
D130A1-01
- 3 (3)
L27/38;
Cooling water thermostatic valves

Safety precautions
▪ Engine stopped
Manpower
1 2
Special tools
Data

1 3012
Starting Position
Procedure
The cooling water system is normally divided into two separated closed cir-
2017-05-15 - en
cuits.
M130101-01
Work Card
A low temperature circuit (LT) and a high temperature circuit (HT) based on
fresh water treated with anti-corrosion agents, see fig 1.
- 1 (3)
L27/38;
Figure 1: Cooling water thermostatic valves mounted on front-end box

Each circuit has 4 thermostatic elements.The elements are supplied with or
without manual override, depending on the requirements of the classification
societies. The elements are not adjustable. The elements for HT and LT have
different temperature ranges and therefore not interchangeable. If they fail to
work, they must be replaced.
The pump cover/housing for thermostatic valves must be dismantled from
the front-end box to replace the thermostatic elements. Each element is
secured with a circlip (1), see fig 2.
2017-05-15 - en
M130101-01
Work Card
2 (3) -
L27/38;

Figure 2: BT thermostatic valve: no manual correction
In case the HT cooler is cooled by water from the LT circuit, a separate ther-
mostatic valve is installed in the external piping. In such cases the LT thermo-
static elements in the thermotat housing on the engine are replaced by dum-
mies.
Replacement of thermostatic elements, see fig 1

1. Unscrew all the screws (2).
2. Remove the thermostat housing from the engine.
3. Remove the circlip (1) and pull out the distance tube (6), thermostatic el
ement (5), supporting ring (4) and O- ring (3).
4. After the elements have been dis mantled, they can be checked in hot
water.
The LT elements must start opening at about 29°C.
The HT elements must start opening at about 77°C.
5. Defective elements must be scrapped.
6. Install new or checked elements in the housing.
7. Clean the joint surface on the engine and thermostat housing and apply
2017-05-15 - en
some liquid sealing compound.

M130101-01
Work Card
8. Lift the thermostat housing back onto the engine. All the screws (2)
lubricated with oil are tightened with a torque of 140 Nm.
- 3 (3)
L27/38;
Overhaul and replacement of cooling water pumps

Safety precautions
▪ Engine stopped
Manpower
2 4
Special tools
Data

1 3010
Starting Position
Procedure
2017-05-15 - en
The HT and LT cooling water pumps are centrifugal pumps installed in the
M130102-02
Work Card
front-end box. The pumps are installed underthether- mostatic housing hold-
ing the elements and can therefore not be seen. The pumps are driven by a
gear train from the crankshaft.
A pump can be dismantled after the thermostatic valve housing has been
removed.
- 1 (4)
L27/38;
Figure 1: Cooling water pumps mounted on front-end box
When the 4 screws (1), fig 2, have been removed, the pump can be pulled
out by means of dismantling screws.
Figure 2: Cooling water pump

2017-05-15 - en
M130102-02
Work Card
2 (4) -
L27/38;

Disassembling of a pump, see fig 3
1. Unscrew the 3 screws (6) and remove the flange (5).
2. Remove the screw (16) and thrust piece (17).
3. Pull off the impeller (3) and the shaft seal (14).
4. The gearwheel can be removed after the screw (20) and disc (19) have
been removed.
5. Remove the circlip (11).
6. The pump shaft with ball bearings can now be pressed out.
7. Remove the gland for the shaft seal and the lip ring (13) from the hous-
ing.
Figure 3: Cooling water pump
Assembling of a pump, see fig 3

2017-05-15 - en
1. Install 2 new ball bearings (9 and 10) on the shaft.

2. Place a new lip ring seal (13) and a new gland for the shaft seal in the
M130102-02
Work Card
pump housing.
3. Add some oil to the shaft in the position where the lip ring is going to
seal.
4. Install the shaft in the housing and fit the circlip (11).
- 3 (4)
L27/38;
5. Place the rotating parts of a new shaft seal over the shaft and on top of
this the impeller.

6. Lubricate the screw (16) with oil and tighten to 50 Nm.
7. Place the gearwheel on the tapered end of the shaft together with the
disc (19).
8. Tighten the screw (20) with a torque of 110 Nm after it has been lubri-
cated with oil.
9. Fit two new O-rings (1) in the ring groves on the pump housing.
Installation
A new or overhauled water pump is placed in the bore in the front-end box
and tightened with 4 screws lubricated with molycote paste type GN or
copaslip. Tightening torque is 140 Nm.
If the screws are lubricated with oil the torque is 200 Nm.
2017-05-15 - en
M130102-02
Work Card
4 (4) -
L27/38;
2014-03-25 - en
MAN Diesel & Turbo
-
L27/38;
Plate High temperature cooling water pump - clockwise
1 (2)
P13010-03-L2738-P
P13010-03-L2738-P

High temperature cooling water pump - clockwise
0 F. water cool. pump, complete

5 O-ring, viton
6 Hexagon screw
10 Non-return flap, complete
A1 Housing, cooling water pump, clw.
A3 Pump impeller
A5 Cover, cooling water pump
A6 Hexagon screw
A7 Spring washer
A8 Shaft, cooling water pump
A9 Ball bearing
A10 Ball bearing
A11 Retaining rings f.boring
A13 Shaft seal
A14 Slide ring joint
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
B1 Seat
B2 Flap for check valve
B3 Cylindrical pin
B4 Spring pin
P13010-03-L2738-P
2014-03-25 - en
Plate
2 (2) -
L27/38;
2016-05-25 - en
MAN Diesel & Turbo
L27/38;
Manual override, 2-string -
Plate Cooling water thermostat for high temperature system
1 (2)
P13012-10-L2738-P
P13012-10-L2738-P

Cooling water thermostat for high temperature system
1 Housing, cooling water thermostat-high temp.system

2 Thermostat elem., f.w., 79 dg.c
6 Distance sleeve
8 Retaining rings for boring
10 Stop disc
11 Screw
13 Loctite
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
25 Thermostat valve control, manual
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
P13012-10-L2738-P
2016-05-25 - en
Plate
2 (2) Manual override, 2-string -

L27/38;
2015-07-29 - en
MAN Diesel & Turbo
L27/38;
Without thermostatic element, 2-string -
Plate Cooling water thermostat for low temperature system
1 (2)
P13012-13-L2738-P
P13012-13-L2738-P

Cooling water thermostat for low temperature system

4 Housing, cooling water thermostat-low temp.system
9 Closing piece
12 Plug screw
13 Loctite
14 Silicone paste
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
22 Plug screw
23 Copper ring
30 Supporting ring
31 O-ring
P13012-13-L2738-P
2015-07-29 - en
Plate
2 (2) Without thermostatic element, 2-string -

L27/38;
2013-06-26 - en
MAN Diesel & Turbo
-
L27/38;
Plate High temperature cooling water pipes
1 (4)
P13016-03-L2738-P
P13016-03-L2738-P

High temperature cooling water pipes
1 Flange
2 End cover, cooling water
3 O-ring
11 O-ring
12 V-profil clamp
20 Cooling water connection housing
22 Cooling water pipe
30 Flange
31 O-ring
32 O-ring
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-03-L2738-P
2013-06-26 - en
Plate
2 (4) -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
-
L27/38;
Plate High temperature cooling water pipes
3 (4)
P13016-03-L2738-P
P13016-03-L2738-P

High temperature cooling water pipes
1 Flange
2 End cover, cooling water
3 O-ring
11 O-ring
12 V-profil clamp
20 Cooling water connection housing
22 Cooling water pipe
30 Flange
31 O-ring
32 O-ring
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-03-L2738-P
2013-06-26 - en
Plate
4 (4) -
L27/38;
MAN Diesel & Turbo
Instrumentation
Data SaCoSonePROPULSION Operating Instructions - See
separately supplied manual ..........................................
Cable plan - SaCoSone ................................................. 4305355
Cable list - SaCoSone .................................................... 4305355
Plate Local operator panel .................................................... P18010-11-L2738-P

Local operator panel - bracket ..................................... P18010-12-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
MAN Diesel & Turbo
SaCoS_one PROPULSION
Instrumentation
Operating Instructions - See separately supplied manual
2016-08-04 - en
Data
- L27/38 1 (1)
SaCoSone propulsion MAN Diesel & Turbo SE
4305355_Cable plan
4305355_Cable Plan.docx
This document is property of MAN Diesel & Turbo SE and is

Created: 08.02.2013 Oppenberg entrusted to those to whom MAN Diesel & Turbo SE has
Page 1 of 1
Last change: 28.08.2017 Zhang Hengtong EEDS_SHA handed it. Copying and handing over to third parties is only Revison: 4.0
permitted with written consent of MAN Diesel & Turbo SE!
SaCoSone propulsion MAN Diesel & Turbo SE
4305355_Cable plan
4305355_Cable Plan.docx
This document is property of MAN Diesel & Turbo SE and is

Created: 08.02.2013 Oppenberg entrusted to those to whom MAN Diesel & Turbo SE has
Page 2 of 2
Last change: 28.08.2017 Zhang Hengtong EEDS_SHA handed it. Copying and handing over to third parties is only Revison: 4.0
permitted with written consent of MAN Diesel & Turbo SE!
Revision: 3.0
Cables per Diesel engine Cable list Project 4305355 18.12.2017
TERMINAL
CORE
CORE
Main Engine
Control Unit CABLE PER ENGINE Powe supply Plant Ship's Alarm system
X12 14 1 --- W559 --- 1 Yard's Power Supply(24V+)
19 2 --- 3G16 --- 2 24V DC (0V)
GN/
24 PE --- --- YE
X12 1 1 --- W560 --- 1 Yard's Power Supply(24V+)

7 2 --- 3G16 --- 2 24V DC (0V)
GN/
13 PE --- --- YE
Control Module S-Safety(-1D1) DN 1 --- W30 additional load reduction(24Kohm)

DP 2 --- 2x0,75 additional load reduction(24Kohm)
PE SC ---
Control Module S-alarm(-3D1) EA 1 --- W32 additional shutdown (24Kohm)

