L21-31 GenSet TierII

L21/31
Instruction Manual - Marine

Four-stroke GenSet
compliant with IMO Tier II
Complete manual
date 2012.11.08
MAN Diesel
GenSet Index
L21-2
Text Index Drawing No.
Engine data 500/600
Preface Description A5000

Warning Description A5001
Questionnaire Description A5002
Main particulars Description 500.00 (25)
Introduction Description 500.01 (03)
Safety Description 500.02 (02)
Cross section Description 500.05 (11)
Key for engine designation Description 500.10 (02)
Designation of cylinders Description 500.11 (03)
Engine rotation clockwise Description 500.12 (02)
Code identification for instruments Description 500.20 (04)
Introduction to plant maintenance program Description 500.24 (03)
Planned maintenance programme, major overhaul/inspection Description 500.25 (38)
Planned maintenance programme, duties during operation Description 500.26 (21)
Operation data & set points Description 500.30 (87)
Green Passport Description 500.33 (02)
Data for pressure and tolerance Description 500.35 (58)
Data for tightening torque Description 500.40 (44)
Declaration of weight Description 500.45 (09)
Ordering of spare parts Description 500.50 (03)
How to return spare parts Description 500.51 (05)
Service letters Description 500.55 (01)
Conversion table Description 500.60 (01)
Basic symbols for piping Description 500.65 (01)
Operation of engine 501/601
Operation Description 501.01 (20)

Out of service Description 501.05 (07)
Starting-up after repair Description 501.10 (03)
Guidelines for longterm low-load operation on HFO Description 501.15 (03)
Guidelines regarding MAN Diesel GenSets operating on low Description 501.16 (02)
sulphur fuel oil
Performance and condition 502/602
Engine performance and condition Description 502.01 (08)

Evaluation of readings regarding combustion condition Description 502.02 (04)
Condensate amount Description 502.05 (03)
Engine performance data Working card 502-01.00 (11)
Check of leakages from inspection holes Working card 502-05.00 (03)
Trouble shooting 503/603
Starting failures Description 503.01 (02)

Faults in fuel oil system Description 503.02 (05)
Disturbances during running Description 503.03 (06)
Ignition in crankcase Description 503.04 (03)
Trouble shooting guide for centrifugal by-pass filter Description 503.05 (03)
Trouble shooting guide for air starter Description 503.06 (04)
Trouble shooting for cooling water system Description 503.09 (03)
Trouble shooting for lubricating cooler Description 503.10 (01)
Media specification 504/604

MAN Diesel
Index GenSet
L21-2
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Description 3.3.6-01
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil Description 3.3.5-01
(MGO/MDO) and biofuel
Treatment and maintenance of lubricating oil Description 504.03 (07)
Criteria for cleaning/exchange of lubricating oil Description 504.04 (07)
Lubricating points Description 504.05 (03)
Lubricating oil in base frame Description 504.06 (15)
Specific lubricating oil consumption - SLOC Description 504.07 (03)
Heavy fuel oil (HFO) specification Description 3.3.3-01
Diesel oil (MDO) specification Description 3.3.2-01
Gas oil / diesel oil (MGO) specification Description 3.3.1-01
Bio fuel specification Description 3.3.1-02
Crude oil specification Description 504.24 (01)
Viscosity-temperature diagram (VT diagram) Description 3.3.4-01
Firing pressure comparison Description 504.28 (03)
Firing pressure comparison Description 504.28 (04)
Fuel oil cleaning Description 504.30 (01)
Engine cooling water specifications Description 3.3.7-01
Cooling water inspecting Description 000.07-01
Cooling water system cleaning Description 000.08-01
Water specification for fuel-water emulsions Description 3.3.10-01
Specifications for intake air (combustion air) Description 3.3.11-01
Cylinder head 505/605
Cylinder head Description 505.01 (05)

Dismantling of cylinder unit from engine Working card 505-01.00 (13)
Disassembly of cylinder unit Working card 505-01.01 (05)
Inspection of inlet valve, exhaust valve and valve guide Working card 505-01.05 (06)
Reconditioning of valve spindle seat and valve seat ring Working card 505-01.10 (04)
Valve rotator Working card 505-01.15 (05)
Replacement of valve guide Working card 505-01.20 (10)
Indicator valve Working card 505-01.26 (05)
Replacement of valve seat ring Working card 505-01.35 (04)
Inspection of cylinder head cooling water space Working card 505-01.45 (03)
Assembly of cylinder unit Working card 505-01.50 (06)
Mounting of cylinder unit in engine Working card 505-01.55 (08)
Cylinder head Plate 50501-27
Valve spindles and valve gear Plate 50502-17
Water guide jacket Plate 50507-03
Indicator valve Plate 50508-04
Cylinder head, top cover Plate 50510-08
Cylinder unit Plate 50515-19
Piston/connecting rod 506/606
Piston, connecting rod and cylinder liner Description 506.01 (08)

Separation/assembly of piston, connecting rod and piston rings Working card 506-01.05 (08)
Piston Working card 506-01.10 (09)
Connecting rod Working card 506-01.15 (09)
Criteria for replacement of connecting rod big-end and main bearing Working card 506-01.16 (02)
shells
Criteria for replacement of connecting rod big-end and main bearing Working card 506-01.16 (04)
shells
Removal/mounting of marine head from engine Working card 506-01.24 (01)
Hydraulic tightening of connecting rod and marine head screws Working card 506-01.25 (08)
In-situ inspection of connecting rod big-end bearing Working card 506-01.30 (06)
MAN Diesel
GenSet Index
L21-2
Inspection of cylinder liner Working card 506-01.35 (10)

Grinding of seal face on cylinder liner and cylinder head Working card 506-01.45 (05)
Dismantling of piston and cylinder liner at low overhaul height Working card 506-01.50 (05)
Piston Plate 50602-03
Connecting rod Plate 50603-02
Connecting rod bearing Plate 50604-02
Piston rings Plate 50605-02
Cylinder liner Plate 50610-12
Camshaft 507/607
Camshaft and camshaft drive Description 507.01 (06)

Check of camshaft and camshaft drive Working card 507-01.00 (06)
Inspection and replacement of camshaft bearing Working card 507-01.05 (07)
Adjustment of camshaft for valve and injection timing Working card 507-01.20 (19)
Measure of fuel pump lead Working card 507-01.25 (01)
Intermediate wheel Plate 50701-05
Camshaft (valve camshaft) Plate 50705-12
Camshaft (injection camshaft) Plate 50705-11
Operating gear 508/608
Operating gear for valve and fuel injection pumps Description 508.01 (05)
Inspection of valve roller guide Working card 508-01.00 (14)
Control and adjusting of valve clearance Working card 508-01.10 (14)
Roller guide and push rods Plate 50801-15
Control/safety 509/609
Safety, control and monitoring system Description 509.01 (16)

Communication from the GenSet Description 509.55 (14)
Function test of shutdown Working card 509-01.05 (11)
Actuator and actuator drive Plate 50901-31
Regulating device Plate 50902-15
Regulating device Plate 50902-18
Instruments Plate 50907-21
Level switch in oil sump (LAL/LAH 28) Plate 50920-11
Fuel oil leakage alarm (LAH 42) Plate 50925-07
HT water preheater panel Plate 50952-02
Turning gear control panel Plate 50953-01
Crankcase oil temperature monitoring/oil splash Plate 50962-04
Operating Instruction - SaCoSone - GenSet Description V1.6
Instruction manual for actuator - RE2800 Description 285.14301-0007
Service bulletin for Actuator - RE2800 Description SB 001
Crankshaft 510/610
Crankshaft and main bearings Description 510.01 (06)

Checking of main bearings alignment (Autolog) Working card 510-01.00 (13)
Inspection of main and guide bearing shells Working card 510-01.05 (09)
Vibration damper Working card 510-04.00 (07)
Crankshaft Plate 51001-14
Flywheel with gear rim Plate 51003-11
Vibration damper with attachment Plate 51004-12
MAN Diesel
Index GenSet
L21-2

Engine frame/Oil pan 511/611
Engine frame and base frame Description 511.01 (06)

Functional test of crankcase safety relief valves Working card 511-01.00 (07)
Frame with main bearings Plate 51101-21
Front-end box Plate 51103-27
Front-end box Plate 51103-28
Main bearing Plate 51104-01
Cover on frame Plate 51106-35
Cover on frame Plate 51106-36
Covers on frame Plate 51106-37
Base frame Plate 51111-06
Turbocharger 512/612
Turbocharger system Description 512.01 (11)

Cleaning the turbocharger in service, water washing of compressor Description 512.05 (01)
Cleaning the turbocharger in service, dry cleaning - turbine side Description 512.10 (02H)
Cleaning the turbocharger in service, water washing - turbine side Description 512.15 (01)
Cleaning of turbocharger in service, water washing - turbine side Description 512.15 (03)
Control air for charge air blow off Description 512.38 (02)
Overhaul of charging air cooler Working card 512-01.00 (04)
Exhaust pipe compensator Working card 512-01.10 (02)
Water washing of compressor side Working card 512-05.00 (01)
Cleaning the turbine, dry cleaning Working card 512-10.00 (05)
Cleaning the turbocharger in service, water washing - turbine side Working card 512.15-00 (03)
Water washing of turbine Working card 512-15.00 (04)
Charging air cooler Plate 51201-21
Charge air cooler Plate 51201-22
Exhaust pipe arrangement Plate 51202-10
Mounting of turbocharger Plate 51203-20
Mounting of turbocharger Plate 51203-21
Exhaust pipe before turbocharger Plate 51204-14
Exhaust pipe before turbocharger Plate 51204-15
Water washing of compressor side Plate 51205-02
Drain trap Plate 51208-03
Blowgun for dry cleaning of turbocharger Plate 51210-01
Covering of charge air receiver Plate 51212-01
Covering of charge air receiver Plate 51212-02
Water washing of turbine side Plate 51215-01
Water washing of turbine side Plate 51215-04
Charge air connections Plate 51229-02
Compressed air system 513/613
Compressed air system Description 513.01 (23)

Air filter Working card 513-01.21 (02)
Overhaul, test and inspection of air starter Working card 513-01.30 (08)
Emergency starting valve Working card 513-01.40 (08)
Check of compressed air piping system Working card 513-01.90 (03)
Manual turning gear Working card 513-25.00 (03)
Air starter Plate 51309-16
MAN Diesel
GenSet Index
L21-2
Air starter Plate 51309-17

Main starting valve Plate 51310-04
Main stop valve Plate 51315-03
Air filter Plate 51321-03
Pressure reduction valve Plate 51322-08
Cover for turning gear Plate 51325-12
Manual turning gear Plate 51325-20
Pneumatic turning gear Plate 51325-21
Electric turning gear (3 x 400V) Plate 51325-22
Fuel oil system 514/614
Internal fuel oil system Description 514.01 (15)

Internal fuel oil system Description 514.01 (18)
Fuel injection pump Description 514.02 (01)
Fuel injection valve Description 514.06 (01)
HFO/MDO changing valves (V1 and V2) Description 514.25 (02)
Dismounting/mounting of fuel injection pump Working card 514-01.05 (17)
Disassembly/Assembly and repair of fuel injection pump Working card 514-01.06 (17)
Fuel injection valve Working card 514-01.10 (18)
Check of fuel oil piping system Working card 514-01.90 (05)
Fuel injection pump Plate 51401-29
Fuel injection valve Plate 51402-28
Fuel injection pipe Plate 51404-18
Safety filter Plate 51415-03
Ball valve with actuator Plate 51425-04
Fuel oil arrangement Plate 51430-13
Fuel injection pump connections Plate 51435-13
Installation & operation of safety filter Description 2.04.5
Lubricating oil system 515/615
Internal lubricating oil system Description 515.01 (07)

Crankcase ventilation Description 515.31 (03)
Lubricating oil pump Working card 515-01.00 (05)
Prelubricating pump Working card 515-01.05 (08)
Lubricating oil filter Working card 515-01.10 (04)
Lubricating oil, thermostatic valve Working card 515-01.20 (05)
Check of lubricating oil piping system Working card 515-01.90 (03)
Lubricating oil cooler Working card 515-06.00 (06)
Centrifugal bypass filter Working card 515-15.00 (04)
Lubricating oil pump Plate 51501-23
Lubricating oil filter Plate 51502-16
Prelubricating pump with el-motor Plate 51504-05
Lubricating oil cooler Plate 51506-16
Pressure regulating valve Plate 51507-03
Centrifugal bypass filter Plate 51515-03
Crankcase venting Plate 51531-06
Crankcase venting Plate 51531-07
Prelubricating pump arrangement Plate 51535-07
Mounting of lub. oil thermostatic elements Plate 51545-01
MAN Diesel
Index GenSet
L21-2
Cooling water system 516/616
Cooling water system Description 516.01 (10)

Check of cooling water system Working card 516-01.90 (03)
Cooling water, thermostatic valve Working card 516-04.00 (04)
HT and LT water pumps Working card 516-10.00 (03)
Mounting of cooling water thermostatic elements Plate 51605-05
High and low temperature fresh water pumps Plate 51610-09
Fresh water pump for use without LT pump Plate 51610-14
Fresh water pump for use without LT pump (long) Plate 51610-17
Cooling water connections Plate 51630-04
Special equipment 517/617
Kit for renewal of piston rings Kit 51706-03

Kit for renewal of piston rings and flame ring Kit 51706-08
Kit for high and low temperature freshwater pumps Kit 51710-04
Specific plant information 519/619
Resilient mounting of generating sets Description 519.03 (12)

Resilient mounting of generating sets Description 519.03 (10)
Fitting instructions for resilient mounting of GenSets Working card 519-03.00 (24)
Replacement of conicals Working card 519-03.05 (02)
Replacement of conicals Working card 519-03.05 (04)
Maintenance of conicals Working card 519-03.10 (02)
Maintenance of conicals Working card 519-03.10 (04)
Flexible external connections Plate 51902-10
Conical element Plate 51903-02
Conical element Plate 51903-05
Tools 520/620
Function of the hydraulic tools Working card 520-01.05 (02)

Application of hydraulic tools Working card 520-01.06 (09)
Hand lever pump Working card 520-01.07 (01)
Standard tools (normal maintenance) Plate 52000-11
Additional tools Plate 52002-05
Hand tools Plate 52004-02
Engine data
500/600
MAN Diesel & Turbo
Instruction Manual for:
MAN Diesel & Turbo Identification No. for Instruction Manual.
Identification No. for Description: 000 . 00
Function
Section No.
Identification No. for Working Card: 000 - 00 . 00
Sub-function
Function
Section No.
Identification No. for Plates: 00000 - 00 H
H for Holeby
Edition
Section No. and Function
For ordering of spare parts, see page 500.50 / 600.50
All data provided in this document/manual is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
If this document/manual is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
Original instructions
2011.06.28
MAN Diesel & Turbo
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 engines dictates a spare parts programme that ensures components are available
for engines in operation for decades. Based on high-capacity machines, MAN Diesel & Turbo service production
facilities are able to comply with special customer requests with the utmost precision and flexibility.
24-hour hotline number:

+49 1801 15 15 15
http://www.mandieselturbo.com/primeserv
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document/manual must not, either wholly or partly, be copied, reproduced, made publich or in any other way made
available to any third party without the written to this effect from MAN Diesel & Turbo.
MAN Diesel & Turbo PrimeServ Holeby MAN Diesel & Turbo
H. Christoffersensvej 6 GenSet & Powerplant Branch of MAN Diesel & Turbo SE,
4960 Holeby Service & Spare Parts Germany
Denmark CVR No.: 31611792
Phone: +45 54 69 31 00 Fax : +45 54 69 30 31 Head office: Teglholmsgade 41
Fax: +45 54 69 30 30 After office hours : +45 40 14 40 45 2450 Copenhagen SV, Denmark
mandieselturbo-hol@mandieselturbo.com German Reg.No.: HRB 22056
PrimeServ-hol@mandieselturbo.com Amtsgericht Augsburg
www.mandieselturbo.com
2011.06.28
MAN Diesel & Turbo
Description
Page 1 (1) Warning
General
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 regulations.
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 emissions related maintenance of the die-
sel engine shall be performed as specified in MAN
Diesel & Turbo instructions including, but not limited
to, the instructions to that effect included in the
Technical File.
12.06 - ES0
MAN Diesel & Turbo Questionnaire – Technical Documentation
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Ring binders and organisation

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Scope of information provided

Customer satisfaction
1 (1)
MAN Diesel & Turbo
Description
Main Particulars 500.00
Page 1 (1) Edition 25
L21/31
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 5-6-7-8-9
Power range : 1000-1980 kW
Speed : 900/1000 rpm
Bore : 210 mm
Stroke : 310 mm
Stroke/bore ratio : 1.48:1
Piston area per cyl. : 346 cm2
Swept volume per cyl. : 10.7 ltr
Compression ratio : 16.5:1
Max. combustion pressure : 210 bar (in combustion chamber)
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 900 1000
Mean piston speed m/sec. 9.3 10.3
Mean effective pressure:
5 cylinder engine bar 24.9 22.4
6, 7, 8, 9 cylinder engine bar 27.3 24.6
Power per cylinder:
5 cylinder engine kW/cyl. 200 200
6, 7, 8, 9 cylinder engine kW/cyl. 220 220
11.36 - ES1 - 220kW - Tier II - GenSet

MAN Diesel & Turbo
Description 500.01
Page 1 (1) Introduction Edition 03
General
Introduction Description
This instruction book provides general information The book is a basic instruction manual for the particu-
on the engine design, operation and maintenance. lar engine supplied, with plant-adapted information
It can also be used as a reference when ordering such as basic media-system drawings, electrical
spare parts. Reliable and economical operation of wiring diagrams and test bed reports.
the plant is conditional upon its correct operation
and maintenance in accordance with MAN Diesel & The first five sections (500-504) of the book serve
Turbo’s instructions. Emissions-related maintenance as a guide to engine operation, and the next fifteen
of the diesel engine shall be performed as speci- sections (505-519) contain technical descriptions,
fied in MAN Diesel & Turbo’s instructions and any spare parts illustrations with appurtenant parts lists,
additional instructions to that effect included in the as well as working cards.
Technical File. Consequently, it is essential that the
engine room personnel are fully acquainted with the The last section (520) comprises tools.
contents of this book and the Technical File.
The engine is divided into a number of main com-
Every care is taken to ensure that all information in ponents/assemblies, each of which is described in
this instruction book is present and correct. a section of this book (section 505-519).
This book must not, either wholly or partly, be copied, Each of these sections starts with technical de
reproduced, made public or in any other way made scriptions of the systems/components, followed by
available to any third party without the written consent working cards and the spare parts illustration plates
to this effect from MAN Diesel & Turbo. and parts lists.
If an instruction book is delivered in another language

than English and doubts arise concerning the trans-
lation, the English text shall prevail.
Section 505-519
Spare parts plates
Working card
Description
08028-0D/H5250/94.08.12
Fig. 1 Structure of instruction book.
10.47 - ES0
MAN Diesel & Turbo
Description
Safety 500.02
Page 1 (2)
Edition 02
General
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be placed
is a crucial aspect of achieving optimum safety in well strapped near the area of use and should be
the engine room. The general measures mentioned accessible by crane. The spare parts should be well-
here should, therefore, be a natural routine for the preserved against corrosion and protected against
entire engine room staff. mechanical damage. Stock should be checked at
intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room while the ship is in port, the ventilation at appropriate places in the engine room, and port
should be stopped and ventilating ducts, skylights, able working light in explosion-proof fittings should
and doors in the engine room should be closed. be available everywhere.
In particular, welding or work which causes the

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

or gases. Dismantling of parts may cause springs
If the crankcase is opened before the engine is cold, to be released.
welding and the use of naked light will involve the risk
of explosions and fire.The same applies to inspection The removal of fuel valves (or other valves in the
of oil tanks and the space below the cooler. Attention cylinder head) may cause oil to run down to the
should furthermore be paid to the danger of fire when piston crown, and if the piston is hot an explosion
using paint and solvents with a low flash point. Porous may then blow out the valve.
insulating material drenched with oil from leakages
is easily inflammable and should be renewed. See When testing fuel valves with the hand pump do not
also: "Ignition in Crankcase" in section 503. touch the spray holes, as the jet may pierce the skin.
Consider beforehand which way the liquids, gases
or flames will move, and keep clear.
Order
Hand tools should be placed to be easily accessible Crankcase Work

on tool boards. Special tools should be fastened to
tool panels (if supplied) in the engine room close Check beforehand that the starting air supply to the
to the area of use. No major objects may be left engine is shut off.
unfastened, and the floor and passages should be
kept clear.
01.32 - ES0
MAN Diesel & Turbo
500.02 Description
Edition 02
Safety Page 2 (2)
General
Feeling Over Turning
Whenever repairs or alterations have been made After prolonged out-of-service periods or overhaul
to the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of liquid
until it is ensured that there is no undue heating, oil- in the combustion spaces, turning should always be
mist formation, blow-by, or failure of cooling water or effected through at least two complete revolutions.
lubricating oil systems.
Check and Maintain

Feel-over Sequence
Lubricating oil condition, filter elements and meas-
Feel over after 5-15 and 30 minutes' idle running and uring equipment, see "Planned Maintenance Pro-
finally when the engine is running at full load. See gramme".
also "Operation" in the section 501.
01.32 - ES0
MAN Diesel & Turbo
Description
Cross Section 500.05
L21/31
09.25 - ES1
MAN Diesel
Description 500.10
Page 1 (1) Key for Engine Designation Edition 02
General
Engine Type Identification
The engine types of the MAN B&W programme are identified by the following figures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
08028-0D/H5250/94.08.12
Rating
MCR : Maximum continuous rating

ECR : Economy continuous rating
04.08 - ES1
MAN Diesel
Description 500.11
Page 1 (1) Designation of Cylinders Edition 03
General
08028-0D/H5250/94.08.12
98.19 - ES1
MAN Diesel & Turbo
Description
Page 1 (1) Engine Rotation Clockwise 500.12
Edition 02
General
Direction of rotation seen from flywheel end “Clockwise”
Engine
Alternator
10.39 - ES1
MAN Diesel & Turbo
Description
Code Identification for Instruments 500.20
General
Explanation of Symbols
TI Measuring device
40 Local reading
Temperature Indicator
No. 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit
Temperature Alarm High

No. 12 *
Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication outside
the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.
Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator
11.19 - ES1
MAN Diesel & Turbo
500.20 Code Identification for Instruments

Description
Edition 04 Page 2 (2)
General
Standard Text for Instruments
Diesel Engine/Alternator
LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09
HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating Oil System

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler / inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter / inlet to engine 26 inlet rocker arms and roller guides
23 inlet to turbocharger 27 intermediate bearing / alternator bearing
Charging Air System

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter / inlet to TC compr. 37 charge air from mixer
Fuel Oil System

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47
Nozzle Cooling System

50 inlet to fuel valves 54 58 oil splash
51 outlet from fuel valves 55 valve timing 59 alternator load
52 56 injection timing
53 57 earth/diff. protection
Exhaust Gas System

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 compustion chamber 67
Compressed Air System

70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97 remote
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm
100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air
11.19 - ES1
MAN Diesel
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (2)
Edition 03
General
General The front page indicates the following:
The overhaul intervals are based on operation on 1) Safety regulations, which MUST be carried out
a specified fuel oil quality at normal service output, before the maintenance work can start.
which means 70-100% of MCR.
2) A brief description of the work.
In the long run it is not possible to achieve safe and
optimum economical running without an effective 3) Reference to any work which must be carried
maintenance system. out before the maintenance work can start.
The structure and amount of information in the main- 4) Related procedures - indicates other works,
tenance programme mean that it can be integrated in depending on the present work - or works
the entire ship's/power station's maintenance system which it would be expedient to carry out.
or it can be used separately.
5) Indicates x number of men in x number of hours
The core of the maintenance system is the key dia- to accomplish the work.
gram, see pages 500.25 and 500.26, indicating the
inspection intervals for the components/systems, The stated consumption of hours is only intended
so that the crew can make the necessary overhauls as a guide.
based on the engines' condition and/or the time
criteria.
The maintenance system is divided into 2 main

groups:
a. Major overhaul / inspection (page 500.25):

These works are to be carried out during major
overhauls and inspections of the engine.
1
7
b. Duty during operation (page 500.26): indicated
the works to be carried out by the personnel
2
during the daily operation of the engine.
The stated recommended intervals are only for 3

guidance as different service conditions, the quality 8
of the fuel oil and the lubricating oil, treatment of
4
the cooling water, etc., will decisively influence the
actual service results and thus the intervals between
necessary overhauls.
5
9
08028-0D/H5250/94.08.12
Experience with the specific plant/personnel should

6
be used to adjust the time between overhauls. It
should also be used to adjust the timetable stated
for guidance in the working cards.
Working Cards Fig. 1 Instruction guide for working cards.
Each of the working cards can be divided into two: a

front page and one or several pages describing and
illustrating the maintenance work.
98.19 - ES0
MAN Diesel
500.24 Description
Edition 03
Introduction to Planned Maintenance Programme Page 2 (2)
General
Experience with the specific station/personnel may 8) Various requisite hand tools.
lead to updating.
9) Indicates the components/parts which it is
6) Refers to data required to carry out the work. advisible to replace during the maintenance
work. Please note that this is a condition for
7) Special tools which must be used. Please note the intervals stated.
that not all tools are standard equipment.
08028-0D/H5250/94.08.12
98.19 - ES0
MAN Diesel & Turbo
Description
Planned Maintenance Programme 500.25
L21/31
Major overhaul/inspection
Time Between Overhauls
overhauled parts
Working
Observations
Description
3rd month
l = Overhaul to be carried out Card
after - hours
Check new/
Monthly
Weekly
200
16000
32000
50
2000
8000
Daily
■ = Check the condition No
Cylinder Unit:
Dismantling of cylinder unit.............................................. l 505-01.00

505-01.55
Dismantling of cylinder head, water jacket and cyl. liner. 505-01.01
Cylinder Head and Water Jacket

Inspection of inlet, exhaust valves and valve guide.......... l 505-01.05
Valve rotator..................................................................... n 505-01.15
Indicator valve.................................................................. n 505-01.26
Cylinder head cooling water space - Inspection............... n 505-01.45

Piston, Connecting Rod and Cylinder Liner

Inspection of piston.......................................................... n 506-01.10
Piston ring and scraper ring............................................. l 506-01.10
Piston pin and bush for connecting rod - Check of
clearance.......................................................................... n 506-01.15
Connecting rod - Measuring of big-end bore.................... n 506-01.15

Inspection of big-end bearing shells................................. n 506-01.16
Cylinder liner - Cleaning, honing and measuring............. l 506-01.35

Camshaft and Camshaft Drive
Camshaft - Inspection of gear wheels, bolt, connections

etc..................................................................................... 200 n 507-01.00
08028-0D/H5250/94.08.12
Camshaft bearing - Inspection of clearance..................... n 507-01.05

Camshaft adjustment - check the condition...................... n 507-01.20
Lubrication of camshaft bearing - Check.......................... n 507-01.00
11.04 - ES1
MAN Diesel & Turbo
500.25
Edition 38 Planned Maintenance Programme Description
Page 2 (3)
L21/31
overhauled parts
Working
Observations
Description
3rd month
= Overhaul to be carried out Card
after - hours
l
Check new/
Monthly
Weekly
50
200
2000
8000
16000
32000
Daily
Operating Gear for Inlet Valves and

Exhaust Valves
Roller guide for valve gear................................................ n 508-01.00

Valve gear - Valve bridge, spring, push rod, etc............... n 508-01.10

Lubricating of operating gear - Check.............................. n 508-01.00
Crankshaft and Main Bearing

Inspection of main bearing............................................... n 510-01.05
Inspection of guide bearing.............................................. n 510-01.05
Vibration viscodamper, see working card......................... 510-04.00

Turbocharger System

Charging air cooler - Cleaning and inspection................. n 512-01.00
Retightening of all bolts and connections, See special
instruction book................................................................
For turbocharger, see special instruction book.................

Air starter motor - Dismantling and inspection................. n 513-01.30
Vibration Damper
08028-0D/H5250/94.08.12
Vibration damper.............................................................. n 510-01.40
Fuel Oil System and Injection Equipment
Fuel oil injection pump - Check of condition..................... l 514-01.06

Fuel injection valve - Adjustment of opening pressure..... n 514-01.10
11.04 - ES1
MAN Diesel & Turbo
Description
Planned Maintenance Programme 500.25
L21/31
overhauled parts
Working
Observations
Description
3rd month
l = Overhaul to be carried out Card
after - hours
Check new/
Monthly
Weekly
200
8000
16000
24000
50
2000
Daily
Lubricating oil pump - Engine driven................................ n 515-01.00

Lubricating oil cooler........................................................ l 515-06.00
Prelubricating pump - El. driven....................................... n 515-01.05

Thermostatic valve........................................................... n 515-01.20
Cooling Water System
Cooling water pump - Engine driven (HT / LT water)........ n

Thermostatic valve........................................................... n 516-04.00
Alternator - see special instruction book
Planned maintenance programme during operation,

see 500.26.
08028-0D/H5250/94.08.12
11.04 - ES1
MAN Diesel & Turbo
Description 500.26
Page 1 (2) Planned Maintenance Programme Edition 21
L21/31
Duties during Operation
overhauled parts
Working
Observations
Description
3rd month
after - hours
Card
Check new/
= Overhaul to be carried out
Monthly
l
200
8000
16000
32000
Weekly
50
2000
Daily
Operating of Engine
Readings of data for Engine and Generator, with refer-

ence to "Engine Performance Data", section 502-1......... n 502-01.00
Check for leakages........................................................... n 502-05.00

Specification - Cooling water
Cooling water system - Water samples, see section 504 . n 505-01.15
Cylinder Head
Inlet and exhaust valve - check and adjustment of valve

clearance.......................................................................... n
Lubricating of operating gear - Check.............................. n
Check of valve rotators' rotation during engine rotation .. n 505-01.15

Control and Safety System, Automatics and
Instruments
Safety, alarm and monitoring equipment ......................... n 509-01.00

Lambda controller - Adjustment....................................... n 509-10.00
Governor - Check oil level, see governor instruction
book, section 509 ............................................................ n section 509

Turbocharger System
512-10.00
08028-0D/H5250/94.08.12
Dry cleaning of turbine side . ........................................... l

Water washing of compressor side ................................. l 512-05.00
Exhaust pipe compensator............................................... n 512-01.10
Retightening of all bolts and connections......................... n 512-30.00

10.44 - ES1
MAN Diesel & Turbo
500.26 Planned Maintenance Programme Description

L21/31
Duties during Operation
Time Between Overhaul
Overhauled parts
Working
Observations
Description
3th month
= Overhaul to be carried out Card
Check new/
after -hours
l
50
2000
8000
200
32000
Weekly
16000
Montly
Daily
Function test - Main and emergency starting valve............. n 513-01.40

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar)................................. l 513-01.21

Compressed air system - Check of the system................... n 513-01.90
Fuel Oil System and Injection Equipment
Fuel oil system - Check the system..................................... n 514-01.90

Fuel oil - Oil samples after every bunkering, see sec. 504.. section 504
Fuel injection valve - Adjustment of opening pressure........ n 514-01.10

Lubricating oil filter - Cleaning and replacement ................ l 515-01.10

Centrifugal filter - Cleaning and replacement paper filter ... l 515-15.00
Lubricating oil - Oil samples ............................................... n

Lubricating oil system - Check the system.......................... n 515-01.90
Cooling water system - Water samples .............................. n

Cooling water system - Check the system.......................... n 516-01.90
Alternator - see special instruction book

08028-0D/H5250/94.08.12
Major overhaul/inspection, see 500.25
10.44 - ES1
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L21/31
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Temp. after cooler

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 80° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
PSL 22 3.0 bar (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.13-1.5 bar <1.0 bar PAL 25 0.12 bar (H) 60
Pressure inlet turbocharger PI 23 1.3-2.2 bar >1.3 bar PAL 23 1.05 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Crankcase protection (M) LAH 92 High level 3 LSH 92 High level
TAH 58 100° C 3 TSH 58 105° C
TDAH 58 4K 3 TDSH 58 5K
Temp. main bearing TI 29 80-95° C TAH 29 100° C 3 TSH 29 105° C
Fuel Oil System
Pressure after filter MDO PI 40 3.5-6 bar PAL 40 3 bar 5

HFO PI 40 4-16 bar (A) PAL 40 3-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-140°C
Press. LT system, inlet engine PI 01 2.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 2.0-4.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C
TSH 12 95° C (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 510-560° C TAH 62 600° C (N) 30

Exh. gas temp. outlet cyl. TI 60 350-450° C TAH 60 480° C (N) 30
Diff. between individual cyl. average TAD 60 average (K) 120
±25° C ± 50° C
± 100° C
Exh. gas temp. after TC
200 kW/cyl TI 61 250-350° C TAH 61 450° C 30
220 kW/cyl TI 61 300-380° C TAH 61 450° C 30
Ch. air press. after cooler PI 31 3.1-3.4 bar
Ch. air temp. after cooler TI 31 40-55° C <55° C
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
12.33 - ES1 - Tier II - SaCoSone

MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

L21/31
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Press. inlet engine PI 70 7-8 bar >7.0-<8 bar PAL 70 6.5 bar 15
Speed Control System
Engine speed elec. SI 90 1000 rpm SAH 81 1130 rpm 0 SSH 81 1150 rpm (D)
SI 90 900 rpm SAH 81 1017 rpm 0 SSH 81 1035 rpm (D)
Turbocharger speed SI 89 (L) SAH 89 (J) 3
Alternator
Cooling water leakage LAH98 LAH98 switch 3
Winding temperature TI 98 100° C TAH 98 130° C 3
Miscellaneous
Start failure SX 83 switch (G) 10
Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 900/1000 rpm SS 90A (I)
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.

MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L21/31
Remarks to Individual Parameters F. Start Interlock
A. Fuel Oil Pressure, HFO-operation The following signals are used for start interlock/
blocking:
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification 1) Turning must not be engaged
of the hot fuel. 2) Engine must not be running
3) "Remote" must be activated
The system pressure has to be adjusted according 4) No shutdowns must be activated.
to the fuel oil preheating temperature. 5) The prelub. oil pressure must be OK, 20 min.
after stop.
B. Cooling Water Pressure, Alarm Set Points 6) "Stop" signal must not be activated
As the system pressure in case of pump failure will G. Start Failure

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to Start failure is generated if engine speed has not
0.4 bar plus the static pressure. The static pressure exceeded the ignition speed limit within a defined
set point can be adjusted in the display module. span of time or engine speed has not exceeded the
minimum speed limit within a defined span time.
C. Lub. Oil Pressure, Offset Adjustment
Start failure alarm is automatically reset after engine
The read outs of lub. oil pressure has an offset is standstill.
adjustment because of the transmitter placement.
This has to be taken into account in case of test and H. Alarm Hysterese and Set Point
calibration of the transmitter.
On all alarm points (except prelub. oil pressure) a
D. Software Created Signal hysterese of 0.1 bar are present. On prelub. oil pres-
sure alarm the hysterese is 0.02 bar.
Software created signal from PI 22, TI 12, SI 90.
The alarm set point for prelub. oil pressure is only
E. Set Points depending on Fuel Temperature valid if lubricating oil temperature is below 62° C.
I. Engine Run Signal
The signal SS90A indicates engine running for exter-

nal systems like Power Management System.
The engine run signal SS90A is set if engine exceeds

"95% of engine nominal speed".
The engine run signal SS90A is used to release the
generator synchronizing.
J. Limits for Turbocharger Overspeed Alarm

(SAH 89)
Engine type 900 rpm 1000 rpm

Fig 1 Set point curve.
5L21/31 / TCR16 47,627 47,627
6L21/31 / TCR16 47,627 47,627
7L21/31 / TCR18 39,285 39,285
8L21/31 / TCR18 39,285 39,285
9L21/31 / TCR18 39,285 39,285

MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

L21/31
K. Exhaust Gas Temperatures M. Crankcase Protection
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally: crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
Engine load < 59% TAD = ± 100° C
This will be done by an oil mist detector (LAH/LSH
Engine load > 59% TAD = ± 50° C 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
L. Turbocharger Speed TSH 29) as option.
Normal value at full load of the turbocharger is de- N. Alarm at 110% load
pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values Please note that alarm can be activated at load above
can be found in the acceptance test protocol. 100% under some ambient conditions.

MAN Diesel & Turbo
Description
"Green Passport" 500.33
General
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 recommen-

datory guidelines “Resolution A.962(23)” (adopted
2003) apply. This resolution has been implemented
by some classification societies as “Green Passport”.
MAN Diesel & Turbo is able to provide a list of ha-

zardous materials complying 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.
11.08 - ES0
MAN Diesel & Turbo
500.35
Description
Page 1 (2) Data for Pressure and Tolerance Edition 58
L21/31
Section Description mm / bar
505 Maximum inner diameter, valve guide 16.2 mm

For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H"1 5.4 mm
Maximum height of spindle above cylinder head, "H" 2
506 Piston and piston ring grooves (see working card 506-01.10)
Maximum clearance between connecting rod bush and piston pin 0.25 mm
Maximum ovalness in big-end bore (without bearing) 0.06 mm
Maximum inside diameter cylinder liner, maximum ovalness 0.1 mm Ø 210.3 mm
Sealing minimum height above the cylinder liner 0.5 mm
507 Maximum tolerance at the valve cam bearing 0.2 mm

Maximum tolerance at the fuel cam bearing 0.25 mm
Clearance between teeth on intermediate wheel
Plunger lift at TDC, injection timing:
IMO Tier II - D2, 900 rpm, 60 Hz, 5 cyl. 8.60 mm*
IMO Tier II - D2, 900 rpm, 60 Hz, 6-9 cyl. 8.75 mm*
IMO Tier II - D2,1000 rpm, 50 Hz, 5 cyl. 9.40 mm*
IMO Tier II - D2, 1000 rpm, 50 Hz, 6-9 cyl. 9.40 mm*
IMO Tier II - E2, 1000 rpm 6-9 cyl. 8.75 mm*
*) for information on max settings check the engine's IMO Technical file.
Plunger Lift, World Bank II**

**) Standard injection timing value is based on ISO condition.
Special injection timing of engines can be necessary due to
Power plant size and/or Ambient conditions.
508 Valve clearance, Inlet valve (cold engine 15 - 50°C) 0.6 mm

Valve clearance, Exhaust valve (cold engine 15 - 50°C) 0.6 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
509 Free spand between pick-up and band steel (Lambda controller), 1 mm
510 Deflection of crankshaft (autolog) (see working card 510-01.00)

Bearing clearance axial, minimum 0.40 mm
Bearing clearance axial, maximum 0.70 mm
Bearing clearance radial, minimum 0.15 mm
Bearing clearance radial, maximum 0.25 mm
Main bearing journal, min. diameter 199.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 189.9 mm
Crankpin journal, max. ovality 0.03 mm
12.21 - ES0, Tier II

MAN Diesel & Turbo
500.35 Data for Pressure and Tolerance Description
Page 2 (2)
Edition 58
L21/31
Section Description mm / bar
514 Combustion pressure range at full load (Inside cumbustion chamber) 199-220 bar
(Depending on rating/ambient condition)
Individual cylinders; admissible deviation from average ± 5 bar
Fuel valve, adjusment of opening pressure 440-450 bar
(when new spring) (460 bar)
Clearance (A) of plunger between thrust plate
and plunger base plate / fuel injection pump 0.07-0.15 mm
Clearance (B) from roller to mounting surface 135.5±0.05 mm
Clearance (C) axial and radial clearance of roller on fuel injection pump 0.02-0.30 mm

MAN Diesel & Turbo
Description
Data for Tightening Torque 500.40
L21/31
Lubricant
Pressure limitation of the hydraulic high pressure

M Lubricating paste up to 200°C Coefficient of
friction 0.08 - 0.12 pump to be set to 50 bar above hydraulic oil pres-
sure for tightening.
MH High temperature lubricating Coefficient of Hydraulic oil pressure for untightening max. 5% above
paste above 200°C friction 0.08 - 0.12
hydraulic oil pressure for tightening.
O Oil
Tab. 1.
Note: When tightening bolts to a specified torque,
only use the specified lubricants.
For component temperatures up to 200°C, e.g. Mo-
lykote Pasta D or Optimoly Paste White-T.
For component temperatures above 200°C, e.g.
Molykote Paste HSC or Copa Slip.
Oil Tightening
Screw Connection
pressure Screw-in torques (Nm) Working Plate Item
Bar moment torsions angle (°) Card
- lubricant
012 Cylinder Crankcase
012-1
Cap main bearing/ 1. step Nut MH 510-01.05 51101 182, 086, 194
Cylinder crankcase 2. step / 400
3. step / 1200
∆l = 2.6-3.1
012-1
Cap main bearing/ 1. step 180-M MH 510-01.05 51101 456, 086, 194
Cylinder crankcase 2. step / 400
3. step / 1200
∆l = 0.6-0.8
012-2
Crossrod/Cylinder crankcase 1. step Hand-M MH 510-01.05 51101 216, 228
2. step / 400
3. step / 1200
∆l = 0.4-0.6
012-3
Crankcase/ 1. step Hand fixed MH 505-01-55 51101 062, 086
Cylinder head 2. step / 100
3. step / 1200
∆l = 2.4-2.6
012-4
Crankcase/ 85-M 514-01.05 51101 277, 289
Fuel injection pump
020 Crankshaft
020-1
Crankshaft/Counterweight 1. step 120-M 51001 082, 094
2. step / 100
3. step / 1200
∆l = 0.52-0.63
12.10 - ES0
MAN Diesel & Turbo
500.40 Data for Tightening Torque

Description
L21/31
Oil Tightening
Screw Connection
- lubricant
026 Turning Gear
026-1 1 step
Spur gear/Shaft 260-M 51325 179
027 Vibration Damper
027-1
Gear wheel/Damper/ 1. step / 100 M 51004 053, 041
Crankshaft 2. step / 1200
∆l = 0.7-1.0
030 Connecting Rod
030-1
Connecting rod cover/
Connecting rod bearing body 1. step Hand-M M 506-01.25 50601 152, 164
2. step / 600
3. step / 1200
∆l = 0.3-0.5
030-2
Connection rod shaft/
Connecting rod bearing body 1. step / 100 M 506-01.25 50601 188, 211
2. step / 1200
∆l = 0.25-0.31
034 Piston
034-1
Piston 506-01.10 50601 176
056 Mounting of Fuel Injection Valve
056-1
Clamp / Cylinder head 65-M 514-01.10 51402 153, 177
101 Camshaft (Valve camshaft)
101-1
Camshaft part piece / 85-M 507-01.00 50705 266
Bearing disk
101-2
Bearing plate 35-M
101 Camshaft (Injection camshaft)
101-3
Camshaft part piece/
Bearing disc 85-M 507-01.00 50705 266
507-01.05
101-4
Spur gear / 85-M 507-01.00 50705 266
Bearing disc 507-01.05
12.10 - ES0
MAN Diesel & Turbo
Description
L21/31
Oil Tightening
Screw Connection
- lubricant
101-5
Axial bearing plate/
Cylinder crankcase 35-M 507-01.00 50705 266
507-01.05
111 Valve Bridge
111-1
Valve bridge / Settting screws 100-M 508-01.00 50502 071, 154
111 Rocker arm
111-2
Rocker arm / Setting screws 100-M 508-01.00 50502 071, 083
200 Fuel Injection Pump with drive
200-1
Valve support / Pump element 1. step 25-O 514-01.05/06 51401 398
2. step 50-O
3. step 70-O
200-2
Valve Support / Pump casing 60-O 514-01.05/06 51401 421
200-3
Sealing plug / Pump casing 120-O 514-01.05/06 51401 386
221 Fuel Injection Valve
221-1
Support body / Nozzle body 514-01.10 51402 045
MAN (Tier II) 170-MH
Nico, L'Orange (Tier I) 140-MH
221-2
Lock nut for setting screw 514-01.10 51402 200, 224
MAN (Tier II) 120-O
Nico, L'Orange (Tier I) 100-O
221-3
Blocking screw for setting screw Loctite 0556 10-O
assembled
289 Exhaust Pipe
289-1
Pipe piece / Compensator 120-MH 512-01.10 51202 036, 048
289-2
Clamping strap / Cover 50-MH 505-01.55 51202 097
289 Exhaust Pipe before Turbocharger
289-1
Compensator / line piece 120-MH 512-01.10
12.10 - ES0
MAN Diesel & Turbo
500.40 Data for Tightening Torque Description

L21/31
Oil Tightening
Screw Connection
- lubricant
289-3
Compensator / Turbocharger, TCR 16 120-MH 512-01.10
289-4
289-5
300 Lub Oil Pump with Attachment
300-1
Pinion spindle/Spur gear 85-M 515-01.00 51501 199
310 Valve-insert/Valve-sleeve
310-1
Valve sleeve/Cover with Loctite 638
until it sits securely
310-2
Valve insert/Valve sleeve 25-M
350 Fresh Water Pump
350-1
Water pump shaft/Spur gear 85-O 516-10.00 51610 237
350-2
Water pump shaft/Impeller 60-O 516-10.00 51610 191
434 Fuel Injection Pipe
434-1
Delivery socket/
Fuel injection valve 60-O 51404 083
434-2
Delivery socket/
Fuel injection valve 20-O 51404 058
434-3
Fuel injection pipe/threaded piece 110-O 51404 117
Fuel injection pipe/fuel injection pump
434 Connection socket
434-4
Screw plug/connection socket Loctite 0556 45 51435 013
assembled
12.10 - ES0
MAN Diesel & Turbo
Description
L21/31
Tightening of bolted connections by the

Tightening torque in Nm
torque
Thread Bolt strength class
nominal size 8.8 10.9
If bolted connections other than those listed above
M/MH O M/MH O
are to be tightened using a torque wrench, table 2
should be used for reference.
M 6 7 10 10 14
The following should be observed:
M 8 17 25 25 35
M 10 35 50 50 70
- The load acting on a bolted connection de-
M 12 60 85 85 120
pends on the tightening torque applied, on the
M 14 90 130 130 190
lubricant used, the finished condition of the
M 16 140 200 200 280
surfaces and threads, and on the materials
M 18 200 280 280 390
paired. It is, therefore, of great importance that
M 20 270 400 380 560
all these conditions are met.
Table 2. Tightening torques for bolted connections
- Table 2 lists the tightening torques, when using
different bolt strengths classes and applying
either normal Molykote and high temperature
Molykote grease or applying normal oil.
12.10 - ES0
MAN Diesel & Turbo
Description
Declaration of Weight 500.45
L21/31
Weight in Kg
Section Component Plate No Item No
approx
505 Cylinder head, incl. rocker arms 50501 027 225

50502 010/022
Cylinder unit 50500 021 485
506 Piston, complete 50601 081 30

Connecting rod, complete 50601 64
Cylinder liner, complete 50610 018 80
512 Turbocharger, TCR16, complete 512 290

Turbocharger, TCR18, complete 512 460
Air cooler 51201 162 267
514 Fuel injection pump 51401 565 26
515 Lubricating oil pump 51501 031/043 65
516 HT- and LT-cooling water pump 51610 105 40

MAN Diesel & Turbo
Description 500.50
Page 1 (2) Ordering of Spare Parts Edition 03
General
Spare parts can be ordered from MAN Diesel & Note:
Turbo, PrimeServ.
• Components from different engine builders
When spare parts are ordered or inquired, the fol- cannot be considered as interchangeable.
lowing data must be indicated, in order to ensure • A wide number of spare parts can be orders
correct identification of the required parts: as spare part kits.
• Selected components may be available in both
• Name of customer original and upgraded version.
• Name of plant /vessel
• Vessel IMO No These data are necessary to ensure supply of the
• Engine type correct spare parts for a particular engine, even
• Engine serial No though the spare part illustrations contained in this
• Engine builder book may not always be in complete accordance
• Plate No and edition No with the individual components of a specific engine.
• Item No
• Quantity For ordering of spare parts for governor, turbocharger
• Designation of the item No and alternator, please see the special chapter in the
instruction book for these components.
Information found on the nameplate of the engine(s)

Example:
Name of customer Name of Plant/Vessel IMO No Engine type Engine Engine builder
serial No
Mercy Ship Africa Mercy L7803188 5L21/31 SB5L21-10799 MAN Diesel & Turbo
or Licensee
Information found on each plate at the instruction manual:
Plate No Edition No Item No Qty. Description

51435 13 440 1 Leak oil pipe
12.11 - ES0
MAN Diesel & Turbo
Description
Ordering of Spare Parts 500.50
Page 2 (2)
Edition 03
General

Name of customer Name of Plant/Vessel IMO No
Engine type Engine No Engine Builder
Plate No Edition No Item No Designation of the Item No Qty.
For ordering or inquiry for items in free text, kindly contact MAN PrimeServ Holeby
at: +45 54 69 31 00 or via e-mail primeserv-hol@mandieselturbo.com
12.11 - ES0
MAN Diesel & Turbo
Description 500.51
Page 1 (1) How to Return Spare Parts and/or Tools Edition 05
General
How to return spare parts and/or tools
If the unfortunate situation occurs that your spare - If you return to Holeby instead of Frederikshavn,
parts do not fit or is damaged in any way, you need you will have to pay freight charges of minimum
to return your spare parts to us. EUR 70,-
The return procedure is as follows: Please return by cheapest mean to the below address:
Send an email to our office via - Spare Parts:

Holeby: primeserv-hol@mandieselturbo.com or MAN Diesel & Turbo
Frederikshavn: primeserv-frh@mandieselturbo.com Niels Juels Vej 15
9900 Frederikshavn
Clearly stating: Denmark
- Our order number Att: Dept.: Store (WLS-FRH)
- Item numbers
- Reason for return - Tools:
- Your reference MAN Diesel & Turbo
- Pictures of damaged parts – if any. Langerak 74
9900 Frederikshavn
Please be noted that your parts are not to be re- Denmark
turned unless there is an agreement with our Sales Att: Dept.: Service Center (DC5)
Coordinators and/or Superintendents.
For returns to Singapore warehouse please use the
When parts are received in good condition, we will following address:
issue a credit-note. Please mark the box with our
order number or attach a copy of our packing list. MAN Diesel & Turbo Singapore Pte. Ltd.
14 Tuas Avenue 1
For return of tools please mark the box withour project Singapore 639499
name and number on the box (P-xxxxx) Att.: Logistic Centre, Asia
Note: Please be aware that it is only spare parts

Remarks: that have been purchased in Singapore that can be
returned to Singapore warehouse.
Please note that spare parts and/or tools are not
to be returned unless there is a written agreement
with MAN Diesel & Turbo, PrimeServ in Holeby or
Frederikshavn.
- If you return your spare parts and/or tools with-

out a written agreement you will be charged a
fee for unauthorised returns.
11.09 - ES0
MAN Diesel
Description
Service Letters 500.55
Page 1 (1)
Edition 01
General
Description
In order to ensure the most efficient, economical and Since new service letters might be of great impor-
up-to-date operation of our engines, we regularly send tance to the operation of the plant, we recommend
out "Service Letters" containing first-hand information that engine staff file them as supplements to the
regarding accumulated service experience. relevant chapters of this instruction book.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated editions
of instruction books.
08028-0D/H5250/94.08.12
97.40 - ES0
MAN Diesel
Description
Conversion Table 500.60
General
Basic Sl Units Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
Quantity Name Symbol 1 kn (knot) = 1 nautical mile/h 1.852 km/h = 0.5144 m/s
Cincerning other conversions, see table for length
length metre m
mass kilogram kg
time second s Density
electric current ampere A
absolute temperature* kelvin K 1 lb/cub. ft 16.02 kg/m3
amount of substance mole mol
luminous intensity candela cd
Force (1 kg m/s2 = 1 N)
* Also named "thermodynamic temperature"
1 kp (kilopound)* 9.807 N
Supplementary SI Units 1 poundal** 138.3 x 10-3 N
1 lbf (pound force) 4.448 N
Quantity Name Symbol
* Can occasionally be found stated as kgf (kilogram force).
plane angle radian rad Standard acceleration of free fall gn = 9.80665 m/s2
solid angle steradian sr ** Unit of force in the ft-lb-s system
Additional SI Units Stress ( 1 N/m2 = 10 -6 N/mm2)
Quantity Name Symbol Definition 1 kp/mm2 = 100 kp/cm2 9.807 N/mm2

1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2
time minute min 1 min = 60 s
time hour h 1h = 60 min
plane angle degree ° 1° = (p/180) rad Dynamic viscosity (N s/m2)
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 poundal s/sq.ft 1.488 N s/m2
1 lbf/sq.ft 47.88 N s/m2
Length (m)
poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 in (inch) 25.40 mm = 0.0254 m 1 cP = 1 mPa s = 10-3 Pa s
1 ft (foot) = 12 inches 0.3048 m
1 yd (yard) = 3 ft = 36 inches 0.9144 m Kinematic viscosity (m2/s)
1 statute mile = 1760 yds 1609 m
1 n mile (international nautical mile) 1852 m 1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name

SI Prefixes taken from the CGS system. 1 St = 10-4 m2/s
Factor Prefix Symbol Factor Prefix Symbol Energy, Work (1 Nm = 1 J, Wh)
1018 exa E 10-1 deci d 1 cal I.T* 4.187 J*

1015 peta P 10-2 centi c 1 kpm 9.807 J
1012 10-3 2.648 x 106 J = 0.7355
08028-0D/H5250/94.08.12
tera T milli m 1 hph (metric) kWh

109 giga G 10-6 micro μ 1 ft. lbf 1.356 J
106 mega M 10-9 nano n 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
103 kilo k 10-12 pico p 1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
102 hecto h 10-15 femto f
10 deca da 10-18 atto a * Exact value: 4.1868 J
I.T. = International Steam Table
Area (m2)
1 sq. in (square inch) 0.6452 x 10-3 m2

1 sq. ft (square foot) 92.90 x 10-3 m2
04.37 - ES0
MAN Diesel
500.60 Conversion Table Description

General
Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W) Specific heat capacity (J/(kg K))
1 kpm/s 9.807 W 1 kcalI.T./(kg x °C) 4.187 x 103 J/(kg K)

1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW 1 BTU*/(lb x °F) = 1 kcalI.T. /(kg °C) 4.187 x 103 J/(kg K)
1 kcalI.T./h 1.163 W
1 ft lbf/s 1.356 W * British Thermal Unit (see table for energy conversions)
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 BTU/h 0.2931 W
Heat conductance (W/(m K))
Moment of Force, Torque (kg m2/s2 = Nm) 1 calI.T./(cm x s x °C) 418.7 W/(m K)
1 kcalI.T./(m x h x °C) 1.163 W/(m K)
Can easily be derived from the above tables. 1 BTU*/(ft x h x °F) 1.731 W/(m K)
* British Thermal Unit (see table for energy conversions)

Moment of Inertia (kg m2)
1 GD2 (old notation) = 4 x I* kg m2 Heat transmission (W/(m2 K))

1 WR2 (old notation)* = 1 x I* kg m2
1 calI.T./(cm x s x °C) 41.87 x 103 W/(m2 K)
*I = ∫ dmr x r 2
mr = mass at the radius r 1 kcalI.T./(m" x h x °C) 1.163 W/(m2 K)
G = W = mass in kg D = Diameter of gyration 1 BTU*/(ft2 x h x °F 5.678 W/(m2 K)
R = Radius of gyration
Specific fuel oil consumption (SFOC)

Specific fuel consumption* (g/kWh)
Reference conditions
1 g/hph (metric) 1.360 g/kWh Specific fuel oil consumption values refer to brake power,
and the following reference conditions:
* See also table for specific fuel oil consumption values
Reference conditions (ISO)
Temperature difference (K) Blower inlet temperature 25°C 298 K

Blower inlet pressure 1000 mbar
1 °C (Celsius) 1K Charge air coolant temperature 25°C 298 K
1 °F (Fahrenheit) 5/9 K Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
Temperature levels (K)

(see "Derived SI Units with special Names)
t °C (Celsius) tc + 273.15 = K
t°F (Fahrenheit) 5/9(tf - 32) + 273.15 = K
Celsius from Fahrenheit: tc = 5/9(tf - 32)
Fahrenheit from Celcius: tf = 9/5 x tc + 32
Derived Si Units with Special Names

08028-0D/H5250/94.08.12
Quantity Name Symbol Expressed in basic,

supplementary or
derived SI units
frequency hertz Hz 1 Hz = 1 s-1

force newton N 1N = 1 kg m/s2
pressure, stress pascal Pa 1 Pa = 1 N/m2*
energy, working quantity of heat joule J 1J = 1 Nm
power watt W 1W = 1 J/s
electric potential (DC) volt V 1V = 1 W/A
temperature Celsius °C 1°C = 1 k**
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2

** t (°C) = T(K) - T0(K), where T0 = 273.15 K
04.37 - ES0
MAN Diesel
Description
Conversion Table 500.60
General
Volume (1 m3 = 1000 l)
1 cub. in (cubic inch) 16.39 x 10-6 m3

1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
1 barrel (US petroleum barrel) = 42 gallon (US) 0.1590 m3
1 bbl (dry barrel, US) 0.1156 m3
1 register ton = 100 cub. ft 2.832 m3
* 1 gallon = 4 quarts = 8 pints
Mass (kg)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg

1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg
1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg
1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg
1 slug* 14.59 kg
* Unit and mass in the ft-lb-s system
Pressure
(1 N/m2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)
1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K)
750 mm Hg* 105 Pa = 1 bar
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 atm (standard atmosphere) 760 mm Hg, 1.013 x 105 Pa = 1013 mbar
1 atm = 1.033 at
1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar
* Mercury. 1 mm Hg = 1 Torr
Values in table provided gn = 9.80665 m/s2
** Water column (WC)
Some physical data in SI units
Nomenclature
t = temp. in °C ΔK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)
t ρ Cp t Cp
range
08028-0D/H5250/94.08.12
Water 18 999 4.18 x 103

Lubricating oil (approx.)* 15 900 1.96 x 103
Atmospheric air (dry) (p=1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
* Viscosity: 100-140 cSt at 40°C
750 mm Hg = 1 bar = 105 Pa
1 atm (standard pressure at sea level) = 760 mm Hg = 1013 mbar
Gas constant for air and exhaust gas = 287 J/(kg x K)
Water, heat of evaporation 100°C 1.013 bar 2.256 x 106 J/kg
Fuel oil. Lower calorific value 41-43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel 43 x 106 J/kg
Diesel engine reference fuel (see below)
04.37 - ES0
MAN Diesel
Description
Page 1 (3) Basic Symbols for Piping 500.65
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

2.14 Spectacle flange
1. GENERAL CONVENTIONAL SYMBOLS
1.1 Pipe 2.15 Orifice
1.2 Pipe with indication of direction of flow 2.16 Orifice
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.4 Appliances 2.18. Snap coupling
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
1.6 High-pressure pipe

3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
1.8 Enclosure for several components as-sem- 3.2 Valve, angle

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

down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Safety valve
2.6 Joint, screwed 3.9 Angle safety valve
2.7 Joint, flanged 3.10 Self-closing valve

08028-0D/H5250/94.08.12
2.8 Joint, sleeve 3.11 Quick-opening valve
2.9 Joint, quick-releasing 3.12 Quick-closing valve
2.10 Expansion joint with gland 3.13 Regulating valve
2.11 Expansion pipe 3.14 Ball valve (cock)
2.12 Cap nut 3.15 Butterfly valve
2.13 Blank flange 3.16 Gate valve
05.02 - ES0
MAN Diesel
500.65 Basic Symbols for Piping

Description
Page 2 (3)
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

3.17 Double-seated changeover valve
4. CONTROL AND REGULATION PARTS
3.18 Suction valve chest 4.1 Fan-operated
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.20 Double-seated changeover valve, straight 4.3 Spring
3.21 Double-seated changeover valve, angle 4.4 Mass
3.22 Cock, straight through 4.5 Float
3.23 Cock, angle 4.6 Piston
3.24 Cock, three-way, L-port in plug 4.7 Membrane
3.25 Cock, three-way, T-port in plug 4.8 Electric motor
3.26 Cock, four-way, straight through in plug 4.9 Electromagnetic
3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.29 Cock, angle, with bottom connection 4.12 Spring
3.30 Cock, three-way, with bottom connection 4.13 Solenoid
3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve
3.32 Valve with test flange 4.15 By plunger or tracer
3.33 3-way valve with remote control (actuator)

5. APPLIANCES
08028-0D/H5250/94.08.12
3.34 Non-return valve (air) 5.1 Mudbox
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
3.37 3/2 spring return valve contr. by solenoid 5.4 Separator
3.38 Reducing valve (adjustable) 5.5 Steam trap
3.39 5.6 Centrifugal pump

On/off valve controlled by solenoid and pilot
directional valve and with spring return
05.02 - ES0
MAN Diesel
Description
Basic Symbols for Piping 500.65
General
No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump
6. FITTINGS
5.8 Hand pump (bucket) 6.1 Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control

7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.18 Air lubricator 7.1 Sight flow indicator
5.19 Silencer 7.2 Observation glass
5.20 7.3 Level indicator

Fixed capacity pneumatic motor with direc-
tion of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring returned 7.5 Recorder
5.23 Steam trap

08028-0D/H5250/94.08.12
05.02 - ES0
Operation of engine
501/601
MAN Diesel & Turbo
Description 501.01
Page 1 (4) Operation
Edition 20
L16/24, L21/31, L27/38
Operation Note: To avoid shock effects owing to large tem-

perature fluctuations just after start, it is recommen-
ded:
Preparations for Starting
▪ to preheat the engine. Cooling water at least
The following describes what to do before starting 60°C should be circulated through the cylinder
when the engine has been out of service for a head for at least 2 hours before start:
period of time.
– by means of cooling water from engines
which are running or by means of a pre-
Lubricating Oil System heater (if installed).
1) Check the oil level in the base frame with the ▪ When starting without preheated cooling water,
dipstick. the engine may only be started on MDO (Marine
2) Check the oil level in the actuator. Diesel Oil).
3) Start up the prelubricating pump. Note: When starting on HFO (Heavy Fuel Oil), only
item a) applies.
HFO System
7) Open the fuel oil supply.
Starting on HFO: circulate preheated fuel
through the pumps until correct working tem-
peratures have been achieved. This normally
takes 30-60 minutes.
8) 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

Figure 1: RE2800 actuator 9) Check the pressure in the starting air receiver(s).
10) Drain the starting air system.
Note: It is recommended that the engine is prelubri-
11) Open the starting air supply.
cated for at least 30 minutes prior to start-up (at the
first starting-up, or if the engine is cold, the engine 12) Check the air pressure on the operating box
must be prelubricated for at least 60 minutes) or according to the data and setpoints sheet.
check that there is oil coming out at bearings, pis-
tons and rocker arms. Turning of Engine (not valid for L16/24
4) Check prelubricating oil pressure at inlet to filter, engine)
inlet of the engine and inlet turbocharger at the
display module according to the data and set- 13) Open the indicator valves and turn the engine
points sheet. some few revolutions, check that no liquid is
flowing out from any indicator valves during the
turning.
5) Open the cooling water supply.
6) Check the cooling water pressure.
2012.09.06 - ES0
MAN Diesel & Turbo
501.01 Description
Operation Page 2 (4)
Edition 20
L16/24, L21/31, L27/38

14) Slow turning must always be carried out, before Note: If the engine have been without prelubrication
the engine is started after prolonged out of- for more than 20 min. it will not be possible to start
service-periods and after overhauls, which may the engine (either remote or local). The only possibil-
involve a risk of liquid having collected in the ity in this case is to activate the emergency start,
cylinders. located directly on the starter.
15) Close the indicator valves.
Cold Start procedure
Starting 18) Speed setpoint is set to 50% of nominal speed
16) The engine may be started according to the fol- with use of SaCoSone Expert. If SaCoSone Expert
lowing procedure: is not available, a spanner at the actuator arm is
used to keep the speed at 50% of nominal
▪ Normal start without preheated cooling water. speed while decrease speed is activated during
Only on MDO. starting.
▪ Normal start with preheated cooling water. Minimum speed is approx. 50% of nominal
MDO or HFO. speed.
▪ Stand-by engine. Emergency start, with prehea- 19) Start the engine either by local start or emer-
ted cooling water, intermediate prelubricating or gency start button on air starter. Run for 5
continuos prelubricating. MDO or HFO. minutes.
Hold a adjustablespanner at linkage between
Starting and Stopping on HFO fuel rack and actuator in order to have total
control over the speed.
Starting and stopping of the engine should take When the engine ignites on all cylinders reduce
place on HFO in order to prevent any incompatibility the fuel admission with the spanner until the
problems on changeover to MDO. engine can just keep running.
MDO should only be used in connection with main- At first start up the engine speed must not
tenance work on the engine or before a longer exceed 50 % of nominal speed.
period of engine standstill. 20) Check pressure difference on lubricating oil
Before starting on HFO the engine must be properly pressures before and after filter. The differencial
preheated as described in "Preparations for Start- pressure must be shortly above 1.5 bar with
ing" and as described below. cold engine and it is acceptable if it is below
after 10 minutes.
Stopping the engine on HFO is no problem, but it
should be ensured that the temperature of fuel 21) Check that all cylinder ignites.
pipes is not reduced to a level below the pour point 22) Check the lubrication at the rocker arms and
of the fuel. Otherwise reestablishing the circulation check all fuel oil pipes for leakages.
might cause problems.
23) During the 15 minutes the speed will slowly be
increased to nominal speed, if no abnormal
Starting on MDO noise or leakages.
For starting on MDO there are no restrictions 24) Check that pressure difference on lubrication oil
except that lubricating oil viscosity may not be before and after filer is ok. Ascertain the running
higher than 1500 cSt (10°C SAE 40). is normal.
Initial ignition may be difficult if the engine and ambi-
ent temperatures are lower than 5°C and 15°C Testing during Running
cooling water temperature.
Check the following on the display module accord-
ing to the data and setpoints sheet.
Normal Starting procedure
25) Check the lubricating oil pressure.
17) Start the engine by activating the start button
26) Check the cooling water pressure.
on the display module.
27) Check the fuel oil feed pressure.
2012.09.06 - ES0
MAN Diesel & Turbo
Description 501.01
Page 3 (4) Operation
Edition 20
L16/24, L21/31, L27/38

28) Check that the turbocharger is running. 37) The exhaust gases should be free of visible
29) Check that the prelubricating oil pump stops smoke at all loads. For normal exhaust temper-
automatically. atures, see the test report from shop and sea
trials.
30) Check that all cylinders are firing, see exhaust
gas temperatures. 38) Keep the charging air pressure and temperature
under control. For normal values, see the test
Note: Check the stop cylinder (Lambda controller) report from shop and sea trials.
for regulating the shaft works properly, both when
stopping normally and at overspeed and shut 39) Recharge the starting air receivers to the descri-
down. bed value.
Check that all shutdowns are connected and func- 40) To ensure full operational reliability, the condi-
tion satisfactory. tion of the engine should be continuously
31) Test the overspeed, see Working Card observed so that order for preventive mainte-
509-01.05. nance work can be carried out before serious
breakdowns occur, see also section 502.
32) Check that all alarms are connected.
Stopping
Operation
41) Before stopping, it is recommended to run the
The engine may be loaded according to the follow- engine at reduced load, or to idle for about 5
ing procedure: minutes for cooling-down purposes.
▪ Normal start without preheated cooling water. 42) The engine is stopped by activating the stop
Only on MDO. button on the display module.
▪ Normal start with preheated cooling water.
MDO or HFO.
▪ Stand-by engine. Emergency start, with prehea-
ted cooling water, intermediate prelubricating or
continuos prelubricating. MDO or HFO.
See loading chart fig 2.
Note: When the engine is running the planned
maintenance programme and the following should
be checked:
33) The lubricating oil pressure must be within the
stated limits and may not fall below the stated
minimum pressure. The paper filter cartridges
must be replaced before the pressure drop
across the filter reaches the stated maximum
value, or the pressure after the filter has fallen
below the stated minimum value. Dirty filter car-
tridges cannot be cleaned for re-use.
34) The lubricating oil temperature must be kept
within the stated limits indicated on the data
and setpoints sheet.
35) The fuel oil pressure must be kept at the stated
value.
36) The cylinder cooling water temperature must be
kept within the limits indicated on the data and
setpoints sheet.
2012.09.06 - ES0
MAN Diesel & Turbo
501.01 Description
Operation Page 4 (4)
Edition 20
L16/24, L21/31, L27/38
Figure 2: Loading chart
2012.09.06 - ES0
MAN Diesel & Turbo
Description
Out of Service 501.05
Page 1 (2)
Edition 07
L16/24, L27/38, L21/31

Stand-by Mode 3) A lubricating oil sample should be sent to a
laboratory for immediate analysis.
During engine standstill in stand-by position the me-
dia cooling water and fuel oil should be continuously 4) The installed drain fasilities in the exhaust gas
circulated at temperatures similar to the operating system must be open.
conditions.
The prelubricating pump must always run in stand- Work during Repairs
by mode.
The following should be carried out during major
repairs.
Maintenance during Standstill
5) Retighten all bolts and nuts in the crankcase.
In periods during standstill of the engine (not in
stand-by position) it is recommended to start the 6) Check the various gearwheel drives for the
prelubricating oil pump for minimum 20 minutes camshafts.
once every week and to turn the engine during the
prelubricating period by 2-3 revolutions. 7) Remedy leakages of water and oil in the en
gine, and blow through blocked-up drain pipes.
Laid-up Vessels 8) Drain starting air pipes of water.
During the lay-up period we recommend that our 9) Empty the oil sump of lubricating oil and check
special instructions for preservation of the engines the bottom of the oil sump for fragments of
are followed. babbitt from bearings. Remove the sludge, if
not done within a period of one year. Clean the
sump very thoroughly and subsequently coat
Work before Major Repairs with clean lubricating oil.
Follow all Working Cards carefully. Carry out all the

measuring and inspection stated on these Working Work after Repairs
Cards.
Cleaning of Lubricating Oil System
1) After stopping the engine, while the oil is still
warm, start the el-driven prelub. pump, open 10) If opening-up the engine or lubricating oil
up the crankcase and camshaft housings and system has caused the ingress of impurities,
check that the oil is flowing freely from all bear- cleaning should be carried out very carefully
ings. before starting the engine.
After overhaul of pistons, bearings, etc. this check The differential pressure across the lubricating oil
should be repeated before starting the engine. filter must be watched very carefully after cleaning
and starting-up the engine. Be sure to replace filter
2) Open up all filters to check that filter elements cartridges in due time.
are intact. Filter cartridges in the lub. oil filter
are to be replaced before start, after repair, 11) After restoring normal prelubricating oil circula
or after excessive differential pressure. After tion, turn the engine at least two revolutions
removal, dirty elements can be examined for by means of the turning device to check the
particles of bearing metal at the bottom of the movability of the relevant parts of the engine.
paper lamella (the elements cannot be used
again). 12) Close drain cocks in the exhaust gas system
if mounted.
11.32 - ES0
MAN Diesel & Turbo
501.05 Description
Edition 07
Out of Service Page 2 (2)
L16/24, L27/38, L21/31
Lubrication of Manoeuvering Gear b) Adjustment speed: switch in the alternator on

the switchboard and set the load to about 40%.
13) Lubricate the bearings and rod connections On reaching normal oil temperatures in actua-
in the manoeuvering gear. Move the rod con- tor and engine increase the load instantly to
nections by hand to check that the friction in about 80% (by starting a major pump or com-
bearings and fuel injection pumps is sufficiently pressor). This must not cause the frequency
low. to fall by more than some 8%, and the engine
must return to a constant no. rpm after about 3
14) Checks to be made just before starting the seconds (although this rpm will be a little lower
engine are described under 501.01. than before owing to the speed drop of the
actuator). If the engine is operated in parallel
with other engines, an even sharing of the load
Check of Speed Control System must be established within about 3 seconds.
If the actuator reacts too slowly, compensat-
Note: At starting-up after an overhaul the overspeed ing adjustment is effected as indicated in the
shutdown must be testet at correct setpoint after the actuator's instruction manual (Compensating
following has been done: Adjustment).
a) Start the engine and keep it at no load. Note: It is a condition for this test that the engine
and turbocharger are in perfect operating condition,
b)Overspeed is tested by setting the overspeed so that possible sources of error can be eliminated
test active at the display module. Overspeed immediately.
will occur at 85% of nominal speed.
Alternatively overspeed can be tested by use of c) Hunting: run the engine at synchronous rpm,
a spanner at the linkage between the actuator and without load. Provided that the actuator oil
and the fuel rack. is warm, the regulating lever must not perform
any major periodical movements, and neither
Note: If both overspeed shutdown (SSH 81) are ac- must there be any variation in the engine speed.
tivated, nuts and bolts have to be retightened before If that is the case, readjustment of the actuator
the engine is started, (Nuts and bolts according to the according to the actuator instruction manual.
colomn "Check new/overhauled parts after - hours"
in the planned maintenance program). d) Speed drop: in case of unsatisfactory load
sharing between two or more engines this can
15) Check the actuator as follows: start up the be rectified by increasing the speed drop of the
engine and run it at the synchronous number engine that is subject to the greatest load (or
of revolutions. by reducing the setting of the other engines).
a) Speed-setting: before switching-in the alterna- The setting should normally not be increased beyond
tor on the switchboard please check that the the "max" value (stated below) on the scale, and sat-
servomotor adjusts the rpm with a suitable isfactory parallel operation can generally be obtained
quickness after actuation of the synchronizer at settings "normal range" (stated below). Setting
knob on the switchboard. The range from - 5% "Default" stated below can be used in most cases.
to + 5% from the synchronous rpm should be
tested.
11.32 - ES0
MAN Diesel
Description
Starting-up after Repair 501.10
Page 1 (1)
Edition 03
General
The following enumerated checks are to be made im- feel-over on the surfaces of all moving parts where
mediately after starting and during load increase. friction may arise and cause undue heating.
Note: In the following it is assumed that the engine has Feel: main bearings, big-end bearings, alternator
been out of service for some time due to repairs and bearings, and camshaft bearings, cylinder liners,
that checks during out of service periods have been roller guides and gear wheels.
carried out as described in the previous chapter.
After the last feel-over, repeat check 1) on page
When starting up after repair, the following checks 501.05, see also "Ignition in Crankcase" on page
must be made, in the order stated in addition to 503.04 in section 503.
normal surveillance and recording.
After repair or renewal of cylinder liners, piston rings
or bearings, allowance must be made for a running-
To be Checked Immediately after Starting in period, i.e. the engine load should be increased
gradually as indicated in the tables below.The engine
1) Check that the turbocharger is running. output is determined on the basis of the fuel index
and the load on the electric switchboard. The turbo-
2) Check that the lubricating oil pressure is in charger speed gives some indication of the engine
order. output, but is not directly proportional to the output
throughout the service period.
3) Check that all cylinders are firing (see exhaust
temperatures). Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for cer-
4) Check that everyting is normal for the engine tain that there are no hot spots in the engine. Then
speed, fuel oil, cooling water and system oil. increase the speed to the normal rpm and connect
to the switchboard and put on load.
5) Check by simulation of the overspeed shutdown
device that the engine stops, see working card The load increase during the starting-up sequence
509-01.05. may, for instance, be:
Note: The overspeed setting should be according to 25 % load for 2 hours

"Operation data & set points", 500.30. 50 % load for 2 hours
75 % load for 2 hours
100 % load may be put on
To be Checked during Starting-up, but only
if Required after Repairs or Alterations For loads: see the fuel pump index on the testbed
figures in section 502.
6) If the condition of the machinery is not well-
08028-0D/H5250/94.08.12
known, especially after repairs or alterations, After completing the starting-up sequence, make
the "feel-over sequence" should always be sure that all fuel injection pumps are set at the same
followed, i.e.: index and that the governor can cause all fuel pumps
to move to "0" index.
After 5-15 and 30 minutes' idle running, open the
crankcase and the camshaft housing and perform
02.40 - ES0
MAN Diesel & Turbo
Description 501.15
Page 1 (2) Guidelines for Longterm Low-Load Operation on HFO
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Part load/low load operation
Figure 1: Low-load operation

and combustion air channels, combustion cham-
In certain ship and power station operation modes bers and turbocharger. HFO-operation at loads
the diesel generating sets are exposed to part lower than 20% MCR should therefore only take
load/low load operation. place within certain time limitations according to the
curves.
During manoeuvring of the ship all diesel generating
sets are often started up for safety reasons, result- After a certain period of HFO-operation at loads
ing in low load operation of all the engines. During lower than 20% MCR, a change to MDO should
harbour stay one diesel generator could be low-loa- take place in order to prevent further retardation of
ded when only hotel purposes are consuming elec- the engine performance condition. Alternatively, the
tricity. engine load should be raised to 70% MCR over a
period of 15 minutes and maintained here for some
Island mode operation of diesel generating sets in time in order to burn off the carbon deposits, thus
power stations is frequently exposed to low load re-establishing adequate performance condition.
operation like on a ship. After such a "clean burning period" low load opera-
At part load/low load it is important to maintain con- tion on HFO can be continued.
stant media temperatures, i.e. for cooling water, However, the operator must be aware of the fact
lubricating oil and fuel oil in order to ensure ade- that fouling in the combustion air inlet channels, if
quate combustion chamber temperature and thus any, will not be cleaned at high load operation.
complete combustion.
At loads lower than 20% MCR there is a risk of time
dependant retardation of the engine performance
condition due to fouling of the exhaust gas channels
2008.05.12 - ES1
MAN Diesel & Turbo
501.15 Description
Guidelines for Longterm Low-Load Operation on HFO Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Extensive low load running can therefore result in
the need for manual cleaning of the combustion air
inlet channels.
If special application conditions require continuous
HFO-operation at loads lower than 20% MCR and
occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
2008.05.12 - ES1
MAN Diesel & Turbo
Description Guidelines Regarding MAN Diesel & Turbo GenSets 501.16
Page 1 (1)
Operating on Low Sulphur Fuel Oil Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

General When operating on MDO/MGO a larger leak oil
amount from fuel oil injection pumps and fuel oil
Exhaust emissions from marine diesel engines have injection valves can be expected compared to oper-
been the focus of recent legislation. Apart from ation on HFO.
nitrous oxides (NOx), sulphur oxides (SOx) are con-
sidered to be the most important pollution factor. A In order to carry out a quick change between HFO
range of new regulations have been implemented and MDO/MGO the change over should be carried
and others will follow (IMO, EU Directive, and out by means of the valve V1-V2 installed in front of
CARB). These regulations demand reduction of the engine.
SOx emissions by restricting the sulphur content of For the selection of the lubricating oil the same
the fuel. That is to say sulphur limits for HFO as well applies as for HFO. For temporary operation on dis-
as mandatory use of low sulphur distillate fuels for tillate fuels including low sulphur distillates nothing
particular applications. This guideline covers the has to be considered. A lubricating oil suitable for
engine related aspects of the use of such fuels. operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are
applied for the production of low sulphur HFO
(desulphurization, uncommon blending compo-
nents). MAN Diesel & Turbo will monitor develop-
ments and inform our customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur content
of the fuels in operation.
Low sulphur distillates