EB 2 --- 2x0,75 additional shutdown (24Kohm)
PE SC ---
Control Module S-safety(-1D1) RA 1 --- W33 --- No common safety system failure
RB 2 --- 2x0,75 --- No common safety system failure
PE SC --- ---
Control Module S-alarm(-3D1) RA 1 --- W34 --- No common monitoring system failure
RB 2 --- 2x0,75 --- No common monitoring system failure
PE SC --- ---
Control Module S-alarm(-3D1) RJ 1 --- W35 --- Engine alarm cut off
RK 2 --- 2x0,75 --- Engine alarm cut off
PE SC --- ---
Control Module S-Alarm(-3D1) AA 1 --- W524 --- RX H

AB 2 --- 3x2x0,75(RS422) --- RX L
AC 3 --- --- TX H
AD 4 --- TX L
PE SC --- ---
Revision: 3.0
TERMINAL
CORE
CORE
Main Engine
Control Unit CABLE PER ENGINE Pump Control HT Preheater GearBox
Control Module S-Safety(-1D1) PE 1 --- W46 --- 1 Start LT standby pump
PF 2 --- 2x0,75 --- 2 Start LT standby pump
PE SC --- --- SC
Control Module S-Safety(-1D1) PG 1 --- W47 --- 1 Start HT standby pump

PH 2 --- 2x0,75 --- 2 Start HT standby pump
PE SC --- --- SC
Control Module S-Safety(-1D1) PL 1 --- W49 --- 1 Start LO standby pump

PM 2 --- 2x0,75 --- 2 Start LO standby pump
PE SC --- --- SC
Control Module S-Safety(-1D1) PN 1 --- W50 --- 1 Start FO standby pump

PP 2 --- 2x0,75 --- 2 Start FO standby pump
PE SC --- --- SC
Control Module S-Safety(-1D1) PJ 1 --- W48 Start Preheating

PK 2 --- 2x0,75 Start Preheating
PE SC ---
Control Module S-safety(-1D1) EA 1 --- W31 --- additional shutdown (24Kohm)

EB 2 --- 2x0,75 --- additional shutdown (24Kohm)
PE SC --- ---
Control Module S-Safety(-1D1) EN 3 --- W150 --- Gear ready for operation
EP 4 --- 2x0,75 --- Gear ready for operation
PE SC --- ---
Revision: 3.0
TERMINAL
CORE
CORE
Main Engine
Control Unit CABLE PER ENGINE CPP
X17 7 1 --- 1 CAN H

8 2 --- W85 2 CAN L
9 3 CAN-BUS 2X0.5+0.5 3 CAN GND
PE SC --- SC Shield
X17 10 1 --- 1 CAN H

11 2 --- W86 2 CAN L
12 3 CAN-BUS 2X0.5+0.5 3 CAN GND
PE SC --- SC Shield
Control Module S- Alarm(-3D1) JR 1 --- W151 --- 1 Engine speed Setpoint

JS 2 --- 4x2x 0,75 --- 2 4-20mA
Control Module S-Safety(-1D1) FC 3 --- --- 3 Engine speed (indication)
FD 4 --- --- 4 4-20mA
FE 5 --- --- 5 Engine Fuel index
FF 6 --- --- 6 4-20mA
PE SC --- --- SC
Control Module S-safety(-1D1) AA 1 --- W153 --- 1 RX H

AB 2 --- 3x2x0,75(RS422) --- 2 RX L
AC 3 --- --- 3 TX H
AD 4 --- --- 4 TX L
PE SC --- --- SC
X14 1 1 --- --- 1 Emergency stop active

2 2 --- --- 2 Emergency stop active
15 5 --- W820 --- 5 Emergency stop to valve
16 6 --- 12x0.75 --- 6 Emergency stop to valve
9 7 --- --- 7 Emergency stop to valve
10 8 --- --- 8 Emergency stop to valve
5 9 --- --- 9 Emergency stop ECR indication
7 10 --- --- 10 Emergency stop ECR indication
PE SC --- --- SC
Local operator panel

P18010-11-L2738-P
2013-07-30 - en
Plate
010.285.060 - 1 (2)
L27/38;

Local operator panel
0 Operator panel
2 Display module
3 Push button
4 Selector switch
7 Selector switch
8 Selector switch
9 Protection cover
12 Plug
P18010-11-L2738-P
2013-07-30 - en
Plate
2 (2) 010.285.060 -
L27/38;
2013-07-30 - en
MAN Diesel & Turbo
L27/38;
010.290.155 -
Plate Local operator panel - bracket
1 (2)
P18010-12-L2738-P
P18010-12-L2738-P

Local operator panel - bracket
2 Rubber damper
3 Disc
4 Screw
5 Washer
6 Hexagon screw
P18010-12-L2738-P
2013-07-30 - en
Plate
2 (2) 010.290.155 -
L27/38;
MAN Diesel & Turbo
Control equipment
Plate ZS1705 - position switch ............................................. P18210-14-L2738-P
Terminal box ................................................................ P18210-15-L2738-P
Control unit .................................................................. P18210-19-L2738-P
Control unit - bracket ................................................... P18210-20-L2738-P
Control unit - splash oil ................................................ P18210-22-L2738-P
Control unit - bracket, splash oil ................................... P18210-23-L2738-P
Operator panel plug ..................................................... P18214-01-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
2013-03-03 - en
MAN Diesel & Turbo
-
L27/38;
Plate ZS1705 - position switch
1 (2)
P18210-14-L2738-P
P18210-14-L2738-P

ZS1705 - position switch
1 Position switch
P18210-14-L2738-P
2013-03-03 - en
Plate
2 (2) -
L27/38;
2015-11-27 - en
MAN Diesel & Turbo
-
L27/38;
Plate Terminal box
1 (2)
P18210-15-L2738-P
P18210-15-L2738-P

Terminal box
1 Terminal box with cabling

P18210-15-L2738-P
2015-11-27 - en
Plate
2 (2) -
L27/38;
Control unit
P18210-19-L2738-P
2013-07-30 - en
Plate
010.285.020 - 1 (2)
L27/38;

Control unit
0 Control unit
1 Control module
P18210-19-L2738-P
2013-07-30 - en
Plate
2 (2) 010.285.020 -
L27/38;
Control unit - bracket

P18210-20-L2738-P
2013-07-30 - en
Plate
010.290.155 - 1 (2)
L27/38;

Control unit - bracket
4 Rubber damper
5 Disc
6 Screw
7 Washer
8 Hexagon screw
P18210-20-L2738-P
2013-07-30 - en
Plate
2 (2) 010.290.155 -
L27/38;
2013-07-30 - en
MAN Diesel & Turbo
-
L27/38;
Plate Control unit - splash oil
1 (2)
P18210-22-L2738-P
P18210-22-L2738-P

Control unit - splash oil
0 Control unit
2 Control module
P18210-22-L2738-P
2013-07-30 - en
Plate
2 (2) -
L27/38;
2013-07-30 - en
MAN Diesel & Turbo
-
L27/38;
Plate Control unit - bracket, splash oil
1 (2)
P18210-23-L2738-P
P18210-23-L2738-P

Control unit - bracket, splash oil
3 Rubber damper
4 Disc
5 Cylindrical screw
6 Hexagon bolt
P18210-23-L2738-P
2013-07-30 - en
Plate
2 (2) -
L27/38;
Operator panel plug

P18214-01-L2738-P
2013-06-26 - en
Plate
010.290.150 - 1 (2)
L27/38;

Operator panel plug
50 Connection plug
P18214-01-L2738-P
2013-06-26 - en
Plate
2 (2) 010.290.150 -
L27/38;
MAN Diesel & Turbo
Monitoring equipment
Data List of Measuring and Control Devices ......................... 4305355
Plate PT - Pressure sensor ................................................... P18412-03-L2738-P

PT - Pressure sensors .................................................. P18412-06-L2738-P
TE - Temperature sensors ............................................ P18416-04-L2738-P
LSH1332 – level sensor ............................................... P18420-04-L2738-P
LSL1231 - level sensor ................................................ P18420-06-L2738-P
TE - Exhaust temperature sensors ............................... P18424-06-L2738-P
TE - temperature sensors - Bearings ............................ P18427-02-L2738-P
TE - temperature sensors - Splash oil .......................... P18427-03-L2738-P
SE1704B/C - Tacho sensor ......................................... P18428-05-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
- Headline / Function Task - - Remarks Module - - - - - - -
Signal tag Signal name Signal shortcut Signal range Signal unit " " Connector tag Connector type - Modb address Modb xScale/.Bit Material number -
Order Row Type Alarm tag - Alarm Type Alarm condition - " " Alarm limit Hysteresis Delay " " - Displ nbr
20 head_1 Engine speed

40 head_2 Engine speed monitoring
60 S SE1704C_FQ1 engine speed 0..1200 rpm EC_CMS-ALARM FQ1 pulse 35164 x1 11.99014-0203
80 S SE1704B_FQ2 engine speed 0..1200 rpm EC_CMS-ALARM FQ2 pulse 11.99014-0203

100 L SEAH1704 alarm engine speed high EC_CMS-ALARM L27/38: 880 rpm,H -30 rpm 0s 35214 .14 50826
120 L SEZH1704 auto shutdown from alarm system engine speed high EC_CMS-ALARM L27/38: 920 rpm,H -30 rpm 0s 35206 .01 50102
140 S SE1704C_FQ2 engine speed 0..1200 rpm EC_CMS-SAFETY FQ2 pulse 11.99014-0203
160 S SE1704B_FQ1 engine speed 0..1200 rpm EC_CMS-SAFETY FQ1 pulse 11.99014-0203
180 L SEZH1704 auto shutdown engine speed high EC_CMS-SAFETY L27/38: 920 rpm,H -30 rpm 0s 35206 .00 50006
200 A SI1704B engine speed indication 0..1600 rpm EC_CMS-SAFETY AO2 4..20mA
220 head_1 Turbocharger speed