In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.
2010.04.19 - ES1
Performance and
condition
502/602
MAN Diesel & Turbo
Description
Engine Performance and Condition 502.01
General
Performance Data and Engine Condition An increase in charge air temperature involves a cor-
responding increase in the exhaust gas temperature
During operation small changes in the engine condi- level by a ratio of about 1:1.5, i.e. 1°C higher charge
tion take place continuously as a result of combustion, air temperature causes about 1.5°C higher exhaust
including fouling of airways and gasways, formation gas temperature.
of deposits, wear, corrosion, etc. If continuously
recorded, these changes in the condition can give Reduction of the charge air pressure results in a cor-
valuable information about the operational and responding reduction of the compression pressure
maintenance condition of the engine. Continuous and max. combustion pressure.
observation can contribute to forming a precise and
valuable basis for evaluation of the optimum operation When checking the max. pressure adjustment of the
and maintenance programmes for the individual plant. engine, it is therefore to be ensured that the exist-
ing charge air pressure is correct. Is not avaiable
for L16/24.
Engine Performance Data
If abnormal or incomprehensible deviations in opera- Fuel Injection Pump

tion are recorded, expert assistance in the evaluation
thereof should be obtained. The amount of fuel injected is equivalent to the
supplied energy and is thus an expression of the
We recommend taking weekly records of the most load and mean effective pressure of the engine. The
important performance data of the engine plant. Dur- fuel pump index can therefore be assumed to be
ing recording (working card 502-01.00 can be used) proportional to the mean pressure. Consequently,
the observations are to be compared continuously in it can be assumed that the connected values of the
order to ascertain alterations at an early stage and pump index are proportional to the load.
before these exert any appreciable influence on the
operation of the plant. The specific fuel consumption, SFOC (measured by
weight) will, on the whole, remain unchanged whether
As a reference condition for the performance data, the engine is operating on HFO or on MDO, when
the testbed measurements of the engine or possibly considering the difference in calorimetric heat value.
the measurements taken during the sea trial on the However, when operating on HFO, the combination
delivery of the ship can be used. If considerable de- of density and calorific value may result in a change
viations from the normal conditions are observed, it of up to 6% in the volumetric consumption at a given
will be possible, in a majority of cases, to diagnose load. This will result in a corresponding change in
the cause of such deviations by means of a total the fuel pump index, and attention should be paid to
evaluation and a set of measurements, after which this when adjusting the overload preventive device
possible adjustment/overhauls can be decided on of the engine.
and planned.
To avoid overloading of the engine the charge air
pressure and turbine speed recorded at the shop
Evaluation of Performance Data test should not be exceeded.
Air Cooler At the Power Control Synchronizing (PCS) panel in the

engine control room it is possible to reduce the load
Fouling of the air side of the air cooler will manifest by adjusting the setting for maximum MCR load limit
itself as an increasing pressure drop, lower charge
air pressure and an increased exhaust/charge air Abrasive particles in the fuel oil result in wear of fuel
temperature level (with consequential influence on injection pumps and fuel valve nozzles. Effective
the overhaul intervals for the exhaust valves). 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.
12.04 - ES0
MAN Diesel & Turbo
502.01 Engine Performance and Condition Description

General
When evaluating operational results, a distinction is If, for any reason, the surface temperature of the fuel
to be made between changes which affect the whole valve nozzle is lower than the condensation tempera-
engine (all cylinder units) and changes which occur ture of sulphuric acid, sulphuric acid condensate
in only one or a few cylinders. can form and corrosion take place (cold corrosion).
The formation of sulphuric acid also depends on the
Deviations occuring for a few cylinders are, as a rule, sulphur content in the fuel oil.
caused by malfunctioning of individual components,
for example a fuel valve with a too low opening pres- Normally, the fuel nozzle temperature will be higher
sure, blocked nozzle holes, wear or other defects, an than the approx. 180°C at which cold corrosion
inlet or exhaust valve with wrongly adjusted clearance, starts to occur.
burned valve seat, etc.
Abrasive particles in the fuel oil involve heavier wear
of the fuel valve needle, seat, and fuel nozzle holes.
Turbochargers Therefore, abrasive particles are to the greatest pos-
sible extent to be removed at the purification.
Fouling of the turbine side of the turbocharger will,
in its first phase, manifest itself in increasing turbo-
charger revolutions on account of increased gas Exhaust Valves
velocity through the narrowed nozzle ring area. In
the long run, the charging air quantity will decrease The overhaul intervals for exhaust valves is one of
on account of the greater flow resistance through the the key parameters when the reliability of the entire
nozzle ring, resulting in higher wall temperatures in engine is to be judged. The performance of the
the combustion chambers. exhaust valves is therefore extremely informative.
Service experience has shown that the turbine side is Especially under unfavourable conditions, fuel quali-
exposed to increased fouling when operating on HFO. ties with a high vanadium and sodium content will
promote burning of the valve seats. Combinations of
The rate of fouling and thereby the influence on vanadium and sodium oxides with a corrosive effect
the operation of the engine is greatest for small will be formed during combustion. This adhesive ash
turbochargers where the flow openings between the may, especially in the event of increased valve tem-
guide vanes of the nozzle ring are relatively small. peratures, form deposits on the seats. An increasing
Deposits occur especially on the guide vanes of the sodium content will reduce the melting point and
nozzle ring and on the rotor blades. In the long run, thereby the adhesive temperature of the ash, which
fouling will reduce the efficiency of the turbocharger will involve a greater risk of deposits. This condition
and thereby also the quantity of air supplied for the will be especially unfavourable when the va na weight
combustion of the engine. A reduced quantity of air ratio increases beyond 1:3.
will result in higher wall temperatures in the combus-
tion spaces of the engine. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
Detailed information and instructions regarding With correct maintenance, the valve temperature is
water washing of the turbocharger are given in the kept at a satisfactory low level at all loads. The air
instruction manual. supply to the engine (turbocharger/air cooler) and the
maximum pressure adjustment are key parameters
in this connection.
Fuel Valves
It is important for the functioning of the valves that
Assuming that the fuel oil is purified effectively and the valve seats are overhauled correctly in accord-
that the engine is well-maintained, the operational ance with our instructions.
conditions for the fuel valves and the overhaul in-
tervals will not normally be altered essentially when The use of rotocaps ensures a uniform distribution
operating on HFO. of temperature on the valves.
12.04 - ES0
MAN Diesel & Turbo
Description
Page 3 (3) Engine Performance and Condition 502.01
Edition 08
General
Air Inlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good ventilation of the engine room and suitable loca-
not altered substantially when using residual fuel. tion 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
Fuel Injection Pumps exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room
operation of the fuel injection pumps will not be very should correspond to approximately 1.5 times the air
much affected. consumption of the engines and possible boilers in
operation. Under-pressure in the engine room will
The occurrence of increasing abrasive wear of plunger involve an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if a fuel which The exhaust back-pressure measured after the turbo-
contains residues from catalytic cracking is used. chargers at full load must not exceed 300 mm water
Water in the fuel oil increases the risk of cavitation in column. An increase in the exhaust back-pressure will
connection with pressure impulses occurring at the also cause an increased exhaust valve temperature
fuel injection pump cut-off. A fuel with a high asphalt level, and increased fuel consumption.
content has deteriorating lubricating properties and
can, in extreme cases, result in sticking of the fuel
injection pump plungers.
12.04 - ES0
MAN Diesel & Turbo
Description Evaluation of Readings Regarding 502.02

Page 1 (1)
Combustion Condition Edition 04
General
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
ALL CYLINDERS cooler fouled.
Exhaust temp. increa-
sing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine
wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE

Exhaust temp. in AIR PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of Pcomp and Pmax are measured by means air cooler (air side).
exhaust valve or of max. pressure gauge.
piston ring blow-by. Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
Pmax too low: to late injection timing, low
charge air press., low comp. press., worn
fuel pump
P comp too low, ignition too late.
Remarks: except for L16/24 Please also see Description 502.01,

Engine Performance and Condition
11.23 - ES0
MAN Diesel
Description
Condensate Amount 502.05
General
Fig. 1 Nomogram for calculation of condensate amount.
General Then normally, the air cannot absorb the same

amount of water as before.
There is always a certain amount of water in air.
When the air is saturated with aqueous vapour, the Condensation of water in the engine's charge air
humidity is said to be 100% and there is as much receiver is consequently dependent on the humidity
water in the air as it can absorb without condensing. and the temperature of the ambient air. To find out
The amount of water in kg/kg air can be found from if condensation in the charge air receiver will occur
08028-0D/H5250/94.08.12
the diagram. The ability to absorb water depends on the diagram can be used.
the pressure and temperature of the air.
Example:
Amount of Condensation Water in the Charge Diesel engine 1000 kW

Air Receiver Ambient air condition:
air temperature 35 C
Both higher pressure and lower temperature reduce relative air humidity 90 %
the ability to absorb water. A turbocharged diesel Charge air temperature 50 C
engine takes air from outside, compresses and Charge air pressure 2.6 bar
cools the air.
04.31 - ES2
MAN Diesel
502.05 Condensate Amount

Description
General
As a guidance, an air consumption of 8.2 kg/kWh (Le) Amount of Condensate Water in Air Tanks
at full load can be used for MAN B&W engines.
The volume of condensate in the air tank is determi-
Solution according to diagram: ned by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Water content of air (I) 0.033 kg/kg of 30 bar.
Max. water cont. of air (II) 0.021 kg/kg
Example:
Amount of condensate in charge air receiver.
Amount of condensate in air tank.
= (I-II) x le x P
= (0.033 - 0.021) x 8.2 x 1000 = 123 kg/h Volumetric capacity of tank (V) 4000 dm³
Temperature in tank (T) 40 °C=313K
Internal press. of tank (p) 30 bar
Draining of Condensation Water = 31 x 105 N/m²(abs.)
Gas constant for air (R) 287 Nm/kg.K
This phenomenon will occur on all turbocharged Ambient air temperature 35 °C
engines. For MAN B&W Four-stroke engine, there Relative air humidity 90 %
is no risk with a small amount of water in the charge Weight of air in tank
air receiver. But if the charge air receiver is filled with
water, there is a risk of getting water into the cylinder. pxV 31 x 105 x 4
This water have to be drained away. As standard a m= = = 138 kg
RxT 287 x 313
valve is mounted on the charge air receiver/cooler
on the engine. This valve is to be used for draining
of the water. If there is a great amount, the valve can Solution acc. to above diagram:
be left half-open. If the amount is small, the charge
air receiver can be drained periodically. Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg
Amount of condensate in air tank
= (I - III) x m
= (0.033 - 0.0015) x 138 = 4.35 kg
08028-0D/H5250/94.08.12
04.31 - ES2
MAN Diesel & Turbo
Work Card 502-01.00
Page 1 (3) Engine Performance Data
Edition 11
L16/24, L21/31, L27/38
Safety precautions Special tools

Engine stopped Plate No. Item No. Note
Shut-off starting air 52002 138 only for L21/31, L27/38
Shut off cooling water 52002 498 only for L27/38
Shut off fuel oil
Stop lub. oil circulation
Press Blocking - Reset
Short Description
Measurements of engine performance data.
Starting Position Hand Tools

Engine is running.
Related Procedure
Qualified Manpower Replacement and wearing parts

Duration in h : 1 Plate No. Item No. Quantity
Number : 1
Data
Data for pressure and tolerance (Page 500.35)
Data for tightening torque (Page 500.40)
Declaration of weight (Page 500.45)
2012.01.23. - ES0
MAN Diesel & Turbo
502-01.00 Work Card
Engine Performance Data Page 2 (3)
Edition 11
L16/24, L21/31, L27/38
Personal Protection Equipment!

Warning!
Personal Protection Equipment:
Use safety shoes, hearing protection, protective
gloves, safety glasses
The area around the engine must be clean and
tidy!
Health Risk!
Warning!
Health Risk!
Due to vibrations during engine operation, espe-
cially in awkward positions!
2012.01.23. - ES0
MAN Diesel & Turbo
Work Card 502-01.00
Page 3 (3) Engine Performance Data
Edition 11
L16/24, L21/31, L27/38
Diagram
2012.01.23. - ES0
MAN Diesel & Turbo
Work Card 502-05.00
Page 1 (3) Check of Leakages from Inspection Holes
Edition 03
L21/31

Shut-off starting air
Shut off cooling water
Shut off fuel oil
Short Description
Check of leakages from inspection holes.
Related Procedure

Duration in h : 1/4 Plate No. Item No. Quantity
Number : 1
Data
2003.06.30 - ES0
MAN Diesel & Turbo
502-05.00 Work Card
Check of Leakages from Inspection Holes Page 2 (3)
Edition 03
L21/31

Warning!
Description
1) Leakages from cylinder head, see fig. 1.

If Then
Water leaks from the inspection hole The O-ring on the top of the liner has to be replaced
Gas leaks from the inspection hole The sealing ring cylinder head/liner has to be replaced
Figure 1: Inspection holes in the cylinder unit
2003.06.30 - ES0
MAN Diesel & Turbo
Work Card 502-05.00
Page 3 (3) Check of Leakages from Inspection Holes
Edition 03
L21/31
2) Leakages from HT cooling water pump,

see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
3) Leakages from LT cooling water pump,

see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
Figure 2: Inspection holes in the front-end box
2003.06.30 - ES0
Trouble shooting
503/603
MAN Diesel
Description
Starting Failures 503.01
Page 1 (1)
Edition 02
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when Air pressure in starting air Start compressors, re-charge
start button is activated. receiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and stop

valve interposed in line between
receiver and engine.
Pinion does not engage with Check the air starter.

the flywheel.
Air motor runs, pinion engages Check the air motor for broken
but does not rotate. shafting, bearing or clutch
jaws,
see Working Card 513-01.30.
Faults in electrical system. Check electrical parts.
Engine turns too slowly or ir- Worn air motor parts. Remove and disassemble the
regularly when start button is air motor. Examine all parts
activated. and replace any that are worn
or damaged. Use the guidelines
for determining unserviceable
parts, see Working Card 513-
01.30.
Start valve is sticking in closed Check start valve.

position.
Low air pressure. Raise the air receiver pres-

sure.
Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate. repair it.
08028-0D/H5250/94.08.12
04.31 - ES0
MAN Diesel
Description
Faults in Fuel Oil System 503.02
Page 1 (2)
Edition 05
L16/24 L27/38
V28/32S L21/31
Engine turns, but ignition fails. Fuel Sluggish movement of manoeuvering Lubricate and mobilize rod connections
pumps are not actuated. gear. in manoeuvering gear.
Incorrect adjustment of manoeuver- Check rod connec. Check that fuel pump
ing gear. index corresponds to "Adjustments after
trials" in testbed chart.
Safety system stop activated. Reset safety system stop.
Piston in Lambda controller is ac- Check that piston is not sticking. Check
tuated. that pressure in cylinder is relieved.
Check that the shutdown trip is not
actuated.
Check pressures and temperatures.

Piston in Lambda controller cylinder Check for faults in shut-down devices:
is actuated due to stop function or Check for faults in fuel limitation de-
fuel limitation. vices.
Check adjustment according to
Working Card 509-10.00.
Incorrect adjustment of Lambda con- Adjust setting of adjustment screw, see

troller's adjustment screw. Working card 509-10.00.
Governor setting incorrect. Adjust governor, see special instruction

manual.
Failures in governor. Check that governor is working properly.

For further fault location, see special
instruction manual in section 509.
Sticking fuel pumps. Dismantle and clean.
Engine turns, but no fuel is injected Fuel oil service tank empty. Pump oil into the tank.
owing to failure in fuel system.
If Then
Air in fuel pumps. Loosen hexagon
socket screw on
fuel pumps until air
disappears.
Engine runs, but does not ignite on Air in fuel valves. Ignition fails on Vent the respective
08028-0D/H5250/94.08.12
all cylinders. one or more fuel valves.

cylinders due to
air in the fuel
valves.
Ignition fails on Change the fuel

one or more valves and check
cylinders and them for sticking
no air bubbles spindle or broken
appear. spring. Check for
collecting oil on
piston top.
Air appears in Check stuffing box

the entire system. and sealing in the
fuel system.
Cont.
02.40 - ES0
MAN Diesel
503.02 Faults in Fuel Oil System Description

L16/24 L27/38
V28/32S L21/31
Worn-out fuel pump. Change fuel pumps.
If Then
Pressure before Clean fuel filter.
pumps is too low. Check that by-pass
valve for feed pump
is not open.
Pressure is still Increase the fuel

too low. oil feed pump
pressure.
Engine turns, fuel is injected, but Water in the fuel. Drain off water and repeat venting of fuel
ignition fails. pumps by loosening the hexagonal socket
screw until air disappears.
Fuel valves or nozzles defective. Change defective fuel valves, see working
card 514-01.10.
If Then
Compression Check intake and
during start too exhaust valve for
low. tight closing.
Check piston rings.
Timing of fuel Check fuel cam-

camshaft is shaft adjustment,
incorrrect. see Working card
507-01.20.
Major alteration Adjust camshaft,

of the fuel de- see Working card
mand adjustment 507-01.20.
of the fuel pump
timing.
Oil has collected Slow turning to

on piston crown. remove oil. Locate
and change defec-
tive fuel valve.
08028-0D/H5250/94.08.12
First ignitions are too violent. Engine Sluggish movement of manoeuvering Lubricate and mobilize rod connections
runs erratically. gear. and bearings in manoeuvring gear.
Fuel pump index to high. Check rod connection in manoeuvring

gear. Check that governor is working
properly.
02.40 - ES0
MAN Diesel
Description 503.03
Page 1 (3) Disturbances During Running Edition 06
L21/31
L27/38
V28/32S
Exhaust gas temperatures Increased charging air temperature Clean air coolers, see working card 512-01.00.
increased on all cylinders. due to ineffective air coolers.
Fouling of air and gas passages. Clean air and gas passages, see working cards in section
512.
Insufficient cleaning of fuel oil or Check separator and fuel filters.

changed combustion characteristics.
Wrong maximum combustion pressure Check camshaft adjustment, see working card
/fuel injection timing 507-01.20.
Poor fuel quality. Change fuel.
Exhaust gas temperature Fuel valve or valve nozzle defective. Overhaul fuel valve, see working card 514-01.10.
increased on one cylinder.
Leaky exhaust valves. Check the valve clearance, see working card 514-01.10
or
change the leaky valve and recondition the exhaust valve,
see working card 505-01.05.
Note: This manifests itself by a rise If Then

in the exhaust temperature and faill- Stopping of the The fuel pump of the cylinder con-
ing of the compression and maximum engine is not cerned should be put out of opera-
combustion pressure of the respective possible or tion by moving the index to stop
cylinder. convenient. and locking it in this position.
Blow-by = leaky combustion cham- Check piston rings, see working card 506-01.35.
ber.
Blow-by means a serious danger of piston seizure, and
the engine must if possible be stopped and the piston in
question pulled. Leaky piston rings will normally result in
heavy excess pressure in the crankcase.
If Then
Stopping of the The fuel pump of the cylinder con-
engine is not cerned should be put out of opera-
possible or tion by moving the index to stop
convenient. and locking it in this position.
08028-0D/H5250/94.08.12
Damaged fuel pump cam. Replace camshaft section, working card 507-01.05.
Exhaust gas temperature Decreased charging air temperature. Check the thermostatic valve in the cooling water system,
decreases on all cylinders. see working card 516-04.00.
Exhaust gas temperature Spindle in fuel valve is sticking. Change and overhaul defective fuel valve, see working
decrease on one cylinder. card 514-10.00.
Fuel pump plunger is sticking or Change fuel pump plunger/barrel assembly, see working
leaking. card 514-10.00.
Cont.
05.08 - ES0
MAN Diesel
503.03 Description
Edition 06
Disturbances During Running Page 2 (3)
L21/31
L27/38
V28/32S
Engine speed decreases. Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to normal.
or
check filter, see working card 514-01.15.
Fuel valve defective. Change defective valve, see working card 514-01.10.
Fuel injection pump defective. Change or overhaul.
Water in the fuel. Drain off water from service and setting tanks. Check fuel
oil centrifuge.
Governor defective. See governor manual.

Linkage adjustment wrong
Engine stops. Shut-down for overspeed. Check fuel pumps, see working card 514-10.00.
Check governor, see governor manual.
Check movement of regulating mechanism.
Shut-down for low lubricating Check pressostat, see working card 509-05.00.
oil pressure. Check lubricating oil filter, see working card 515-01.10.
Check lubricating oil pump, see working card 515-01.00.
Shut-down for high lubricating Check lub. oil flow and pressure,
oil pressure. see working card 515-01.20.
Clean lubricating oil cooler, see working card 515-06.00.
Shut-down for high HT cooling water Check HT system and pumps.

temperature.
Smoky exhaust. Turbine speed lagging behind engine Clean turbine(s), see turbocharger manual
speed.
Air supply too low. Clean air cooler, see working card 512-01.00.
Clean air filter, see working card 512-35.00.
Clean compressor, see turbocharger manual
Clean turbine, see turbocharger manual
Fuel valves or nozzles defective. Check fuel valves, see working card 514-01.10.
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts, see working card
08028-0D/H5250/94.08.12
clearance loose. Push rod thrust disc 508-01.00.

damaged.
Rising cooling water Thermostatic function Check thermostat.

temperature.
Pump defective Stop the engine and repair the pump.
Decreased flow Check valves.
If Then
The cooling water Open the test cocks (if
fitted
temperature for the on the discharge from
entire engine has cylinders).
risen to 90-100°C. Cont.
05.08- ES0
MAN Diesel
Description 503.03
Page 3 (3) Disturbances During Running Edition 06
L21/31
L27/38
V28/32S
Check whether steam has

developed.
Steam has developed. Stop the engine.

Leave the engine to cool
while the discharge valve
is closed.
After 15 minutes open the

discharge valve a little to
allow the water to rise
slowly in the cooling
jackets.
Check filling at test cocks.
Lubricating oil pressure Lubricating oil pump defective. Check lubricating oil pump, see working card 515-01.00.
fails.
Filters fouled. Clean filter, see working card 515-01.10.
Cooler fouled. Clean cooler, see working card 515-06.00.
If Then
The lubricating oil Stop the engine: find the
pressure drops below cause of the pressure drop
the minimum stated and remedy the defect
before
in the Data sheet. restarting the engine.
Note: Feel over 5-15-30 minutes after starting, and again

when full load is achieved.
See section 502.
Alternator (GenSet only) Short circuit Flywheel must be dismounted and guide pin replaced
08028-0D/H5250/94.08.12
05.08 - ES0
MAN Diesel
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 03
General
Cause 1) Stop the Engine
During running the atmosphere in the crankcase 2) Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of oil drops is slung around everywhere. If
undue friction, and thus heating, arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is otherwise transmitted to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form milky white oil
mist which can ignite. Such ignition may be caused 3) Cut off starting air.
by the same "hot spot" that produced the oil mist. Set the control panel in "Blocking Mode" see
If a large quantity of oil mist has developed before description 501.01.
ignition, the burning may cause considerable pres- Take off all doors on one side of the crank-
sure rise in the crankcase, forcing the relief valves case.
to open. In a few cases, presumably when the whole
crankcase has been filled with oil mist, a subsequent 4) Locate the hot spot. Powerful lamps should be
explosion has thrown off the crankcase doors and employed at once (in explosion-proof fittings).
caused fire in the engine room. Feel over all sliding surfaces (bearings, liners,
pistons, roller guides, etc.).
Every precaution should therefore be taken to (A)
avoid "hot spots" and (B) discover oil mist in time. Look for squeezed-out bearing metal and discol-
oration by heat (blistered paint, burnt oil, heated
steel).
"Hot spots" in Crankcase
5) Prevent further heating, preferably by making
Overheating of bearings is a result of inadequate or a permanent repair. Special attention should be
failing lubrication, possibly caused by pollution of paid to ensuring lubricating oil supply and the
the lubricating oil. satisfactory condition of the frictional surfaces
involved. It is equally important to replace filter
It is therefore important that the lubricating oil filtration elements in time.
equipment is in perfect condition. Filter cartridges may
not be used again if they have been removed from 6) Start electrically driven lubricating oil pump
the filter. Checking of the oil condition by analysis is and check oil flow from all bearings and spray
recommended. pipes in crankcase while turning the engine
through at least two revolutions.
7) Stop and feel over. Look out for oil mist.

08028-0D/H5250/94.08.12
Oil Mist in Crankcase
The presence of oil mist may be noted at the vent Especially the frictional surfaces that caused the
pipe which is usually fitted to the top of the engine heating should be felt over (5-15-30 minutes after
frame. starting, and again when full load is obtained). Sec-
tion 501.10.
Measures (in case of white oil mist).
8) If it has not been possible to locate the hot spot,
Warning: Keep away from doors and relief valves on step 7 should be intensified and repeated until
crankcase. Do not stay unnecessarily in doorways the cause of the oil mist has been found and
near the doors of the engine room casing. remedied. In very rare cases oil mist could be
due to "atomization" of lubricating oil by the
action of an air jet (for instance blow-by, or
blow-by through cracked piston).
00.12 - ES0
MAN Diesel
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 03
L21/31
L27/38
Tabulated below are the remedial actions to be taken
if the following faults are observed:
Trouble Possible cause Trouble shooting
Oil leakage through cover nut. Missing or damaged O-ring Replace O ring.
(see Item 158, Plate 51515).
Seal face damaged. Replace cover assembly.
Excessive vibrations. Rotor out of balance owing to uneven

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

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

damaged.
Rotor assembly inadequately Tighten and bring to notice of maintenance

tightened. staff.
Standtube incorrectly seated or da- Refit or replace if damaged.

maged.
Dirt deposit not completely removed. Clean and bring to notice of maintenance
staff.
Rotor castings distorted through Replace rotor assembly.

maltreatment.
Rotor assembly components fitted in Follow sequence in Working card 515-15.00

wrong sequence. in section 515.
Bushes loose or worn in tube as- Fit new bearing tube assembly.
sembly.
08028-0D/H5250/94.08.12
99.25 - ES0
MAN Diesel
Description 503.06
Page 1 (2) Trouble Shooting Guide for Air Starter Edition 04
L21/31
L27/38
Trouble Possible Cause, see Plate 51309 Trouble Shooting
On pressing push-button, starter - Empty air receiver(s) Charge receiver(s)

does not respond and no air flow - Flow valve(s) close Open flow valve(s)
seems to exist in control circuit. - Control circuit blocked Disconnect and clean out
On pressing push-button, starter - Leak in control duct Repair or replace

does not respond, although air - Insufficient air pressure Increase pressure in receiver
flows through control circuit. - Push button stuck Remove and clean same
- Excessive length of main air Approach push-button to starter
pipework or install a solenoid valve near the
latter
Pinion revolves and advances, but - Ring gear and/or pinion burrs or Clean burrs or replace if necessary
does not engage the ring gear. damage
- Lack of clearance between pinion Replace pinion by a more adequate
and ring gear one. Check for distortion of ring
gear
Pinion revolves but does not - Follower Item 130 inoperative Disassemble, check, smoothen
advance. guide diameter, clean or replace if
rusted
- Insufficient air pressure Increase pressure in receiver
- Splined shaft Item 11 sticking Disassemble, clean, check spring
Item 13 and reassemble
- Excessive length of control pipe Approach push-button to the starter
or install a solenoid valve near the
latter
Pinion advances but does not - Pneumatic motor inoperative Disassemble, inspect rotor for
revolve foreign matters between teeth and
for possible wear of gears.
- Check valve Item 131 Clean and reassemble. Replace
worn parts
Disassemble, clean and reassem-
ble
Pinion engages gear ring, but will - Main valve Item 133 blocked Disassemble, clean and reassem-
08028-0D/H5250/94.08.12
not turn the engine ble or replace

- Rotors worn or blocked Disassemble, clean and reassem-
ble or replace rotors
- Main air pipework restricted or of Check all pipework and replace it if
insufficient bore it necessary
Starter starts working upon ope- - Incorrect connection of control Connect control pipes as per instal-
ning the flow valve of the feed line, pipes (with separate solenoid- lation instruction
although push-button (or solenoid valve)
valve) are not actuated. - Main valve Item 133 blocked and Disassemble, clean and replace
open joint if needed
00.13 - ES0
MAN Diesel
503.06 Description
Edition 04
Trouble Shooting Guide for Air Starter Page 2 (2)
L21/31
L27/38
Trouble Possible Cause, see Plate 51309 Trouble Shooting
Lack of starter power - Main pipework choked or is bore Check entire pipework for correct
is less than stipulated for the bore and replace if incorrect
starter
- Badly worn rotors Disassemble, replace and reassem-
ble
08028-0D/H5250/94.08.12
00.13 - ES0
MAN Diesel
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 03
General
Description The pump bearings are lubricated automatically with

oil from the lubricating oil system of the engine.
The built-on fresh water pumps in the high and low
temperature circuits are of the centrifugal type. They If the pump leaks and the shaft sealing rings are
are mounted in the front end box and are driven worn, it is recommended to replace the shaft seal,
through the gearing. see Working card 516-02.00.
Oil or water flows out of the inspec- Worn rotating sealing. See working card 502-05.00.
tion holes.
The pump does not work after start. Pump draws in air at suction side. Check packings and pipes for tightness.
The system is not filled-up. Check the level in the expansion tank.
Air cannot escape on delivery side. Vent the system.
Leaking shaft seal. Check the shaft seal.
Pump capacity drops after normal Air leakages from shaft seal. Overhaul the shaft seal.
operation.
Fouled impeller. Clean the impeller.
Pump does not give maximum Suction valve not fully open. Open the suction valve.
delivery.
Defective seals. Replace the seals.
Worn impeller and worn wear rings. Overhaul the pump.
Note: Running trouble with the pump, apart from

mechanical faults, is most often due to leaks in the
08028-0D/H5250/94.08.12
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.
98.20 - ES0
MAN Diesel
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01
General
Trouble Shooting Fatigue fracture will normally necessitate replace-
ment of all plates and gaskets as there may be a
It is necessary to replace damaged plates or ga- risk of fatigue fracture in all the material.
skets. In case of corrosion, all plates must be examined
carefully!
First examine the external conditions around the Concerning the work to be carried out see Working
plate heat exchanger in order to localize the cause card 515-06.00.
of the damage. Do this very carefully.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operating
Data & Set Points".
Leakage. Insufficient tightening. Tighten up the plate heat exchanger, but

(Phase 1) not below the minimum dimension and
never when the plate heat exchanger is
under pressure or over 40°C.
If the plate heat exchanger is still leaky,

proceed to phase 2.
Leakage. Fouled or deformed plates. Separate the plate heat exchanger and
(Phase 2) Inelastic or deformed gaskets. check if the 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,
if any.
Before assembling clean all plates and
gaskets very carefully.
Assemble the plate heat exchanger and
start it up again.
Note: Even tiny impurities such as sand
grains may cause leakage.
Leakage. Gaskets. Separate the plate heat exchanger.

(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension.) Replace the gaskets.
08028-0D/H5250/94.08.12

start it up again.
Leakage. Defective gasket or badly corroded Separate the plate heat exchanger.
(Through the drain holes of the gas- plate. Replace defective plates and gaskets,
kets.) if any.
start it up again.
98.20 - ESO
MAN Diesel
503.10 Description
Edition 01 Troubleshooting for Lubricating Oil Cooler Page 2 (2)
General
Non-Visible Leakage
Reduced heat transmission and/or Fouled plates or choked plate chan- Separate the plate heat exchanger and
increasing pressure drop. nels. check if the plates are fouled.
Clean the plates very carefully.
start it up again.
Leakage. Holes in plates. A suspected leakage can be localized in

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

(The fluids get mixed.) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on one
plate side (every second plate channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat ex-
changer again. Take care to avoid water
spraying onto the dry plate side!
By a careful study of the plates it will be
08028-0D/H5250/94.08.12
possible to find moist areas, if any, on the

otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
98.20 - ES0
Media specification
504/604
MAN Diesel & Turbo 3.3.6
Lubricating oil (SAE 40) - Specification 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 neutralisation 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. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-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
Lubricating oil (SAE 40) - Specification for heavy fuel

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 ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
2012-05-14 - de
operation (HFO)
* Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
General
oil
6680 3.3.6-01 EN 1 (5)

3.3.6 MAN Diesel & Turbo
Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
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, 40/54, 48/60, 58/64, 40

51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralisation capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number produces the most effi-
cient engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
2012-05-14 - de
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
operation (HFO)
content of less than 0.5 %

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
General
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
for exclusively HFO operation only with a sulphur content < 1.5 %.
2 (5) 6680 3.3.6-01 EN

Approx. BN Engines/Operating conditions
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, 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, 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 a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
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.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
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 for these oils is 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. The
engines supplied after March 2005 are already filled with this oil.
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 mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
2012-05-14 - de
operation (HFO)
with further information.

Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
General
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
6680 3.3.6-01 EN 3 (5)

be analysed every 1-3 months (see maintenance schedule). 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 1000 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 1000 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 ℃ 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 ℃ 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
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
2012-05-14 - de
is required for the test.

operation (HFO)
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
General
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450

AGIP —— Cladium 300 Cladium 400 ——
4 (5) 6680 3.3.6-01 EN

Base Number (mgKOH/g)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
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
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- —— Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

2012-05-14 - de
operation (HFO)
General
6680 3.3.6-01 EN 5 (5)

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
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.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
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 following limit values, 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
Specification of lubricating oil (SAE 40) for operation with

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 ageing oven * -
up to 135 °C
gas oil, diesel oil (MGO/MDO) and biofuels
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
2012-06-22 - de
(HD oils) must have the following properties:

Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
6680 3.3.5-01 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
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.
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.
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, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the 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.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
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
2012-06-22 - de
no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.
General
2 (5) 6680 3.3.5-01 EN

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. The
engines supplied after March 2005 are already filled with this oil.
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 mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance schedule). 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 1000 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 1000 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.
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
2012-06-22 - de
is required for the test.

General
6680 3.3.5-01 EN 3 (5)

Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to

health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40

Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
2012-06-22 - de
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
General
4 (5) 6680 3.3.5-01 EN

Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ 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
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2012-06-22 - de
General
6680 3.3.5-01 EN 5 (5)

MAN Diesel & Turbo
Description 504.03
Page 1 (4) Treatment and maintenance of lubricating oil
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

General Operation on Heavy Fuel Oil (HFO)
During operation of trunk engines the lubricating oil HFO-operated engines require effective lubricating
will gradually be contaminated by small particles oil cleaning. In order to ensure a safe operation it is
originating from the combustion. necessary to use supplementary cleaning equip-
Engines operated on heavy fuels will normally ment together with the built-on full flow depth filter.
increase the contamination due to the increased It is mandatory to run bypass separators continu-
content of carbon residues and other contaminants. ously for engines operated on HFO, as an optimal
Contamination of lubricating oil with either freshwa- lubricating oil treatment is fundamental for a reliable
ter or seawater can also occur. working condition. Therefore it is mandatory to
clean the lubricating oil with a bypass separator, so
A certain amount of contaminants can be kept sus- that the wear rates are reduced and the lifetime of
pended in the lubricating oil without affecting the the engine is extended.
lubricating properties.
The condition of the lubricating oil must be kept Bypass equipment
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Clean- As a result of normal operation, the lubricating oil
ing/Exchange of Lubricating Oil". contains abraded particles and combustion resi-
dues which have to be removed by the bypass
The moving parts in the engine are protected by the cleaning system and to a certain extent by the
built-on duplex full-flow lubricating oil filter. The duplex full-flow lubricating oil filter as well.
replaceable paper filter cartridges in each filter
chamber have a fineness of 10-15 microns. The With automatic mesh filters this can result in an
safety filter, at the centre of each filter chamber, is a undesirable and hazardous continuous flushing. In
basket filter element, with a fineness of 60 microns view of the high cost of cleaning equipment for
(sphere passing mesh). removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
The pressure drop across the replaceable paper fil- through the engine since it is installed in a bypass.
ter cartridges is one parameter indicating the con-
tamination level. The higher the dirt content in the The bypass cleaning equipment is operated
oil, the shorter the periods between filter cartridge ▪ continuously when the engine is in operation or
replacement and cleaning. at standstill
The condition of the lubricating oil can be main- For cleaning of lubricating oil the following bypass
tained / re-established by exchanging the lubricat- cleaning equipment can be used:
ing oil at fixed intervals or based on analyzing oil
▪ Separator unit
samples.
▪ Decanter unit
Operation on Marine Diesel Oil (MDO) & ▪ Self cleaning automatic bypass mesh filter
Marine Gas Oil (MGO) ▪ Centrifugal bypass filter (Holeby Gensets can be
delivered with this built-on filter)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass ▪ Bypass depth filter
filter as an additional filter to the built-on full flow The separator unit, decanter unit, the self-cleaning
depth filter. automatic bypass mesh filter and the bypass depth
It is advisable to run bypass separators continu- filter capacity must be adjusted according to
ously for engines operated on MDO/MGO as sepa- maker’s recommendations.
rators present the best cleaning solution. Mesh fil- In case full flow filtration equipment is chosen, this
ters have the disadvantage that they cannot remove must only be installed as in-line cleaning upstream
water and their elements clog quickly. to the duplex full-flow lubricating oil filter, built onto
the engine.
2012.05.15 - ES1
MAN Diesel & Turbo
504.03 Description
Treatment and maintenance of lubricating oil Page 2 (4)
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

The most appropriate type of equipment for a par- Lubricating oil preheating
ticular application depends on the engine output,
the type and amount of combustion residues, the The installed heater on the separator unit ensures
annual operating time and the operating mode of correct lubricating oil temperature during separa-
the plant. Even with a relatively low number of oper- tion. When the engine is at standstill, the heater can
ating hours there can be a great deal of combustion be used for two functions:
residues if, for instance, the engine is inadequately ▪ The oil in the sump can be preheated to 95 –
preheated and quickly accelerated and loaded. 98 °C by the heater and cleaned continuously
by the separator.
Separator ▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
Continuous lubricating oil cleaning during engine
installation of the lubricating oil system.
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working con-
dition of the engine. Cleaning capacity
If the lubricating oil is circulating without a separator Normally, it is recommended to use a self-cleaning
in operation, the lubricating oil will gradually be con- filtration unit in order to optimize the cleaning period
taminated by products of combustion, water and/or and thus also optimize the size of the filtration unit.
acid. In some instances cat-fines may also be Separators for manual cleaning can be used when
present. the reduced effective cleaning time is taken into
In order to prolong the lubricating oil lifetime and consideration by dimensioning the separator
remove wear elements, water and contaminants capacity.
from the lubricating oil, it is mandatory to use a by-
pass separator. The required flow
The separator will reduce the carbon residue con-
tent and other contaminants from combustion on In order to calculate the required lubricating oil flow
engines operated on HFO, and keep the amount through the separator, the separator maker’s rec-
within MDT’s recommendation, on condition that ommendation must be followed.
the separator unit is operated according to maker's As a guidance, the following formula should form
recommendations. the basis for choosing the required flow for the sep-
When operating a cleaning device, the following arator capacity:
recommendations must be followed:
Q = P x 1.36 x n
▪ The optimum cleaning effect is achieved by
T
keeping the lubricating oil in a state of low vis-
cosity for a long period in the separator bowl. Q = required flow (l/h)
▪ Sufficiently low viscosity is obtained by preheat- P = engine output kW)
ing the lubricating oil to a temperature of 95°C - t = actual effective separator operating
98°C, when entering the separator bowl. time per day (hour)
▪ The separator unit capacity must be adjusted n = number of turnovers per day of the
according to maker’s recommendations. theoretical oil volume correspond-
Slow passage of the lubricating oil through the sep- ing to 1.36 l/kW or 1 l/HP
arator is obtained by using a reduced flow rate and The following values for "n" are recommended:
by operating the separator 24 hours a day, stop-
ping only for maintenance, according to maker's n = 5 for HFO operation (residual)
recommendation. n = 4 for MDO operation
n = 3 for distillate fuel
2012.05.15 - ES1
MAN Diesel & Turbo
Description 504.03
Page 3 (4) Treatment and maintenance of lubricating oil
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

Example 1 Three 1000 kW engines operating on HFO connec-
For multi-engine plants, one separator per engine in ted to a common self-cleaning separator with a
operation is recommended. daily effective separating period of 23 hours:
Separator installation
With multi-engine plants, one separator per engine
in operation is recommended, but if only one sepa-
rator is in operation, the following layout can be
used:
▪ A common separator can be installed, with one
in reserve if possible for operation of all engines
Figure 1: Example 1
through a pipe system, which can be carried
out in various ways. The aim is to ensure that
One 1000 kW engine operating on HFO connected the separator is only connected to one engine
to a self-cleaning separator with a daily effective at a time. This to ensure that there is no suction
separating period of 23 hours: and discharging from one engine to another.
It is recommended that inlet and outlet valves are
connected, so that they can only be changed over
simultaneously.
Example 2 With only one engine in operation there are no
As alternative one common separator can be instal- problems with separating, but if several engines are
led, with one in reserve if possible, for multi-engine in operation for some time it is recommended to
plants. split up the time so that there is separation on all
engines, which are operating in turns.
The capacity of the separator has to correspond
with the separating of oil on the single engine n
times during the available time, every 24 hours. See
section regarding required flow.
Check of lubricating oil system

For cleaning of the lubricating oil system after over-
hauls and inspection of the lubricating oil piping
system the following checks must be carried out:
1. Examine the piping system for leaks.
2. Retighten all bolts and nuts in the piping sys-
tem.
3. Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
4. Blow through drain pipes.
5. Check flexible connections for leaks and dam-
1 Interconnected valves ages.
6. Check manometers and thermometers for pos-
Figure 2: Example 2 sible damages.
2012.05.15 - ES1
MAN Diesel & Turbo
504.03 Description
Treatment and maintenance of lubricating oil Page 4 (4)
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

rous particles and rust are active. Furthermore, the
Deterioration of oil lacquer and varnish oxidation products of the oil
itself have an accelerating effect. Continuous clean-
Oil seldomly loses its ability to lubricate, i.e. to form ing of the oil is therefore important to keep the
a friction-decreasing oil film, but it may become cor- sludge content low.
rosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
rough and wipes the bearing surface.
Water washing
In that case the bearings must be renewed, and the Water washing of HD oils (heavy duty) must not be
journals must also be polished. The corrosiveness carried out.
of the lubricating oil is either due to far advanced
oxidation of the oil itself (TAN) or to the presence of Water in the oil
inorganic acids (SAN). In both cases the presence
If the TAN is low, a minor increase in the fresh water
of water will multiply the effect, especially sea water
content of the oil is not immediately detrimental
as the chloride ions act as an inorganic acid.
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
Signs of deterioration (below 0.2% water content, which is permissible,
If circulating oil of inferior quality is used and the oxi- see description "B 12 15 0/504.04 criteria for
dative influence becomes grave, prompt action is exchange of lube oil”). If the engine is stopped while
necessary as the last stages in the deterioration will corrosion conditions are unsatisfactory, the crank-
develop surprisingly quickly, within one or two shaft must be turned ½ - ¾ revolution once every
weeks. Even if this seldomly happens, it is wise to hour. Please make sure that the crankshaft stops in
be acquainted with the signs of deterioration. different positions, to prevent major damage to
bearings and journals. The lubricating oil must be
These may be some or all of the following: circulated and separated continuously to remove
▪ Sludge precipitation in the separator multiplies water.
▪ Smell of oil becomes acrid or pungent Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
▪ Machined surfaces in the crankcase become
by immersing a piece of glass or a soldering iron
coffee-brown with a thin layer of lacquer
heated to 200-300°C in an oil sample. If there is a
▪ Paint in the crankcase peels off or blisters hissing sound, water is present. If a large quantity of
▪ Excessive carbon is formed in the piston cool- water has entered the lubricating oil system, it has
ing chamber to be removed. Either to suck up sediment water
from the bottom, or replace the oil in the sump. An
In a grave case of oil deterioration the system must
oil sample must be analysed immediately for chlor-
be cleaned thoroughly and refilled with new oil.
ide ions.
Oxidation of oils
At normal service temperature the rate of oxidation
is insignificant, but the following factors will acceler-
ate the process:
High temperature
If the coolers are ineffective, the temperature level
will generally rise. A high temperature will also arise
in electrical pre-heaters if the circulation is not con-
tinued for 5 minutes after the heating has been
stopped, or if the heater is only partly filled with oil.
Catalytic action
Oxidation of the oil will be accelerated considerably
if catalytic particles are present in the oil. Wear par-
ticles of copper are especially harmful, but also fer-
2012.05.15 - ES1
MAN Diesel & turbo
Description 504.04
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil Edition 07
General
Replacement of Lubricating Oil Unit : cSt (mm2/s)
The expected lubricating oil lifetime in operation is Possible test

difficult to determine. The lubricating oil lifetime is methods : ASTM D-445, DIN 51562/53018,
depending on the fuel oil quality, the lubricating oil ISO 3104
quality, the lubricating oil consumption, the lubricating
oil cleaning equipment efficiency and the engine Increasing viscosity indicates problems with inso-
operational conditions. lubles, HFO contamination, water contamination,
oxidation, nitration and low load operation. Decrea-
In order to evaluate the lubricating oil condition a sing viscosity is generally due to dilution with lighter
sample should be drawn on regular basis at least viscosity oil.
once every three month or depending on the latest
analysis result. The lubricating oil sample must be
drawn before the filter at engine in operation. The 2. Flash Point
sample bottle must be clean and dry, supplied with
sufficient indentification and should be closed im- Min. value : 185° C
mediately after filling. The lubricating oil sample
must be examined in an approved laboratory or in Possible test
the lubricating oil suppliers own laboratory. method : ASTM D-92, ISO 2719
A lubricating oil replacement or an extensive lubri- Normally used to indicate fuel dilution.
cating oil cleaning is required when the MAN Diesel
exchange criteria's have been reached.
3. Water Content
Evaluation of the Lubricating Oil Condition Max. value : 0.2 %
Based on the analysis results, the following guidance Unit : Weight %

are normally sufficient for evaluating the lubricating
oil condition. The parameters themselves can not be Possible test
jugded alonestanding, but must be evaluated together method : ASTM D4928, ISO 3733
in order to conclude the lubricating oil condition.
Water can originate from contaminated fuel oil, an
engine cooling water leak or formed as part of the
1. Viscosity combustion process. If water is detected also Sodium,
Glycol or Boron content should be checked in order
Limit value : to confirm engine coolant leaks.
Normal min. max.

value value value 4. Base Number (BN)
SAE 30 [cSt@40° C] 95 - 125 75 160
Min. value : The BN value should not be lower
SAE 30 [cSt@100° C] 11 - 13 9 15 than 50% of fresh lubricating oil
value, but minimum BN level never
SAE 40 [cSt@40° C] 135 - 165 100 220 to be lower than 10-12 at operat-
ing on HFO!
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g
Possible test
method : ASTM D-2896, ISO 3771
07.11 - ES1
MAN Diesel & Turbo
504.04 Description
Edition 07 Criteria for Cleaning/Exchange of Lubricating Oil Page 2 (2)
General
The neutralization capacity must secure that the acidic Unit : Weight %
combustion products, mainly sulphur originate from
the fuel oil, are neutralized at the lube oil consumption Possible test
level for the specific engine type. Gradually the BN method : ASTM D-893 procedure B in n-
will be reduced, but should reach an equilibrium. Heptane, DIN 51592
Additionally
5. Total Acid Number (TAN) test : If the level in n-Heptane insolubles
is considered high for the type of
Max. value : 3.0 acc. to fresh oil value oil and application, the test could
be followed by a supplementary
Unit : mg KOH/g determination in Toluene.
Possible test Total insolubles is maily derived from products of

method : ASTM D-664 combustion blown by the piston rings into the crank-
case. It also includes burnt lubricating oil, additive
TAN is used to monitor oil degradation and is a ash, rust, salt, wear debris and abrasive matter.
measure of the total acids present in the lubricating
oil derived from oil oxidation (weak acids) and acidic
products of fuel combustion (strong acids). 7. Metal Content
Metal content Remarks Attention limits

6. Insolubles Content
Iron Depend upon max. 50 ppm
Max. value : 1.5 % generally, depending upon Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
actual dispersant value and the Lead tions max. 20 ppm
increase in viscosity. Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
07.11 - ES1
MAN Diesel
Description
Page 1 (1) Lubricating Points 504.05
Edition 03
General
Lubricating Oil Types Used in the Engine
Description Lub. Oil Type
Engine system lubricating oil SAE 40 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instructions in section 509.
Alternator (only for GenSet) See special instructions in section 518 or separate instructions.
Hydraulic tools Hydraulic oil or turbine oil (with a viscosity of about SAE 20).
08028-0D/H5250/94.08.12
04.35 - ES0
MAN Diesel & Turbo
Description
Lubricating Oil in Base Frame 504.06
L21/31
H1 = Min. level alarm point

H2 = Min. level dipstick
H3 = Max. level dipstick
H4 = Max. level alarm point
Type L21/31 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl.
Min. litre (H2) in base frame 686 778 868 960 1050
Max. litre (H3) in base frame 931 1056 1178 1303 1425
06.11 - ES1
MAN Diesel
Description 504.07
Page 1 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
Please note that only maximum continuous rating A2:

(PMCR (kW)) should be used in order to evaluate the Lubricating oil evaporation
SLOC. Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
Please note, during engine running-in the SLOC may exchange
exceed the values stated.
The lubricating oil density, ρ @ 15°C must be known
The following formula is used to calculate the in order to convert ρ to the present lubricating oil
SLOC: temperature in the base frame. The following formula
is used to calculate ρ:
SLOC [g/kWh] =
ρlubricating oil [kg/m3] =
(lubricating oil added - A1 - A2 [dm ]) * ρlubricating oil [kg/m ]
3 3
run.hrs period * PMCR [kW] ρlubricating oil @15°C [kg/m3] – 0,64 * (tlubricating oil [°C] – 15)
In order to evaluate the correct engine SLOC, The engine maximum continuous design rating (PMCR)
the following circumstances must be noticed and must always be used in order to be able to compare
subtracted from the engine SLOC: the individual measurements, and the running hours
since the last lubricating oil adding must be used
A1: in the calculation. Due to inaccuracy *) at adding
08028-0D/H5250/94.08.12
Desludging interval and sludge amount from the lubricating oil, the SLOC can only be evaluated
lubricating oil separator (or automatic lubricating oil after 1,000 running hours or more, where only the
filters). The expected lubricating oil content of the average values of a number of lubricating oil addings
sludge amount is 30%. are representative.
The following does also have an influence on Note *)

the SLOC and must be considered in the SLOC A deviation of ± 1 mm with the dipstick measurement
evaluation: must be expected, witch corresponds uptill ± 0.1
g/kWh, depending on the engine type.
06.25 - ES0
MAN Diesel
Description 504.07
Page 2 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
Plant / Ship
Lube oil consumption
Engine type:___________________ Engine # :__________________
Lube oil brand/type:__________________________________________
Density @15 C:_____________ [kg/m3]
Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks

[h] [dm³] [dm³] [°C] [g/kWh]
08028-0D/H5250/94.08.12
06.25 - ES0
Heavy fuel oil (HFO) specification
6680 3.3.3-01
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table 1, pro-
viding the engine and fuel processing system have been designed accord-
ingly. To ensure that the relationship between the fuel, spare parts and
repair / maintenance costs remains favorable 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 1.
The entries in the last column of Table 1 provide important background infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not com-
ply with these specifications (e.g. crude oil), consultation with Technical Serv-
ice of MAN Diesel & Turbo SE 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 speci-
fication 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
2012-05-16 - de
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
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
General
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
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
6680 3.3.3-01 EN 1 (12)

(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
6680 3.3.3-01
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 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
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 processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1

Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-
(ULO) cating oil (ULO = used lubricat-
2012-05-16 - de
ing oil, old oil). Fuel is consid-

ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
General
Ca > 30 ppm and Zn > 15

ppm or Ca > 30 ppm and P >
15 ppm.
2 (12) 6680 3.3.3-01 EN

Asphaltene content Weight % 2/3 of coke residue Combustion properties
6680 3.3.3-01
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil

2012-05-16 - de
General
6680 3.3.3-01 EN 3 (12)

6680 3.3.3-01
2012-05-16 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) 6680 3.3.3-01 EN

6680 3.3.3-01
2012-05-16 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN 5 (12)

6680 3.3.3-01
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
and operating results more clearly.
Selection of heavy fuel oil Economic 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 require-
ments are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
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, 23/30H and
28/32H: 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-residue combustion. This also pre-
vents mechanical overloading of the injection system. For the prescribed
injection viscosity and/or the required fuel oil temperature 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 Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavy
fuel oil has a high concentration of foreign matter, or if fuels in accordance
with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will
be required one of which must be sized for 24-hour operation. Before the
content is moved to 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 – water, foreign matter and sludge, for example. The separators
2012-05-16 - de
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

cally).
Only new generation separators should be used. They are extremely effective
General
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.
6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-

tion)" shows the prerequisites that must be met by the separator. These limit
6680 3.3.3-01
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). 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 should be consulted.
If processing is carried out in accordance with the MAN Diesel specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled "Achievable proportion of foreign matter and
water" for inorganic foreign matter and water in the heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practiсe 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
lubricating 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 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2012-05-16 - de
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
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
6680 3.3.3-01 EN 7 (12)

Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
6680 3.3.3-01
at regular intervals. The tank's ventilation system must be designed in such a

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavorable, 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 the 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 chapter 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 are aluminium silicate
particles that cause 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 pro-
portion 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 tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to “Low-temperature behaviour
(ASTM D 97)”.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2012-05-16 - de
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-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
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
8 (12) 6680 3.3.3-01 EN

system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
6680 3.3.3-01
increased deposition of asphalt (see "Compatibility”).
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 piston
engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems.
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 determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2012-05-16 - de
General
6680 3.3.3-01 EN 9 (12)

6680 3.3.3-01
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
straight line through the density
and viscosity of the heavy fuel
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2012-05-16 - de
components that are exposed to acidic combustion products is below the

acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
General
of lubricating oil and the engine's cooling system satisfy the requirements.
10 (12) 6680 3.3.3-01 EN

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
6680 3.3.3-01
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) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
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 – classification/effects".
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
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-
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 &
Turbo will monitor developments and inform its customers if required.
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.
2012-05-16 - de

General
6680 3.3.3-01 EN 11 (12)

6680 3.3.3-01
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 Our department for fuels and lubricating oils (Augsburg factory, department
EQC) will be pleased to provide further information on request.
We can analyse fuel for customers at our laboratory. A 0.5 l sample is
required for the test.
2012-05-16 - de
General
12 (12) 6680 3.3.3-01 EN

Diesel oil (MDO) specification
6680 3.3.2-01
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m3 ISO 3675 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by vol. ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content % by weight ISO 6245 < 0.01
Carbon residue (MCR) % by weight ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25

Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
2012-03-21 - de
British Standard BS MA 100-1987 Class M2

ASTM D 975 2D
ASTM D 396 Nr. 2
General
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
6680 3.3.2-01 EN 1 (2)

6680 3.3.2-01
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.


Analyses
2012-03-21 - de

General
2 (2) 6680 3.3.2-01 EN

Gas oil / diesel oil (MGO) specification
6680 3.3.1-01
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity at 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01 Gas oil / diesel oil (MGO) specification
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
2011-07-06 - de
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
General
Table 1: Diesel fuel (MGO) – properties that must be complied with.
6680 3.3.1-01 EN 1 (2)

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
6680 3.3.1-01
the cloud point in accordance with ISO 3015
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
Gas oil / diesel oil (MGO) specification

2011-07-06 - de
General
2 (2) 6680 3.3.1-01 EN

Bio fuel specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to d/ate. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper- EN 116
ature in the fuel system
2011-03-25 - de
Table 1: Non-transesterified bio-fuel - Specifications

General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
2011-03-25 - de
General
2 (2) 6680 3.3.1-02 EN

MAN Diesel & Turbo
Description
Crude oil specification 514.24
Page 1 (2) Edtioon 01
General
Crude Oil Our four-stroke medium-speed engines are well

proven in operation on crude oil taken directly from
Crude oil is a naturally occurring flammable liquid oil wells and conditioned on site.
consisting of a complex mixture of hydrocarbons of
various molecular weights and other liquid organic Exploiting crude oil to feed the large consumers
compounds, that are found in geologic formations involved in oil and gas exploration and production
beneath the Earth's surface. is both an economical solution and saves the con-
siderable CO2 emissions involved in the refining of
The flash point of crude oil is low, typically below distillate fuels and their transport via pumping sta-
ambient temperature. tions from and to the oil field.
Properties/Characteristics Unit Limit Test method

Viscosity, before injection pumps, min. cSt 3
Viscosity, before injection pumps, max. cSt 14 1)
Viscosity @ 50°C, max. cSt 700 ISO 3104
Density @ 15°C, max. kg/m 3
1010.0 ISO 3675 or ISO 12185
CCAI, max. - 870 ISO 8217
Water before engine, max. % volume 0.2 ISO 3733
Sulphur, max. % mass 4.5 ISO 8754 or ISO 14596
Ash, max. % mass 0.15 ISO 6245
Vanadium, max. mg/kg 600 ISO 14597 or IP 501 or IP 470
Sodium + Potassium before engine, mg/kg
1/3 Vanadium content ISO 10478
max.
Aluminium + Silicon before engine, max. mg/kg 15 ISO 10478 or IP 501 or IP 470
Carbon residue, max. % mass 20 ISO 10370
2/3 of carbon residue
Asphaltenes, max. % mass ASTM D3279
(according to Conradson)
Reid vapour pressure (RVP), max. kPa @ 37.8°C 65 ASTM D323
Lubricity (wear scar diameter) µm < 520 ISO 12156-1
Pour point, max. °C 30 ISO 3016
Cold filter plugging point °C 2)
IP 309
Total sediment potential, max. % mass 0.10 ISO 10307-2
Hydrogen sulphide, max. mg/kg 2 IP 570
AN (acid number), max. mg KOH/g 2.5 ASTM D664
Table 1 Crude oil - specifications.
1) Viscosity, before injection pumps, max. 18 cSt for 2) Minimum 10°C below the lowest temperature in
GenSets L23/30H, L28/32H and V28/32S the entire fuel system

12.36 - ES1
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.
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with
2011-03-25 - de
Prescribed injection viscosity Required temperature of heavy fuel oil

180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
≥ 12 126 (line c)
General
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
6680 3.3.4-01 EN 1 (2)

* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1000 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) and

▪ 60 °C at the most with MDO (DMC).
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 SE in Augsburg.
2011-03-25 - de
General
2 (2) 6680 3.3.4-01 EN

MAN Diesel & Turbo
Description
Page 1 (1) Firing Pressure Comparison 504.28
Edition 03
L21/31
Engine type, 5 - 9L21/31, GenSet, Tier II
Output, 5 cyl kW/cyl 200
Output, 6-9 cyl kW/cyl 220
Engine speed rpm 900
220
210
200
190
180
Indicator Cock [bar]
170
160
150
140
130
120
110
100
100 110 120 130 140 150 160 170 180 190 200 210 220
Combustion Chamber [bar]
Max Pressure 100%

7
6
5
4
Delta max press. [bar]
3
2
1
0
-1
-2
-3
-4
-5
980 990 1000 1010 1020 1030
Barometric press. [mbar]
12.10 - ES1 - Tier II

MAN Diesel & Turbo
Description
Page 1 (1) Firing Pressure Comparison 504.28
Edition 04
L21/31
Engine type, 5 - 9L21/31, GenSet, Tier II
Output, 5 cyl kW/cyl 200
Output, 6-9 cyl kW/cyl 220
Engine speed rpm 1000
220
210
200
190
180
Indicator Cock [bar]
170
160
150
140
130
120
110
100
100 110 120 130 140 150 160 170 180 190 200 210 220
Combustion Chamber [bar]
Max Pressure 100%

7
6
5
4
Delta max press. [bar]
3
2
1
0
-1
-2
-3
-4
-5
980 990 1000 1010 1020 1030
Barometric press. [mbar]
12.10 - ES1 - Tier II

MAN Diesel
Description 504.30
Page 1 (2) Fuel Oil Cleaning Edition 01
General
Purification Recommendations Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature of 98°C
Fuel oils are always contaminated and should there- (208°F) should be maintained in the centrifuge oil
fore be cleaned thoroughly of solid as well as liquid preheater.
contaminants before use. The solid contami-nants
in the fuel are mainly rust, sand, dust and re-finery The fuel is kept in the centrifuge for as long as pos-
catalysts. Liquid contaminants are mainly water, i.e. sible by adjusting the flow rate through the centrifuge
either fresh water or sea water. so that it corresponds to the amount of fuel required
by the engine without excessive re-circulating. Con-
The impurities can cause damage to fuel injection sequently, the centrifuge should operate for 24 hours
pumps and fuel valves, result in increased cylinder a day except during necessary cleaning.
liner wear and cause the exhaust valve seats to
deteriorate. Increased fouling of gasways and tur- Taking today's fuel qualities into consideration the
bocharger blends may also result from the use of need to clean centrifuges ("shooting frequency")
inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the grav-
Effective cleaning can only be ensured by means ity discs are of special importance for efficient water
of a centrifuge. We recommend that the capacity removal. The centrifuge manual states the disc or
of the centrifuges installed be at least according to screw adjustment which should be chosen on the
the centrifuge maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and to allow the fuel oil to remain available for fuel cleaning. Results from experimen-
in the centrifuge bowl for as long as possible. tal work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning ef-
fect, especially as regards removal of catalyst fines,
is achieved when the centrifuges are operated in
Cleaning of HFO by Centrifuging
series, in purifier/clarifier mode.
Single centrifuge as purifier.
Operating Therefore series operation of centrifuges to ensure
options Two centrifuges in parallel.
Two centrifuges in series. maximum safety is a fully accepted alternative to the
previously recommended parallel operation, provided
Optimum Operating Configurations the operating capacity of each individual centrifuge
can handle the total amount of fuel required by the
Water content Parallel operation engine, without exceeding the flow rate recommended
below 1 % Purifier / Purifier by the centrifuge maker for the operating mode in
Normal question.
or
conditions
Density at 15°C Series operation
below 0.991 Purifier + Clarifier If the centrifuge capacity installed is on the low side,
corresponding to the specific viscosity of the fuel
08028-0D/H5250/94.08.12
Water content oil used, and if more than one centrifuge is avail-
below 1 % Parallel operation able, parallel operation may be considered in order
to obtain an even lower flow rate. However, in view
Extreme Density at 15°C Purifier / Purifier of the above results and recommendations serious
conditions below 0.991 consideration should be given to installing new equip-
ment in accordance with today's fuel qualities and
High content Series operation flow recommendations.
of catalyst fines Purifier + Clarifier
Table 1. Cleaning of HFO.
97.40 - ES0
MAN Diesel
504.30 Description
Edition 01 Fuel Oil Cleaning Page 2 (2)
General
To determine centrifuging capacity we generally

advise to follow the recommendations of the cen- Flow Rate
trifuge maker, but the curves in fig. 1, can be used Related to Rated Capacity of Centrifuge
as a guideline. %
100
A homogenizer may be installed in the fuel oil sys- 80

tem as a supplement to the centrifuges in order to 60
homogenize possible water and sludge still present 40
in the fuel after centrifuging. 20
Separation Temperature
°F °C
212 100
194 90
176 80
158 70
140 60
122 50
104 40
100
15 25 45 75 130 cSt/80°C
Log scales 30 60 80 180 380 600 cST/50°C
200 400 600 1500 3500 6000 sec. RI/100°F
Fig. 1 Flow rate through centrifuge related to nominal capa-

city of centrifuge.
08028-0D/H5250/94.08.12
97.40 - ES0
Engine cooling water specifications
6680 3.3.7-01
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact 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 cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties referred to above in a straightforward manner. The
manufacturers of anticorrosive agents also supply user-friendly testing equip-
ment. For information on monitoring cooling water, refer to Work Card
000.07.
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 cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
2012-08-20 - de
sion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
be regularly checked.
Hardness The total hardness of the water is the combined effect of the temporary and
General
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
6680 3.3.7-01 EN 1 (8)

is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
6680 3.3.7-01
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 cooling water 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 cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticor-
rosive chemical or an 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 cooling water

The engine must not be brought into operation without treating the
cooling water first.
2012-08-20 - de
Additives for cooling water

General
Only the additives approved by MAN Diesel and listed in the tables under the
section entitled "Approved cooling water additives“ may be used.
2 (8) 6680 3.3.7-01 EN

Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
6680 3.3.7-01
"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 cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
Only in closed circuits Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses.
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 cooling water treatment and electrochemical potential reversal can occur
due to the cooling water temperatures which are normally present in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated. (Military specification: Sy-7025).
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled "Anti-freeze solutions with slushing properties" while
observing the prescribed concentration. This concentration prevents freezing
at temperatures down to -22 °C. However, the quantity of anti-freeze solu-
tion actually required always depends on the lowest temperatures that are to
be expected at the place of use.
Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
tion used is lower due to less stringent frost protection requirements and
2012-08-20 - de
does not provide an appropriate level of corrosion protection. For information

on the compatibility of the anti-freeze solution with the anticorrosive agent
and the required concentrations, contact the manufacturer. As regards the
chemical additives indicated in the table „Nitrite-Containing Chemical Addi-
General
tives“, their compatibility with ethylene glycol-based antifreezes has been
6680 3.3.7-01 EN 3 (8)

proved. Anti-freeze solutions may only be mixed with one another with the
consent of the manufacturer, even if these solutions have the same composi-
6680 3.3.7-01
tion.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Observe the applicable environmental protection regulations when disposing
of cooling water containing additives. For more information, consult the addi-
tive supplier.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated 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
cooling water 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 cooling water 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 are carried out on the pipe system. The entire system must therefore
be cleaned with the engine switched off using a suitable cleaning agent (see
Work Cards 000.03 and 000.08 by MAN Diesel).
Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide 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 following cleaning.
Once this has been done, the engine cooling water must be treated immedi-
ately with anticorrosive agent. Once the engine has been brought back into
operation, the cleaned system must be checked for leaks.
2012-08-20 - de
Regular checks of the cooling water condition and cooling water

system
General
Treated cooling water 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 cooling
4 (8) 6680 3.3.7-01 EN

water condition. To determine leakages in the lube oil system, it is advisable

to carry out regular checks of water in the compensating tank. Indications of
6680 3.3.7-01
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 can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water 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-
ing water, or the break up of emulsion, 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 cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content. Engine cooling water specifications
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of cooling water are especially required if the cooling
water had to be drained off in order to carry out repairs or maintenance.
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
2012-08-20 - de
health or the environment if incorrectly used. Comply with the directions in

the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
General
clothing before wearing it again.
6680 3.3.7-01 EN 5 (8)

If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
6680 3.3.7-01
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water 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 cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water 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

One Drew Plaza Maxigard 40 l 40,000 1,330 2,000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, U.K.
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
P.O.Box 143
S-29122 Kristianstad
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000
Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
2012-08-20 - de
16162 Genova, Italy

Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
64 Sfaktirias Street Non-Chromate
General
18545 Piraeus, Griechen-

land
6 (8) 6680 3.3.7-01 EN

Manufacturer Product designation Initial dosing for Minimum concentration ppm
6680 3.3.7-01
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Schlenzigstraße 7
21107 Hamburg
Deutschland
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1 000 litres
Arteco
Technologiepark Havoline XLI 75 l 7.5 %
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %
Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable slushing oils
Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration
BASF Glysantin G 48
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Deutschland
2012-08-20 - de
Castrol Int. Antifreeze NF, SF

Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A
General
Moor Lane,
London EC2Y 9B, UK
35%
6680 3.3.7-01 EN 7 (8)

Manufacturer Product designation Minimum concentration

6680 3.3.7-01
Deutsche Shell AG Glycoshell

Überseering 35
22284 Hamburg
Deutschland
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Deutschalnd
Arteco, Technologiepark Havoline XLC
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2012-08-20 - de
General
8 (8) 6680 3.3.7-01 EN

MAN Diesel & Turbo 000.07
Cooling water
6682 000.07-01
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water 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 concentration of the anti-
corrosive agent.
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 cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
2011-06-21 - de
Cooling water
General
6682 000.07-01 EN 1 (2)

000.07 MAN Diesel & Turbo
6682 000.07-01
Testing the concentration of anticorrosive agents

Short specification
Anticorrosive agent Concentration
Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Table 2: Concentration of the cooling water additive
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 Instructions, Chapter 3, Page 3.3.7) must be complied with in all
cases. These recommended concentrations may be other than those speci-
fied 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 lubricating oil in cooling water can be found by visual
check during regular water sampling from the expansion tank.
Testing We test cooling water for customers in our laboratory. To carry out the test,
we will need a representative sample of abt. 0.5 l.
2011-06-21 - de
Cooling water
General
2 (2) 6682 000.07-01 EN

Cooling water system
6682 000.08-01
Cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water 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 cleaning 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.

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
2010-02-09 - de
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
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 lime scale and rust deposits". Products by
6682 000.08-01 EN 1 (3)

000.08 MAN Diesel & Turbo
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
6682 000.08-01
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing 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 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale 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 "Detergents for removing lime
scale 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 the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2010-02-09 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) 6682 000.08-01 EN

Cleaning products can cause damage
6682 000.08-01
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

2010-02-09 - de
General
6682 000.08-01 EN 3 (3)

Water specification for fuel-water emulsions
Water specification 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 Water specification for fuel-water emulsions
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
2012-08-20 - de
omitted.
General
6680 3.3.10-01 EN 1 (1)

Specifications for intake air (combustion air)
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power 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.
Requirements
Gas engines or dual-fuel engines may only be equipped with a dry filter. An
oil filter should not be installed, because they enrich air with oil mist, which is
not permissible for gas operated engines. Filters of efficiency class G4
according to EN 779 must be used. The concentrations downstream of the
air filter and/or upstream of the turbocharger inlet must not exceed the fol-
lowing limit values:
Properties Typical value Unit *
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
* One Nm3 corresponds to one cubic meter of
gas at 0 °C and 101.32 kPa. Specifications for intake air (combustion air)
Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2012-01-17 - de
General
6680 3.3.11-01 EN 1 (1)

Cylinder head
505/605
MAN Diesel & Turbo
Description 505.01
Page 1 (1) Cylinder head
Edition 05
L21/31
Cylinder head The cylinder head is equipped with replaceable
valve seat rings. The exhaust valve seat rings are
The cylinder head is of cast iron with an integrated water cooled in order to ensure low valve tempera-
charge air receiver, made in one piece. It has a tures.
bore-cooled thick walled bottom. It has a central
bore for the fuel injection valve and 4 valve cross
flow design, with high flow coefficient. Intensive
water cooling of the nozzle tip area made it possible
to omit direct nozzle cooling. The valve pattern is
turned about 20° to the axis and achieves a certain
intake swirl.
Figure 1: Cylinder head
The cylinder head is tightened by means of 4 nuts

and 4 studs which are screwed into the engine
frame. The nuts are tightened by means of hydraulic
jacks.
The cylinder head has a screwed-on top cover. It
has two basic functions: oil sealing of the rocker
chamber and covering of the complete head top
face.
Air inlet and exhaust valves

The valve spindles are made of heat-resistant ma-
terial and the spindle seats are armoured with wel-
ded-on hard metal.
All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated.
The turning of the spindles ensures even tempera-
ture levels on the valve discs and prevents deposits
on the seating surfaces.
2002.02.25 - ES0
MAN Diesel & Turbo
Working Card
Dismantling of Cylinder Unit from Engine 505-01.00
L21/31
Stopped engine Plate no Item no Note

Shut-off cooling water 52000 038
Shut-off fuel oil 52000 212
Stopped lub. oil circul. 52001 107
Press Blocking - Reset 52000 334
52000 060
Description and hydraulic tools according

to working card 520-01.06
Dismantling of cylinder unit from engine for in-
spection and/or overhaul.
Starting position Hand tools
Engine stopped and cooled down. Hexagon socket screw

Handle
Bar
Related procedure
Valve rotator 505-01.15

Disassembly of cylinder unit 505-01.01
Fuel injection valve 514-01.10
Function of hydraulic tools 520-01.05
Application of hydraulic tools 520-01.06
Manpower Replacement and wearing parts
Working time : 2 hour Plate no Item no Qty/

Capacity : 2 men
Data

12.11 - ES0
MAN Diesel & Turbo
505-01.00 Dismantling of Cylinder Unit from Engine Working Card

L21/31
Preparations before Dismantling 9) Drain the cooling water jacket on the back side
of the cover below the exhaust pipe.
1) Drain off the cooling water from the engine.
10) Disconnect the 2 clamps for locking the charge
2) Remove the top cover. air connections by removing the locking bolts
for the clamps.
3) Remove the side covers on both sides of the
engine. 11) Push the charge air connections inside the
cylinder head which are to be removed. Push
4) Remove the exhaust gas cover. the connections to the left seen from the ma-
noevring side.
Disassembling of connections
Disassembling of Connecting Rod from
5) Disconnect the exhaust gas receiver from the Marine Head
cover by removing the clamp.
12) Loosen the connecting rod by means of the
6) Disconnect the fuel oil high pressure pipe. hydraulic jacks, see working card 506-01.25.
7) Disassembly the 4 clamps for locking the cooling 13) Remove the connecting rod nuts by hand.
water connections between the cylinder heads
by removing the locking bolts for the clamps.
8) Push the cooling water connections to the left

seen from the manoevring side.
Charge air connection
Cooling water connection
Fig 1 Push the cooling water connection and charge air con- Fig 2 Mount the turning bracket between the marine head
nections to the right seen from the exhaust side and counterweight
12.11 - ES0
MAN Diesel & Turbo
Working Card 505-01.00

Page 3 (4) Dismantling of Cylinder Unit from Engine Edition 13
L21/31
14) Turn the piston to TDC. 18) Mount the lifting tool on the cylinder head, and
check for a tight fit.
15) Mount the turning bracket between the marine
head and counter weight, see fig 2. Note: Tools must only be used with the approved
part, including related bolts and rods.
Mounting of Support Tools

Removal of Cylinder Unit from Engine
16) Mount the support for locking the connecting
rod shaft to the cylinder liner by means of the 19) Carefully lift the cylinder unit out of the engine.
mounting bolt, see fig 3.
Note! Be careful not to scratch the thread on the
17) Remove the cylinder head nuts by means of the hydraulic bolts when lifting the cylinder unit.
hydraulic jacks, see working card 520-01.05.
21) Place and fasten the cylinder unit upon the
special work table, or on the floor upon wooden
supports and remove the lifting tool.
Lifting tool
Cylinder unit
Support
Fig 3 Mounting of support device for connecting rod and

piston in cylinder liner
Fig 4 Hydraulic tools for dismounting of cylinder head nuts
12.11 - ES0
MAN Diesel & Turbo
505-01.00 Working Card

Edition 13 Dismantling of Cylinder Unit from Engine Page 4 (4)
L21/31
Cylinder unit
Work table
Fig 5 Cylinder unit placed in work table
12.11 - ES0
MAN Diesel & Turbo
Working Card
Disassembly of Cylinder Unit 505-01.01
L21/31

52000 082
Description Hand tools
Dismounting of cylinder head, water jacket, Hexagonal key, 8 mm

cylinder liner and piston for inspection/overhaul. Eye bolt
Open end spanner, 17 mm
Starting position
Dismantling of cylinder unit 505-01.00
Related procedure
Reconditioning of valve spindle

seat and valve seat ring 505-01.10
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Piston 506-01.10
Inspection and honing of
cylinder liner 506-01.35
Disassembly/assembly of piston,
connecting rod and piston rings 506-01.05
Inspection of valve roller guide 508-01.00
Manpower
Replacement and wearing parts
Working time : 1 hour
Capacity : 1 man Plate no Item no Qty/
Data

12.36 - ES0, 2-part

MAN Diesel & Turbo
505-01.01 Disassembly of Cylinder Unit Working Card

L21/31
Before dismantling the cylinder unit, it must be placed Removal of Cylinder Head
on the working table.
6) Remove the five hexagonal screw from the
cooling water jacket.
Removal of Piston and Connecting Rod
7) Mount the lifting tool on the cylinder head, see
1) Turn the unit upside down. fig 2.
2) Remove the supporting tool from the cylinder 8) Remove the cylinder head by means of the
liner and connecting rod. lifting tool.
3) Mount the eye bolt at the bottom of the 9) Remove push rods and roller guides, see
connecting rod. Working Card 508-01.00.
4) Pull out the piston and the connecting rod shaft.
5) Turn the unit back to it's starting position.