240 head_2 TC speed monitoring
260 S SE1335 turbocharger speed 0..70000 rpm EC_CMS-SAFETY FQ3 pulse 35165 x0.1
280 L sensor fault turbocharger speed EC_CMS-SAFETY 35179 .01 50590
300 L SEAH1335 alarm turbocharger speed high EC_CMS-ALARM 97% n(max,cont),H -2% n(max,cont) 2s 35214 .13 50792
320 L SERH1335 load reduction request turbocharger speed high EC_CMS-SAFETY 100% n(max,cont),H -2% n(max,cont) 2s 35208 .06 50320
340 A SI1335 turbocharger speed indication 0..100000 rpm EC_CMS-ALARM AO2 4..20mA
360 head_1 Lube oil

380 head_2 Lube oil monitoring
400 S TE1222 lube oil temp lube oil cooler inlet 0..120 °C EC_CMS-ALARM TI06 PT1000 35138 x10 11.99411-0452
420 L sensor fault lube oil temp lube oil cooler inlet EC_CMS-ALARM 35147 .06 51032
440 S PT1223 lube oil pressure filter inlet 0..10 bar EC_CMS-SAFETY AI04 4..20mA 35102 x100 11.99012-0366
460 L sensor fault lube oil pressure filter inlet EC_CMS-SAFETY 35112 .02 50530
480 L PDAH1224 alarm lube oil filter differential pressure high EC_CMS-ALARM 0.8 bar,H -0.1 bar 15s 35214 .05 50784
500 L PDRH1224 load reduction request lube oil filter differential pressure high EC_CMS-SAFETY 1.3 bar,H -0.1 bar 15s 35208 .04 50282
520 S PT1224A lube oil pressure engine inlet 0..10 bar EC_CMS-ALARM AI03 4..20mA 35103 x100 11.99012-0366
540 L sensor fault lube oil pressure engine inlet EC_CMS-ALARM 35112 .03 51035
560 L FDPT1224 sensor deviation lube oil pressure engine inlet EC_CMS-ALARM 35200 .02 51223
L27/38: 2.0 bar,L (n<700 rpm)
580 L PTAL1224 alarm lube oil pressure engine inlet low EC_CMS-ALARM 2.8 bar,L (n>700 rpm) 0.1 bar 4s 35214 .03 50785
L27/38: 1.8 bar,L (n<700 rpm)
600 L PTZL1224 auto shutdown from alarm system lube oil pressure engine inlet low EC_CMS-ALARM 2.5 bar,L (n>700 rpm) 0.1 bar 4s 35206 .07 50096
620 S PT1224B lube oil pressure engine inlet 0..10 bar EC_CMS-SAFETY AI03 4..20mA 11.99012-0366
640 L sensor fault lube oil pressure engine inlet EC_CMS-SAFETY 35111 .00 50531
L27/38: 1.9 bar,L (n<700 rpm)
660 L PTRL1224 load reduction request lube oil pressure engine inlet low EC_CMS-SAFETY 2.6 bar,L (n>700 rpm) 0.1 bar 4s 35208 .02 50382
L27/38: 1.8 bar,L (n<700 rpm)
680 L PTZL1224 auto shutdown lube oil pressure engine inlet low EC_CMS-SAFETY 2.5 bar,L (n>700 rpm) 0.1 bar 4s 35206 .06 50004
700 S TE1224 lube oil temp engine inlet 0..120 °C EC_CMS-ALARM TI07 PT1000 35139 x10 11.99411-0458
720 L sensor fault lube oil temp engine inlet EC_CMS-ALARM 35147 .07 51034
740 L TEAH1224 alarm lube oil temp engine inlet high EC_CMS-ALARM 80°C,H -2K 2s 35214 .04 50783
760 L TERH1224 load reduction request lube oil temp engine inlet high EC_CMS-SAFETY 85°C,H -2K 2s 35208 .03 50284
780 S PT1225 lube oil pressure turbocharger inlet 0..10 bar EC_CMS-ALARM AI06 4..20mA 35104 x100 11.99012-0366
800 L sensor fault lube oil pressure turbocharger inlet EC_CMS-ALARM 35112 .04 51036
820 L PTAL1225 alarm lube oil pressure turbocharger inlet low EC_CMS-ALARM 1.3 bar,L 0.1 bar 4s 35216 .12 50831
840 S LSL1231 oil level in oil pan, level switch EC_CMS-ALARM DI02 binary 11.99417-0011
860 L LSAL1231 alarm oil level in oil pan EC_CMS-ALARM - 4s 35216 .03 50787
880 head_2 Lube oil pump control
900 A PCZ1290 eng. lub. oil start stb. pump EC_CMS-SAFETY PO06 binary
940 head_3 Function supervision

960 L LoPmp_StbA standby alarm lube oil pressure engine inlet low standby limit underrun,start standby pump EC_CMS-ALARM 35215 .04 50847
980 head_2 Lube oil filter bypass
1000 A ZC1224 eng. lub. oil filter by pass valve open EC_CMS-ALARM PO03 binary
1020 L sensor fault eng. lub. oil filter by pass valve open EC_CMS-ALARM 35219 .03 51033

1060 L LoFlt_Fail alarm lube oil filter bypass failure EC_CMS-ALARM 35215 .10 50876
1080 head_1 Fuel oil

1100 head_2 Fuel oil monitoring
1180 S PT1423 fuel oil pressure filter inlet 0..16 bar EC_CMS-SAFETY AI11 4..20mA 35108 x100 11.99012-0367
1200 L sensor fault fuel oil pressure filter inlet EC_CMS-SAFETY 35112 .08 50540
1220 S PT1424 fuel pressure engine inlet 0..16 bar EC_CMS-ALARM AI09 4..20mA 35109 x100 11.99012-0367
1240 L sensor fault fuel oil pressure engine inlet EC_CMS-ALARM 35112 .09 51051
3.0 bar,L (HFO)
1260 L PTAL1424 alarm fuel oil pressure engine inlet low EC_CMS-ALARM 1.0 bar,L (MDO) 0.1 bar 4s 35214 .11 50795
1280 L PDAH1424 alarm fuel oil filter differential pressure high EC_CMS-ALARM 0.8 bar,H -0.1 bar 15s 35214 .12 50794
1300 S TE1424 fuel oil temp engine inlet 0..200 °C EC_CMS-ALARM TI09 PT1000 35142 x10 11.99411-0452
1320 L sensor fault fuel oil temp engine inlet EC_CMS-ALARM 35147 .10 51052
1340 L TEAH1424 alarm fuel oil temp engine inlet high EC_CMS-ALARM 45°C,H (MDO) -2K 2s 35216 .14 50833
1360 S LSH1426 pump and nozzle leakage, level switch EC_CMS-ALARM DI05 binary 11.99007-1449
1400 L LSAH1426 alarm pump and nozzle leakage EC_CMS-ALARM - 4s 35216 .08 50849
4305355_LMC.xlsx Last change: 2015-07-27 1

1460 head_2 Fuel oil pump control
1480 A PCZ1490 eng. fuel start stb. pump EC_CMS-SAFETY PO07 binary

1540 L PCSA1490 standby alarm fuel oil pressure engine inlet low standby limit underrun,start standby pump EC_CMS-ALARM 35215 .05 50848
1560 head_2 Fuel oil switch-over

1580 text HFO operation 35228 .00
1600 text MDO operation 35228 .01
1620 head_1 HT cooling water

1640 head_2 HT cooling water monitoring
1660 S PT1102A HTCW pressure engine inlet 0..6 bar EC_CMS-ALARM AI02 4..20mA 35101 x100 11.99012-0365
1680 L sensor fault HTCW pressure engine inlet EC_CMS-ALARM 35112 .01 51028
1700 L FDPT1102 sensor deviation HTCW pressure engine inlet EC_CMS-ALARM 35200 .01 51222
L27/38: 1.1 bar,L (n<700 rpm)
1720 L PTAL1102 alarm HTCW pressure engine inlet low EC_CMS-ALARM 1.7 bar,L (n>700 rpm) 0.1 bar 4s 35214 .01 50769
L27/38: 0.9 bar,L (n<700 rpm)
1740 L PTZL1102 auto shutdown from alarm system HTCW pressure engine inlet low EC_CMS-ALARM 1.5 bar,L (n>700 rpm) 0.1 bar 4s 35206 .03 50094
1760 S PT1102B HTCW pressure engine inlet 0..6 bar EC_CMS-SAFETY AI02 4..20mA 11.99012-0365
1780 L sensor fault HTCW pressure engine inlet EC_CMS-SAFETY 35112 .14 50515
L27/38: 1.0 bar,L (n<700 rpm)
1800 L PTRL1102 load reduction request HTCW pressure engine inlet low EC_CMS-SAFETY 1.6 bar,L (n>700 rpm) 0.1 bar 4s 35208 .00 50256
L27/38: 0.9 bar,L (n<700 rpm)
1820 L PTZL1102 auto shutdown HTCW pressure engine inlet low EC_CMS-SAFETY 1.5 bar,L (n>700 rpm) 0.1 bar 4s 35206 .02 50000
1840 S TE1102 HTCW temp charge air cooler inlet 0..120 °C EC_CMS-ALARM TI04 PT1000 35134 x10 11.99411-0452
1860 L sensor fault HTCW temp charge air cooler inlet EC_CMS-ALARM 35147 .02 51027
1880 L TEAH1102 alarm HTCW temp charge air cooler inlet high EC_CMS-ALARM 80°C,H -2K 2s 35216 .10 50828
1900 S TE1103 HTCW temp engine inlet 0..120 °C EC_CMS-ALARM TI05 PT1000 35135 x10 11.99411-0452
1920 L sensor fault HTCW temp engine inlet EC_CMS-ALARM 35147 .03 51029
1940 L TEAL1103 alarm HTCW temp engine inlet low EC_CMS-ALARM 45°C,L 1K 2s 35216 .11 50829
1960 S TE1104A HTCW temp engine outlet 0..120 °C EC_CMS-ALARM TI01 double PT1000 35136 x10 11.99411-0453
1980 L sensor fault HTCW temp engine outlet EC_CMS-ALARM 35147 .04 51030
2000 L FDTE1104 sensor deviation HTCW temp engine outlet EC_CMS-ALARM 10K,H -2K 20s 35201 .00 51211
2020 L TEAH1104 alarm HTCW temp engine outlet high EC_CMS-ALARM 92°C,H -2K 2s 35214 .02 50770
2040 L TEZH1104 auto shutdown from alarm system HTCW temp engine outlet high EC_CMS-ALARM 97°C,H 2K 2s 35206 .05 50100
2060 S TE1104B HTCW temp engine outlet 0..120 °C EC_CMS-SAFETY TI01 double PT1000 11.99411-0452
2080 L sensor fault HTCW temp engine outlet EC_CMS-SAFETY 35147 .12 50516
2100 L TERH1104 load reduction request HTCW temp engine outlet high EC_CMS-SAFETY 95°C,H -2K 2s 35208 .01 50258
2120 L TEZH1104 auto shutdown HTCW temp engine outlet high EC_CMS-SAFETY 97°C,H -2K 2s 35206 .04 50002
2140 head_2 HT pump control
2160 A PCZ1190 eng. HTCW start stb. pump EC_CMS-SAFETY PO04 binary