Hexagonal
screw
Lifting tool
Cylinder head
Fig 2 Removal of cylinder head
Fig 1 Removal of piston and piston rod
12.36 - ES0, 2-part

MAN Diesel & Turbo
Working Card
Disassembly of Cylinder Unit 505-01.01
L21/31
Removal of Cylinder Liner from the Cooling

Water Jacket
10) Lift the cylinder liner out of the cooling water

jacket by means of the lifting tool as shown in
fig 3.
11) Remove the fire land ring from the cylinder liner
by means of the tool. For the purpose use a
scrapped piston ring.
Roller guide
Fire land ring
Lifting tool
Cylinder liner
Lifting tool
Fig 3 Removal of cylinder liner from water jacket
12.36 - ES0, 2-part

MAN Diesel
Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 06
L21/31

Stopped lub. oil circul.
Dismounting/assembly of inlet and exhaust valve, Ring spanner, 19 mm

inspection of valve guide and assembly of inlet
and exhaust valve.
Starting position
Related procedure
Reconditioning of valve spindle seat

and valve seat ring 505-01.10

08028-0D/H5250/94.08.12

Capacity : 1 man
50501 088 4/C
50502 536 4/C
Data

03.35 - ES0
MAN Diesel
Edition 06 Inspection of Inlet Valve, Exhaust Valve and Valve Guide Page 2 (3)
L21/31
Dismantling of Inlet and Exhaust Valve 7) Remove the valve rotator and spring.
Spindles
8) Push out the valve spindle.
1) Place the cylinder head on the table or on the
floor upon wooden supports and remove the 9) Repeat point 4 - 8 to remove the other valve
lifting tool. spindles.
2) Remove the rocker arm shaft and rocker

arm. Remove the valve bridge over the valve Inspection of Valves/Valve Seats
spindles.
If the valve seat is burnt or scarred, it should be grin-
3) Mount the valve spring tightening device (B), ded using a valve seat grinder, please see working
see fig 1. card 505-01.10.
4) Compress valve springs by tightening nut A,

see fig 2. Inspection of Valve Guide
5) Remove conical rings, see fig 2. 10) Clean the valve guide.
6) Release springs again by loosening nut A.
A A
08028-0D/H5250/94.08.12
Fig 1 Mounting of compression tool Fig 2 Removal of cone rings – valve spring pressed down
03.35 - ES0
MAN Diesel
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 06
L21/31
12) Change the O-ring inside the valve guide, see
working card 505-01.20.
Mounting of Valve Spindle
13) For mounting the valve spindle, follow the

instructions in point 3-8 in reverse order.
Max - see page 500.35
Fig 3 Valve spring reliefed complete
11) Inspect and measure the wear.
If the inner diameter of the valve guide (see Fig 4 Measurement of valve guide for wear
fig 4) measured below the O-ring exceeds the
tolerance, please see page 500.35, the valve
guide must be replaced. Please see working
card 505-01.20.
08028-0D/H5250/94.08.12
03.35 - ES0
MAN Diesel & Turbo
Working Card Reconditioning of Valve Spindle Seat 505-01.10

Page 1 (2)
and Valve Seat Ring Edition 04
L21/31, L27/38


Description
Reconditioning of valve spindle seat and valve

seat ring, with special grinding machine.
Valve spindle has been removed 505-01.05 All the hand tools and new stones are included
in the tools box for grinding machine.
Related procedure
Inspection of inlet valve,

exhaust valve and valve guide 505-01.05

Manpower
Plate no Item no Qty/
Working time : 3 hours
Capacity : 1 man
Data

Data for torque moment (Page 500.40)
03.37 - ES0
MAN Diesel & Turbo
505-01.10 Reconditioning of Valve Spindle Seat Working Card

Edition 04 and Valve Seat Ring Page 2 (2)
L21/31, L27/38
Reconditioning of Valve Seat Ring However, when seat "S" is ground to such an extent
that recess "R" disappears, see fig 1, the valve seat
Reconditioning of valve seat rings by machining is ring must be scrapped and a new one must be instal-
carried out by means of a grinding machine, the led, please see working card 505-01.35
pilot spindle of which must be mounted in the valve
spindle guide. For operation of the grinding machine, This is only valid for the exhaust valve seat. The
see separate instructions. inlet valve seat has no recess due to less wear of
the inlet valve seat.
Grinding of Valve Seats

Reconditioning of Valve Spindle
Grinding of valve seat rings should be carried out in
the following order: Reconditioning by machining is carried out with the
valve spindle being rotated in a turning lathe and a
1) Grind the seating surface with a feed at an special grinding machine mounted on the tool post
angle "A" of 30° ± 0.05°
0
of the turning latch.
2) Continue grinding until a clean and uniform

surface is obtained. Grinding of Valve Spindle
3) Carry out final grinding with a feed in direction For operation of the grinding machine, see separate
from inside to outwards. Normally, the best instructions.
surface quality is obtained this way.
1) Grind the seating surface with a feed at an
angel "A" of 30° ± 00.1°
Scraping of Valve Seat Rings
Normally, the valve seat ring can be reconditioned 2) Continue grinding until a clean and uniform
several times. surface is obtained.
3) Check height "H"1 upon completion of the

grinding, see fig 2.
"H"1 must be no less than indicated on page

"A" 30 ±
0.05°
0
500.35.
"R" If less, the spindle must be scrapped.
"S"
"H"1
"A" 30° ±
0
0.1°
Fig 1 Valve seat ring Fig 2 Valve spindle
03.37 - ES0
MAN Diesel & Turbo
Working Card
Page 1 (2) Valve Rotator 505-01.15
Edition 05
L21/31, L27/38

Shut-off cooling water
Shut-off fuel oil
Dismantling, inspection and mounting of valve Small screwdriver.

rotator. Ring and open-end spanner, 24 mm.
Starting position
Valve spindle has been removed 505-01.05
Related procedure


Manpower
Working time : 1/2 hour
Capacity : 1 man
Data

03.05 - ES0
MAN Diesel & Turbo

Edition 05 Valve Rotator Page 2 (2)
L21/31, L27/38
Procedure 3) Watch the indicator mark on top of the valve

rotator and see that it moves a little each time
Valve rotators are installed on all 4 valves in the the valve is activated. See fig 1.
cylinder head. The function of the valve rotators is of
greatest importance for the lifetime of the valves. 4) Stop the engine, an re-install the valve covers
Non-functioning valve rotators must be exchanged. with new seals.
At every overhaul of the cylinder head, the valve

rotators must be checked.
Indicator mark
Function Test
1) Remove the valve covers from the cylinder

heads.
2) Start the engine and let it run idle speed to

avoid oil splash.
Fig 1 Valve rotator
03.05 - ESO
MAN Diesel & Turbo
Working Card
Replacement of Valve Guide 505-01.20
L21/31
L27/38

Shut-off fuel oil
Dismantling and mounting of valve guide for inlet Hammer / Lead hammer.
and exhaust valve. Liquid Nitrogen (LN2) or equivalent.
E7 reamer, 16 mm (L21/31)
H7 reamer, 20 mm (L27/38)
Starting position
Valve spindle has been removed 505-01.05
Related procedure

Manpower
08028-0D/H5250/94.08.12

50501 076 4/cyl (L27/38)

Data 50502 536 4/cyl (L21/31)
50501 088 4/cyl
11.04
MAN Diesel & Turbo
505-01.20 Replacement of Valve Guide Working Card

L21/31
L27/38
When to Replace the Valve Guide 7) Insert a new O-ring in the top of the valve guide, see
fig 3.
If the diameter exceeds the max. limit, see page
500.35, the valve guide must be replaced. Tool for valve guides is not a part of the standard tool kit.
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.
Fig 2 Mounting of valve guide
Fig 1 Dismounting of valve guide
Mounting of Valve Guide
2) Clean the bore in the cylinder head carefully.

08028-0D/H5250/94.08.12
3) The new valve guide must be cooled down

to approx. -70°C with liquid nitrogen (LN2) or
equivalent.
4) Insert the valve guide in the bore, see fig 2.
5) Ensure that the valve guide is fully seated, if

necessary by light blows to the drift.
6) After the guide has been fitted and has returned

to room temperature, it is essential that it be
reamed to final size using the specified reamer.
Please see page 500.35 for tolerances. Fig 3 Inserting a new O-ring in the valve guide
11.04
MAN Diesel

Page 1 (2) Indicator Valve Edition 05
L21/31, L27/38
Stopped engine Plate No Item No Note

Shut-off fuel oil
Shut-off cooling oil
Dismounting, inspection and mounting of indi- Ring and open-end spanner 10 mm

cator valve. Ring and open-end spanner 27 mm
Steel brush
Starting position
Related procedure

Man power
Plate No Item No Qty./
Capacity : 1 man
Molykote HSC
Data

05.32 - ES0
MAN Diesel

Edition 05 Indicator Valve Page 2 (2)
L21/31, L27/38
Description 5) Shortly open the valve and close it again.
Under normal working conditions the indicator valves 6) Observe if ther is a leakage from the indicator
require very little maintenance. However, to minimize valve.
toxic gasses in the engine room and to keep the
engine and engine room clean, it is necessary to 7) If the indicator is leaking, stop the engine
keep the indicator valves tight. and replace the indicator valve.
Also, when taking combustion pressures/diagrams, By replacement of indicator valve all parts have to
it is important that the mechanical connection bet- be fully cleaned and greased with molykote HSC
ween the indicator valve and the indicator is tight so to prevent that the parts will seize.
that the parts are not overheated and damaged. It is
therefore important that the valve connecting surface
is in good condition.
Warning!
In connection with check of indicator valves, be
aware of hot surfaces and possible discharge of
hot gasses.
The insulation glove has to be placed over the

indicator valve at any time when the engine is running,
to prevent that fuel and oil will cause fire when in
contact with hot surfaces. Exception will be taken
when measuring the max. pressure.
Check of Indicator Valve
See fig 1.
1) Visually inspect the valve cone for damage.
2) Ensure that all indicator valves are closed.

Fig 1 Indicator valve.
3) Start and run the engine.
4) Observe that the indicator valve is not

leaking.
05.32 - ES0
MAN Diesel & Turbo

Page 1 (2) Replacement of Valve Seat Ring Edition 04
L27/38, L21/31

Shut-off fuel oil
Replacement of valve seat ring for inlet and Hammer.

exhaust valve. Loctite, 648.
Lub. oil.
Starting position
Inlet and exhaust valves have been

removed 505-01.05
Related procedure
Mounting of valve spindles 505-01.10
Man power Replacement and wearing parts
Working time : 1 1/2 hours Plate no Item no Qty /

Capacity : 1 man
50501 123 2/cyl.
50501 172 2/cyl.
Data 50501 184 2/cyl.

03.36 - ES0
MAN Diesel & Turbo

Edition 04 Replacement of Valve Seat Ring Page 2 (2)
L27/38, L21/31
L21/31CR
Dismounting of Valve Seat Rings 4) The valve seat ring is easy removed by turning
the handle.
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping
criteria, the valve seat ring has to be replaced. Mounting of Valve Seat Rings
Dismounting of a valve seat ring is carried out by 5) Prior to mounting of a new valve seat ring, the
means of a special extractor tool set comprising the bore must be cleaned thoroughly and inspected
components, see fig 1. for marks. Marks that can hinder mounting of
the valve seat ring must be removed.
6) Cool down the valve seat ring to a max. of

-25° C before mounting, otherwise the O-ring
can be damaged.
Valve seat ring

Coat with
loctite 648
Fig 1 Extraction of valve seat ring O-ring

Coat with oil
or mounting
paste
Dismounting of a Valve Seat Ring is Carried

out According to the Following Procedure
Fig 2 Coat with oil/loctite
1) Weld approx. 5 seconds at 3 places around
the old valve seat ring with electrode.
2) Wait 60 seconds while the seat is cooling down 7) Place the O-ring on the valve seat ring and
and the shrink fit compression is relieved. coat with oil/loctite as shown in fig 2, just before
positioning it in the bore.
3) Mount the extraction tool and pull out the used
valve seat ring. (If the waiting time is not ob- 8) Prior to mounting of the valve spindle, the
served the tool might be damaged). valve seat ring must be grind to ensure correct
centering at the valve guide and the valve seat
ring. This can be done according to working
card 505-01.10.
03.36 - ESO
MAN Diesel & Turbo
Working Card Inspection of Cylinder Head 505-01.45

Page 1 (2)
and Water Jacket Cooling Water Space Edition 03
L21/31, L27/38

Shut-off fuel oil
Inspection of cylinder head cooling water Steel brush.

space.
Starting position
The cylinder head dismantled

from engine 505-01.00
Related procedure

Manpower
Working time : ¼ hour
Capacity : 1 man
Data

03.05 - ES0
MAN Diesel & Turbo
505-01.45 Inspection of Cylinder Head Working Card

Edition 03 and Water Jacket Cooling Water Space Page 2 (2)
L21/31, L27/38
Inspection of Cylinder Head Cooling Water

Space
1) Inspect the cooling water inlet and outlet of the

cylinder head, see fig 1.
2) Remove all possible deposits.
3) If necessary, clean the cooling water inlet and

cooling water outlet, see fig 1, with a steel
brush.
Flush the cooling water space after cleaning.
4) If the cylinder head cooling water space,

contrary to expectation, is blocked with deposits,
please contact MAN Diesel for further instruc-
tions.
Inspection of Water Jacket Cooling Water Fig 1 Cooling water spaces to be inspected
Space
5) Inspect the cooling water connections and the

cooling water space, see fig 1.
6) Remove all possible deposits.
Flush the cooling water space after cleaning.
03.05 - ES0
MAN Diesel & Turbo
Workinag Card
Assembly of Cylinder Unit 505-01.50
L21/31

52000 087
Description
Mounting of cylinder head, cooling water jacket,

cylinder liner and piston after inspection/overhaul.
Cylinder unit, dismantled 505-01.01
Related procedure
Mounting of cylinder unit on engine 505-01.55

Inspection of valve roller guides 508-01.00
Disassembly/assembly of piston,
connecting rod and piston rings 506-01.05
Working time : 1 1/2 hours Plate no Item no Qty/

Capacity : 1 man
50501 243 2/cyl
50501 135 1/cyl
Data 50501 196 2/cyl

12.36 - ES0, 2-part

MAN Diesel & Turbo
505-01.50 Assembly of Cylinder Unit Working Card

L21/31
Preparing before Mounting 6) Place two new O-rings for the lub oil connection
on the water jacket.
1) Place the water jacket on the table.
2) Place two new O-rings on the cylinder liner

coat with oil.
3) Mount the cylinder liner, with a new fire land

ring, in the water jacket by means of the lifting
tool for the liner, see fig 1.
Mark for alignment

with water jacket
Tool
Fire land ring

Fig 2 Marking on the cylinder liner
Cylinder liner
Mounting of Cylinder Head
.
7) Place two new O-rings at the bottom of the
cylinder head and coat with oil.
8) Mount the cylinder head by means of the lifting

tool (plate 52000, item no 38).
Fig 1 Mounting of new fire land ring 9) Mount the four hexagon screws in the cylinder
head and tighten up all the screws, please see
page 500.40.
Note: Be sure that the marking on the cylinder liner
is aligned with the water jacket.
4) Fit a new sealing ring on the cylinder liner.
5) Place a new sealing for the push rods on the

water jacket.
12.36 - ES0, 2-part

MAN Diesel & Turbo
Working Card
Assembly of Cylinder Unit 505-01.50
L21/31
Mounting the Piston
Before mounting the piston turn around the cylinder 13) Lubricate the piston rings and the cylinder liner
unit. with oil.
Note: During an overhaul the cylinder liner must 14) Slowly lower the piston into the cylinder liner.
always be honed and the piston must be fitted with
new piston rings, see Working Card 506-01.35. Note:Make sure that the “AS” mark at the top of the
piston is placed to the exhaust gas side.
10) After assembly of piston and connecting rod,
see Working Card 506-01.05. 15) Mount the locking tools for the connecting rod
and cylinder liner.
11) Mount the piston guide bush around the cylinder
liner. 16) Remove the lifting eye bolt from the connecting
rod.
12) Screw an eye bolt, see Working Card
505-01.01 in the bottom of the connecting rod
and lift the piston and connecting rod.
12.36 - ES0, 2-part

MAN Diesel & Turbo
Working Card
Mounting of Cylinder Unit in Engine 505-01.55
L21/31

and hydraulic tools according

Description to working card 520-01.06
Mounting of cylinder unit after inspection and/

or overhaul.
Cylinder unit is completely assembled. Lub oil and copaslip.

Valve gear of respective cylinder is in the proper
position (valve closed).
Control of the surface of the engine.
Related procedure
Adjustment/check of roller guide 508-01.00

Adjustment of valve clearance 508-01.10
Working time : 2 hours Plate no Item no Qty/

Capacity : 2 men
08028-0D/H5250/94.08.12
50501 231 1
50501 363 1
Data 51630 033 8
51230 027 4 (only for TCR)
11.04 - ES0
MAN Diesel & Turbo
505-01.55 Mounting of Cylinder Unit in Engine Working Card
L21/31
Preparing before Mounting 4) Place new O-rings on the charge air connec-
tion. Push the connections into the next cylinder
Before the cylinder unit is mounted in the engine, be head.
sure to clean the joint faces carefully.
5) Lower the cylinder unit slowly into the engine
by means of the lifting tool; (plate 52000 item
Placing of the Cylinder Unit in Engine 038)
1) Place a sealing ring around the push rods on

the frame. Mounting of the Connecting Rod and
Marine Head
2) Mount two new O-rings for the lub oil connec-
tion to the rocker arms. 6) Make sure the crank throw is in the top position.
This must be checked on the flywheel.
3) Place new O-rings at the water connections.
Push the connections into the cylinder head. 7) Slowly land the connecting rod on the top of
the marine head.
NOTE: Be careful not to scratch the thread on the

hydraulic bolts.
Lifting tool
8) Remove the support for the connecting rod
Cylinder unit
and the cylinder liner. (plate 52000 item 212).
Note: Check that the marks “AS” are placed at the

same side on both the connecting rod and the marine
head against the exhaust side.
Tightening of the Piston Rod
9) Lubricate threads and the contact face of the

hydraulic bolts with molycote paste or the like.
10) Mount the nuts and tighten them firmly with a

tommy bar.
For tightening hydraulic connecting rod bolts,

please see working card 506-01.25.
Supporting for Tightening of Cylinder Head Nuts

08028-0D/H5250/94.08.12
connecting rod
and cylinder liner 11) Coat the cylinder stud threads and contact
faces with copaslip or the like.
Fig 1 Lifting tool 12) Fit the cylinder head nuts and make sure that
they run easily and that they bear on their entire
contact surfaces.
13) Tighten the nuts lightly with a tommy bar.
11.04 - ES0
MAN Diesel & Turbo
Working Card
Mounting of Cylinder Unit in Engine 505-01.55
L21/31
14) Place the spacer ring around the nuts with a Mounting of the Push Rods
slot in such a position that the tommy bar can
be used. 16) Loosen and remove the bolt on the top of the
rocker arm shaft.
15) Tighten the hydraulic jacks and make sure
that the cylinder of the jacks bears firmly on 17) Push out the rocker arm shaft and remove the
the spacer ring. Tighten up all the nuts, see rocker arms.
description 500.40. For usage of the hydraulic
tools, please see working card 520-01.05. 18) Place the push rods on the rollers.
Note: If new studs or nuts are fit, the nuts must be 19) Remount the rocker arms and rocker arm shaft.
tightened and loosened three times, in order to com-
pensate for deformation of the thread and in order 20) Fit and tighten the bolt on the top of the rocker
to ensure a safe minimum load of the studs through arm shaft again.
the tightening.
Assembling of Connections
Mount the exhaust clamp between the cylinder head

and the exhaust pipe.
21) Move the water connecting bush into the sur-

rounding covers.
22) Secure the water connections with clamps and

tighten bolts on the clamp.
23) Move the charge air connection bush into the

surrounding covers.
24) Secure the charge air connection with a clamp

and tighten the bolts on the clamp.
25) Mount the high-pressure fuel oil pipe; please

see working card 514-01.05.
08028-0D/H5250/94.08.12
Fig 2 Hydraulic tools for mounting of cylinder head nuts
11.04 - ES0
MAN Diesel & Turbo
505-01.55 Mounting of Cylinder Unit in Engine Working Card

L21/31
Ventilation 26) Open connection G1, L.T. fresh water - inlet.
The GenSet is self-ventilating. This means that it 27) Bleed air from the venting screws on the charge
is not necessary for the engine to vent the system air cooler.
before start.
28) Bleed air from the venting screws on the water
However, to avoid problems in the ship’s installation, jacket drain cock, or by the connection F3,
we recommend ventilating. This can be done in the venting to expansion tank.
following way:
29) Open connection G2, L.T. fresh water - outlet.
30) Check for leakage.
Charge air connection
Adjustment of Valve Clearance
31) Adjust the valve clearance, see working card

508-01.10.
32) Mount the side and top covers.
Adjustment/Check of Roller Guide
33) For adjustment/check of roller guide, see

Cooling water connection
Fig 4 Move/remove water and charge air connecting bushes

08028-0D/H5250/94.08.12
11.04 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Head 50501-27
L21/31
052
See plate
50502
015 064
088
See plate See plate

50507 50508
027
123 172
662 184
662
196
422
See plate
50507
12.29 - ES0 - TierII

MAN Diesel & Turbo
Plate
50501-27 Cylinder Head Page 2 (2)
L21/31
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
015 2/C Guide for valve Styr for

bridge ventilbro
027 1/C Cylinder head Cylinderdæksel
052 1/C Sleeve Foring
064 2/C O-ring O-ring
088 4/C Valve guide Ventilstyr
123 2/C Valve seat ring, Ventilsædering,

inlet indstrømning
184 2/C Valve seat ring, Ventilsædering,

exhaust udstødning
422 1/C Cylinder head incl. Cylinderdæksel inkl.

items 015, 027, 052, items 015, 027, 052,
064, 088, 123, 172, 184, 064, 088, 123, 172, 184,
662, plate 50502 items 662, plate 50502 items
010, 022, 130, 178, 191, 010, 022, 130, 178, 191,
201, 213, 237, 249, 250, 201, 213, 237, 249, 250,
274, 536, 548 274, 536, 548
662 1/I Loctite 640 Loctite 640
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
Qty/I = Qty/Individual Antal/I = Antal/individuelt

MAN Diesel & Turbo
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-17
L21/31
071*
010
034* 022
046* 083*
071*
095* 154*
117*
129*
130
178 191
191 201
213
201
632
632 237
249
250
Cylinder head
536 see plate 50501
274
274 548
548
11.41 - ES0
MAN Diesel & Turbo
Plate
50502-17 Valve Spindles and Valve Gear Page 2 (2)
L21/31
Item Item
010 1/C Rocker arm, exhaust Vippearm, udstøds,

complete, incl. item komplet inkl. item 034,
034, 046, 071, 083 046, 071, 083
022 1/C Rocker arm, inlet Vippearm, indsugning

complete, incl. item komplet inkl. item 034,
034, 046, 071, 083 046, 071, 083
034* 2/C Bolt Bolt
046* 2/C Bearing bush Leje
071* 4/C Nut Møtrik
083* 2/C Adjusting screw com Justérbar skrue

plete, incl. item 095, komplet inkl. item
117 095, 117
095* 2/C Circlip Fjederring
117* 2/C Thrust piece Trykstykke
129* 2/C Thrust piece Trykstykke
130 2/C Valve bridge com- Ventilbro komplet, inkl.

plete, incl. item 071, item 071, 129, 154
129, 154
154* 2/C Adjusting screw Justérbar skrue
178 4/C Conical ring 2/2 Konisk ring 2/2
191 4/C Rotocap Rotationsgiver,

complete komplet
201 4/C Spring Fjeder
213 1/C Screw Skrue
249 1/C Shaft Aksel
274 4/C Valve spindle, Ventilspindel,

inlet and exhaust indsugn. og udstøds.
548 1/I Molykote Molykote
632 4/C Valve cap Ventilkappe
11.41 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Water Guide Jacket 50507-03
L21/31
018
See plate 50501
092
055
080
079 067
080
114
102
031
08028-0D/H5250/94.08.12
043
See plate 50610

MAN Diesel & Turbo
Plate
50507-03 Water Guide Jacket Page 2 (2)
L21/31
Item Item
018 4/C Screw Skrue
031 1/C Water guide jacket Kølekappe
043 1/C Gasket Pakning
067 1/C Cylindrical pin Cylindrisk stift
079 1/C Connecting piece Forbindelsesstykke
114 1/C Plug screw Propskrue
08028-0D/H5250/94.08.12

MAN Diesel & Turbo
Plate
Page 1 (2) Indicator Valve 50508-04
L21/31
050
049
013
241
194
204
See plate
50501
12.29 - ES0
MAN Diesel & Turbo
Plate
50508-04 Safety Valve & Indicator Valve Page 2 (2)
L21/31
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
013 1/C Connecting socket Forbindelsesstykke
049 1/C Indicator valve Indikatorventil
050 1/C Covering Beskyttelse
194 1/C Threaded socket Gevindstuds
204 1/C Union nut Omløbermøtrik
241 1/I Molykote, special Molykote, speciel
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
12.29 - ES0
MAN Diesel
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-08
L21/31
026
038
051
014
08028-0D/H5250/94.08.12
Cylinder head,
see plate 50501
09.22 - ES0
MAN Diesel
Plate
50510-08 Cylinder Head, Top Cover Page 2 (2)
L21/31
Item Item
026 5/C Screw Skrue
038 5/C Washer Skive
051 1/C Top cover Topdæksel
08028-0D/H5250/94.08.12
09.22 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Unit 50515-19
L21/31
011

MAN Diesel & Turbo
Plate
50515-19 Cylinder Unit Page 2 (2)
L21/31
Item
no Qty Designation Where to find in the engine instruction book
011 1/C Cylinder unit, complete Plate 50515 Item 011

consisting of:
1/C Cylinder head Plate 50501
1/C Valve spindle and valve gear Plate 50502
1/C Water guide jacket Plate 50507
1/C Indicator valve Plate 50508
1/C Cylinder head, top cover Plate 50510
1/C Piston Plate 50602
1/C Connecting rod Plate 50603
1/C Connecting rod bearing Plate 50604
1/C Piston rings Plate 50605
1/C Cylinder liner Plate 50610
1/C Roller guide and push rods Plate 50801
Qty/C = Qty/Cylinder

Piston/connecting rod
506/606
MAN Diesel & Turbo
Description
Piston, Connecting Rod and Cylinder Liner 506.01
L21/31
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.
Fig 2 Connecting rod.
Connecting Rod
Fig 1 Piston.
The connecting rod is of the marine head type.
By the use of compression rings with different barrel- The joint is above the connecting rod bearing. This
shaped profiles and chrome-plated running surfaces, means that the big-end bearing need not to be opened
the piston ring pack is optimized for maximum sealing when pulling the piston. This is of advantage for the
effect and minimum wear rate. operational safety (no positional changes/no new
adaption), and this solution also reduces the height
The piston has a cooling oil space close to the piston dimension required for piston assembly / removal.
crown and the piston ring zone. The heat transfer,
and thus the cooling effect, is based on the shaker Connecting rod and bearing body consist of die-
effect arising during the piston movement.The cooling forged CrMo steel.
medium is oil from the engine's lubricating oil system.
The material of the bearing shells are identical to
Oil is supplied to the cooling oil space through a bore those of the crankshaft bearing. Thin-walled bearing
in the connecting rod. Oil is drained from the cooling shells having an AISn running layer are used.
oil space through ducts situated diametrically to the
inlet channels. The bearing shells are of the precision type and are
therefore to be fitted without scraping or any other
The piston pin is fully floating and kept in position in kind of adaption.
the axial direction by two circlips.
The small-end bearing is of the trimetal type and is
pressed into the connecting rod.The bush is equipped
with an inner circumferential groove, and a pocket for
distribution of oil in the bush itself and for the supply
of oil to the pin bosses.
12.35 - ES0
MAN Diesel & Turbo
506.01 Piston, Connecting Rod and Cylinder Liner Description

L21/31
Cylinder Liner
Cylinder liner/cooling water jacket/fire land ring
The cylinder liners, made of special centrifugal cast

iron, are encased by a nodular cast iron cooling water
jacket in the upper section. This is centered in the
crankcase. The lower section of the cylinder liner is
guided in the crankcase. The so-called fire land ring
fits on the top of the cylinder liner.
Fig 3 Interaction of fire land ring and stepped piston.
Interaction stepped piston/Fire land ring
The fire land ring which projects above the cylinder

liner bore works together with the recessed piston
crown of the stepped piston to ensure that burnt
carbon deposits on the piston crown do not come
into contact with the running surface of the cylinder
liner. This prevents bore polishing where lube oil
would not adhere properly.
Cooling
Fig 2 Cylinder liner with fire land ring. The coolant reaches the cylinder liner via a line that
is connected to the cooling water jacket. The coolant
flows through trimmed ducts in the cooling water
The subdivision into 3 components i.e. the cylinder jacket to the cooling areas in the cylinder liner, and
liner, cooling water jacket and fire land ring provides fire land ring, and through holes on to the cooling
the best possible structure with reference to resist- chambers in the cylinder heads. The cylinder head,
ance to deformation, with regard to cooling and with cooling water jacket and fire land ring can be drained
regard to ensuring the minimum temperatures on together.
certain component assemblies.
The fire land ring and cylinder head can be checked
by using check holes in the cooling water jacket for
gas and coolant leaks.
12.35 - ES0
MAN Diesel
Working Card Disassembly/Assembly of Piston, 506-01.05
Page 1 (3)
Connecting Rod and Piston Rings Edition 08
L21/31

Disassembly of piston and connecting rod for Wooden wedge, 2 pieces.

inspection or/and overhaul. Wooden support.
Assembly of piston and connecting rod after Wire.
inspection or/and overhaul.
Starting position
Related procedure
Inspection or/and overhaul of piston 506-01.10

Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connection rod big-end
bearing 506-01.16
Assembly of cylinder unit 505-01.50

08028-0D/H5250/94.08.12
Working time : 1 hour Plate no Item no Qty/Cyl.

Capacity : 1 man 50601 093 1
50601 103 2
50601 127 1
Data

04.21 - ES0
MAN Diesel
506-01.05 Disassembly/Assembly of Piston, Working Card

Page 2 (3)
Edition 08
Connecting Rod and Piston Rings
L21/31
Separation of Piston and Connecting Rod Fittings of Piston Rings
1) Take out the securing ring (Seeger circlips) with The piston rings should only be fitted to the piston
the plier (Plate 52000, Item 177). Push out the by the use of a special tool; the so-called piston ring
piston pin and lift the connecting rod away. opener.
If the rings are opened further than necessary, there

Assembly of Piston and Connecting Rod is a risk of overstressing which means that the rings
will become permanently distorted and will not fit to
2) Lubricate the piston pin before assembling. the cylinder liner's inner running surface.
3) For assembly of piston and connecting rod, The piston rings should be installed with the identi-
see point 1), but in the opposite direction. fication mark which is stamped into the ring close to
the ring joints, facing upwards, see fig 2.
Before fitting the coil spring loaded scraper ring, the

coil spring is dismantled from the ring by removal of
the joint pin. The coil spring is placed and assembled
in the ring groove. The scraper ring then is fitted in
Joint pin for the groove in such a way that the ring joint is ap-
coil spring Joint coil spring to be
placed opposite to ring joint proximately 180° offset to the spring joint.
Ascertain correct assembling by checking the back

clearance. The back clearance is sufficient when the
face of the ring is below the groove edge when the
ring is pressed against the bottom of the groove.
Ring joint
When installed on the piston, the rings should be
pushed back and forth in the grooves to make sure
that they can move freely. It is also advisable to insert
Fig 1 Joint coil spring to be placed opposite to ring joint a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present if the feeler gauge

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

the piston rings should be turned into positions off-
setting the ring joint 180° to each other.
08028-0D/H5250/94.08.12
04.21 - ES0
MAN Diesel
Working Card Disassembly/Assembly of Piston, 506-01.05

Page 3 (3)
Connecting Rod and Piston Rings Edition 08
L21/31
Piston Ring no 1:
Marked with ident.
no "1598".
Piston Ring no 2:
Marked with ident.
no "1599".
Scraper Ring:
Marked with ident.
no "0282".
Marking of Piston and Scraper Rings

08028-0D/H5250/94.08.12
Marking
Identification marks to face upwards against the piston crown when mounted.
Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.
Fig 2 Marking of piston and scraper ring
04.21 - ES0
MAN Diesel & Turbo

Page 1 (2) Piston Edition 09
L21/31

Cleaning and inspection of piston. Replacement Tools for cleaning of piston, scraper etc.
of piston ring, scraper ring and control of ring
grooves.
Starting position
Piston has been dismantled from

Related procedure
Mounting of piston and

connecting rod

Manpower
Capacity : 1 man
Data

11.03 - ES0
MAN Diesel & Turbo

Edition 09 Piston Page 2 (2)
L21/31
Inspection of Piston Note: At each piston overhaul:
1) Remove the piston and scraper rings. - The piston and the scraper ring must be replaced.
- The cylinder liner must be honed according to

2) Clean the piston on the outside and control the instructions.
piston pin drilling and trailing shoe.
- For position and fittings of piston rings, please
3) Inspect the piston ring and scraper ring grooves see working card 506-01.05
for wear.
Note: Piston crown and piston skirt shall normally not

Piston and oil
be dismounted. If dismounting is necessary please
scraper ring.
ask for special instruction or MBD-supervisor must Nominal size.
be present. (mm)
The piston crown must be scrapped if: Piston ring 6

1
A) The wear limit on the testing mandrel is ex- Piston ring 5

ceeded, see fig. 1A. 2
or Scraper ring 6
B) The clearance between the new piston/scraper Table 1 Nominal size

ring and the ring groove is exceeded, see fig.
1B.
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit on the testing mandrel is ex-

ceeded, the specified max. wear limits are
exceeded, and the piston must be scrapped.
0.40 mm
Wear limit line.
Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.40 mm.
The handle is marked

with the nominal size.
Fig 1 Wear limits for ring grooves
11.03 - ES0
MAN Diesel & Turbo
Working Card
Page 1 (4) Connecting Rod 506-01.15
Edition 09
L21/31
L27/38

Press Blocking - Reset and hydraulic tools according
Description
Cleaning, inspection and test measurement of

connecting rod.
Connecting rod has been Inside micrometer (140 mm).

dismantled from piston 506-01.05 Feeler gauge 0.15 - 0.20 mm.
Related procedure
Mounting of piston and

connecting rod
Working time : 3/4 hour Plate no Item no Qty/

Capacity : 1 man
Data

11.03 - ES0
MAN Diesel & Turbo
506-01.15 Connecting Rod

Working Card
Page 2 (4)
Edition 09
L21/31
L27/38
Cleaning of Piston Rod and Marine Head If bolts/nuts Then
1) Clean all machined surfaces on the piston rod have seizures in renew the bolts/screws
and marine head. threads or pittings on
contact surface
2) Degrease the joint faces, holes, piston rod and
marine head screws with a volatile solvent and cannot be turned onto renew the bolts/screws
blow dry with working air. bottom position by hand
Visual Inspection of Faces
3) Inspect the joint faces.
Damages, in the form of visible wear marks

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

perceptible with a fingernail. Pittings and impact
marks are both visible and perceptible.
Note: Handle the piston rod and marine head with

care. In case of damaged joint faces caused by
improper handling, the marine head bearing caps
can no longer be tightened without ovalness of the
big-end bore. Fig 1 Point of measurement
4) Register observed damages in the scheme

„Marine Head Inspection“ for historic use only. Measurement of Big-end Bore
Please see page 4.
For check of ovalness, the upper and lower bearing
5) Carefully smooth single raised spots in the joint caps have to be assembled without bearing shells.
faces caused by pitting and impact marks with
a filesmall. Note: The ident. No on the upper and lower bearing
caps and the piston rod must always be the same,
see fig 3.
Inspection of Piston rod and Marine Head
bolts 8) Mount the upper and lower bearing caps by
means of the hydraulic bolts.
6) Inspect the hydraulic nuts for seizures in the
threads and pittings on the contact surfaces 9) Tighten the bolts with the prescribed pressure,
of the screwheads. please see working card 506-01.25.
7) Turn the hydraulic nuts onto bottom position Note: Connecting rod must be installed.
of the bolts.
10) Measure five different diameters in the groove
of the boring, see fig 1.
11) Register the measurements in the scheme

„Marine Head Inspection“. Please see page 4.
11.03 - ES0
MAN Diesel & Turbo
Working Card
Page 3 (4) Connecting Rod 506-01.15
Edition 09
L21/31
L27/38
12) Calculate the maximum ovalness as the diffe- cified maximum ovalness is exceeded, contact MAN
rence between largest and smallest diameter Diesel for overhaul.
measured.
For marine head No 1 in the example, the maximum
13) Check if maximum ovalness is exceeded, ovalness is 0.02 mm and thus reuse is acceptable.
please see page 500.35.
For marine head No 2 in the example, the maximum
ovalness is 0.125 mm and therefore the marine head
If Then is rejected.
maximum ovalness is renew the complete

exceeded marine head, piston Inspection of Piston Rod Bush
rod, screws and
bearing shells 14) Inspect the surface of the piston pin and the
piston rod bush.
maximum ovalness is reuse the marine head
not exceeded 15) Measure the clearance between the piston pin
and bush.
Example of Measurement Results 16) Check if max. clearance is exceeded, see page
500.35.
The example, see fig 2, shows measurements and
damage observations for two marine heads in the If the specified clearance is exceeded, contact
scheme „Marine Head Inspection“ (in case the spe- MAN Diesel for replacement.
Inspection of Bearing Shells for Big-end

Marine Head Inspection for L21/31 and L27/38
Criteria for replacement of connecting rod big-end
Cylinder No 1 2 3
bearing, see working card 506-01.16.
Marine head ident. No
Running hours for marine head
A - 0.5 - 3.0
0.01 mm
1/100 mm B + 1.0 - 7.0
Nominal C - 1.0 - 5.0
diameter
L21/31 = Ø200 mm D + 5.5
L27/38 = Ø262 mm E + 0.5 + 3.5
Ovalness: Diff. between min./max. 2.0 12.5
Tightening for measurement see

instruction. Wear Wear Wea
Cracks Cracks Cra
Corrosion/ Corrosion/ Cor

Pitting Pitting Pitt
A
B
C Impact mark Impact mark Im
D Remarks: Remarks: Rem

E
To be To be
reused rejected
Marine head
Ident. No
Max ovalness L21/31 = 0.06 mm

Note! The ident. No on the

marine head and on the bearing
cap must always be the same.
Fig 2 "Marine Head Inspection" Fig 3 The ident. No on the marine head must always be
the same
11.03 - ES0
MAN Diesel & Turbo
11.03 - ES0
Working Card
Page 4 (4)
Plant/Ship: Engine Type:

Marine Head Inspection for L21/31 and L27/38 Engine No: Running Hours:
Sign.: Insp. Date:
Cylinder No 1 2 3 4 5 6 7 8 9
Marine head ident. No
Running hours for marine head
A
0.01 mm
1/100 mm B
Nominal C
diameter
L21/31 = Ø200 mm D
L27/38 = Ø262 mm
E
Ovalness: Diff. between min./max.
Connecting Rod
Tightening for measurement see

instruction. Wear Wear Wear Wear Wear Wear Wear Wear Wear
Cracks Cracks Cracks Cracks Cracks Cracks Cracks Cracks Cracks
Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/
Pitting Pitting Pitting Pitting Pitting Pitting Pitting Pitting Pitting
A
B
C Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark
D Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks:
E
Marine head
Ident. No
506-01.15
Note! The ident. No on the
L21/31
L27/38
marine head and on the bearing
Edition 09
cap must always be the same.
MAN Diesel & Turbo
Working Card Criteria for Replacement of 506-01.16

Page 1 (5)
Connecting Rod Big-end and Main Bearing Shells Edition 02
General
Safety precautions: Special tools:
Stopped engine Plate no. Item no. Note.

Shut-off fuel oil
Description:
Inspection of bearing shells.

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

Big-end bearing, 506-01.30
or
Main bearing and guide bearing 510-01.05
Related procedure:
Mounting af bearing shells:

Man power: Replacement and wearing parts:
Working time : 1/4 hour Plate no. Item no. Qty. /

Capacity : 1 man
Data:

02.26 - ES0
MAN Diesel & Turbo
506-01.16 Criteria for Replacement of Working Card

Edition 02
Connecting Rod Big-end and Main Bearing Shells Page 2 (5)
General
This paper gives information about the evaluation of Bearing Surface
the connecting rod big-end and main bearing shells
when wear appears on the running surface under Standard Miba bimetal bearings have no tin flash.
normal operating conditions.
Oil is used for protective coating.
Bearing damages caused by incorrect running con
ditions, like In new condition the bearing has a silvery, bright
color.
- Corrosion
- Overloading, overheating a.s.o. The running surface might become dull silvery after
only a short time of operation.
are not described in this paper.
In these cases, the bearing shells must be exchan- Criteria for bimetal bearing replacement
ged, of course, and in order to avoid further bearing
failures, the cause of the failure must be found and Actual wear can be determined by measuring wall
eliminated. thickness or via clearance measurements in com-
parison to the specification for a bearing in new
condition.
New Condition
A bearing should be replaced if the wear limit, as
The running surface has a silvery, bright color, see specified by the engine manufacturer, is reached
fig 1. or can be expected to be reached during the next
period of operation.
Another method is to specify a certain time limit for

the useful service life of the bearing. The individual
time limit (recommended maximum time in operation)
specified by the engine manufacturer is based on the
calculated bearing load, minimum oil film thickness
and load profile.
The useful service life of a bearing is also determined

by the fatigue strength of the lining material under
the respective load profile.
Usual running pattern

Fig 1 Without flash
Typical running pattern after completion of running-
in:
02.26 - ES0
MAN Diesel & Turbo

Page 3 (5)
General
Bearings to be reused 3. Damage due to foreign particles
Following pictures shows the typical running pattern Shallow scoring and / or imprints that are few in
where bearing shells are reusable. number. See fig 4.
1. Normal wear
Slightly polished zones and symmetrical running

pattern in the most loaded zone of the bearing. Minor
scoring. See fig 2.
Fig 4 Reusable
4. Minor cavitation after long time in opera-

tion
Fig 2 Reusable Minor and shallow material removal outside the most
loaded zone. See fig 5.
2. Minor edge loading
and usual running pattern.

Slightly polished stripes along the side faces. See
fig 3.
Fig 5 Reusable
Fig 3 Reusable
02.26 - ES0
MAN Diesel & Turbo

Edition 02
General
Bearings to be replaced 7. Damage due to foreign particles
Following pictures shows abnormal wear or dama- Many scores or multiple deep grooves and / or im-
ges that require replacement of bearing shells i.e. prints. See fig 8 and fig 9.
investigation of reasons.
5. Localized heavy smearing of lining mate-

rial
due to local disturbance of the oil film. See fig 6.
Fig 8 Replace
– deep scoring, imprints. Lining material locally smeared
Fig 6 Replace
6. More extensive area of damage with seizure

Locally smeared lining material
caused by a severe disturbance of the oil film. See

fig 7.
Fig 9 Replace
– many deep imprints
Fig 7 Replace
02.26 - ES0
MAN Diesel & Turbo

Page 5 (5)
General
8. Deep punctual cavitation 10. Fatigue rupture of the lining material
In severe cases the cavitation extends to the steel Mechanism:

shell, spreads along the interface between steel shell - Development of fine cracks in the lining
and lining material, and undermines the AISn20 material
lining. See fig 10. - Network of cracks (crazing)
- Parts of the lining material break out
Fig 10 Replace
Fig 12 Fatigue rupture
9. Deep cavitation
Cavitation at the end of the oil groove.
Fig 11 Replace
– deep cavitation
02.26 - ES0
MAN Diesel & Turbo

Page 1 (5)
General

Shut-off fuel oil
Description:
Inspection of bearing shells.

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

or
Related procedure:
Mounting af bearing shells:

Man power: Replacement and wearing parts:

Capacity : 1 man
Data:

11.04 - ES0
MAN Diesel & Turbo

Edition 04
General
This Working Card gives information about the
evaluation of the connecting rod big-end and main
bearing shells when wear appears on the running
surface under normal operating conditions.
Bearing damages caused by incorrect running con

ditions, like
- Corrosion
- Overloading, overheating a.s.o.
are not described in this Working Card.
In these cases, the bearing shells must be exchan-

ged, of course, and in order to avoid further bearing
failures, the cause of the failure must be found and
eliminated. Fig 1 Suction cavitation erosion due to high clearance.
Inspection and replacement criteria for alu-

minium tin bi-metal bearings Under normal engine operating conditions, surface
wear of un-plated tin-based aluminium alloy bearing
Compared with overlay plated, or tri-metal, bearing alloys, such as A20 & A104, should be negligible.
construction, aluminium tin bi-metal bearings have The surface hardness is significantly higher than
a homogeneous construction throughout the lining overlay plated (tri-metal) bearings and affords as
layer. Thus surface wear will never change the much reduced wear rate.
operating characteristics of the bearing unless the
lining is completely removed. The lining thickness The bedding-in process will produce a moderate ini-
is typically of the order of 0.4 to 1.0 mm for medium tial wear rate, while geometric inaccuracies in crank
speed diesel engine bearings. This level of thickness journals, housings and the bearings themselves are
would not be lost by conventional wear and would being accomodated. Once bedding-in is completed,
only be removed by virtue of major operating pro- wear rate usually becomes immeasurable.
blems causing high temperature generation at the
bore surface, or by fatigue.
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, regard-
less 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 formation is also a function of
clearance, very large values resulting in reduction of
film thickness. Additionally, as clearance increases, Fig 2 A104 bearing after 22,000 hours. Can refit.
all bearing materials become more prone to suction
cavitation erosion.
11.04 - ES0
MAN Diesel & Turbo

Page 3 (5)
General
Direct measurement of bearing wall thickness is the
simplest way of assessing 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. Alternati-
vely, Plastigauge, or other soft material, may be used
Fig 4 Multiple scoring due to excessive fine debris.
for direct measurement of diametral clearance. The
Do not refit.
engine manufacturers' advice on maximum diametral
clearance should be sought. If no such advice is
available, a general rule is that the maximum clea-
rance should not increase by more than 50% of the
minimum design clearance.
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 Fig 5 Large embedded debris. Do not refit.
seizure. However, aluminium tin bearing materials,
such as A20 and A104, are tolerant of a significant
level of contaminant, and can absorb it without de-
triment, and such bearings can be refitted.
Replacement frequency for un-plated bi-metal
bearings depends upon visual appearance and/or
operating time. If, on removal and examination, the
bore surface appears overheated, significantly sco-
red, debris contaminated 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 refitted
after inspection or overhaul they may be less tolerant
to slight geometric variations introduced during the
rebuild.
If significant debris has been present in the oil, over

a long time interval, differential wear of the crank
surface may have occurred. This is termed cam wear
and is characterised by wear or wiping of the bearing
Fig 3 Acceptable level of contaminant. Can refit. surface between the ends of partial grooves. If this
11.04 - ES0
MAN Diesel & Turbo

Edition 04
General
is evident, the bearings should be replaced, and the
differential wear of the crank surface eliminated.
Fig 6 Cam wear. Do not refit.
Fig 8 Lack of support behind bearing back results in

fatigue in the bore. Do not refit.
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 Aluminium tin bearings are resistant to corrosion in a normal
fatigue and cavitation erosion. Provided the engine engine environment, but can suffer damage due to water
has been running at its design rating, fatigue should if the engine has been shut down for a long time. If all the
not occur unless some introduced defect is present. oil has drained away, the bore surface and bond lines can
Possibilities include oil or debris trapped between oxidise. Such bearings should not be refitted.
the bearing and its housing, mechanical damage to
the housing bore, the bearing back or bearing bore,
or lack of support behind the bearing.
Fig 9 Corrosion due to water (in this case, outside the

engine). Do not refit.
Fig 7 Carbonised oil behind bearing, causing overloa-

ding. Do not refit.
11.04 - ES0
MAN Diesel & Turbo

Page 5 (5)
General
As with any bearing material, if the interface between If bearings are in otherwise good condition, they
the bearing back and the housing bore shows signs should be checked for the presence of positive free-
of fretting, the bearing should be renewed, and any spread before re-fitting. Some loss of freespread is
damage to the housing rectified. Even if the bearing normal, but bearings without positive freespread,
bore surface has not been damaged, refitting in such possibly caused by high temperature operation,
a condition may still result in later damage. cannot be refitted correctly and must be discarded.
Such bearings would have continued to operate
successfully had the assembly not been dismantled,
as freespread loss only occurs when the clamping
bolts are released.
Fig 10 Fretting pits on bearing back. Do not refit.
11.04 - ES0
MAN Diesel
Page 1 (5) Removal / Mounting of Marine Head from Engine Edition 01
L21/31, L27/38

Description
Removal of marine head from engine.
Engine out of operation.
Related procedure
Working time : ½ hour Plate no Item no Qty/

Capacity : 2 men
08028-0D/H5250/94.08.12
Data

03.27 - ES0
MAN Diesel

Edition 01 Removal / Mounting of Marine Head from Engine Page 2 (5)
L21/31, L27/38
Condition : Piston and connecting rod has

been removed and the fixation tool is installed, see
fig. 1.
Fixation tool
Fig. 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.
08028-0D/H5250/94.08.12
Fig. 2 Bracket installed
03.27 - ES0
MAN Diesel
L21/31, L27/38
3) Place the guide beam on the brackets and

secure it by means of the screws, see fig. 3.
Guide beam
Bracket
Fig. 3 Placing of guide beam

08028-0D/H5250/94.08.12
03.27 - ES0
MAN Diesel

Edition 01 Removal / Mounting of Marine Head from Engine Page 4 (5)
L21/31, L27/38
4) Turn the crankshaft to the position shown in

fig. 4 and remove the nuts by means of the
hydraulic tool.
Fig. 4 Removal of nuts

08028-0D/H5250/94.08.12
03.27 - ES0
MAN Diesel
L21/31, L27/38
5) Install the slide piece as shown in fig. 5 and 8) Remove the bearing shells from each marine
remove the bracket. head half.
6) Turn the crankshaft to make the marine head

rest against the beam, see fig. 5. Mounting of Marine Head
7) Pull out the two halves of the marine head. Mounting is carried out in reverse order of the
above.
Slide piece
Fig. 5 Marine head with slide piece

08028-0D/H5250/94.08.12
03.27 - ES0
MAN Diesel
Working Card Hydraulic Tightening of Connecting Rod 506-01.25
and Marine Head Screws
L21/31

Tightening procedure for connecting rod bolts.

Check of connecting rod bolts, tightening condi-
tion.
Starting position
Piston, connecting rod, bearing shells and

bearing cap preassembled.
Related procedure

Capacity : 2 men
08028-0D/H5250/94.08.12
Data

04.23 - ES0
MAN Diesel
506-01.25 Hydraulic Tightening of Connecting Rod Working Card
L21/31
The following sequence is the same for both the Measuring Instruction for Extension of Hy-
connecting rod screws (item 211) and the marine draulic Tightened Bolts
head screws (item 152), see plate 50601.
4) Mount the two dial gauge on the hydraulic tools,
1) Mount the hydraulic tightening bolts and be fig 2.
sure that the studs are screwed home. Tighten
the nuts by hand. Note: For a correct measuring the dial gauge
has to be mounted with the magnetic bracket
2) Mount the hydraulic tools, fig 1, on both con- on the housing of the hydraulic tool.
necting rod bolts.
5) Tension both bolts simultaneously to a pressure
Be aware of the max. lifting height of the tool and of :
adjust the distance between the piston and the cyl-
inder before adding pressure to the tool, please see connecting rod screw : 100 bar
working card 520-01.05. marine head screw : 600 bar
3) Connect the hoses and pressure pump to the by use of the hydraulic tightening tool.
hydraulic tool.
Tightening order
Hydraulic tool
08028-0D/H5250/94.08.12
Fig. 1 Hydraulic tool for tightening of connecting rod screws
04.23 - ES0
MAN Diesel
Working Card Hydraulic Tightening of Connecting Rod 506-01.25
L21/31
6) Set the dial gauges to "0". 11) Tension the bolts to a pressure of :
7) Check by feeler gauge 0.01 mm. It is not allowed connecting rod screw : 100 bar
that there is clearance between the assembled marine head screw : 600 bar
components.
again.
8) Load the bolts to the specified pressure, see
description 500.40. 12) Read elongation of the screw Δl on the dial
gauge and compare with the value in table.
9) Tension both the nuts hand-tight.
Note: The bolts should be tightened to the
10) Release the pressure. 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.
13) Release the pressure and remove the hydraulic

tensioning tools.
Note: For general instruction about hydraulic

tighte-ning, please see working card 520-
01.05.
Fig. 2 Hydraulic tool for tightening of connecting rod screws

08028-0D/H5250/94.08.12
04.23 - ES0
MAN Diesel
Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 06
L21/31

Shut-off fuel oil
Stopped lub. oil circul. and hydraulic tools according
Press Blocking - Reset to working card 520-01.06
Description
In-situ inspection and/or replacement of connec-

ting rod big-end bearing.
Dismounting and mounting.
Crankcase opened. Open-end spanner, 24 mm.
Related procedure
Inspection of connecting rod

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

08028-0D/H5250/94.08.12

Capacity : 2 man
Data

03.35 - ES0
MAN Diesel

Edition 06 In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
L21/31
Removal of the Connecting Rod Bearing

Cap
1) Turn the crankshaft into the top dead centre.
2) Mount the lifting tool with two screws on each

side of the connecting rod bearing housing.
The upper screw is screwed into the upper
bearing housing and the other into the lower
bearing house, see fig 1.
3) Loosen the two nuts on the marine head, by Step 1

means of the hydraulic tool.
4) Remove the hydraulic tool and then the nuts

and studs.
5) Fit the two pipes for lifting, see fig 2. Step 2
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.
Support pipes
Fig 2 Mounting of the supporting pipes
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.
9) Mount the inspection bracket, see fig 3.

Holder Holder
10) Slowly turn the crankshaft until the upper part

08028-0D/H5250/94.08.12
of the bearing housing is resting on the bracket

and secure it with a screw, see fig 3.
11) Turn the crankshaft until it is possible to remove

the upper bearing shell, see fig 4.
Inspection of Bearing Shells

Hydraulic device
12) Inspect the bearing shells, see working card

506-01.16.
Fig 1 Mounting of holders on the marine head
03.35 - ES0
MAN Diesel

Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 06
L21/31
18) Turn the crankshaft into top dead centre.
19) Install the lower bearing shell. Make sure the

ends of the bearing shell are flushed with the
ends of the lower bearing cap.
20) Add some clean engine oil to the bearing

shell.
21) Lift the lower bearing cap up against the up-

per and fit the two screws to interlock the two
Inspection
bearing houses.
bracket
22) Mount the studs and fit the nuts.
23) Mount the hydraulic tool and tighten, see de-

scription 500.40.
Screw for fitting

marine head and
inspection bracket
Fig 3 Mounting of the inspection bracket
Installation of bearing shells
13) Carefully clean the joint faces, the bore and

the bearing shells.
08028-0D/H5250/94.08.12
14) Install the upper bearing shell. Make sure the

ends of the bearing shell are flushed with the
ends of the bearing cap.
15) Add some clean engine oil to the crank jour-

Fig 4 Removal and mounting of the upper marine head bear-
nal.
ing shell
16) Turn the crankshaft until the journal has contact

with the bearing, see fig 4.
17) Remove the inspection bracket.
03.35 - ES0
MAN Diesel & Turbo

Page 1 (3) Inspection of Cylinder Liner Edition 10
L21/31

Shut-off fuel oil
Inspection of cylinder liner.
Starting position
Piston and connecting rod

removed
Related procedure
Grinding of seal face on cylinder

head and cylinder liner 506-01.45
Manpower
Working time : ½ hour

Data

11.03 - ES0
MAN Diesel & Turbo

Edition 10 Inspection of Cylinder Liner Page 2 (3)
L21/31
Measurement of Cylinder Diameter
While the piston is removed from the cylinder, the The measurements normally should be taken in
latter is measured to record the wear. The measure both transverse and in longitudinal direction.
ments are taken by means of an inside micrometer,
with measuring points at TDC-position for the up When measuring, take care that the measuring tool
permost piston ring, halfway down, and at the BDC has approximately the same temperature as the
in the cylinder liner, see fig 1 and page 3. liner. When the wear of a cylinder liner exceeds the
value indicated on page 500.35, i.e. when it be-
comes too troublesome to maintain adequate serv-
ice conditions, the cylinder liner in question should
be replaced.
Fig 1 Measuring points
11.03 -ES0
11.03 - ES0
Engine type Report No.
Measurement of Cylinder Liner Engine No. Encl. No. Page 3 (3)
Working Card
Running hours Insp. date

Plant Fuel Sign.
Cyl. No. 1 2 3 4 5 6 7 8 9
MAN Diesel & Turbo
Cyl.liner ident.No.
Running hours
A
B
C
12
86
B A
B
C
322
Liner
C temp.
°C
Remarks...
Inspection of Cylinder Liner
Edition 10
L21/31
506-01.35
MAN Diesel
Working Card Grinding of Seal Face on 506-01.45
Cylinder Liner and Cylinder Head
L21/31

Shut-off fuel oil
Grinding of seal face on cylinder liner, cylinder Grinding paste.

head and engine frame by hand with grinding tool
and grinding paste.
Starting position
Related procedure
Assembling of cylinder unit 505-01.50

08028-0D/H5250/94.08.12

Capacity : 1 man
Data

03.46 - ES0
MAN Diesel
506-01.45 Grinding of Seal Face on Working Card

Page 2 (2)
Edition 05
Cylinder Liner and Cylinder Head
L21/31
Note: The grinding tool, see fig 1, is used for

both grinding the groove in the sealing surface on
the cylinder head (1), the cylinder liner flange (2)
and the surface of the engine frame (3).
If severe damage or corrosion is observed, a ma-

chining of the sealing faces may be required.
2. Cylinder liner
1. Cylinder head 3. Engine frame

Fig 3 Grinding tool at engine frame
Fig 1 Grinding tool
1) Loosen the sealing ring in liner flange and take

it out.
2) Face-grind the sealing grooves in the cylinder

liner flange, see fig 2, the surface of the engine
frame, see fig 3 and the sealing surface on the
cylinder head, see fig 4 with the use of grinding
paste and the grinding tool.
Fig 4 Grinding tool at cylinder head

08028-0D/H5250/94.08.12
3) Move back and forth the tool and lift it out from
time to time.
4) After grinding, carefully remove all traces of

abrasives and grinding compound.
5) When having ground the contact faces between

cylinder head and cylinder liner, it must be ob-
served that the sealing minimum height above
Fig 2 Grinding tool at cylinder liner
the cylinder liner is according to 500.35.
03.46 - ES0
MAN Diesel & Turbo
Working Card Dismantling of Piston and Cylinder Liner 506-01.50

Page 1 (3)
at Low Overhaul Height Edition 05
L21/31

and hydraulic tools according
Description
Dismounting of cylinder unit for inspection and/

or overhaul.
Engine stopped and cooled down.
Related procedure
Inlet and exhaust valve - overhaul and

regrinding of spindel and valve seat 505-01.10
Inspection of piston 506-01.10
Cylinder liner 506-01.35
Separation of piston and

Capacity : 2 men
Data

12.35 - ES0
MAN Diesel & Turbo
506-01.50 Dismantling of Piston and Cylinder Liner Working Card

Page 2 (3)
Edition 05
at Low Overhaul Heights
L21/31
Removal of Cylinder head Removal of Piston and Piston Rod, Cylinder

Liner and Water Jacket
1) Prepare removing of the cylinder head accord-
ing to working card 505-01.55. 6) Loosen the four bolts for the piston rod by
means of the hydraulic tools and remove the
2) Remove the bolts, which hold the cylinder head nuts.
and water jacket together (see fig 1).
7) Turn the piston into top dead centre.
Note: This means that the cylinder head now
can be removed from the cylinder unit. 8) Mount the turning bracket to the marine head
and counterweight. See fig 2.
3) Mount the lifting tool on the cylinder head.
9) Mount the tool for lifting the piston, see fig 3.
4) Lift the cylinder head and land it carefully on
wooden support.
5) Remove the push rods by hand.
Bolts to be removed
Bolts to be removed
Fig 1 Remove bolts, which hold the cylinder head and water Fig 2 Turning bracket mounted to the marine head and
jacket together counterweight
12.35 - ES0
MAN Diesel & Turbo
Working Card Dismantling of Piston and Cylinder Liner 506-01.50

Page 3 (3)
at Low Overhaul Height Edition 05
L21/31
Lifting tool for

cylinder liner
Cylinder liner
Fig 3 Lifting tool for piston

Lifting tool for
cylinder liner
10) Carefully lift the piston and piston rod out of the
cylinder liner and land it on wooden support.
11) Mount the lifting tool for the cylinder liner, see Fig 4 Lifting tool for cylinder liner
fig 4, and lift the cylinder liner out of the engine.
12) Mount the eye bolt in water jacket and lift it

off the engine.
12.35 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Piston 50602-03
L21/31
Note !
Piston skirt and piston crown
can be ordered ONLY
as a complete unit.
Bemærk !
Stempelskørt og stempelkrone
kan KUN bestilles
som en komplet enhed.
002
026
075
038
087
099
10.27 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50602-03 Piston Page 2 (2)
L21/31
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
002 1/C Piston 2/2, Stempel 2/2,

incl. item 075, 087, 099 inkl. item 075, 087, 099
026 1/C Piston pin Stempelpind
038 2/C Retaining ring Sikringsring
075 4/C Thrust piece Trykstykke
087 4/C Stud Tap
099 4/C Nut Møtrik
Qty/C = Qty/Cylinder. Qty/C = Qty/Cylinder.
10.27 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Connecting Rod 50603-02
L21/31
069
008
021
Important !
Ensure that the pin 069
is correctly inserted!
021
033
Vigtigt ! 033 070

Vær opmærksom på
at stiften er korrekt sat i!
082
094
057
10.27 - ES0
MAN Diesel & Turbo
Plate
50603-02 Connecting Rod Page 2 (2)
L21/31
Item Item
008 1/C Bush for connecting Plejlstangsbøsning

rod
021 4/C Screw for connecting Plejlstangsskrue

rod
057 2/C Nut Møtrik
069 4/C Nut Møtrik
070 1/C Connecting rod shaft Plejlstangsskaft
082 1/C Marine head, complete Marinehoved, komplet

incl. item 021, 033, 057, inkl. item 021, 033, 057,
069, 094 069, 094
094 2/C Screw for connecting Plejlstangsskrue

rod
10.27 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Connecting Rod Bearing 50604-02
L21/31
003
10.27 - ES0
MAN Diesel & Turbo
Plate
50604-02 Connecting Rod Bearing Page 2 (2)
L21/31
Item Item
003 1/C Connecting rod Plejlstangsleje 2/2

bearing 2/2
10.27 - ES0I
MAN Diesel & Turbo
Plate
Page 1 (2) Piston Rings 50605-02
L21/31
009
010
022
10.27 - ES0
MAN Diesel & Turbo
Plate
50605-02 Piston Rings Page 2 (2)
L21/31
Item Item
009 1/C Piston ring Stempelring
010 1/C Piston ring Stempelring
022 1/C Oil scraper ring Olieskrabering
10.27 - ES0
MAN Diesel
Plate
Page 1 (2) Cylinder Liner 50610-12
L21/31
031
209
210
092
018
08028-0D/H5250/94.08.12
055
08.21 - ES0 - 2-part

MAN Diesel
Plate
50610-12 Cylinder Liner Page 2 (2)
L21/31
Item Item
018 1/C Cylinder liner Cylinderforing
031 1/C Sealing ring Tætningsring
092 1/C Flame ring Flammering
08028-0D/H5250/94.08.12
08.21 - ES0 - 2-part

Camshaft
507/607
MAN Diesel
Description 507.01
Page 1 (1) Camshaft and Camshaft Drive Edition 06
L21/31
Camshaft and Camshaft Drive The camshaft for fuel injection is located in the ma-
noeuvre side of the engine.
The engine has two camshafts. One for actuation of
valves and one for fuel injection. Both camshafts are made of sections. Cam sections
and journal sections are bolted together. This design
Using two camshafts gives the opportunity to change makes it possible to change a cam section through
the fuel injection independently of the valve timing. the inspection openings in the engine frame.
The camshaft for valve actuation is located in the The camshafts are located in replaceable bearing
exhaust side of the engine at a high level in relation to bushes, frozen into bores in the engine frame.
the engine frame to make the push rods as short as
possible and thereby reduce the moving masses. 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.
Valve
camshaft drive
Injection
camshaft drive
08028-0D/H5250/94.08.12
Fig 1 Twin camshafts.
04.38 - ES0
MAN Diesel
Page 1 (2) Check of Camshaft and Camshaft Drive Edition 06
L21/31

Shut-off fuel oil
Checking of gear wheels, bolted connections and Allen socket, 8 mm

lubricating system. Ratchet
Extension piece
Socket, 18 or 19 mm
Serrated fork
Socket, 16 or 17
Starting position
Related procedure
Man power Replacement and wearing parts

08028-0D/H5250/94.08.12

Capacity : 1 man
Data

03.25 - ES0
MAN Diesel
Edition 06 Check of Camshaft- and Camshaft Drive Page 2 (2)
L21/31
1) Dismount the covers which give access to the 3) Check all screws, nuts and bolted connections,
gear wheels, camshaft and crankcase. including locking devices everywhere in the
gear wheel housing, camshaft housing and
2) Examine all gear wheels for cracks, wear and crankcase to check that they have not loosend.
deformations while turning the engine to enable Tightening torques, please see page 500.40.
inspection all over the circumference of the
gear wheels. 4) Examine all lubricating oil spray pipe nozz-
les.
5) Mount the covers.
08028-0D/H5250/94.08.12
03.25 - ES0
MAN Diesel
Page 1 (3) Inspection and Replacement of Camshaft Bearing Edition 07
L21/31
Stopped engine Plate no Item no Note.

Shut-off fuel oil
Description
Hand tools
Check of roller path of cams and check of cam-
shaft bearing. Torque spanner 17 mm
Replacement of camshaft bearing.
Starting position
Cover for camshaft and gear wheel has been

removed.
Related procedure
Camshaft and camshaft drive 507-01.00

Man power
08028-0D/H5250/94.08.12

Capacity : 2 men Plate no Item no Qty/
Data

03.35 - ES0
MAN Diesel

Edition 07 Inspection and Replacement of Camshaft Bearing Page 2 (3)
L21/31
To Check Roller Path of Cams
1) While turning the engine, examine the cam
discs and in particular, check the roller path of
all cams for cracks, crackles and ruffle. Also
examine the rollers of the roller guide.
Note: If there are flat spots on the roller and if some

of the rollers may be blocked, the roller must be
replaced by a new one, please see working card
508-01.00.
To Check Camshaft Bearings

2) The wearing surface of the camshaft bearings
cannot be checked without dismounting the
camshaft. However, abnormal wear of one or
more bearings will become apparent in the form
of burrs at the circumference of the camshaft
journal, and in that case the bearing will in no
doubt be discoloured, as well.
The bearing clearance is measured with a

feeler gauge, please see data sheet 500.35.
To Replace Camshaft Bearing for Injection

or Valve Camshaft
Note: The cams are identical, but the bearing sec-
tion position must be marked for correct mounting
again.
Fig 1 Removing of spur wheel and the bearing plate
If one or several of the camshaft bearings should
be replaced, the camshaft must be wholly or partly
dismantled.
Inspection of Sleeve and Oil Bore
6) Check that the oil bore for the bearing is free
for oil flow. Inspect the camshaft journal for
3) Dismantle the camshaft section in both ends
seizures.
and take out the section on both sides of the
actual bearing.
08028-0D/H5250/94.08.12
4) Place a screwdriver between the camshaft Mounting of the Camshaft Bearing

sections and bearing sections and push the 7) For fitting the bearing it must be cooled down
camshaft forward/aft. in liquid nitrogen to -196° C below crankcase
temperature.
5) Take out the camshaft section and the actual
bearing section. 8) Insert the bearing in the frame. Make sure that
the oil bores in the bearing shell are according
a) The bearing to be removed is now free. to the oil bores in the frame.
b) Remove the actual bearing shell.
03.35 - ES0
MAN Diesel
Page 3 (3) Inspection and Replacement of Camshaft Bearing Edition 07
L21/31
Note: Check that the bearing is placed in the
middle of the frame.
9) Lubricat all the journals of the camshaft section

with clean lubricating oil and push bearing
section into position.
10) Assemble the sections and fit the bolts (greased

with molycote or similar) without Cu.
11) Tighten the nuts with a torque spanner, see

data sheet 500.40.
08028-0D/H5250/94.08.12
03.35 - ES0
MAN Diesel & Turbo

Page 1 (3) Adjustment of Camshaft for Valve and Injection Timing Edition 19
L21/31

Shut-off fuel oil
Nominal adjustment of camshaft. (Adjustment of

camshaft in relation to crankshaft).
Starting position
Camshaft assembled as per timing order, mounted

in frame and roller gear house.
If intermediated gearwheel must be changed, the
generator must be dismounted.
Related procedure
Working time : - hours Plate no Item no Qty/

Capacity : - man
Data

12.21 - ES0, Tier II, WB II

MAN Diesel & Turbo
507-01.20 Adjustment of Camshaft for Valve and Injection Timing Working Card
L21/31
Assembly of gear wheels for valve cam- Mounting of gearwheel for valve camshaft
shaft and Injection valve camshaft, without
mounted flywheel 5) Before mounting the gearwheel, must the crank-
shaft for the last cylinder be in top dead center
Following description is for mounting the gearwheels and marks of intermediate spur gearwheel
in the control drive when alternator, flywheel and cover should correspond with hole in crankcase, see
on coupling side are dismantled from the engine. fig. 2.
6) Turn the valve camshaft, until the mark on the

Mounting of the Intermediate Spur Gear gearwheel is horisontal and closet to the engine
Wheels crankcase, see fig. 2. Control height from tooth
top to crankcase top should be approximately
1) Turn the crankshaft to top dead centre for the 197.4±1 mm.
last cylinder (the cylinder nearest to the coupling
side). 7) Tighten up the gearwheel. Tightening torque,
please see page 500.40.
2) Mount the lower intermediate spur gearwheel,
until mark are corresponding with hole in
crankcase, see fig. 1.
3) Mount the upper intermediate spur gear wheel.

There are no marks to take into account.
178.2
4) Tighten up the intermediate spur gearwheels,
please see page 500.40. A1
Marking
on tooth
head
A1 A2
Marking Marking
on tooth on tooth
head head
Control view
197.4
to marking of
intermediate
spur gear
A2
Marking
on tooth
head
Fig 1 Marks on gearwheels
Control view to
marking of intermediate spur gear
Fig 2 Position of marked tooth head correctly placed on

engine crankcase.

MAN Diesel & Turbo
Working Card
Adjustment of Camshaft for Valve and Injection Timing 507-01.20
L21/31
Mounting the gearwheel for injection cam- 15) Set the dial gauge to "Zero".
shaft
16) Turn the engine until the TDC mark (ignition
8) Before mounting the gearwheel, must the crank- DC) for the actual cylinder is reached.
shaft for the last cylinder be in top dead center Read the dial gauge and note down the gauge
and marks of intermediate spur gearwheel value.
should correspond with hole in crankcase, see
fig. 2. 17) Determine the values for the other cylinders in
the same way.
9) Turn the injection valve camshaft, until the mark Calculate the average value of all measure-
on the gearwheel correspond with crankcase ments.
side. The mark should above horisontal cen-
terline, see fig. 1. Control height from tooth 18) Compare the calculated value determined with
top to crankcase top should be approximately the plunger lift (average value), please see
178.2±1mm. description 500.35.
Note: Adjustment of injection valve camshaft is now 19) If the values exceeds the limits, an adjustment
needed, please see separately chapter “Adjustment must be done in order to correct the errors.
of Fuel Injection Camshaft / Injection Timing”.
20) Remove the complete measuring tool.
Measure of fuel pump lead 21) Mount all camshaft covers.
10) Dismantle covers for fuel camshaft and fuel

pump.
11) Check the mobility of the regulating device.
12) Position the support of the measuring tool on

the two bolts of the camshaft covering. Slip on
the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts.
Note: During attaching, pay attention to the correct

fitting position of the contact point.
13) Insert the dial gauge into the support. Fig 4 Measure of fuel pump leadl
14) Turn the engine until the cam base circle is

reached (approx 40° BTDC).

MAN Diesel
Page 1 (2) Measure of Fuel Pump Lead Edition 01
L21/31

Shut off starting air
Shut off cooling water 52001 215
Shut off fuel oil
Press button (Blocking - Reset)
Description
Measure of fuel pump lead Hand tools
Starting position
Camshaft casing cover removed
Related procedure

08028-0D/H5250/94.08.12

Capacity : 1 man
Data

04.36 - ES0
MAN Diesel
Edition 01 Measure of Fuel Pump Lead Page 2 (2)
L21/31
Description 7) Determine the values for the other cylinders in
the same way.
1) Check the mobility of the lever.
8) Fill out the tabel enclosed.
2) Attach the measuring tool to side of the frame
(as shown in fig. 1) 9) Compare the average value determined in
Description 500.35.
Note: During attaching, pay attention to the correct
fitting position of the contact point. 10) If the values exceeds the limits, an adjustment
must be done in order to correct the errors,
3) Insert the dial gauge into the support. see Working Card 507-01.20 "Adjustment of
camshaft".
4) Turn the engine until the cam base circle is
reached. 11) Remove the complete tool.
5) Set the dial gauge to "Zero". 12) Replace all camshaft covers.
6) 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.
08028-0D/H5250/94.08.12
1 Contact point Fixing screws and discs of

2 Lever enclosing cover used
Fig 1 Measure of fuel pump lead
04.36 - ES0
Measure of fuel pump lead
M/V / Plant:
density: Eng. No:
T/C type: Serial No:
Fuel type: Viscosity:
Density: Date
1 2 3 4 5 6 7 8 9 Average
Lift at TDC measured 0,00
Deviation calculated *) 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00
*) "Lift at TDC" - "Average"
Cylinder __ deviation 0,00 Cylinder __ deviation 0,00
actual timing (500.35) actual timing (500.35)
Adjust cyl __ to max 0,00 Actual + diviation Adjust cyl __ to max 0,00
Exsample:
1 2 3 4 5 6 7 8 9 Average
Lift at TDC 9,7 9,5 9,44 9,49 9,53 9,57 9,6 9,37 9,53
Deviation *) 0,17 -0,03 -0,09 -0,04 0,00 0,04 0,07 -0,16
*) "Lift at TDC" - "Average"
Cylinder 1 deviation 0,17 Cylinder 8 deviation -0,16
actual timing (500.35) 9,70 (1000 RPM) actual timing (500.35) 9,70
Adjust cyl 1 to max 9,88 Actual + diviation Adjust cyl 8 to max 9,55
04.36
MAN Diesel
Plate
Page 1 (2) Intermediate Wheel 50701-05
L21/31
08028-0D/H5250/94.08.12
03.05 - ES0
MAN Diesel
Plate
50701-05 Intermediate Wheel Page 2 (2)
L21/31
Item Item
012 1/E Stepped spur gear, Tandhjul, komplet

compl. incl. item 061 inkl. item 061
036 1/E Spur gear, complete Tandhjul, komplet

incl item 061 inkl. item 061
061 2/E Control drive bearing Lejebøsning
085 4/E Axial bearing ring Lejering
097 2/E Axle Aksel
384 2/E O-ring O-ring
396 6/E Spring washer Fjederskive
406 6/E Screw Skrue
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine Qty/E = Qty/Motor
03.05 - ES0
MAN Diesel
Plate
Page 1 (2) Camshaft (Valve Camshaft) 50705-12
266 L21/31
014 278
291 291
278 266
014
278
291
266
278
278 744
266
266 291
756
768
254
350 Camshaft
685 main bearings,
301 see Plate 51101
230 5 cyl.
026 038
278 014 087 038 026
291
291 266 6 cyl.
087 063 087
Item nos for 051 075 099
bearing discs
7 cyl.
08028-0D/H5250/94.08.12
109 122 110

087 110 122 109
8 cyl.
087 146 075 183
134 158 171 195
9 cyl.
205 087 229 217
087 217 229 087 205
06.02 - ES0
MAN Diesel
Plate
50705-12 Camshaft (Valve Camshaft) Page 2 (2)
L21/31
Item Item
014 Camshaft part piece, Styreakselsektion, 217 Bearing disc, Lejesøle,

1/C 5 cyl. engine 5 cyl. motor 2/E 9 cyl. engine 9 cyl. motor
1/C 6-7-8-9 cyl. engine 6-7-8-9 cyl. motor
229 Bearing disc, Lejesøle,
026 Bearing disc, Lejesøle, 2/E 9 cyl. engine 9 cyl. motor
2/E 5 cyl. engine 5 cyl. motor
230 1/E Axial bearing disc Aksial lejesøle
2/E 5 cyl. engine 5 cyl. motor 254 1/E Spur wheel Cylindrisk tandhjul
051 Bearing disc, Lejesøle, 266 Bolt Bolt

1/E 6 cyl. engine 6 cyl. motor 80/E 5 cyl. engine 5 cyl. motor
075 Bearing disc Lejesøle
1/E 6 cyl. engine 6 cyl. motor 278 Washer Skive
087 Bearing disc Lejesøle 112/E 7 cyl. engine 7 cyl. motor
1/E 5, 7, 8 cyl. engine 5, 7, 8 cyl. motor 128/E 8 cyl. engine 8 cyl. motor
291 Cylindrical pin Cylindrisk stift
110 Bearing disc, Lejesøle, 301 1/E Bearing plate Lejeplade

350 3/E Screw Skrue
2/E 7 cyl. engine 7 cyl. motor 685 3/E Washer Skive
134 Bearing disc, Lejesøle, 744 1/E Cylindrical pin Stift

756 8/E Bolt Bolt



08028-0D/H5250/94.08.12


Qty./C = Qty./Cylinder Qty./C = Qty./Cylinder
06.02 - ES0
MAN Diesel
Plate
Page 1 (2) Camshaft (Injection Camshaft) 50705-11
266
L21/31
362 278
291
291
278
266 648
291 636
600
266
744
589
278
291
362
Camshaft
main bearings,
see Plate 51101
673
291 685
301
291
Item nos for

08028-0D/H5250/94.08.12
bearing discs
07.44 - ES0
MAN Diesel
Plate
50705-11 Camshaft (Injection Camshaft) Page 2 (2)
L21/31
Item Item
266 Bolt Bolt 470 Bearing disc, Lejesøle,

252/E 7 cyl. engine 7 cyl. motor 482 Bearing disc, Lejesøle,
278 Washer Skive 1/E 8 cyl. engine 8 cyl. motor
291 Cylindrical pin Cylindrisk stift
301 1/E Bearing plate, coml. Lejeplade, komplet 553 Bearing disc, Lejesøle,
362 1/C Camshaft part Styreakselsektion
piece 565 Bearing disc, Lejesøle,
374 2/E Bearing disc, Lejesøle,
5 cyl. engine 5 cyl. motor 577 Bearing disc, Lejesøle,
5 cyl. engine 5 cyl. motor 589 1/E Axial bearing disc Aksial lejesøle
398 1/E Bearing disc, Lejesøle, 600 1/E Spur wheel Cylindrisk tandhjul
6 cyl. engine 6 cyl. motor
636 1/E Flange Flange
6 cyl. engine 6 cyl. motor 648 18/E Bolt Bolt
421 Bearing disc Lejesøle 673 3/E Screw Skrue

433 Bearing disc Lejesøle 744 1/E Cylindrical pin Stift

445 Bearing disc Lejesøle

08028-0D/H5250/94.08.12


Qty./C = Qty./Cylinder Qty./C = Qty./Cylinder
07.44- ES0
Operating gear
508/608
MAN Diesel
Description 508.01
Page 1 (1) Operating Gear for Valve and Fuel Injection Pumps Edition 05
L21/31
Roller Guides The roller is pressed down on to the cam by a
spring, which is fixed between the roller guide and
The fuel injection pumps and rocker arms for inlet the foot plate of the fuel injection pump, see also
and exhaust valves are operated by the cams on the section 514.
camshafts through roller guides. The roller guides for
inlet and exhaust valves are located in bores in the
water jacket for each cylinder. Valve Actuating Gear
The roller runs on a bush fitted on a pin that is The rocker arms are actuated through rollers, roller
pressed into the roller guide and secured by means guides and push rods. The roller guides for inlet
of a lock screw. and exhaust valves are mounted in the water jacket
part.
Operating Gear for Fuel Injection Pumps Each rocker arm activates two valve spindles through
a valve bridge with thrust screws and adjusting screws
The injection pumps which are mounted directly on for valve clearance.
the frame are activated via thrust pieces from the
roller guide. The roller guide is incorporated in the The valve actuating gear is pressure-feed lubricated
fuel pump as one unit. from the centralized lubricating system, through the
water jacket and cylinder head and from there into
the rocker arm shaft to the rocker bearing.
08028-0D/H5250/94.08.12
02.09 - ES0
MAN Diesel & Turbo
Working Card
Inspection of Valve Roller Guide 508-01.00
L21/31

Shut-off fuel oil
Dismounting, inspection and/or overhaul, and Feeler gauge, 0.1 mm

mounting of valve roller guides. Hexagon key, 6 mm
Starting position
Cylinder unit has been removed from engine and

dismantled.
Related procedure
Control and adjusting of valve

clearance, 508-01.10

Capacity : 1 man
Data

11.50 - ES0
MAN Diesel & Turbo
508-01.00 Inspection of Valve Roller Guides Working Card

L21/31
1) Turn the water jacket upside down so the roller Mounting of Guide for Tappets
guides can slip out at the water jacket.
8) Mount item 2-3-4-5 on the water jacket as-
2) Examine the surface of the roller and the tap- sembly, see fig 1.
pet housing for marks and secures, if any they
must be polished away. 9) Press the two guides together, and slightly
tighten the two M8 bolts (item 5).
3) Blow clean the lubricating ducts in the tappet
housing and the roller with air. 10) Turn the tappets so that the plane surfaces
point towards each other, and mount them in
4) Excamine the push rod, pin and ball cup for the water jacket.
damage and replace if necessary.
Adjustment of Guides for Tappets

Replacement of Roller and Shaft Pin
11) Final adjustment of guide-tappet clearance
5) Remove the lock screw. can only be done after the cylinder-unit has
been installed on the engine and cylinder cover
6) Push out the axle. nuts are tightened.
The roller and axle can now be replaced. 12) Turn the actual cylinder into overlap top dead
centre. (Both inlet- and exhaust valve has lifted
7) Mount the lock screw with loctite 275. a few millimetres and the cams are now aligning
the rollers in correct position)
13) Put 0,1 mm feeler gauge on both sides of the

1 guides and un tighten the two M8 bolts. Make
sure that there is full parallel contact on the
feeler gauges. Tighten the two M8 (Re-check
2
the feeler gauges has parallel contact) Remove
the feeler gauges.
3
14) Turn the engine so that both rollers are on
the circular part of the cams. Check that the
4 tappets can turn free from side to side in the
clearance. Adjustment is completed.
0.1 0.1 5
Clearance adjusted with

feeler gauge
Item Description
1 Roller guide
2 Guide piece
3 Compression spring
4 Washer
5 Cylindrical screw
Fig 1 Inspection of roller guide and roller. Fig 2 Brackets between roller guides.
11.50 - ES0
MAN Diesel & Turbo
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38

Shutoff starting air
Shutoff cooling water
Shutoff fuel oil
Press Blocking  reset
Description: Hand tools:
Control and/or adjustment of inlet and exhaust Socket wrench

valve clearance. Feeler gauge
Torque spanner
Starting position:
Cover for valve camshaft is removed.