2220 L HT_Pmp_StbA standby alarm HTCW pressure engine inlet low standby limit underrun,start standby pump EC_CMS-ALARM 35215 .02 50845
2240 head_2 HT preheating
2260 A SS1191 eng. start preheating EC_CMS-SAFETY PO05 binary
2300 head_1 LT cooling water

2320 head_2 LT cooling water monitoring
2340 S PT1002A LTCW pressure charge air cooler inlet 0..6 bar EC_CMS-ALARM AI01 4..20mA 35100 x100 11.99012-0365
2360 L sensor fault LTCW pressure charge air cooler inlet EC_CMS-ALARM 35112 .00 51025
2380 L FDPT1002 sensor deviation LTCW pressure charge air cooler inlet EC_CMS-ALARM 35200 .00 51221
L27/38: 1.1 bar,L (n<700 rpm)
2400 L PTAL1002 alarm LTCW pressure charge air cooler inlet low EC_CMS-ALARM 1.7 bar,L (n>700 rpm) 0.1 bar 4s 35214 .00 50768
2420 S PT1002B LTCW pressure charge air cooler inlet 0..6 bar EC_CMS-SAFETY AI01 4..20mA 11.99012-0365
2440 L sensor fault LTCW pressure charge air cooler inlet EC_CMS-SAFETY 35112 .13 50512
2460 S TE1002 LTCW temp charge air cooler inlet 0..120 °C EC_CMS-ALARM TI02 PT1000 35132 x10 11.99411-0452
2480 L sensor fault LTCW temp charge air cooler inlet EC_CMS-ALARM 35147 .00 51024
2500 L TEAH1002 alarm LTCW temp charge air cooler inlet high EC_CMS-ALARM 65°C,H -2K 2s 35216 .09 50827
L21/31: 11.99411-0455
2520 S TE1005 LTCW temp lube oil cooler outlet 0..120 °C EC_CMS-ALARM TI03 PT1000 35133 x10 L27/38: 11.99411-0460
2540 L sensor fault LTCW temp lube oil cooler outlet EC_CMS-ALARM 35147 .01 51026
2560 head_2 LT cooling water pump

2580 L LT_Pmp_StbA standby alarm LTCW pressure charge air cooler inlet low standby limit underrun,start standby pump EC_CMS-ALARM 35215 .03 50846
2600 A PCZ1090 eng. LTCW start stb. pump EC_CMS-SAFETY PO03 binary
2640 head_1 Charge air

2660 head_2 Charge air monitoring
2760 S PT1331A charge air pressure before cylinders 0..4 bar EC_CMS-ALARM AI04 4..20mA 35107 x100 11.99012-0370
2780 L sensor fault charge air pressure before cylinders EC_CMS-ALARM 35112 .07 51042
2800 L FDPT1331 sensor deviation charge air pressure before cylinders EC_CMS-ALARM 35200 .03 51224
2820 S PT1331B charge air pressure before cylinders 0..4 bar EC_CMS-SAFETY AI05 4..20mA 11.99012-0370
2840 L sensor fault charge air pressure before cylinders EC_CMS-SAFETY 35112 .11 50536
2860 A PTI1331A charge air pressure indication 0..4 bar EC_CMS-SAFETY AO1 4..20mA
2880 S TE1331 charge air temp after charge air cooler 0..120 °C EC_CMS-ALARM TI08 PT1000 35141 x10 11.99411-0452
2900 L sensor fault charge air temp after charge air cooler EC_CMS-ALARM 35147 .09 51041
2920 L TEAH1331 alarm charge air temp after charge air cooler high EC_CMS-ALARM 55°C,H -2K 2s 35214 .08 50790

2940 L TERH1331 load reduction request charge air temp after charge air cooler high EC_CMS-SAFETY 58°C,H -2K 2s 35208 .05 50286
2960 L TEAL1331 alarm charge air temp after charge air cooler low EC_CMS-ALARM 25°C,L 1K 2s 35214 .07 50850
3380 head_1 Compressed air system

3400 head_2 Start air monitoring
3420 S PT1312 starting air pressure 0..40 bar EC_CMS-ALARM AI07 4..20mA 35105 x100 11.99012-0369
3440 L sensor fault starting air pressure EC_CMS-ALARM 35112 .05 51038
3460 L PTAL1312 alarm starting air pressure low EC_CMS-ALARM L27/38: 6 bar (TDI starter),L 0.1 bar 4s 35214 .09 50788
3480 head_2 safety and control air monitoring
3500 S PT1322 safety and control air pressure 0..10 bar EC_CMS-ALARM AI08 4..20mA 35106 x100 11.99012-0366
3520 L sensor fault safety and control air pressure EC_CMS-ALARM 35112 .06 51039
3540 L PTAL1322 alarm safety and control air pressure low EC_CMS-ALARM 6 bar,L 0.1 bar 4s 35214 .10 50789
3560 head_2 Jet assist
3580 S ZSC4725 eng. jet assist 1 EC_CMS-ALARM DI22 binary
3660 A ZC1334 eng. charge air jet assist EC_CMS-ALARM PO05 valve
3680 L sensor fault eng. charge air jet assist EC_CMS-ALARM 35219 .06 51044
3690 head_3 Setpoints

3692 text 1PSL6180 pressure setpoint, release of jet assist 1.5 bar 0.1 bar
3694 text 1PSH7170 pressure setpoint, release of jet assist 7.5 bar (TDI starter)
3700 head_1 Exhaust gas

3720 head_2 Exhaust gas monitoring
3740 S TE1601A exhaust gas temp cylinder 1 0..700 °C EC_CMS-ALARM TI13 double PT1000 35000 x10 L27/38: 11.99011-1077
3760 L sensor fault exhaust gas temp cylinder 1 EC_CMS-ALARM 35016 .00 51053
3780 L FDTE1601 sensor deviation exhaust gas temp cylinder 1 EC_CMS-ALARM 35202 .00 51212
3800 L TEAH1601 alarm exhaust gas temp cylinder 1 high EC_CMS-ALARM 510°C,H -10K 30s 35014 .00 50798
3820 L TDAH1601 alarm exhaust gas temp cylinder 1 mean value deviation EC_CMS-ALARM ±50K,H -10K 30s 35015 .00 50864
L21/31: 11.99011-1053
3840 S TE1601B exhaust gas temp cylinder 1 0..700 °C EC_CMS-SAFETY TI13 double PT1000 L27/38: 11.99011-1077
3860 L sensor fault exhaust gas temp cylinder 1 EC_CMS-SAFETY 35011 .00 50542
3880 L TERH1601 load reduction request exhaust gas temp cylinder 1 high EC_CMS-SAFETY 530°C,H -10K 30s 35012 .00 50364
3900 L TDRH1601 load reduction request exhaust gas temp cylinder 1 mean value deviation EC_CMS-SAFETY ±70K,H -10K 30s 35013 .00 50288
L21/31: 11.99011-1054
L21/31: 11.99011-1054
L21/31: 11.99011-1055
L21/31: 11.99011-1055
L21/31: 11.99011-1056
L21/31: 11.99011-1056
L21/31: 11.99011-1057
L21/31: 11.99011-1057
L21/31: 11.99011-1058
L21/31: 11.99011-1058
L21/31: 11.99011-1059

L21/31: 11.99011-1059
L21/31: 11.99011-1003
5360 S TE1621 exhaust gas temp tc inlet 0..700 °C EC_CMS-SAFETY TI22 PT1000 35009 x10 L27/38: 11.99011-1008
5380 L sensor fault EC_CMS-SAFETY 35011 .09 50551
5400 L TEAH1621 alarm exhaust gas temp tc inlet high EC_CMS-ALARM 570°C,H -10K 30s 35014 .09 50807
5420 L TERH1621 load reduction request exhaust gas temp tc inlet high EC_CMS-SAFETY 590°C,H -10K 30s 35012 .09 50306
L21/31: 11.99011-1002
5440 S TE1622 exhaust gas temp. turbocharger outlet 0..700 °C EC_CMS-ALARM TI22 PT1000 35010 x10 L27/38: 11.99011-1007
5460 L sensor fault EC_CMS-ALARM 35011 .10 51062
5480 L TEAH1622 alarm exhaust gas temp tc outlet high EC_CMS-ALARM 450°C,H -8K 30s 35014 .10 50863
5500 C TE16_MV exhaust gas temp mean value calculated 35017 x10
5820 head_1 Crank case

5920 head_2 Main bearing monitoring
L21/31: 11.99011-1039
5940 S TE1201 eng. main bearing 1 temperature 0..120 °C EC_CMS-SAFETY TI02 PT1000 35060 x10 L27/38: 11.99011-0976
5960 L sensor fault main bearing temp 1 EC_CMS-SAFETY 35071 .00 50519
5980 L TEAH1201 alarm main bearing temp 1 high EC_CMS-ALARM 103°C,H -2K 4s 35074 .00 50771
6000 L TERH1201 load reduction request main bearing temp 1 high EC_CMS-SAFETY 105°C,H -2K 4s 35073 .00 50260
6020 L TEZH1201 auto shutdown main bearing temp 1 high EC_CMS-SAFETY 108°C,H -2K 4s 35072 .00 50010
L21/31: 11.99011-1039
6140 S TE1203 eng. main bearing 3 temperature 0..120 °C EC_CMS-SAFETY TI04 PT1000 35062 x10 11.99011-0976
L21/31: 11.99011-0976
6280 L TEAH1204 alarm main bearing temp 4 high EC_CMS-ALARM 103,H -2K 4s 35074 .03 50774
6300 L TERH1204 load reduction request main bearing temp 4 high EC_CMS-SAFETY 105,H -2K 4s 35073 .03 50266
6320 L TEZH1204 auto shutdown main bearing temp 4 high EC_CMS-SAFETY 108,H -2K 4s 35072 .03 50016
L21/31: 11.99011-1040
7100 head_2 Splash oil monitoring