Cover for cylinder top is removed.
Related procedure:
Manpower: Replacement and wearing parts:
Working time : 1½ hours Plate no Item no Qty/

Capacity : 1 man
See also plate 50502
Data:

12.08 - ES0
MAN Diesel & Turbo
50801.10 Control and adjusting of valve clearance Working Card

L16/24, L21/31,
L27/38
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 (L16/24).
5. Turn the crankshaft until the cylinder is in igni-

tion TDC (both valves closed).
6. Check that the surfaces are clean. Feeler gauge
7. Loosen the counter nut, pos. 1, and the adjust- Pos. 5

ing screw, pos. 2, on the valve bridge.
Pos. 4 Fig. 2
Pos. 3
Pos. 2
Pos. 1 11. Adjust the screw, pos. 2, on the valve bridge

until the feeler gauge makes slightly more re-
sistance, but it must still be possible to move
the feeler gauge.
12. Tighten the counter nut, pos. 1, on the valve

bridge with torque. Re-check that the feeler
gauge clearance has not changed.
Fig. 1
P1 P3
8. Loosen the counter nut, pos. 3, and the adjusting P2

screw, pos. 4, on the rocker arm and insert the
feeler gauge between valve bridge and rocker
arm, pos. 5.
9. Adjust the screw , pos. 4, on the rocker arm until

the feeler gauge makes only slight resistance.
10. Tighten the counter nut, pos. 3, on the rocker

arm with torque. Re-check that the feeler gauge
clearance has not changed. Fig. 3
12.08 - ES0
MAN Diesel & Turbo
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38
- Attach the socket wrench straight on the hexa-
gon nut before screwing.
P1
- Adjust the torque correctly, see values for

tightening in description 500.40.
P2 - Tools consisting of several part, can fall into

for L21/31 and pieces.
L27/38
for L16/24 - All bolted joints to be re-established.

P3
Caution:
Fig. 4 - Engine parts can be hot; watch out for burns.
- Slipping can cause injuries.

13. The adjustment is completed. - Injuries such as crushing of fingers, hands or
similar.
14. Install the clamp for the non-turning bridge, if
mounted (L16/24). - Slipping of torque spanner or similar tools can
cause injuries.
15. Install the cylinder head cover.
- Falling down from working position and/or hit-
ting engine parts can cause injuries.
Please note:
- Damaging of socket wrench, hexagon nut or
- The engine must be cold or cooled down for screw can cause injuries.
at least 30 minutes.
- Sharp-edged feeler gauge can cause injuries.
- Ensure to have a firm stand before working on
the engine. - Be careful not to put fingers between adjusting
screw and valve.
- It is not allowed to turn during the adjustment
process. - Wrong torque can cause injuries.
- The torque spanner must be positioned com- - Damaged parts must not be reused.
pletely on the coupling.
12.08 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Roller Guide and Push Rods 50801-15
L21/31
Valve spindles and valve gear,

see plate 50502
016
028
041 041
Cylinder head,
Cooling water jacket,
see plate 50501
016
077 065
185
065
089
089 053
185 197+
220 207
219
11.41 - ES0
MAN Diesel & Turbo
Plate
50801-15 Roller Guide and Push Rods Page 2 (2)
L21/31
Item Item
016 4/C Thrust piece Trykstykke
028 2/C Push rod, complete Stødstang, komplet

incl item 016, 041 inkl. item 016, 041
041 2/C Bolt Bolt
053 2/C Roller Rulle
065 2/C Shaft Aksel
077 2/C Housing for roller Hus for rullestyr

guide complete, incl. komplet inkl. items
items 016, 053, 065, 016, 053, 065, 089,
089, 185 185
089 2/C Screw Skrue
185 2/C Bush Bøsning
197+ 2/C Guide piece Styrestykke
219 2/C Screw Skrue
220 4/C Spring Fjeder
+ only available as + kun tilgængelig som

a pair et par
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt/
11.41 - ES0
Control/safety
509/609
MAN Diesel & Turbo
Description
Safety, Control and Monitoring System 509.01
Page 1 (7) edition 16
L16/24, L21/31
L27/38
General information Furthermore, the Control Unit is equipped with a
Display Module. This module consists of a touch-
The document is valid for the following engine screen and a integrated PLC for the safety system.
types: L16/24, L21/31, and L27/38. The Display Module also acts as safety system for
over speed, low lubrication oil pressure and high
The monitoring and safety system SaCoSone serves cooling water temperature.
for complete engine operation, control, monitoring
and safety of GenSets. All sensors and operating The Display Module provides the following func-
devices are wired to the engine-attached units. tions:
The SaCoSone design is based on high reliable and • safety system

approved components as well as modules specially • visualisation of measured values and opera-
designed for installation on medium speed engines. ting values on a touchscreen
The used components are harmonised to a homo- • engine operation via touchscreen
genously system. The whole system is attached to
the engine cushioned against vibration. The safety system is electrically separated from the
control system due to requirements of the classifi-
cation societies.
For engine operation, additional hardwired switches

are available for relevant functions.
The system configuration can be edited via an

Ethernet interface at the Display Module.
SaCoSone GenSet mounted on a L16/24 GenSet

(Probable Layout)
Control Unit
The Control Unit includes a highly integrated

Control Module for engine control, monitoring and Prototype of the SaCoSone GenSet
alarm system (alarm limits and delay). The module
collects engines measuring data and transfers the
most measurements and data to the ship alarm Connection Box
system via Modbus.
The Connection Box is the central connecting and
distribution point for the 24VDC power supply of the
whole system.
10.12 - ES1 - Tier II

MAN Diesel & Turbo
509.01 Safety, Control and Monitoring System Description

edition 16 Page 2 (7)
L16/24, L21/31
L27/38
Furthermore it connects the Control Unit with the
GenSet, the ship alarm system and the optional
crankcase monitoring.
System bus
The SaCoSone system is equipped with a redundant The control module operates directly with electro-
bus based on CAN. The bus connects all system hydraulic actuator.
modules. This redundant bus system provides the
basis data exchange between the modules.
el.-hydraulic
governor
• engine control control

control RS422/RS485 ship alarm
• speed control
• alarm system module system
control bus
display system
• display
• operation module Ethernet configuration
• safety system (via SaCoSone
EXPERT)
safety system
10.12 - ES1 - Tier II

MAN Diesel & Turbo
Description
L16/24, L21/31
L27/38
Technical data
Example shows the dimensions of L16/24
L16/24 L21/31 L27/38

Width (mm) 400 400 400
Height (mm) 480 565 480
Length (mm) 869 1168 1323
Length overall (mm) 902 1201 1356
Weight (kg) 60 60 65
10.12 - ES1 - Tier II

MAN Diesel & Turbo

L16/24, L21/31
L27/38
System Description Alarm/Monitoring System
Safety System Alarming

The alarm function of SaCoSone supervises all
Safety functions necessary parameters and generates alarms to
The safety system monitors all operating data of the indicate discrepancies when required. The alarms
engine and initiates the required actions, i.e. engine will be transferred to ship alarm system via Modbus
shut-down, in case the limit values are exceeded. data communication.
The safety system is integrated the Display Module.
The safety system directly actuates the emergency Self-monitoring
shut-down device and the stop facility of the speed SaCoSone carries out independent self-monitoring
governor. functions. Thus, for example the connected sensors
are checked constantly for function and wire break.
Auto shutdown In case of a fault SaCoSone reports the occurred
Auto shutdown is an engine shutdown initiated by malfunctions in single system components via sys-
any automatic supervision of engine internal para- tem alarms.
meters.
Control
Emergency stop SaCoSone controls all engine-internal functions as
Emergency stop is an engine shutdown initiated by well as external components, for example:
an operator manual action like pressing an emer-
gency stop button. An emergency stop button is  Start/stop sequences:
placed at the Control Unit on engine. For connection  Local and remote start/stop sequence for
of an external emergency stop button there is one the GenSet.
input channel at the Connection Box.  Activation of start device. Control (auto
start/stop signal) regarding prelubrication
Engine shutdown oil pump.
If an engine shutdown is triggered by the safety  Monitoring and control of the acceleration
system, the emergency stop signal has an immedi- period.
ate effect on the emergency shut-down device and
the speed control. At the same time the emergency  Jet system:
stop is triggered, SaCoSone issues a signal resulting  For air fuel ratio control purposes, com-
in the generator switch to be opened. pressed air is lead to the turbocharger at
start and at load steps.
Shutdown criteria
• Engine overspeed  Control signals for external functions:
• Failure of both engine speed sensors  HT cooling water preheating unit
• Lube oil pressure at engine inlet low  Prelubrication oil pump control
• HT cooling water temperature outlet too high
• High bearing temperature/deviation from  Redundant shutdown functions:
Crankcase Monitoring System. (optional)  Engine overspeed
• High oilmist concentration in crankcase.  Low lub. oil pressure inlet engine
(optional)  High cooling water temperature outlet
• Remote Shutdown. (optional) engine
o Differential protection (optional)
o Earth connector closed (optional)
o Gas leakage (optional)
10.12 - ES1 - Tier II

MAN Diesel & Turbo
Description
L16/24, L21/31
L27/38
Speed Control System Remote speed setting is either possible via 4-20mA
signal or by using hardwired lower/raise commands.
Governor
The engine electronic speed control is realized Speed adjustment range
by the Control Module. As standard, the engine is Between -5% and +10% of the nominal speed at
equipped with an electro-hydraulic actuator. idle running.
Engine speed indication is carried out by means of Droop

redundant pick-ups at the camshaft. Adjustable by parameterisation tool from 0-5%
droop.
Instead of electronic speed governing the system
can optionally be equipped with a mechanical Load distribution
governor. By droop setting.
Speed adjustment Engine stop

Local, manual speed setting is possible at the con- Engine stop can be initiated local at the display
trol unit with a turn switch. module and remote via a hardware channel or the
bus interface.
10.12 - ES1 - Tier II

MAN Diesel & Turbo

L16/24, L21/31
L27/38
Interfaces to External Systems
Overview
A detailed signal description is available on the GS Product page in the document “B 19 00 0, Interface
Description"
10.12 - ES1 - Tier II

MAN Diesel & Turbo
Description
L16/24, L21/31
L27/38
Data Machinery Interface Generator Control
This interface serves for data exchange to ship SaCoSone provides inputs for all temperature signals
alarm systems or integrated automation systems for the temperatures of the generator bearings and
(IAS). generator windings.
The status messages, alarms and safety actions, Power Management

which are generated in the system, can be transfer-
red. All measuring values and alarms acquired by Hardwired interface for remote start/stop, speed
SaCoSone GenSet are available for transfer. setting, alternator circuit breaker trip etc.
The following MODBUS protocols are available: Remote Control
• MODBUS RTU (Standard) For remote control several digital inputs are avail-
• MODBUS ASCII (for retrofits) able.
For a detailed description of these protocols see Ethernet Interface

the document “B 19 00 0, Communication from the
GenSet”. The Ethernet interface at the Display Module can
be used for the connection of SaCoSone EXPERT.
main emergency
switchboard switchboard Serial Interface
CoCoS-EDS can be connected to a serial RS485

AC 24VDC
AC interface.
Yard supply
DC DC Power Supply
24VDC uninterruptible
power supply
The plant has to provide electric power for the
automation and monitoring system. In general a
redundant, uninterrupted 24V DC (+20% -30%
and max ripple 10%) power supply is required for
10 A
16 A
SaCoSone.
Crankcase Monitoring Unit (optional)

MAN supply
Control Module
SaCoSone GenSet provides an interface to an opti-
onal Crankcase Monitoring Unit. This unit is not part
Display Module of SaCoSone GenSets and is not standard scope
of supply. If applied, it is delivered as stand-alone
Connection Box Control Unit
system in an extra control cabinet.
10.12 - ES1 - Tier II

MAN Diesel & turbo
Description
Communication from the GenSet 509.55
L16/24, L21/31
L27/38
Data Bus Interface (Machinery Alarm Sys- �Settings
tem)
The communication parameters are set as follows:
This interface serves for data exchange to ship alarm
systems or integrated automation systems (IAS). Modbus Slave SaCoS
Modbus Master Machinery alarm system
The status messages, alarms and safety actions, Slave ID (default) 1
which are generated in the system, can be trans-
Data rate (default) 57600 baud
ferred. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer. Data rate (optionally available) 4800 baud
9600 baud
19200 baud
The following Modbus protocols are available: 38400 baud
115200 baud
• Modbus RTU (Standard) Data bits 8
Stop bits 1
• Modbus ASCII
Parity None
Transmission mode Modbus RTU
The Modbus RTU protocol is the standard protocol
used for the communication from the GenSet. For
the integration in older automation system, Modbus
ASCII is also available. Function Codes
The following function codes are available to gather

Modbus RTU Protocol data from the SaCoSone controllers:
The Modbus RTU protocol is the standard protocol

Func- Function
used for the communication from the GenSet. tion Code (hexa- Description
Code decimal)
The bus interface provides a serial connection. The 1 0x01 read coils
protocol is implemented according to the following
3 0x03 read holding registers
definitions:
5 0x05 write coil
• Modbus application protocol specification, 6 0x06 write single register
Modbus over serial line specification and im- 15 0x0F write multiple coils
plementation guide, 16 0x10 write multiple registers
22 0x16 mask write register
There are two serial interface standards available:
23 0x17 read write multiple registers
• RS422 – Standard, 4 + 2 wire

(cable length <= 100m), cable type as speci-
fied by the circuit diagram, Message Frame Separation
line termination: 150 Ohms
Message frames shall be separated by a silent in-
• RS485 – Standard, 2 + 2 wire terval of at least 4 character times.
(cable length <= 100m), cable type as speci-
fied by the circuit diagram,
line termination: 150 Ohms Provided Data
Provided data includes measured values and alarm

or state information of the engine.
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & Turbo
509.55 Communication from the GenSet Description

L16/24, L21/31
L27/38
Measured values are digitized analogue values of Pre-alarms, shutdowns and state information from
sensors, which are stored in a fixed register of the the SaCoSone system are available as single bits in
Control Module Small. Measured values include fixed registers. The data type used is unsigned of
media values (pressures, temperatures) where, ac- size 16 bit. The corresponding bits of alarm or state
cording to the rules of classification, monitoring has information are set to the binary value „1“, if the
to be done by the machinery alarm system. The data event is active.
type used is signed integer of size 16 bit. Measured
values are scaled by a constant factor in order to Contents of List of Signals
provide decimals of the measured.
For detailed information about the transferred data,
please refer to the ”list of signals“ of the engine’s
documentation set. This list contains the following
information:
Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
HEX The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the MODBUS master
when collecting the specific data.
Bit Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted
0 to 15.
Meas. Point The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control
devices“.
Description A short description of the measuring point or limit value.
Unit Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means:
reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.
Life Bit
In order to enable the alarm system to check whether

the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This
Bit is alternated every 10 seconds by SaCoS. Thus,
if it remains unchanged for more than 10 seconds,
the communication is down.
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & turbo
Description
Communication from the GenSet 509.55
L16/24, L21/31
L27/38
Modbus ASCII Protocol FCT = 03H: Read n words
The master transmits an inquiry to the slave (CMS)
General to read a number (n) of datawords from a given
address. The slave (CMS) replies with the required
The communication setup is: 9600 baud, 8 databits, number (n) of datawords. To read a single register
1 stopbit, no parity. (n) must be set to 1. To read block type register (n)
must be in the range 1...32.
The Modbus protocol accepts one command (Func-
tion Code 03) for reading analogue and digital input Request (master):
values one at a time, or as a block of up to 32 inputs. [DATA] = [ADR][n]
[ADR]=Word stating the address in HEX.
The following chapter describes the commands in [n]=Word stating the number of words to
the Modbus protocol, which are implemented, and be read.
how they work.
Answer (slave-CMS):
Protocol Description [DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent
bytes.
The ASCII and RTU version of the Modbus protocol
[1. word]=1. dataword
is used, where the CMS/DM works as Modbus slave.
[n. word]=No n. dataword
All data bytes will be converted to 2-ASCII charac-
ters (hex-values). Thus, when below is referred to
FCT = 10H: Write n words
“bytes“ or “words“, these will fill out 2 or 4 characters,
The master sends data to the slave (CMS/DM) start-
respectively in the protocol. The general “message
ing from a particular address. The slave (CMS/DM)
frame format“ has the following outlook:
returns the written number of bytes, plus echoes
the address.
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
– [:] 1 char. Begin of frame
Write data (master):
– [SLAVE] 2 char. Modbus slave ad-
[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
dress (Selected on DIP-
[ADR] = Word that gives the address in
switch at Display Module)
HEX.
– [FCT] 2 char. Function code
[n] = Word indicating number of words to
– [DATA] n X 2 chars data.
be written.
– [CHECKSUM] 2 char checksum (LRC)
[bb] = Byte that gives the number of bytes
– [CR] 1 char CR
to follow (2*n)
– [LF] 1 char LF (end of frame)
Please note that 8bb9 is byte size!
The following function codes (FCT) is accepted:
– 03H: Read n words at specific address.
– 10H: Write n words at specific address.
In response to the message frame, the slave (CMS)

Answer (slave-CMS/DM):
must answer with appropriate data. If this is not pos-
[DATA] = [ADR][bb*2]
sible, a package with the most important bit in FCT
[ADR]= Word HEX that gives the address
set to 1 will be returned, followed by an exception
in HEX
code, where the following is supported:
[bb*2]=Number of words written.
– 01: Illegal function
– 02: Illegal data address
– 03: Illegal data value
– 06: BUSY. Message rejected
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & Turbo
509.55 Communication from the GenSet Description

L16/24, L21/31
L27/38
Data Format MODBUS block addresses
The following types of data format have been cho- In order to be able to read from the different I/O
sen: and data areas, they have to be supplied with an
„address“. In the MODBUS protocol each address
Digital: Consists of 1 word (register): refers to a word or „register“. For the GenSet there
1 word: [0000H]=OFF are following I/O registers:
[FFFFH]=ON
• Block (multiple) I/O registers occupying up to
Integer: Consists of 1 word (register): 32 word of registers
1 word: 12 bit signed data
(second complement): This list specifies the addresses assigned for MOD-
[0000H]=0 BUS Block data, which enables the user to read up
[0FFFH]=100% of range to 32 signals/alarms/inputs in a single MODBUS
[F000H]=-100% of range request.
Notice: 12 bit data format must be used no matter General) All alarm signals are already performed
what dissolution a signal is sampled with. All meas- with necessary time delay. F.ex. lub. oil level
uring values will be scaled to 12 bit signed. alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & Turbo

Page 1 (3) Function Test of Shutdown Edition 11
General

Shut-off fuel oil
Functional test of overspeed trip. Allen key, 4 mm

Functional test of low lubricating oil pressostate Allen key, 2 mm
trip. Manometer or test pump
Functional test of high fresh water thermostat. Large spanner
Small screwdriver
Starting position
Functional test and adjustment of safety

alarm and monitoring equipment 509-01.00
Related procedure

08028-0D/H5250/94.08.12
Capacity : 1 man
Data

11.32 - ES0
MAN Diesel & Turbo

Edition 11 Function Test of Shutdown Page 2 (3)
L16/24, L21/31, L27/38
It is of the utmost importance that the shutdown The gap is expected to be 2.0 mm ± 0.3 mm (the
function is working properly.Therefore, the shutdown pitch of the thread on the pick-up is 1.0 mm). The
function must be tested at regular intervals according number of teeth relative speed values/limits can be
to the planned maintenance programme 500.25. found in the Engine Automatic diagram, section 509
and description 500.30 in section 500.
Function Test of Overspeed Shutdown
The overspeed shutdown limits can not be adjusted
1) Start the engine locally and keep it at no load, by the user.
at nominal rpm:
Engine Type rpm
L16/24 1000 or 1200

L27/38 720 or 750
L21/31 900 or 1000
2.1) Take a large spanner and put it on the link bet-

ween fuel-rack and actuator. Slowly force the
engine rpm over the setpoint, see Description
500.30 and the overspeed will release.
2.2) Overspeed can also be simulated by activting

test bed operation and overspeed test. Then
overspeed setpoint is changed to 85% of no-
minell speed.
Warning: Do not raise the speed over 120% of no-

minal speed because this could damage the valves
and pistons.
The engine must stop.

Fig 1 Pressure controller
3) Reset the overspeed shutdown on the display
module.
Function Test of Low Lubricating Oil Pres-
Adjustment sure Shutdown
08028-0D/H5250/94.08.12
Correct detection of RPM (counting of teeths) de- 4) Start the engine and keep it at no load.
pends on the size of the gap between the movable
flywheel and the front of the pick-up sensor. If no or 5) Mount the manometer/test pump on the test
wrong signal is detected by the sensor, the measuring valve outlet, situated right under the pressostate
gap must be adjusted or cleaned. PSL 22, fig 1.
6) Close oil pressure valve, fig 1.
11.32 - ES0
MAN Diesel & Turbo

Page 3 (3) Function Test of Shutdown Edition 11
L16/24, L21/31, L27/38
7) Relieve the pressure slowly and check that the 14) Raise the temperature until the switch chan-
switch changes back to the pressure stated as ges and check that it happens at the stated
the shutdown point, see 500.30. shutdown point, see 500.30.
The engine must stop. The engine must stop.
Note: If adjustment is needed, turn the screw clock- Note: If adjustment is needed, remove the thermostat
wise or anticlockwise, see fig 2. cover. Locking screw pos. 5, fig 3, is loosened, and
the range can be set with the spindle, pos. 1, while
8) Disconnect the manometer/test pump. the scale, pos. 2, is read at the same time.
9) Open the oil pressure valve on the pressure 15) The sensor is mounted again.
block.
16) Reset the high H.T. water temperature shut-
10) Reset the low lubricating oil pressure shutdown down on the display module.
on the operation box.
Function Test of High Fresh Water

Temperature Shutdown
Protection
cap
The functional test of the thermostat, is to be carried
out according to the following procedure.
11) Take the sensor out of the pocket.
Temp.
sensor
Fig 3 Thermostate
Alarm System
Fig 2 Adjustment of pressostate and thermostate
It is important that all alarms lead to prompt investi-
08028-0D/H5250/94.08.12
gation and remedy of the error.
12) Test the sensor in a water bath, which is con- No alarm is insignificant. It is therefore important that
trolled by the temperature or a special testing all engine crew members are familiar with and well
device. trained in the use and importance of the alarm system.
13) Start the engine and keep it at no load. The most serious alarms are equipped with slowdown
and/or shutdown functions.
11.32 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Actuator and Actuator Drive 50901-31
L21/31
For actuator,
see special
instruction book
393
403
427
381 415
128
057
045
165
*069
070 236
177
082
094
189
08028-0D/H5250/94.08.12
190
104
116 200
212
224
10.29 - ES0 - Tier II - UG25+

MAN Diesel & Turbo
Plate
50901-31 Actuator and Actuator Drive Page 2 (2)
L21/31
Item Item
057 5/E Screw Skrue
069* 1/E Distance disc Afstandsskive

(requires an individual (kræver en individuel
matching) justering)
082 1/E Expander Nøgle
094 1/E Axle Aksel
104 1/E Disc Skive
128 4/E Screw Skrue
165 2/E Screw Skrue
177 2/E Screw Skrue
189 2/E Screw Skrue
190 1/E Casing Hus
200 1/E Bush Bøsning
212 1/E Disc Skive
224 1/E Bevel wheel Konisk tandhjul
236 1/E Seal ring Tætningsring
381 1/E Actuator, electronic Elektronisk aktuator
393 1/E Nut Møtrik
403 1/E Governor arm Regulator arm
415 1/E Spring loaded pull rod Trækstang
427 1/E Screw Skrue

08028-0D/H5250/94.08.12
10.29 - ES0 - Tier II - UG25+

MAN Diesel & Turbo
Plate
L21/31
For actuator,
see special
instruction book
393
403
427
381
439
128 452
415
440
464
104
165
116
236
177
045
190
057
189 094
082
200
070
212
*069
224
11.25 - ES0 - Tier II - UG25+

MAN Diesel & Turbo
Plate
L21/31
Item Item
057 5/E Screw Skrue

094 1/E Axle Aksel
104 1/E Disc Skive
128 4/E Screw Skrue
165 2/E Screw Skrue
177 2/E Screw Skrue
189 2/E Screw Skrue
190 1/E Casing Hus
212 1/E Disc Skive
393 1/E Nut Møtrik
415 1/E Pull rod Trækstang
427 1/E Screw Skrue
439 1/E Linkage Forbindelsesled
440 1/E Ball joint Kugleled
452 1/E Nut Møtrik
464 1/E Nut Møtrik
11.25 - ES0 - Tier II - UG25+

MAN Diesel & Turbo
Plate
L21/31
439 393
452 403
008 427
021
033 415
440
464
141
For actuator,
033 see special
instruction book
381
128
104
165 116
236
177
045
190
057
094
200 082
212 070
189
224 *069
12.36 - ES0 - Tier II - RE2800

MAN Diesel & Turbo
Plate
L21/31
Item Item
008 1/E Screw Skrue 452 1/E Nut Møtrik
021 3/E Disc spring Skive 464 1/E Nut Møtrik
033 2/E Nut Møtrik
057 5/E Screw Skrue

094 1/E Axle Aksel
104 1/E Disc Skive
128 4/E Screw Skrue
141 1/E Screw Skrue
165 2/E Screw Skrue
177 2/E Screw Skrue
189 2/E Screw Skrue
190 1/E Casing Hus
212 1/E Disc Skive
393 1/E Nut Møtrik
415 1/E Pull rod Trækstang
427 1/E Screw Skrue
12.36 - ES0 - Tier II - RE2800

MAN Diesel & Turbo
Plate
Page 1 (2) Regulating Device 50902-15
L21/31
206
218
231
243
255
135
135
027
015
052
088
147
039
08028-0D/H5250/94.08.12
040 040 076
088 064
159 160
10.38 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50902-15 Regulating Device Page 2 (2)
L21/31
Item Item
015 Bearing bracket, com- Konsol, komplet inkl.

plete incl. bush bøsning
027 Screw Skrue

039 2/E Spring pin Fjederstift
040 2/E Setting ring Justerring
052 1/E Sleeve Bøsning
064 1/E Lever Arm
076 1/E Screw Skrue
135 1/C Safety lever, Sikkerhedsarm,

complete komplet
147 1/E Nut Møtrik
159 1/E Screw Skrue
160 1/E Nut Møtrik
206 1/E Shaft, 5 cyl. engine Aksel, 5 cyl. motor

08028-0D/H5250/94.08.12
10.38 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Regulating Device 50902-18
L21/31
206
218
231
243
255
135
135
027
015
052 076
088 147
088
039
159
040
040
064
160
08028-0D/H5250/94.08.12
12.35 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50902-18 Regulating Device Page 2 (2)
L21/31
Item Item
015 Bearing bracket, com- Konsol, komplet inkl.

plete incl. bush bøsning
027 Screw Skrue

040 2/E Setting ring Justerring
064 1/E Lever Arm
076 1/E Screw Skrue
135 1/C Safety lever, Sikkerhedsarm,

complete komplet
147 1/E Nut Møtrik
159 1/E Screw Skrue
160 1/E Nut Møtrik

08028-0D/H5250/94.08.12
12.35 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (9) Instruments 50907-21
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0.1 - 35 kHz SE89 012
Speed pick-up, TC speed, TCR12
0.1 - 35 kHz SE89 048
Speed pick-up, TC speed, TCR14
0.1 - 35 kHz SE89 061
Speed pick-up, TC speed, TCR16/18
0.1 - 35 kHz SE89 073
Speed pick-up, TC speed, TCR20/22
0 - 1 kHz SE89 085
Speed pick-up, TC speed, NR29/S
11.06 - ES0 - Tier II - SaCoS

MAN Diesel & Turbo
Plate
50907-21 Instruments Page 2 (9)
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0.1 - 35 kHz SE89 097
Speed pick-up, TC speed, NR34/S
SE90-1
0 - 20 kHz 107
SE90-2
Speed pick-up, engine speed

TE29-1
TE29-2
TE29-3
TE29-4
TE29-5
0 - 120° C TE29-6 119
TE29-7
TE29-8
TE29-9
Temp. sensor, eng. main bearing TE29-10
L16/24, L21/31, L27/38 TE29-11
TE29-1
TE29-2
TE29-3
TE29-4
TE29-5
0 - 120° C TE29-6 120
TE29-7
TE29-8
TE29-9
L32/40 (1 pc) TE29-11
TE29-1
TE29-2
TE29-3
TE29-4
TE29-5
0 - 120° C TE29-6 132
TE29-7
TE29-8
TE29-9
L32/40 TE29-11

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
On/Off ZS75 144
Limit switch, turning gear disengaged
PT21
0 - 10 bar 156
PT22
Pressure transmitter
TE21
-20 - 200° C 168
TE31
Temperature sensor
1 - 10 bar PSL22 181
Pressure switch

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
On/Off FE94 193
Limit switch
PT23
0-4 bar 203
PT31
LAH28
On/Off LAL28 215
LAH42
Level switch
PT10
0 - 6 bar 227
PT01

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
TE28-1
TE28-2
TE28-3
TE28-4
0 - 120° C TE28-5 252
TE28-6
TE28-7
TE28-8
TE28-9
Temperature sensor
L16/24, L27/38, L32/40
TE28-1
TE28-2
TE28-3
TE28-4
0 - 120° C TE28-5 264
TE28-6
TE28-7
TE28-8
TE28-9
Temperature sensor
L21/31
-20 - 200° C TE10 276
Temperature sensor
-20 - 200° C TE12 288
Temperature sensor

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
70 - 120° C 311
Temperature switch
-20 - 200° C TE01 323
Temperature sensor
L16/24, L21/31
-20 - 200° C TE01 335
Temperature sensor
L27/38
-20 - 200° C TE01 347
Temperature sensor
L32/40

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0 - 16 bar PT40 360
TE60-1
TE60-2
TE60-3
TE60-4
0 - 700° C TE60-5 396
TE60-6
TE60-7
TE60-8
TE60-9
Temperature sensor
L16/24
TE60-1
TE60-2
TE60-3
TE60-4
0 - 700° C TE60-5 406
TE60-6
TE60-7
TE60-8
TE60-9
Temperature sensor
L21/31, L27/38
TE60-1
TE60-2
TE60-3
TE60-4
0 - 700° C TE60-5 418
TE60-6
TE60-7
TE60-8
TE60-9
Temperature sensor
L32/40

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0 - 700° C TE62 443
Temperature sensor, TC in
L16/24
0 - 700° C TE62 455
L21/31, L27/38
0 - 700° C TE62 467
L32/40
0 - 700° C TE61 480
Temperature sensor, TC out

L16/24

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0 - 700° C TE61 492

L21/31, L27/38
0 - 700° C TE61 502

L32/40
0 - 40 bar PT70 526

MAN Diesel
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50920-11
L21/31
08028-0D/H5250/94.08.12
05.43 - ES0
MAN Diesel
Plate
50920-11 Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L21/31
Item Item
049 4/E Screw Skrue
050 2/E Nut Møtrik
062 1/E Plate Plade
098 1/E Pipe for level switch Rør for nivaeukontakt
108 2/E Level switch Niveaukontakt
121 1/E Pipe for level switch Rør for nivaeukontakt
169 1/E Dipstick, complete Pejlestok, komplet

incl. item 157 inkl. item 157
170 1/E Gasket Pakning
194 /I Glue Lim
216 1/E Terminal box Klemkasse
228 2/E Screw Skrue
241 1/E Parts for terminal Dele for klemrække

strip
253 2/E Screw Skrue
397 1/E Fitting Fitting
407 1/E red. adaptor Red. adapter
08028-0D/H5250/94.08.12
05.43 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50925-07
L21/31, L27/38
V28/32S
A-A 058
022 010
034
416
046
404
C C
333 178
345 333
286 357
C-C
382 369
08028-0D/H5250/94.08.12
394 370
06.47 - ES0
MAN Diesel
Plate
50925-07 Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L21/31, L27/38
V28/32S
Item Item
010 1/E Fuel oil leakage Br.olielækagealarm

alarm
046 1/E Level switch Niveaukontakt
058 1/E Hose connection Slangeforbindelse
178 1/E Repair kit for Reparationssæt for

running in filter indkørselsfilter
286 4/E Screw Skrue
345 1/E Packing ring Pakningsring
357 1/E Plug screw Propskrue
416 /I Glue Lim
08028-0D/H5250/94.08.12
06.47 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) HT water preheater panel 50952-02
L21/31
018 H.T. WATER PREHEATER

ENGINE
006 138
151
067 163
079
HEATER ON
425
080
092
102 031
114 043
126 055
199 175
209 187
258 401 317 437 295

413 305
3K12
3Q7 3U10
3F2 3F3 2F5
234
246 283
EARTH
EARTH
3T2
28
29
13
14
14
17
18
2
3
1
271
2S3
329, 330 354

342, 391 391
12.41 - EO0
MAN Diesel & Turbo
Plate
50952-02 HT water preheater panel Page 2 (2)
L21/31
Item Item
006 1/E Panel Box

330 1/E Earth terminal Jordklemme
018 1/E Nameplate Navneskilt
342 3/E Terminal Klemme
031 1/E Nameplate Navneskilt
043 4/E Screw M3 Skrue M3
391 8/E End angel Endevinkel
055 4/E Nut Møtrik
401 1/E Transformer Transformer
067 1/E Pilot lamp, green Lampeglas, Grøn
413 1/E Socket Sokkel
079 1/E Lamp holder Lampefatning
425 1/E HT water preheater HT vand forvarmer
080 1/E Glow lamp Glødelampe panel complete panel komplet
092 1/E Label, heater on Label, Heater on 437 1/E Circuit breaker Sikkerhedsafbryder
4 Amp 4 Amp
102 1/E Selector switch Omskifter
126 4/E Nut Møtrik
138 4/E Bracket Beslag
163 4/E Nut Møtrik
175 3/E Cable union, M20 Kabelforskruning, M20
187 3/E Nut, M20 Møtrik, M20
246 19/E Screw, M5 Skrue, M5
258 1/E Contactor Kontaktor
271 Channel track Kanalspor
283 Conduit Ledning
295 1/E Circuit breaker, Sikkerhedsafbryder,

40 Amp 40 Amp
305 1/E Aux. switch Hjælpekontakt
317 1/E Circuit beaker, Sikkerhedsafbryder,

2 Amp 2 Amp
12.41 - EO0
MAN Diesel & Turbo
Plate
Page 1 (2) Turning gear control panel 50953-01
L21/31
098
108
013
TURNING MOTOR
001
ENGINE
121
025
037
TURNING ON
204
049 407
050
062
074 025
037
133
182 145 086

194 169 157
170
324 241 241 277 312 290

336 265 373 300
216
3F1 3F3 2F4
3Q5 3Q7 3Q9
3K11
228 3T2
353 3F5
289
PE
L1
L2
L3
10
11
12
13
14
15
16
17
18
2
3
1
348 348 277 385

361 373 397
12.41 - EO0
MAN Diesel & Turbo
Plate
50953-01 Turning gear control panel Page 2 (2)
L21/31
Item Item
001 1/E Panel Box 300 1/E Aux. switch Hjælpekontakt
013 1/E Name plate Navneskilt 312 2/E Circuit beaker, Sikkerhedsafbryder,
2 Amp 2 Amp
324 1/E Aux. relay Hjælperelæ
037 4/E Nut Møtrik
336 2/E Socket Sokkel
049 1/E Pilot lamp, yellow Lampeglas, gul
050 1/E Lamp holder Lampefatning
062 1/E Glow lamp Glødelampe
373 14/E End angle Endevinkel
074 1/E Lable, Turning Label, Turning
086 1/E Selector switch Omskifter
098 4/E Bracket Beslag
407 1/E Turning gear control Tørnegear kontrol pa-
108 4/E Screw M8 Skrue M8 panel, complete nel, komplete
121 4/E Nut Møtrik
133 1/E Name plate Navneskilt
204 1/E Indicating instrument Instrument
228 4/E Screw, M5 Skrue, M5
241 3/E Contactor Kontaktor
253 1/E Thermal relay Termisk relæ
265 2/E Aux. contact NC Hjælpekontakt NC
277 Channel track Kanalspor
289 Conduit Ledning
290 1/E Circuit breaker, Sikkerhedsafbryder,

10 Amp 10 Amp
12.41 - EO0
MAN Diesel & Turbo
Plate
Page 1 (2) Crankcase Oil Temperature Monitoring / Oil Splash 50962-04
L21/31
012
024
036
048
061
107
119
120
073 085 097
11.41 - ES0
MAN Diesel & Turbo
Plate
50962-04 Crankcase Oil Temperature Monitoring / Oil Splash Page 2 (2)
L21/31
Item Item
012 1/C Resistance thermo- Modstandstermo-

meter, PT1000 meter, PT1000
024 1/C Seal ring Tætningsring
036 1/C Cable, Kabel,

teflon armoured teflonbelagt
048 1/E Cable tray, 5 cyl eng. Kabelbakke, 5 cyl motor
073 Clamping plate Beslag

085 Lock washer Låseskive

097 Cylindrical screw Cylindrisk skrue

11.41 - ES0
MAN Diesel & Turbo
SaCoS_one GENSET
Operating Instructions
Revision ............................................. 1.6

Date ................................................... 2012-01-30
2012-01-30 - 1.6
Translation of the original instructions
EN
MAN Die
MAN Diesel & Turbo SE

2012-01-30 - 1.6
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
Copyright © 2012 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
EN
MAN Diesel & Turbo
Table of contents
Table of contents
1 Introduction .........................................................................................................................................9
1.1 General information .................................................................................................................9

1.1.1 Validity .................................................................................................................. 9
1.1.2 System identification ............................................................................................. 9
1.2 Comments on the manual ........................................................................................................9