L21/31: 11.99411-0485
7120 S TE1641 splash oil temp rod bearing 1 0..120 °C EC_CMS-SPLASHOIL TI01 PT1000 35030 x10 L27/38: 11.99411-0420
7140 L sensor fault splashoil temp 1 EC_CMS-SPLASHOIL 35039 .00 50552
7160 L TEAH1641 alarm splashoil temp 1 high EC_CMS-SPLASHOIL 103°C,H -2K 1.7s 35042 .00 50808
7180 L TERH1641 load reduction request splashoil temp 1 high EC_CMS-SAFETY 104°C,H -2K 1.7s 35044 .00 50322
7200 L TEZH1641 auto shutdown splashoil temp 1 high EC_CMS-SAFETY 105°C,H -2K 1.7s 35040 .00 50034
7220 L TDAH1641 alarm splashoil temp 1 mean value deviation EC_CMS-SPLASHOIL 3K,H -0.5K 1.7s 35043 .00 50817
7240 L TDRH1641 load reduction request splashoil temp 1 mean value deviation EC_CMS-SAFETY 4K,H -1K 1.7s 35045 .00 50340
7260 L TDZH1641 auto shutdown splashoil temp 1 mean value deviation EC_CMS-SAFETY 5K,H -1K 1.7s 35041 .00 50052
L21/31: 11.99411-0485
L21/31: 11.99411-0485
L21/31: 11.99411-0485

L21/31: 11.99411-0485
L21/31: 11.99411-0485
L21/31: 11.99411-0485
8740 head_1 Operation

8760 head_2 Governor
8780 S ZT1401 fuel index, position sensor 0..120 % EC_CMS-SAFETY AI07 4..20mA
8800 L sensor fault fuel index, position sensor EC_CMS-SAFETY 35179 .02 50537
8840 A SC1711 governor control output EC_CMS-ALARM APO 0..200mA/0..1A
8920 A SC1707 no eng. governor failure(mcr speed) EC_CMS-ALARM DO06 binary
8940 C ZT14_CALC_IDX fuel index calculated calculated 35166 x1
8960 C ZT14_GOV_OUT_LTD governor out limited calculated 35167 x1
8980 C ZT14_ENG_LOAD engine load calculated 35168 x1
9000 A ZTI1401 eng. fuel injection index/load EC_CMS-SAFETY AO3 4..20mA
9020 A ZS1403 engine overload (near limit) EC_CMS-SAFETY DO04 binary

9040 L GOV_EngOvld alarm engine overload EC_CMS-ALARM 35215 .11 50858
9060 A ZSI1401 engine overload (index > 102%) EC_CMS-SAFETY DO05 binary
9080 S SC1706 eng. speed order L27/38: 500..800 rpm EC_CMS-ALARM AI12 4..20mA
9100 S SC1709 constant speed request by external system EC_CMS-SAFETY DI04 binary
9140 head_3 Internal governor supervision

9220 L GI_E_PU12 alarm double pickup error EC_CMS-ALARM 35225 .02 51205
9240 L GI_OvrSpd alarm governor overspeed failure EC_CMS-ALARM 35225 .03 51206
9320 L GI_E_AI alarm governor analog input error EC_CMS-ALARM 35225 .07 51210
9340 L GI_E_PU1 alarm error pickup 1 EC_CMS-ALARM 35225 .05 51208
9360 L GI_E_PU2 alarm error pickup 2 EC_CMS-ALARM 35225 .06 51209
9540 head_2 Main state machine
9560 A SC1730 eng. start valve EC_CMS-ALARM PO02 valve

9580 L sensor fault eng. start valve EC_CMS-ALARM 35219 .01 51073
9600 S ZSC4713 eng. start order EC_CMS-ALARM DI14 binary

9620 L sensor fault engine start order EC_CMS-ALARM 35224 .05 51133
9640 S ZSC4712 eng. stop order EC_CMS-ALARM DI13 binary
9680 A SC1703 eng. stop command (governor stop) EC_CMS-ALARM PO01 binary
9700 L sensor fault eng. stop command (governor stop) EC_CMS-ALARM 35219 .00 51064
9720 S ZS3725 prop. pitch not in zero position, external start blocking EC_CMS-ALARM DI12 binary
9760 S ZS1705 turning gear engaged, limit switch EC_CMS-ALARM DI07 binary 11.99417-0008
9880 S ZS2239 gear ready for operation EC_CMS-ALARM DI15 binary
9920 A ZSC3736 start blocked/start failure active EC_CMS-ALARM DO07 binary
9940 S SC4709 acknowledge remote starting failure EC_CMS-ALARM DI17 binary
10120 head_3 Start blockings

10140 text StSt_StrtBlckAct start blocking active (any) 35230 .06

10500 L StSt_StartFailAct alarm start/stop failure active EC_CMS-ALARM 35232 .01 50842
10520 L StSt_SD_EngNotStp auto shutdown engine not stopping EC_CMS-SAFETY 35206 .12 50082
10540 head_2 Speed state
10560 A SS1704C engine running EC_CMS-ALARM DO04 binary
10580 head_2 Engine running time

10600 text EngRunTmHigh engine run time (high word) 65536 s 35176 x1
10620 text EngRunTmLow engine run time (low word) s 35175 x1
10640 head_2 Operator station
10660 S ZC4757 request external control authority EC_CMS-ALARM DI18 binary
10700 S ZS3701A eng and propeller local control DM_LOP1 DI01 binary
10720 S ZS3701B eng and propeller local control DM_LOP2 DI01 binary
10740 S ZS3702A eng and propeller remote control DM_LOP1 DI02 binary
10760 S ZS3702B eng and propeller remote control DM_LOP2 DI02 binary
10780 A ZS4700 external control active EC_CMS-ALARM DO08 binary
10800 A ZS4703 external control possible EC_CMS-SAFETY DO03 binary

10840 L OpStaChg alarm operator station change EC_CMS-ALARM 35215 .06 50857
10860 head_1 Monitoring and alarms

10880 head_2 Monitoring release
10900 A ECX4731 eng. alarm cut off EC_CMS-ALARM DO05 binary
11000 head_2 Load reduction request
11020 S ZC1711 add. load reduction signal EC_CMS-SAFETY DI07 binary

11040 L sensor fault additional load reduction signal EC_CMS-SAFETY 35210 .12 50561
11060 L ZC1711 load reduction request additional load reduction signal EC_CMS-SAFETY 0s 35208 .11 50362
11080 A SZR1740 load reduction req. EC_CMS-SAFETY DO06 binary 35204 .01
11100 head_2 Shutdown, emergency stop
11120 S ZS1730 emergency stop active EC_CMS-ALARM DI08 binary

11140 L sensor fault emergency stop active EC_CMS-ALARM 35220 .07 51070
11160 L ZS1730 shutdown emergency stop active (any button pressed) EC_CMS-ALARM 35207 .09 50108
11180 S ZS1734 emergency stop lop active DM_LOP1 DI05 binary

11200 L ZS1734 shutdown emergency stop lop active EC_CMS-SAFETY 0s 35207 .08 50092
11220 S ZS4770 emergency stop ecr active EC_CMS-SAFETY DI19 binary

11240 L sensor fault emergency stop ecr active EC_CMS-SAFETY 35211 .13 50575
11260 L ZS4770 shutdown emergency stop ecr active EC_CMS-SAFETY 0s 35207 .07 50086
11280 S ZS4780 emergency stop bridge active EC_CMS-SAFETY DI18 binary

11300 L sensor fault emergency stop bridge active EC_CMS-SAFETY 35211 .14 50576
11320 L ZS4780 shutdown emergency stop bridge active EC_CMS-SAFETY 0s 35207 .06 50084
11340 A SZ1733 eng. safety stop command EC_CMS-SAFETY PO01 valve 35204 .00
11360 L sensor fault eng. safety stop command EC_CMS-SAFETY 35210 .00 50563
11380 A ZC4724 request zero pitch / shutdown EC_CMS-SAFETY DO07 binary
11400 S ES4743A additional shut down signal, gear luboil pressure low Optional EC_CMS-ALARM DI09 binary
11420 L sensor fault additional shut down signal EC_CMS-ALARM 35224 .10 51138
11440 L ESZ4743 auto shutdown from alarm system additional shut down signal EC_CMS-ALARM 0s 35206 .14 50104
11460 S ES4743B additional shut down signal, gear luboil pressure low Optional EC_CMS-SAFETY DI09 binary
11480 L sensor fault additional shut down signal EC_CMS-SAFETY 35211 .11 50573
11500 L ESZ4743 auto shutdown additional shut down signal EC_CMS-SAFETY 0s 35206 .13 50088
11560 head_2 Override
11580 S ZS4744 override external EC_CMS-SAFETY DI16 binary
11680 C ALSYS_OVRD_RD override: load reduction required calculated 35204 .09
11700 C ALSYS_OVRD_SD override: stop required calculated 35204 .08
11720 head_2 System monitoring
11740 A EAX4911 no common safety system failure EC_CMS-SAFETY DO01 binary
11760 A EAX4921 no common monitoring system failure EC_CMS-ALARM DO01 binary
11770 A no alarm active open if any alarm (engine, LPCS) active DM (all) DO03 binary
11780 C ALSYS_ANY_GEN_PRE general/prewarn active calculated 35204 .02
11800 C ALSYS_ANY_SYS any system alarm active calculated 35204 .03
11820 head_1 Communication

11840 head_2 CAN and module supervision
11920 L ComAL_SS alarm no communication with ec-safety EC_CMS-ALARM 35220 .03 51186
11940 L ComAL_SO alarm no communication with ec-splashoil EC_CMS-ALARM 35220 .04 51187
11960 L ComAL_LOP1 alarm no communication with lop1 EC_CMS-ALARM 35220 .00 51189
11980 L ComAL_LOP2 alarm no communication with lop2 EC_CMS-ALARM 35220 .01 51190
12100 L ComSS_AL alarm no communication with ec-alarm EC_CMS-SAFETY 35211 .03 50602
12120 L ComSS_SO alarm no communication with ec-splashoil EC_CMS-SAFETY 35211 .04 50604
12140 L ComSS_LOP1 alarm no communication with lop1 EC_CMS-SAFETY 35211 .00 50605
12160 L ComSS_LOP2 alarm no communication with lop2 EC_CMS-SAFETY 35211 .01 50606
12240 head_2 Modbus interface
12260 head_3 Modbus interface to ship alarm system

12280 text Modbus ship alarm system - A EC_CMS-ALARM RS422/485 bus
12320 text MODB_ALIVE modbus alive-bit, toggles every 5s 35234 .00

12340 head_2 ECR connection
12400 head_1 Gearbox
12420 head_2 Gear lube oil monitoring
12480 S PT2231A gearbox lube oil pressure 0..10 bar Optional EC_CMS-ALARM AI10 4..20mA 35110 x100
12500 L sensor fault gearbox lube oil pressure EC_CMS-ALARM 35112 .10 51079
12520 L PTAL2231 alarm gearbox lube oil pressure low EC_CMS-ALARM 0.4 bar,L 0.1 bar 4s 35215 .00 50830
12540 L PTZL2231 auto shutdown from alarm system gearbox lube oil pressure low EC_CMS-ALARM 0.2 bar,L 0.05 bar 4s 35206 .11 50098
12560 S PT2231B gearbox lube oil pressure 0..10 bar Optional EC_CMS-SAFETY AI10 4..20mA
12580 L sensor fault gearbox lube oil pressure EC_CMS-SAFETY 35112 .12 50565
12600 L PTZL2231 auto shutdown gearbox lube oil pressure low EC_CMS-SAFETY 0.2 bar,L 0.05 bar 4s 35206 .10 50008
12620 S ZC2739 gearbox common load reduction EC_CMS-SAFETY DI08 binary
12640 L sensor fault gearbox common load reduction EC_CMS-SAFETY 35211 .08 50570
12660 L ZC2739 load reduction request gearbox common load reduction EC_CMS-SAFETY 0s 35208 .10 50360
12680 head_2 Gear lube oil pump control
12700 A PCZ2290 gear lub. oil start stb. pump EC_CMS-SAFETY DO02 binary
12720 L GrLoPmp_Stby standby alarm gear lube oil pressure low standby limit underrun,start standby pump EC_CMS-ALARM 35215 .13 50851
13220 head_2 Clutch control
13240 S PSH2734 clutch engaged (cpp/fpp) EC_CMS-ALARM DI19 binary
2013-07-30 - en
MAN Diesel & Turbo
-
L27/38;
Plate PT - Pressure sensor
1 (2)
P18412-03-L2738-P
P18412-03-L2738-P

PT - Pressure sensor
3 Pressure transmitter
P18412-03-L2738-P
2013-07-30 - en
Plate
2 (2) -
L27/38;
2015-09-30 - en
MAN Diesel & Turbo
-
L27/38;
Plate PT - Pressure sensors
1 (2)
P18412-06-L2738-P
P18412-06-L2738-P

PT - Pressure sensors
1 Panel with transmitter

A2 Test block
A3 Test block
A4 Pressure transmitter
A5 Pressure transmitter
A7 Angle plug
3 Panel with transmitter
B4 Pressure transmitter
B9 Angle plug
P18412-06-L2738-P
2015-09-30 - en
Plate
2 (2) -
L27/38;
2015-10-19 - en
MAN Diesel & Turbo
L27/38;
010.290.040 -
Plate TE - Temperature sensors
1 (4)
P18416-04-L2738-P
P18416-04-L2738-P

TE - Temperature sensors
1 Resistance temperature sensor

5 Sealing ring
6 Angle plug
P18416-04-L2738-P
2015-10-19 - en
Plate
2 (4) 010.290.040 -
L27/38;
2015-10-19 - en
MAN Diesel & Turbo
L27/38;
010.290.040 -
Plate TE - Temperature sensors
3 (4)
P18416-04-L2738-P
P18416-04-L2738-P

TE - Temperature sensors

5 Sealing ring
6 Angle plug
P18416-04-L2738-P
2015-10-19 - en
Plate
4 (4) 010.290.040 -
L27/38;
2013-03-04 - en
MAN Diesel & Turbo
-
L27/38;
Plate LSH1332 – level sensor
1 (2)
P18420-04-L2738-P
P18420-04-L2738-P

LSH1332 – level sensor
1 Level alarm
A60 Level switch
A110 Sealing ring
P18420-04-L2738-P
2013-03-04 - en
Plate
2 (2) -
L27/38;
LSL1231 - level sensor

P18420-06-L2738-P
2015-09-15 - en
Plate
SaCoSone - 5, 6 and 7 cyl. - 1 (2)

L27/38;

LSL1231 - level sensor
5 Level switch
7 Cable gland
10 Cable head
P18420-06-L2738-P
2015-09-15 - en
Plate
2 (2) SaCoSone - 5, 6 and 7 cyl. -

L27/38;
2013-07-30 - en
MAN Diesel & Turbo
-
L27/38;
Plate TE - Exhaust temperature sensors
1 (2)
P18424-06-L2738-P
P18424-06-L2738-P

TE - Exhaust temperature sensors
1 Exhaust gas temperature sensor

12 Sensor pocket
13 Sensor pocket
14 Clamp
15 Screw
P18424-06-L2738-P
2013-07-30 - en
Plate
2 (2) -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
L27/38;
010.290.310 -
Plate TE - temperature sensors - Bearings
1 (2)
P18427-02-L2738-P
P18427-02-L2738-P

TE - temperature sensors - Bearings
1 Temperature sensor
9 Clamping ring
10 Seal ring
P18427-02-L2738-P
2013-06-26 - en
Plate
2 (2) 010.290.310 -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
L27/38;
010.290.120 -
Plate TE - temperature sensors - Splash oil
1 (2)
P18427-03-L2738-P
P18427-03-L2738-P

TE - temperature sensors - Splash oil

P18427-03-L2738-P
2013-06-26 - en
Plate
2 (2) 010.290.120 -
L27/38;
2013-06-26 - en
MAN Diesel & Turbo
L27/38;
010.290.010 -
Plate SE1704B/C - Tacho sensor
1 (2)
P18428-05-L2738-P
P18428-05-L2738-P

SE1704B/C - Tacho sensor
1 Impulse transmitter
2 Angle plug
4 Seal ring
P18428-05-L2738-P
2013-06-26 - en
Plate
2 (2) 010.290.010 -
L27/38;
MAN Diesel & Turbo
Tools
Work Card Function of the hydraulic tools ...................................... M190101-01
Application of hydraulic tools ........................................ M190102-02
Plate Standard tools (unrestricted service) ............................ P19000-03-L2738-P

Dry cleaning device – turbine cleaning .......................... P19012-13-L2738-P
Table of contents
2018-01-12 - en
1 (1)
P-28049 - L27/38-P EN
Function of the hydraulic tools

Safety precautions
Manpower
- -
Special tools
Data

- -
Starting Position
Application of hydraulic tools, see work card M190102.
Procedure
Safety hints and function of hydraulic tools.
2017-01-24 - en
M190101-01
Work Card
- 1 (10)
L27/38;
Function of the Bolt Tensioning Device

In order to achieve an optimal result with one or several devices, some rules
have to be considered. We expressly point out that a conscientious handling
of the device as well as the accessories is of highest importance. To ignore
these rules or separate hints means danger to life or danger of injuries! See
Safety Hints.
Safety hints
Beside regarding the general accident-prevention rules, the safe handling of
the device and the hydraulic accessories demand especially the considera-
tion of the following hints. When disregarding even single items, you can
cause danger to life and/or danger of injuries!
1. When leakages occur during the pressurization, bleed pressure immedi-
ately and seal the leakage or replace defect parts.
2. In case of repair, use exclusively original spare parts. Inexpert substitu-
tion of damaged parts by non-original spare parts is prohibited.
3. All assembly parts are to be handled in correspondence to the working
cards only. A change in the procedure or another operation of the
device is not allowed.
4. Make sure that the components to be tensioned do not exceed the
admissible strain.
5. In order to use the device, the thread has to be sufficiently exceeding in
order to avoid that the turn of a thread cracks, see item 4.
6. During the pressurization the people involved have to remain in an
appropriate distance. Staying in direction towards the bolt axis is forbid-
den.
7. Tensioning pressures or tensioning forces are to be given or changed
by authorized personnel only while considering the admissible compo-
nent loads, see item 4.
8. The operation and handling of the device are to be carried out by expert
staff only.
9. The given max. operation pressure is not to be exceeded in any case
and is to be watched at the manometer of the pressure generator dur-
ing the complete tensioning or loosening procedure. When having ach-
ieved the given pressure, stop the pressurization immediately.
10. During the pressurization when tensioning or loosening the bolt connec-
tion, always watch the admissible stroke of the device. Exceeding this
stroke is connected with insufficient generating of tensioning force
because the device is tensioned in itselve or the hydraulic pressure is
bleeded automaticly.
11. On principle, when connecting high-pressure hoses it has to be taken
care that the connections are correct (see also separate hints).
2017-01-24 - en
12. The hydraulic hoses have to be installed in a way that they are not run
over by vehicles or unnecessarily walked over by people. Never lay
M190101-01
Work Card
hoses across sharp objects (danger of cuts) and never bend or jam
them in.
13. Never hold or transport the device by using the high-pressure hoses.
2 (10) -
L27/38;
14. An incorrect working manometer that doesn´t show the right pressure

leads to overstressing of the parts and to an incorrect bolt connection.
Apart from damaged parts an incorrect bolt connection can also cause
conditions that are danger to life. Therefore take care that the manome-
ter shows the right value or the tensioning force is checked in an other
way (for example by using a master manometer). Tensioning forces can
be checked for example by measuring the linear deformation. Damaged
manometers have to be exchanged immediately.
Working Hints
In order to achieve a bolt connection of high precision, it is vital to consider
the following working hints:
▪ Prior to setting the device, clean all threads and remove possible dam-
ages in order to avoide a “freeze on”.
▪ The base plate for the device must be plain and free of dirt. Further
check the squareness towards the bolt axis in order to avoid that the bolt
has a bending stress during the pressurization (tensioning).
▪ The stroke of the device may not at any point be exceeded.
▪ For transporting the device it is necessary to uncouple all high-pressure
hoses.
▪ After each pressurization, bring the device back to zero, see also Piston
Return Stroke.
Turnable Connection Unit

In order to simplify the connection of the hydraulic hose, a turnable connec-
tion unit is mounted on some devices.
The turnable connection unit consists of the following components:
▪ bolt nipple
▪ disc
▪ seal
▪ securing ring
Furthermore, an entry guide is available or contained in the scope of supply,
see fig.1.
2017-01-24 - en
M190101-01
Work Card
Figure 1: Turnable connection unit
- 3 (10)
L27/38;
Exchange of the Seals

Should leakages show up at the connection unit, it might be necessary to
exchange the seals.
For doing so, loosen the securing ring and take the disc off the bolt nipple.
Having removed the seals, clean the components with fluff-free cleaning
material. You can also apply compressed air. Having checked the compo-
nents for damages and oiled them slightly, apply new seals by help of the
entry guide and reassemble the turnable connection unit.
Hint:
▪ For the cleaning, never use aggressive cleaning liquids.
▪ For oiling the parts, use exclusively hydraulic oil.
▪ For replacements, use exclusively new seals.
Coupling of the High-Pressure Hoses

▪ Only couple when the hydraulic system is in a pressureless condition.
▪ To produce a high-pressure connection, put one coupling and one nipple
into each other while the coupling socket is pulled back. When letting the
coupling socket go, there is a form fit barring the connection.
▪ By drawing the hose with a manual force of about 100 N make sure that
the connection is correctly barred.
▪ For decoupling the high-pressure hose in a pressureless condition, first
pull back the coupling socket and then take off the hose.
Figure 2: Coupling of the high-pressure hoses.

Hoses with fast-lock coupling sockets avoid, also when uncoupled, that oil
runs out. When the hoses get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible. By loosening one screw
connection (see fig. 2) the pressure can be bleeded
▪ To avoid a contamination use protecting caps for the sockets.
Tensioning Procedure with Elongation Measuring

1) Mount the two dial gauges on the hydraulic tools, fig 3.
For a correct measuring the dial gauge has to be mounted with the
magnetic bracket on the housing of the hydraulic tool
2017-01-24 - en
2) Tension bolts simultaneously by use of the hydraulic tightening tool to

a pressure of Pv, see description D100.
M190101-01
Work Card
3) Set the dial gauges to "0"

4) It is not allowed that there is clearance between the assembled com-
ponents
5) Load the bolts to the specified pressure Ps, see description D100
4 (10) -
L27/38;
6) Tension both the nuts hand-tight

7) Release the pressure
1 Dial gauge 2 Hydraulic tight-

ening tool
3 Nut 4 Screw
Figure 3: Hydraulic tool for tightening of bolts
8) Tension the bolts again to a pressure of Pv, see description D100.

9) Read elongation of the bolt Δl on the dial gauge and compare with the
value in description D100.
10) Release the pressure and remove the hydraulic tensioning tools.
The bolts should be tightened to the specified tensioning pressure, not

according to the elongation. The elongation only serves as a means of
control. In case of excessive deviations, repeat the tensioning
procedure and check the measuring instruments and / or pressure
gauges
2017-01-24 - en
Figure 4: .
The bolts must be replaced in the following cases:
M190101-01
Work Card
▪ In case dent marks are observed at the surface

▪ In case corrosion is observed at the surface
▪ In case any damage to the thread is observed
- 5 (10)
L27/38;
▪ In case the hydraulic pressure of maximum 5% of the tightening pressure

has been exceeded during tightening or loosening of the bolt connection
▪ In case the maximum limit for the elongation is exceeded during the
tightening of the bolt
▪ In case the total length of the unloaded bolt, please see description
D100.
Tensioning Procedure without Elongation Measuring

Prior to the tensioning procedure make sure that the components to be ten-
sioned are correctly positioned towards each other. Then screw the device
onto the bolt.
First put the support sleeve on the bolt and align it centrically to the bolt axis.
When screwing on the device take care that the support sleeve at the cylin-
der is correctly centered (consider centering shoulder).
Screw the device until the support sleeve or the support cylinder fits exactly
to the flange. The piston of the device must be at its zero position. Further-
more, take care that the hydraulic connector and the window for the adjust-
ing rod is well accessible.
If necessary, turn back the device, but make sure that the max. admissible
stroke of the device is not exceeded. Beside that, it has to be ensured that
the cylinder and the support sleeve remain centrically towards each other
(consider centering shoulder).
Having made all hydraulic connections correctly, see fig. 2, start the pressuri-
zation for the tensioning procedure. If the necessary pressure is achieved
stop pressurization. The inducted force causes the bolt to extend or an edg-
ing of the components to be tensioned so that the main nut is lifted from the
flange. Screw it back to the flange, see fig. 5. Check by help of a feeler
gauge leaf whether the main nut really fits tight to the flange. After that, bleed
hydraulic pressure. Now the connection is tensioned.
Having brought the piston to its zero position, see fig. 6, the hydraulic hoses
can be decoupled. In order to prevent impurities, it is advisable to close cou-
pling sockets and coupling nipples at once by protecting caps. The device
can be unscrewed from the bolt.
▪ Always consider the safety and working hints!
Loosening Procedure
In order to loosen an existing bolt connection, screw the device onto the
bolt. First put the support sleeve on the bolt and align it centrically to the bolt
axis. When screwing on the device take care that the support sleeve at the
cylinder is correctly centered (consider centering shoulder).
The piston of the device must be at its zero position. Having screwed the
device down until the support sleeve or the support cylinder fits tight to the
flange, turn back the device by at least the value (slit measure) which the bolt
and the components spring back elastically during the loosening procedure.
2017-01-24 - en
Hint:
The adjusted slit measure may never exceed the admissible stroke of the
M190101-01
Work Card
device! Furthermore, take care that the window for the adjusting rod are well
accessible.
Having made all hydraulic connections correctly, see fig. 2, start the pressuri-
zation.
6 (10) -
L27/38;
During the pressurization, a slight turn-back momentum is applied to the

main nut with the adjusting rod. At the moment, when the main nut can be
loosened, interrupt the pressurization. Should it not be possible to loosen the
main nut when achieving the original tensioning pressure, interrupt the pres-
surization immediately. Find the cause with expert staff.
Having achieved the loosening pressure, turn back the main nut by the value
that the bolt and the components spring back during the loosening proce-
dure. The slit measure, however, must be lower than the slit measure adjus-
ted at the device before, see also hint b.
The main nut may never be turned back until it fits to the piston or the cylin-
der since then the device can be tensioned in itself.
Having turned back the main nut, the pressure can be bled. The bolt con-
nection is loosened. Before unscrewing the device, bring the piston back to
its zero position, see fig. 6. After that, the hydraulic hoses can be decoupled.
In order to prevent impurities, it is advisable to close coupling sockets and
coupling nipples at once by protecting caps. The device can be unscrewed
from the bolt.
▪ Make sure that no operational forces (e.g. inner pressure) affect the com-
ponents to be loosened since only part of the bolts take over these
forces and thus the bolts, which are not yet loosened, might be overbur-
dened.
▪ The pressure when the main nut can be loosened may never exceed the
tensioning pressure by help of which the connection was tensioned!
Should it not be possible to loosen the main nut when reaching the origi-
nal tensioning pressure interrupt the pressurization immediately. Find the
cause with expert staff.
▪ Always consider the safety and working hints!
Hint:
1. Should it be impossible to unscrew the device after the depressuriza-
tion, it has been turned back by a too low measure prior to the pressuri-
zation. Pressurize again until the original tensioning pressure is reached,
turn the main nut and bleed the pressure again (tensioning procedure).
Now you can turn back the device further. (Attention: consider the
admissible stroke of the device!) Now repeat the loosening procedure
explained above.
2. Should it be impossible to loosen the main nut after the depressuriza-
tion, it has been turned back by a too low measure prior to the pressuri-
zation. Pressurize again and turn the main nut further back. Bleed the
pressure again.
Hint:
Never screw the main nut back until it fits to the piston since the device can
be tensioned in itself.
Adjustment and Turn Back of the Main Nut

During the pressurization of the device, the bolt is being extended by the ten-
2017-01-24 - en
sioning force and the components are being edged. The result is that the
main nut does no longer fit to the flange.
M190101-01
Work Card
Having achieved the necessary pressure, adjust the main nut - when tension-
ing - until it fits to the flange again before bleeding the pressure, see Tension-
ing Procedure. When loosening the bolts, turn back the main nut after the
pressurization according to the bolt and component deformations, (see
Loosening Procedure.
- 7 (10)
L27/38;
Hint:
During the loosening procedure, never turn back the main nut until it fits to
the piston or the cylinder since the main nut sticks after the depressurization.
The main nut is equipped with several radial bores where the adjusting rod
can be put in. The main nut is accessible through the window in the support
sleeve.
Figure 5: Adjustment and turn back of the main nut.
Piston Return Stroke

After each pressurization it must be ensured that the piston of the device is
brought back to its zero position. On principle, it has to be considered that
hydraulic oil is being displaced from the piston area. In order to enable the oil
to flow back to the tank of the pressure generator, the corresponding
hydraulic connections must be done.
The piston return stroke is done by a screw-down at the bolt itself before the
device is taken off.
Hint:
When using fast lock coupling elements, the oil’s running out and thus a pis-
ton return stroke in an uncoupled condition is impossible!
During the piston return stroke, considerable back-pressures can occur in
the piston area of the device since quite large quantities of oil have to flow
back through the small cross sections of the high-pressure connections.
In order not to unnecessarily increase the force for the piston return stroke
turn the piston slowly. On principle the piston of the device has to be pushed
back until it fits to the cylinder again.
Figure 6: Piston return stroke

2017-01-24 - en
Exchange of the Seals

M190101-01
Work Card
Should leakages occur at the piston of the device, an exchange of the seals
might be necessary.
Drive out the piston by carefully beating with a hammer while using a plastic
8 (10) -
L27/38;
spacer in order to protect the device from unnecessary damages. After

removing the hydraulic connector, you can also carefully lead compressed air
into the piston area.
Attention:
Sudden input of compressed air can lead to the piston’s uncontrolled outlet.
After removal of the piston, the seals and the backup rings can be removed
from the piston and the cylinder.
Carefully clean the components with fluff-free material and check them for
damages. If necessary, use compressed air for the cleaning, but never
aggressive cleaning liquids. After that, slightly oil these components with
hydraulic oil and assemble new backup rings as well as new seals to the pis-
ton and the cylinder according to the drawing.
Figure 7: Exchange of the seals

As shown in the picture, first assemble the backup ring, then put the seal
onto the backup ring. Piston and cylinder can now be assembled again by
putting the components together. By slightly hammering on the piston (with
plastic spacer), it can be driven in until it fits tightly to the cylinder (piston in its
zero position). It is essential that the piston does not tilt during being driven in
since this might damage the seals as well as the components. When assem-
bling the piston it has to be taken care that the air can come out of the piston
area.
Maintenance and Storage

Regular maintenance of the device is not necessary, but you should consider
the following points:
▪ Storage
– After each operation, repair possible damages and clean the device
in order for it to be ready for the next operation immediately. In order
to avoid a corrosion it is advisable to oil the device and especially its
thread. All coupling nipples, coupling sockets and also loosened
screw connections are to be closed by protecting caps.
– In addition, check the components of the device and its accessories
for completion.
Keep the device in the tool box also offering protection from
mechanical damages.
The temperature must be between -20 C and +70 C in order to
2017-01-24 - en
exclude a damage of the seals.

M190101-01
Work Card
▪ Start-up of the device

– Prior to the device’s operation, repair possible damages and clean
the device.
- 9 (10)
L27/38;
– Check the components of the device and its accessories for comple-
tion.
– The operating manual has to be read by all users.
2017-01-24 - en
M190101-01
Work Card
10 (10) -
L27/38;
Application of hydraulic tools

Safety precautions
▪ Engine stopped
▪ Shut-off cooling water
▪ Shut-off fuel oil
▪ Press blocking - reset
Manpower
- -
Special tools
- - See page 2-4
Data

1 9000 -
Starting Position
Function of hydraulic tools, see work card M190101.
2017-02-15 - en
Procedure
M190102-02
Work Card
This working card gives the information for application of hydraulic tools, to
be used in connection with working card 90 101-01.
TierII - 1 (4)
L27/38;
Figure 1: Counter weight
2017-02-15 - en
M190102-02
Work Card
Figure 2: Cross bolt and tierod
2 (4) TierII -
L27/38;

Figure 3: Cylinder head
2017-02-15 - en
Figure 4: After main bearing

M190102-02
Work Card
TierII - 3 (4)
L27/38;
2017-02-15 - en
Figure 5: Connection rod

M190102-02
Work Card
4 (4) TierII -
L27/38;
Standard tools (unrestricted service)

Cylinder head
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Valve spring tightening 1 014
device
Lifting tool for cylinder unit 1 038
Broad chissel 1 473
P19000-03-L2738-P
2016-10-18 - en
Description
Tier II - 1 (10)
L27/38;

Removing device for flame 1 021
ring
Guide bush for piston 1 045
Tool for fixing of marine 1 060

head for counterweight
Fit and removal device for 1 069

connecting rod bearing, incl
eye screws (2 pcs)
P19000-03-L2738-P
2016-10-18 - en
Description
2 (10) Tier II -
L27/38;

Lifting device for cylinder 1 082
liner
Lifting device for piston and 1 104

connecting rod
Piston ring opener 1 190
Supporting device for con- 1 212

necting rod and piston in
the cylinder liner
P19000-03-L2738-P
2016-10-18 - en
Description
Tier II - 3 (10)
L27/38;
Operating gear for inlet and exhaust valves

Feeler gauge 1 010
Socket wrench 1 652
Socket wrench and torque 1 664

spanner 1 676
P19000-03-L2738-P
2016-10-18 - en
Description
4 (10) Tier II -
L27/38;

Dismantling tool for main 1 035
bearing upper shell
P19000-03-L2738-P
2016-10-18 - en
Description
Tier II - 5 (10)
L27/38;
Turbocharger system
Eye screw for lifting 1 036
Container complete for 1 355

water washing of compres-
sor side
Blowgun for dry cleaning of 1 136

turbocharger
Water washing of turbine 1 481

side, complete
P19000-03-L2738-P
2016-10-18 - en
Description
6 (10) Tier II -
L27/38;

Fuel oil system
Pressure testing tool,
incl item 051, 053, 054 1 050
Clamping bracket for
fuel injector 1 051
Fuel pipe 1 053
Pressure pump 1 054
Grinding device for

nozzle seat, incl item
747, 759 1 074
Grinding paper 1 747
Plier 1 759
Extractor device for injector 1 407

valve
Eye screw for lifting 1 032

P19000-03-L2738-P
2016-10-18 - en
Description
Tier II - 7 (10)
L27/38;


Combination spanner, 36 1 772
mm
Crow foot, 36 mm 1 784
Long socket spanner 3/4" 1 880

41 mm
Adapter for torque spanner 1 892

1/2" - 3/4"
Torque spanner 1/2" 1 902

50-300 Nm
P19000-03-L2738-P
2016-10-18 - en
Description
8 (10) Tier II -
L27/38;

Hydraulic tools
Hydraulic tools complete
consisting of the following
3 boxes: 806
Pressure pump box 1,
consisting of: - -
Pressure pump, complete 1 011
Manometer 1 023
Gasket 1 024
Quick coupling 1 025
Distributor 1 026
Hydraulic tools box 2
consisting of: 1 633
Pressure part,
long M39 x 2 4 059
Pressure part,
short M39 x 2 2 072
Tension screw M39 x 2 4 118
Hydraulic tightening
cylinder M39 x 2 4 263
P19000-03-L2738-P
2016-10-18 - en
Description
Tier II - 9 (10)
L27/38;


Hydraulic tools box 3
consisting of: 1 581
Pressure part
M24/27 x 2 2 096
Tension screw
M24/27 x 2 2 131
Distribution piece,
cylinder head 1 143
Distribution piece,
main bearing 1 167
Hose with unions for
cylinder head 4 180
Hose with unions for
connecting of oil pump
and distributing block 1 202
Spare parts for
hydraulic tool M39 x 2 1 226
Spare parts for
Spare parts for
Spare parts for
cylinder M24/27 x 2 2 246
Angle piece 2 358
Tommy bar 1 334
Tommy bar 1 556
Pressure part M36 x 2 2 371
Pressure part M30 x 2 2 383
Measuring device 2 533
P19000-03-L2738-P
2016-10-18 - en
Description
10 (10) Tier II -
L27/38;
2013-07-05 - en
MAN Diesel & Turbo
-
L27/38;
Plate Dry cleaning device – turbine cleaning
1 (2)
P19012-13-L2738-P
P19012-13-L2738-P

Dry cleaning device – turbine cleaning
0 Blowgun complete
1 Snap coupling
2 Hexagon nipple
3 Tee
4 Ball valve
5 Snap coupling
6 Snap coupling
7 Packing rings
8 Pipe
9 Container complete
10 Socket
P19012-13-L2738-P
2013-07-05 - en
Plate
2 (2) -
L27/38;

01 - Engine Doc - P-28049 - L2738-P - EN

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MAN Diesel & Turbo D100-01

How do I order spare parts?

When ordering spare parts (or reference is made in correspondence), you

4. Spare part plate no (incl edition no – ex. P11010–01)

6. Description of part and quantity required (eg 2 gaskets)

How to return spare parts?

Your opinion counts!

Your opinion counts!

How do you rate the overall level of satisfaction with the

Ring binders and organisation

Labelling of ring binders

Structuring of information and documents

Access aids (contents page, index, register, etc.)

Preparation of CDs/DVDs (navigation, etc.)

Readability of texts and drawings (paper, CD/DVD)

Scope of information provided

Data Acceptance test protocol ............................................. P-28049-02-11

General safety precautions

General safety precautions

Engine room staff

Minimum safety equipment requirements:

Keep clear of the space below a crane with load.

from leakages, is easily inflammable and should be renewed.

General safety precautions

Following safety equipment respectively safety measures must be provided by yard/end-

paid to the execution of the electrical equipment. By selection of suitable

specialized companies and personnel, it has to be ensured that a faulty

▪ Installation of flexible connections

General safety precautions

Figure 1: Warning sign

– Prohibited area signs

Dependending on the application, it is possible that specific operat-

For work on the engine working platforms/scaffolds must be provided

and further safety precautions must be taken into consideration. Among

General safety precautions

Fuel nozzle testing

General safety precautions

This warning is used when an operation, procedure, or use may cause

This warning is used when an operation, procedure, or use may cause

This warning is used when an operation, procedure, or use may cause

This warning is used when an operation, procedure, or use may cause

Subsuppliers and external equipment

The area around the engine

The area around the engine must be clean and tidy!

Use original tool!

Tool and wire

Use original tool!

Be aware of stored energy source!

Air supply must not be interrupted when engine is running

Do not reach inside engine!

General safety precautions

Data sheet signs

Warning signs Mandatory action signs

Explosive material Wear ear protec-

Drop (fall) Wear eye protec-

Slippery surface Wear safety foot-

Electricity Wear protective

Overhead load Wear face shield

Hot surface Wear head protec-

Crushing Wear mask

Overhead obstacle Wear respitory pro-

Flammable Wear safety har-