1.2.1 Contents ............................................................................................................... 9
1.2.2 Structure of this manual ......................................................................................10
1.2.3 Revision historiy ..................................................................................................11
1.3 Structure and use of operating manual ................................................................................13
1.4 Contact ...................................................................................................................................14
2 Safety regulations .............................................................................................................................16
2.1 Intended Use ..........................................................................................................................16
2.2 Requirements to be met by operating personnel .................................................................16
2.3 Structure of warning messages ............................................................................................16
2.4 Symbols and warning information ........................................................................................17
2.5 General safety information ....................................................................................................18
3 Description of the system .................................................................................................................20
3.1 General information ...............................................................................................................20

3.1.1 Area of application ..............................................................................................20
3.1.2 System architecture ............................................................................................20
3.1.3 System components ...........................................................................................21
3.2 Control functions ....................................................................................................................23

3.2.1 Engine control .....................................................................................................23
3.2.2 Speed control .....................................................................................................24
Alarm system ......................................................................................................25
2012-01-30 - 1.6
3.2.3
3.2.4 Safety system .....................................................................................................26
3.2.5 HMI - Local Operating Panel ...............................................................................27
3.3 Options ...................................................................................................................................27
3 (158)
MAN Diesel & Turbo
3.4 System design for L16/24, L21/31 and L27/38 .....................................................................27

Table of contents
3.4.1 Control Unit .........................................................................................................28

3.4.2 Connection Box ..................................................................................................28
3.4.3 Versions ..............................................................................................................29
3.4.4 Block diagrams ...................................................................................................30
3.5 System design for L32/40 ......................................................................................................34

3.5.1 Control Unit .........................................................................................................34
3.5.2 VIT Cabinet .........................................................................................................35
3.5.3 Versions ..............................................................................................................36
3.5.4 Block diagrams ...................................................................................................36
4 Installation ........................................................................................................................................38
4.1 Installation requirements ......................................................................................................38

4.1.1 Storage and transport conditions ........................................................................38
4.1.2 Cable installation .................................................................................................38
4.1.3 Installation ...........................................................................................................38
4.2 Technical data ........................................................................................................................39

4.2.1 Operating prerequisites .......................................................................................39
4.2.2 SaCoSone GENSET for L16/24 ............................................................................39
4.3 Connecting the SaCoSone GENSET ..........................................................................................43

4.3.1 Modbus connection to ship's alarm system ........................................................43
4.3.2 Connection with other external systems ..............................................................43
4.3.3 Connecting the power supply .............................................................................44
4.4 Adjusting the speed governor servo-drive ............................................................................44

4.4.1 Mechanical settings ............................................................................................44
2012-01-30 - 1.6
4.4.2 Electronic settings ...............................................................................................45
5 Software & parameters .....................................................................................................................47
5.1 Loading software on modules ...............................................................................................47

5.1.1 Preparation phase ...............................................................................................47
4 (158)
MAN Diesel & Turbo
5.1.2 Load software on the module ..............................................................................47
Table of contents
5.1.3 Troubleshooting ..................................................................................................49
5.2 Adjusting the speed governor parameters ...........................................................................50
5.3 Configuring the Gateway Module ..........................................................................................53

5.3.1 Configuration of the Ethernet interface ................................................................53
5.3.2 Configuration of the serial interface .....................................................................54
5.4 Software and parameter backup ...........................................................................................54
6 Configuration and tests ....................................................................................................................56
6.1 Configuration of the modbus interface .................................................................................56
6.2 Documentation of engine configuration ...............................................................................59

6.2.1 Parameters on page 1 of 4 ..................................................................................59
6.2.2 Parameters on page 2 of 4 ..................................................................................60
6.2.3 Parameters on page 3 of 4 (governor parameters) ..............................................61
6.2.4 Parameters on page 4 of 4 (PLC parameters) .....................................................62
6.2.5 Parameters for CoCoS-EDS via Gateway ............................................................63
6.3 Project-specific documents ..................................................................................................63

6.3.1 General ...............................................................................................................63
6.3.2 Checking the documents ....................................................................................64
6.3.3 Tests ...................................................................................................................64
6.3.4 List of documents to be tested ............................................................................65
7 Operation of the engine ....................................................................................................................67
7.1 Operating stations ..................................................................................................................67

7.1.1 Local operation ...................................................................................................67
7.1.2 Operation at the VIT cabinet ................................................................................68
7.1.3 External control (remote-controlled) .....................................................................69
7.2 Transfer of operating rights ..................................................................................................69
7.3 Engine start ............................................................................................................................70

2012-01-30 - 1.6
7.3.1 Before starting the engine ...................................................................................70

7.3.2 Starting block ......................................................................................................70
7.3.3 Start menu ..........................................................................................................71
7.4 Engine stop .............................................................................................................................72
5 (158)
MAN Diesel & Turbo
7.5 Safety functions .....................................................................................................................73

Table of contents
7.5.1 Alarms ................................................................................................................74

7.5.2 Automatic shutdown ...........................................................................................74
7.5.3 Emergency stop ..................................................................................................75
7.5.4 Request for a load reduction ...............................................................................75
7.5.5 Emergency Generator Mode ...............................................................................76
7.6 Speed control .........................................................................................................................78

7.6.1 At the Control Unit ..............................................................................................78
7.6.2 At an external control ..........................................................................................79
8 Functions of the touchscreen ...........................................................................................................80
8.1 Layout of the display ..............................................................................................................80

8.1.1 Header ................................................................................................................80
8.1.2 Status line ...........................................................................................................81
8.1.3 Info panel ............................................................................................................82
8.1.4 Alarm line ............................................................................................................82
8.1.5 Horizontal navigation bar .....................................................................................82
8.2 Buttons and display elements ...............................................................................................82

8.2.1 General information .............................................................................................82
8.2.2 Buttons in the navigation bar ...............................................................................82
8.2.3 Displaying measured values ................................................................................83
8.2.4 Status display .....................................................................................................84
8.2.5 Input fields and on-screen keypad ......................................................................84
8.3 Main Overview ........................................................................................................................84

8.3.1 Info panel ............................................................................................................85
8.3.2 Start status .........................................................................................................86
8.3.3 Status line ...........................................................................................................86
8.4 Main Menu ..............................................................................................................................86
8.5 Main functions .......................................................................................................................87

2012-01-30 - 1.6
8.5.1 Exhaust gas ........................................................................................................88

8.5.2 VIT ......................................................................................................................91
8.5.3 Fuel .....................................................................................................................92
8.5.4 Cooling water ......................................................................................................93
6 (158)
MAN Diesel & Turbo
8.5.5 Air .......................................................................................................................94
Table of contents
8.5.6 Lube Oil ..............................................................................................................95
8.5.7 Media overview ...................................................................................................96
8.5.8 Engine status ......................................................................................................98
8.5.9 Equipment attached to the engine ......................................................................99
8.5.10 Cylinder lubrication (L32/40) ............................................................................. 100
8.5.11 Generator ........................................................................................................ 102
8.6 MISC .....................................................................................................................................103

8.6.1 Overview .......................................................................................................... 104
8.6.2 Date / Time ...................................................................................................... 105
8.6.3 Diagnosis display ............................................................................................. 106
8.6.4 Screen brightness adjustment .......................................................................... 107
8.6.5 Project Info ...................................................................................................... 108
8.6.6 Parameters / Emission Identifier ....................................................................... 109
8.6.7 Simulation ........................................................................................................ 110
8.6.8 Parametrisation ................................................................................................ 112
8.6.9 Starting blocks and errors (optional) ................................................................. 115
8.6.10 PLC diagnosis .................................................................................................. 116
8.6.11 Service screens ................................................................................................ 119
8.6.12 Language selection .......................................................................................... 122
9 Alarm handling ................................................................................................................................124
9.1 Alarm line .............................................................................................................................124

9.1.1 Display of alarms .............................................................................................. 124
9.1.2 Acknowledgement of alarms in the alarm line ................................................... 124
9.2 List of all alarms ..................................................................................................................124

9.2.1 Accessing the list ............................................................................................. 124
9.2.2 Resetting alarm messages ............................................................................... 127
9.2.3 History ............................................................................................................. 127
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9.2.4 Troubleshooting ............................................................................................... 128
9.3 Common Alarm ....................................................................................................................130
9.4 Alarm messages ..................................................................................................................130
9.5 Abbreviations in the alarm messages .................................................................................137
7 (158)
MAN Diesel & Turbo
Table of contents
10 Repairs and cleaning ......................................................................................................................140
10.1 Repairs .................................................................................................................................140

10.1.1 Replacing Control Module S ............................................................................. 140
10.1.2 Replacing the Display Module .......................................................................... 144
10.1.3 Replacing the Gateway Module ........................................................................ 147
10.1.4 Replacing the External Operating Panel ............................................................ 150
10.2 Cleaning ................................................................................................................................153

10.2.1 Cleaning the switch cabinets and units ............................................................ 153
10.2.2 Screen clean .................................................................................................... 154
11 Spare parts ......................................................................................................................................155
11.1 Ordering spare parts ............................................................................................................155

11.1.1 Identification of spare parts .............................................................................. 155
11.1.2 Contact ............................................................................................................ 156
11.2 Spare parts list for SaCoSone GENSET V1.1.X ......................................................................156
2012-01-30 - 1.6
8 (158)
MAN Diesel & Turbo 1
1 Introduction
1.2 Comments on the manual

1.1 General information
This manual describes operation of MAN Diesel & Turbo GenSets with the
SaCoSone GENSET monitoring and control system. The manual is valid for
the following GenSet types:
▪ L16/24
▪ L21/31
▪ L27/38
▪ L32/40
1.1.1 Validity
This manual is valid for the following SaCoSone GENSET version(s):
▪ SaCoSone GENSET V1.1.x
In addition to this description, please also observe the relevant chapter in the
operating instructions for the engine.
1.1.2 System identification

The SaCoSone GENSET type plate is on the right-hand panel of the Control
Unit.
1 Introduction

2012-01-30 - 1.6
1.2.1 Contents
Chapter 1 Preface: Description of how the manual is structured and how to use it and
also Service contacts.
SaCoS_one GENSET, Operating Instructions, EN 9 (158)

1 MAN Diesel & Turbo
Chapter 2 Safety regulations: This chapter explains the purposes of the control system,
requirements to be met by the operator, presentation and meaning of warn-
ings and general safety information.
Chapter 3 Description of the system: Overview of the system and its

components.
Chapter 4 Installation: In addition to the installation prerequisites, technical data and

assembly instructions, this chapter describes connections to external sys-
tems and the power supply.
Chapter 5 Software handling: All procedures in relation to the installation of software,

programming, data backup and configuration documentation are described
here.
Chapter 6 Commissioning: This chapter explains the GenSet configuration and corre-
sponding documentation.
Chapter 7 Engine operation: This chapter contains descriptions of the operating sta-
tions, transfer of operating rights, starting and stopping a GenSet and emer-
gency measures and alarms.
Chapter 8 Touchscreen functions: Description of menu structure and functions.
Chapter 9 Alarm handling: This chapter describes alarm displays and resetting of
alarms and shutdowns.
Chapter 10 Repairs and cleaning: Description of changing the module and notes on
cleaning.
Chapter 11 Spare parts: Information on the spare parts catalogues for different engine
types
1.2.2 Structure of this manual

Handling instructions The handling instructions in this description are numbered. The handling
instruction is always followed by the result of the work step.
Example:
1 Introduction
1. Step 1.
2012-01-30 - 1.6
Result of step 1 or other operator controls.

2. Step 2.
…
Button designations, menu Texts from the display and other texts that have been adopted from the dis-
titles and text play (e.g. button designations or menu titles) are displayed in capital letters.
Example:
10 (158) SaCoS_one GENSET, Operating Instructions, EN

1. Press DIVERSE button in MAIN MENU.

The DIVERSE menu appears.
2. …
Limit values Limit values (times, pressure, temperature, rotary speeds) are not included in
this description. These parameters can be obtained from the list of measur-
ing points.
1.2.3 Revision historiy
Revision Changes Date

1.0 First edition. 27.08.2010
1.1 ▪ Ch. 3.2.1: New inside view of the Control Unit. 16.11.2010
▪ CH. 3.2.2: New inside view of the Connection
Box.
▪ Ch. 5.1.2:Title changed.
▪ Ch. 5.2: Information inserted.
▪ Ch. 7.3: Chapter revised.
▪ Ch. 7.4: Information added to the engine stop
operation.
▪ Ch. 7.5.4: Information about the load reduction.
▪ Ch. 8.1.1: New screenshots for service loca-
tions.
▪ Ch. 8.3.2: Startstatus corrected.
▪ Ch. 8.5: Several corrections and new Screen-
shots.
▪ Ch. 8.6: Several corrections and new Screen-
shots.
▪ Ch. 9.3: Alarm list updated.
▪ Ch. 11: Chapter revised.
1.2 ▪ Ch. 3.3.2: EZV-image corrected. 23.12.2010
▪ Ch. 5.3.2: Values to the new parameters added
to the table.
▪ Ch. 6.2: List adapted to new parameters.
▪ Ch. 7.2.2: EZV-image and -description
1 Introduction
changed.
2012-01-30 - 1.6
▪ Ch. 7.6.4: Description of the EZV requirement

corrected for load reduction.
▪ Ch. 8.6.8: Screenshots including of the new
parameters.

Revision Changes Date

1.3 ▪ Ch. 4.8.1: Value for backlash in millimeters and 27.01.2011

inches added.
▪ Ch. 6.1: Setting the node ID corrected.
▪ Ch. 9.2.1: Description of colors added to the
alarm line.
1.4 ▪ Kap. 8.6.10: Changed menu PLC Diagnose 07.03.2011
because the gateway module is now available
for connection.
▪ Kap. 9.3: Updated alarm list.
1.5 ▪ All Chapter: Menu Titel DIVERSE changed to 06.05.2011
MISC. All the relevant chapter and screenshots
corrected.
▪ Ch. 5.3.3: New parameters for the use of
CoCoS-EDS with the Gateway module.
▪ Ch. 5.5: New chapter describes the configura-
tion of the gateway module.
▪ Ch. 6.6.2: Neuer Hinweis über die Verantwor-
tlichkeiten in Bezug auf die Einreichung von
Genehmigungsunterlagen.
▪ Ch. 7.6.4: Modified description of the load
reduction requirement.
▪ Ch. 9.1: Modified description of displayed alarm
lines.
▪ Ch. 9.2: Menu HISTOGRAM changed to HIS-
TORY.
▪ Ch. 9.3: Alarm list updated.
▪ Ch. 9.4: Korrigierte Bedeutung von RED und
OVRD RED.
1.6 Total operating instructions revised. Main changes: 26.01.2012
▪ All Chapter: Pictures and drawings updated.
▪ All Chapter: Pictures and drawings updated.
▪ Ch. 3: Completely revised.
▪ Ch. 4.2.5: Drawing of the VIT Cabinet updated.
▪ Ch. 6.3: No document available to the system.
▪ Ch. 7.5.2: Note on the turbocharger lube oil
pressure added.
▪ Ch. 7.6.4: Load reduction added.
▪ Ch. 8.6.7: Description of Simulation menu
changed. Simulation of engine load is no longer
available. Description TESTBED OPERATION
corrected.
1 Introduction
▪ Ch. 9.3: Dual alarms deleted. list updated.

2012-01-30 - 1.6
▪ Ch. 10.2: New chapter for cleaning.

1.3 Structure and use of operating manual

1.3 Structure and use of operating manual
The manual contains information which is intended to assist the operator and
guarantee safe operation. This information is intended as support for experi-
enced and qualified employees who are responsible for operating and moni-
toring the engine.
This is why the operating manual must be available to employees at all times
and these persons must familiarise themselves with the structure of the man-
ual in order to be able to find the necessary information quickly.
Liability / Warranty MAN Diesel & Turbo Augsburg will not be held liable for damage to materials,
the environment or physical injury occurring as a result of partial or complete
disregard of the operating manual.
Interventions made by unauthorized persons will render the warranty null and
void.
Liability and warranty claims will not be recognised in the event of physical
injury or material damage if this is attributable to one of the following factors:
▪ if the damage is caused by the use of non-genuine spare parts.

▪ if the system is incorrectly operated or is not properly maintained or
repaired
▪ if the system is operated with poorly fitting, faulty or defective safety and
protective equipment.
▪ if operation, maintenance and repairs are not carried out as specified in
this manual.
▪ if the system is modified without the express permission of MAN Diesel &
Turbo Augsburg. The installation and removal of parts is expressly pro-
hibited.
▪ if plant components are not adequately monitored.
▪ if damage is caused by foreign bodies or force majeure.
Copyright MAN Diesel & Turbo Augsburg retains the data protection rights for these
operating instructions. These operating instructions are confidential and must
not be disclosed either in whole or in part to third parties.
Reproduction, disclosure, amendment, transfer or translation into other lan-
guages of the entire document or parts thereof using electronic, mechanical
or other means is only permitted with the express permission of MAN Diesel
& Turbo Augsburg.
Observe operating Thorough knowledge of the technical system documentation is essential for
instructions! ensuring the physical safety of employees, preventing faults and error-free
safe module operation.
1 Introduction
▪ The operating instructions must be available at all times (in the control
2012-01-30 - 1.6
room, for example).

▪ The operating instructions must be available to all persons responsible
for transporting, installing, testing, operating, maintaining or repairing the
plant.
▪ All requirements and directions in these operating instructions must be
observed.

▪ The description of adopted parts is an integral part of these operating

instructions. All safety-relevant information and other topics in these
1.4 Contact
operating instructions must be observed.

▪ All national regulations in relation to environmental protection and tech-
nology that are designed to ensure that work is carried out safely and
correctly must be complied with.
1.4 Contact
MAN Diesel & Turbo Group provides a 24-hour service 365 days a year
worldwide. In addition to the MAN Diesel & Turbo head offices in Augsburg,
Copenhagen, Stockport and St. Nazaire, service centres across all conti-
nents offer straightforward no fuss support at all times.
MAN Diesel & Turbo engines are renowned for their long service life which
means that a spare parts programme is required that guarantees availability
of components for decades to come. Thanks to their modern high-perform-
ance technical equipment, MAN Diesel & Turbo production facilities can deal
with specific customer requests flexibly and to a high degree of precision.
24-hour hotline
Tel: +49 1801 15 15 15
Technical service 24-hour hotline

Tel: +49 821 322-1499
Fax: +49 821 322-3838
E-mail: primeserv-aug@mandieselturbo.com
Spare parts 24-hour hotline

Tel: +49 821 322-1799
Fax: +49 821 322-3574
E-mail: primeserv-aug@mandieselturbo.com
Turbocharger service 24-hour hotline

Spares sales
Tel: +49 821 322-4030
Technical Service (radial)

1 Introduction
2012-01-30 - 1.6
Tel: +49 821 322-4020
Technical Service (axial)

Tel: +49 821 322-4010
Fax: +49 821 322-3998

1.4 Contact
E-mail:
primeserv-tc-retrofit@mandieselturbo.com
primeserv-tc-technical@mandieselturbo.com
primeserv-tc-commercial@mandieselturbo.com
1 Introduction
2012-01-30 - 1.6

2 Safety regulations
2.3 Structure of warning messages
2.1 Intended Use

The control-system can only be used in accordance with the details given in
the contract. Any other use is considered to be non-intended. Modifications
and changes to the control-system of any kind are strictly prohibited for
safety reasons. MAN Diesel & Turbo assumes no liability for damage that
occurs as a result. All risks associated with unauthorized modifications and
changes are the responsibility of the operator.
Prerequisites for operation and installation!

The operating and installation conditions prescribed in this operating
manual must be strictly adhered to.
• Non-genuine parts must not be used on the control system since,
otherwise the required level of safety will not be ensured.
• Refrain from any actions that adversely affect the safety of the system.
2.2 Requirements to be met by operating personnel

Qualifications The personnel who carry out operation, maintenance and assembly work
must be qualified to do so. If they do not have the required knowledge they
must be trained and instructed accordingly. This can, if necessary, be carried
out by the manufacturer/supplier or at the request of the owner/operator.
Training Although when developing SaCoSone, particular attention has been paid at
MAN Diesel & Turbo SE to simplicity, reliability and safety the system must
always be operated carefully in compliance with all safety measures. The
operating instructions must be available at all times and must be worked
through carefully.
2.3 Structure of warning messages

The safety information and corresponding symbols that appear in this manual
to indicate a danger to life, the engine or its control system or to the environ-
ment. The system must always be operated carefully in compliance with all
safety measures. The operating instructions must be available at all times
and must be worked through carefully.
The following examples show how the safety information in the manual is
structured (examples are used for ease of comprehensibility!). They may also
appear in conjunction with other symbols. The symbols denote the severity
2012-01-30 - 1.6
of the danger.

Signal word "Danger", "Warning" or "Caution"
2.4 Symbols and warning information

(severity of danger).
Type of danger
• Possible consequences of non-observance.
• Preventative measure.
Important!
Description of the danger (type and origin, possible
consequences of non-observance, preventative measures).
Consequences
Note!
Description.
Consequences
2.4 Symbols and warning information

The following table describes the danger levels for warnings in the MAN Die-
sel & Turbo SE technical product information.
Icon Title Description
DANGER Danger level 1
If the corresponding precautions are not
taken this poses an immediate danger:
▪ Death or severe physical injury.
▪ Total loss of engine/system.
▪ Grave environmental damage.
WARNING Danger level 2
taken, this may give rise to a danger with
the following consequences:
▪ Death or severe physical injury.
▪ Serious material damage.
▪ severe environmental damage.

CAUTION Danger level 3
2012-01-30 - 1.6
taken, this will give rise to a danger with

the following consequences:
▪ Minor physical injury.
▪ Possible material damage.

Icon Title Description

2.5 General safety information
CAUTION Danger level 4

Indicates the origins of faults and improper
handling.
▪ Material damage may occur.
NOTE No danger level
Additional references, information and tips.
Preparation of information!
If not enough information is available or if this information is
disregarded, this may result in serious physical injury or material
damage!
• You should therefore always observe the operating manual!
• Make sure the operating manual is always available!
Unqualified personnel!
In order to carry out the procedures explained below, some prior
knowledge of electrical engineering is required. If this work is carried
out by unqualified persons, this could result in severe physical injury
and material damage!
• Cable installation and maintenance work must only be carried out by
qualified electricians.
• Never undertake tasks that are beyond the scope of your personal
knowledge.
• Access/participation must not be granted to unauthorized persons.
Danger due to electrik shock!

When carring out work on electrical systems, direct contact with live
components or overvoltages poses a danger of electric shock which
can cause cardiac arrhythmania. This can also cause severe burning.
Additional injuries may subsequently bbe caused by uncontrolled
movements.
To exclude danger, the five safety rules as per DIN EN 50110 must be
applied before carrying out any work.
• Isolation (all-pole disconnection).
2012-01-30 - 1.6
• Secure to prevent switching back on.

• Verify safe isolation from supply.
• Earthing and short-circuiting.
• Covering and blocking access to adjacent live parts.

Scope of technical documentation.

Technical documents are always valid for specific systems! If
information on a different system is used, this could lead to
malfunctions or damage!
• Use only the relevant information, and never information from other
sources!
2012-01-30 - 1.6

3 Description of the system


State-of-the-art control technology that undertakes comprehensive control
and monitoring of all auxiliary units, components and core functions of the
diesel engine is required in order to ensure modern diesel engines operate
efficiently and safely. The SaCoSone control system which has been devel-
oped in-house by MAN Diesel & Turbo SE has a modular concept and offers
the following core control and monitoring functions:
▪ Engine control
▪ Speed control
▪ Alarm system
▪ Safety system
3.1.1 Area of application

Due to the system architecture and control modules used, this line of prod-
ucts can only be used for the following engines and applications:
▪ In-line engines with a maximum of 10 cylinders in the L16/24, L21/31,
L27/38 and L32/40 series.
▪ Only suitable for engines with PT1000 exhaust gas sensors.
▪ Only for "Auxiliary GenSets" (auxiliary units), not for main machines.
3.1.2 System architecture

2012-01-30 - 1.6


3.1.3 System components
3.1.3.1 Overview
The control modules are listed below with information on their essential con-
trol functions in abridged form:
Device Basis Functions
Display ▪ Expert-Gateway functionality
Module
▪ HMI functionality for display and
operation
▪ Safety system incl. the necessary
digital I/O signal coupling
▪ Configuration interface for speed
governor and engine control system
parameters
Control ▪ Engine control
Module
▪ Alarm system incl. necessary digital
S
and analogue I/O signal acquisition
▪ Data link with EDS via serial inter-
face (only possible with PT1000
sensors at the alternator)
▪ Speed control
Gateway Option ▪ EDS connection, Databox and
Module Online Service
▪ Redundant coupling with plant
alarm system
Wago Option ▪ For connection of alternators with

I/O PT100 measuring points
CCM Option ▪ Crankcase Monitoring Unit
unit
▪ Main bearing and splash oil moni-
toring equipment with dedicated
display and control system (off-
engine)
VIT Option ▪ Variable Ignition Timing
(32/40
only)
3.1.3.2 Control Module S

2012-01-30 - 1.6
The Control Module S was specially developed for use with GenSets and is a
compact unit that in addition to the control unit (PLC) contains the entire I/O
package that is required to connect the sensors and actuators. The Control
Module S is characterised by the following salient features:
▪ PLC system with real time operating system and 3S-PLC software.
▪ 2 serial RS422/485 interfaces for connection to external systems.

▪ 3 CAN: 2 bus interfaces for redundant connection to the system bus and
1 bus interface for connection of external I/O extensions.
▪ 4 frequency inputs for speed sensors.

▪ 24 digital inputs.
▪ 3 analogue outputs for 4-20 mA signals.
▪ 12 analogue inputs for 4-20 mA signals from pressure sensors, etc.
▪ 24 PT1000 inputs for analogue signals from temperature sensors.
▪ 8 digital outputs for activation of relay or for hard-wired signals to other
systems.
▪ 8 power outputs.
3.1.3.3 Display Module
Visual representation of connecting terminals:

▪ 2 CAN bus connections for redundant connection to system bus.
▪ 1 Ethernet interface.
▪ 1 USB port for data backup and software updates.
▪ 2 frequency inputs.
▪ 5 digital outputs for activation of relay or for hard-wired signals to other
systems.
▪ 1 power output (1 A).
▪ 8 digital inputs.
3.1.3.4 Gateway Module
Visual representation of connecting terminals:

▪ 4 CAN: 2 bus interfaces for redundant connection to the system bus and
2 bus interfaces for connection of external I/O extensions.
▪ 3 Ethernet interfaces for connection to the plant.
▪ 1 Ethernet interface for connection to SaCoSone EXPERT.
▪ 1 USB port for data backup and software updates.
▪ 1 serial RS422/485 interface for connection to external systems.
3.1.3.5 System bus CAN

The individual control modules in the system are connected via a communi-
cations interface (data bus) to facilitate the exchange of status information
between the individual sensors, data reconciliation and communication of
system messages and notifications. A CAN bus is used with SaCoSone and
this has been duplicated for redundancy reasons. This ensures that if one of
the two bus connections drops out, the modules can continue to communi-
cate with one another and that the requirements of the classification societies
2012-01-30 - 1.6
are met.

3.2 Control functions

3.2.1 Engine control

The engine control is executed as an integral part of the Control Module S
and fully controls the engine in all possible operating states:
▪ It controls and monitors the entire starting routine of the engine.
▪ It assumes full load-dependent control of the engine speed throughout
its entire operation.
▪ It assumes the control and monitoring of all auxiliary units and engine
parameters when the engine is in operation.
▪ It ensures that the engine's combustion process is optimised to minimise
pollutant emissions and consumption thus ensuring efficient and load-
optimised operation of the engine.
▪ It manages the controlled stopping routine of the engine.
3.2.1.1 Basic functions of the engine control
The individual functions of the engine control are described below:

Function Brief description
Start-Stop function ▪ Local and remote start/stop
▪ Activation of starting device
▪ Control and monitoring of start-up phase
▪ Monitoring of stopping routine
Jet-Assist Improvement in engine acceleration performance when run-
ning up to speed or during application of load
External Jet Assist Regulates with external speed control the activation of the Jet
Request Assist valve, as opposed to the regular Jet Assist function
Nozzle cooling Cooling of injection valves during HFO operation in order to
avoid thermal overloading
Target speed value Differentiation between droop (symmetrical) and isochronous
selection (asymmetric) load distribution during multi-engine operation
Charge air preheat- Heating of air downstream of turbocharger but upstream of
ing cylinder via HT cooling water heat exchanger at low load,

cooling via LT cooling water at high load
Cylinder lubrication the additional cylinder lubrication is activated with 32/40 at
high loads
IMO Identifier calculates and visualises the checksum of all parameters set
that are relevant to IMO
Pump control Control of priming pump and preheating pump in order to
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facilitate engine start at any time


VIT (Variable Injec- Fuel injection timer: the fuel injection timing or camshaft posi-
tion Timing) tion is changed in relation to engine load by adjusting the cam-
shaft; only possible with 32/40
Fuel detection The type of fuel is identified by analyzing the fuel temperature.
The fuel pressure alarm limit is adjusted and the fuel tempera-
ture alarm is enabled depending on the type and temperature
3.2.1.2 Safety monitors and functions
The safety functions integrated in the engine control effect an immediate

shutdown of the engine if required by resetting the speed governor release.
In this case, a shutdown request is also transmitted to the safety system via
the system bus. The following safety monitoring operations are performed by
the engine control:
▪ Shutdowns during serious speed governor alarms (double pickup error,
actuator error accompanied by target/actual signal deviation).
▪ Monitoring of manual emergency stop operation.
3.2.2 Speed control

The digital speed control is also executed as an integral part of the control
module. A separate speed governor module is therefore not required. The
electro-hydraulic actuator is activated directly via a power output at the con-
trol module.
3.2.2.1 Basic functions of speed control
The individual control functions of the speed control are listed below accom-
panied by a brief description:
Speed measure- Importing and processing of speed signals received from pick-
ment ups
PID - speed gov- Each controller part is fully adjustable in order to achieve opti-
ernor mum controller characteristics at each engine operating point.
This allows adjustment of the static controller characteristics at
every operating point and dynamic adaptation of load applica-

tion.
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Load distribution The controller can distinguish between two load distribution
types:
▪ P level: automatic uniform load distribution with multi-
engine installations when using the same P level
parameter. Application is suitable for stand-alone
operation and parallel operation with the grid.
▪ Isochronous load distribution: A load/speed setpoint
signal can be supplied to the relevant controller via an
upstream load distribution system. This application is
intended purely for multi-engine use in stand-alone
mode.
Limiter functions Different limiter functions (start fuel limiter, charge air limiter,
maximum fuel limiter, jump rate limiter, zero fuel limiter) ensure
that the filling is monitored in all engine operating states at all
times.
3.2.2.2 Monitoring of speed governor functions
If an error is detected, the speed governor switches off automatically (actua-

tor setpoint set to zero) and reports the error to the engine control.
▪ Monitors its actuating signal to the actuator (back measurement of cur-
rent setpoint)
▪ Monitoring of speed inputs for signal plausibility.
3.2.3 Alarm system

The engine alarm system is also executed as an integral part of the control
module. It monitors all necessary media parameters (temperatures, pres-
sures, etc.) and generates an alarm if critical changes (exceedance or under-
cutting) in the signal occur for limit values that are predefined using parame-
ters. This is displayed at the local control panel and forwarded to the higher-
level alarm system. The connection to the plant alarm system is normally
established via a serial interface.
3.2.3.1 Alarm monitoring systems
The alarm monitoring functions of the alarm system are listed individually
below:
▪ Engine speed and turbocharger speed
▪ Monitoring of pressure and temperature sensors for engine and turbo-
charger lube oil, LT and HT cooling water, fuel, starting air and ambient
air (optional)
▪ Main bearing and splash oil temperature (optional CCM, hard-wired sig-
nal connection)
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▪ Oil mist monitoring

▪ Monitoring of exhaust gas temperatures of individual cylinders and turbo-
charger (inlet / outlet)
▪ Monitoring of VIT positioning
▪ Monitoring of alternator winding and bearing temperatures
▪ Monitoring of communication with connected system components

3.2.3.2 Redundant safety monitoring of alarm system
In addition, the alarm system as redundant system for the safety system also
triggers an engine shutdown if the limit values of the most important engine
operating parameters are out-of-spec. In these instances, as is the case with
the engine control, the speed governor release and therefore the filling of the
engine is reset to zero and a shutdown request is also transmitted to the
safety system via the system bus.
▪ Monitoring of engine speed for overspeed, implementation of redundant
overspeed protection
▪ Shutdown if lube oil pressure at engine entry point is too low
▪ Shutdown if HT cooling water temperature at engine exit point is too high
3.2.4 Safety system

The safety system is integrated into the Display Module as one of its func-
tions. It monitors all operating parameters of the engine that are connected
to the system via a separate sensor. If a critical limit value is violated (excee-
ded or undercut) the safety system initiates the necessary measures (load
reduction or, if required, engine stop).
The safety system features purely binary signal detection (apart from the
speed signals), analogue signals cannot be recorded and processed. The
pressure and temperature sensors that are connected to the safety system
therefore feature binary switching contacts that close when the limit values
are reached. The sensors must be set to the required limit values (switching
threshold). This setting is performed manually based on the limit values sta-
ted in the list of measuring points and cannot be monitored by the safety
system directly.
3.2.4.1 Safety monitoring systems
The individual control functions of the safety system are listed below accom-
panied by a brief description:
▪ Overspeed monitoring of engine.
▪ Lube oil pressure of engine.
▪ HT cooling water temperature.
▪ Oil mist concentration in crankcase.

▪ Main bearing and splash oil temperature (optional CCM, hard-wired sig-
nal connection).
3.2.4.2 Safety functions
The safety system performs the safety functions listed below by activating
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the emergency stop valve which sets the engine filling to zero and therefore
stops the engine:
▪ Auto shutdown
▪ Emergency stop

3.4 System design for L16/24, L21/31 and L27/38

3.2.5 HMI - Local Operating Panel
The user interface comprises an "on-engine" touchscreen which is integrated
into the Display Module. This incorporates the following functions:
▪ Visualisation of the most important operating parameters of the engine.
▪ Display of operating status messages/alarms.
▪ Manual operation of the engine
3.3 Options
▪ Connection of alternators to PT100 sensors (in this case a GM must be
installed for the EDS connection as the CM-S is required for connection
of the PT-100 coupler).
▪ Connection of a splash oil and main bearing CCM unit. However, the
necessary hardware must be installed "off-engine".
▪ VIT unit.
▪ IM unit.

The system comprises the Control Unit and a Connection Box both of which
are housed in the same casing.

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SaCoSone GENSET for L16/24

3.4.1 Control Unit

The Control Unit contains a large-scale integrated Control Module which
controls and monitors the engine and manages the alarm system.
The Display Module is built into the door of the Control Unit. The engine can
be operated and operating values displayed via this touchscreen. A PLC for
the safety system is integrated into the Display Module.
1 Control Module S 2 Display Module
Figure 1: Internal view of Control Unit

Additional operator control buttons are built into the door for the purpose of
transferring operating rights and regulating the engine speed.
3.4.2 Connection Box

A 24 VDC voltage supply is connected inside the Connection Box.
Furthermore, the Connection Box is the interface between the Control Unit
and GenSet, the ship's alarm system and optional crankcase monitoring sys-
tem.
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Figure 2: Internal view of Connection Box
3.4.3 Versions
Different versions of the SaCoSone GENSET are available, depending on the
sensor equipment of the alternator used. Pt1000 or PT100 sensors can be
used to monitor the winding and bearing temperature of the alternator.
The optional CoCoS-EDS can be connected to the system via a serial inter-
face or Ethernet
The following table contains all available combinations for the engine types
L16/24:
SaCoSone GENSET
Sensors at alternator EDS L16/24 L21/31 L27/38

Pt1000 serial RTU X X X
Pt1000 Ethernet & serial o o o
interface
Pt100 without EDS o o o
Pt100 Ethernet o o o
X = standard o = optional
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3.4.4 Block diagrams

Alternator with Pt1000, EDS
via serial interface
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via Ethernet

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Alternator with Pt100,

without EDS
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via Ethernet or serial
interface

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3.5 System design for L32/40
3.5.1 Control Unit

With the L32/40 engine, the SaCoSone GENSET is installed in a switch cabi-
net on the engine.
Figure 3: Control unit for L32/40

The Control Unit contains a large-scale integrated Control Module which
controls and monitors the engine and manages the alarm system.
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The Display Module is built into the door of the Control Unit. The engine can
be operated and operating values displayed via this touchscreen. A PLC for
the safety system is integrated into the Display Module.
Additional operator control buttons are built into the door for the purpose of
transferring operating rights and regulating the engine speed.

The 24-VDC voltage supply for the entire system is connected inside the
Control Unit. The Control Unit acts as the interface between the GenSet,

external control and optional crankcase monitoring.
3.5.2 VIT Cabinet

The L32/40 features Variable Injection Timing (VIT) in order to reduce emis-
sions during partial load operation. Depending on the engine load or position
of the filling linkage, the VIT changes the fuel injection timing by adjusting the
injection camshaft.

2012-01-30 - 1.6
Figure 4: VIT Cabinet

3.5.3 Versions
Different versions of the SaCoSone GENSET are available, depending on the
sensor equipment of the alternator used. Pt1000 or PT100 sensors can be
used to monitor the winding and bearing temperature of the alternator.
The optional CoCoS-EDS can be connected to the system via a serial inter-
face or Ethernet
The following table contains all available combinations for the engine type
L32/40:
SaCoSone GENSET
Sensors at alternator EDS L32/40

Pt1000 without EDS X
Pt1000 Ethernet & serial interface o
Pt100 without EDS o
Pt100 Ethernet & serial interface o
X = standard o = optional
3.5.4 Block diagrams

without EDS
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via Ethernet

without EDS
Alternator with Pt100, with

EDS

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4 Installation
4.1 Installation requirements
4.1 Installation requirements
4.1.1 Storage and transport conditions

The following prerequisites generally apply:
Ambient temperature: -10 ℃...+60 ℃
Relative humidity: < 96 %.
If these prerequisites cannot be met, measures must be taken to protect
against the effects of the climate on electronic components.
4.1.2 Cable installation

The connecting cable between the engine and SaCoSone GENSET must be
routed according to the rules of electromagnetic compatibility. The control
and voltage cables must be routed in separate cable guide rails.
Shielded cables must be used when wiring up the sensors. The cable shield-
ing must be installed as shown in the cable routing diagram. Unshielded
cables must be kept as short as possible.
The Control Unit must be earthed. An earthing strip must be used for this
(scope of supply, licensee).
For more details on the cable installation, refer to

▪ Cable installation guidelines
▪ Cable routing diagram
4.1.3 Installation
Make sure that the environmental conditions are also complied with during
the installation. The cabinets must be protected against water, dust and fire
when assembly is in progress.
Welding work must not be carried out near cabinets. If this is unavoidable,
the control stations, particularly the control desks, must be protected from
heat, current and electromagnetic interference. To protect against electrical
current, the entire cable installation must be isolated from the components
when welding work is in progress.
4 Installation
2012-01-30 - 1.6
The installation of additional components in the devices is not permitted.

4.2 Technical data

4.2 Technical data
4.2.1 Operating prerequisites

The following prerequisites fundamentally apply:
▪ Ambient temperature: 0 ℃...+55 ℃
▪ Relative humidity:< 96 %
▪ Vibrations: < 4 g.
If the required ambient temperature cannot be achieved, the electronic com-

ponents must also be protected against climatic influences.
4.2.2 SaCoSone GENSET for L16/24

Dimensions and weight
System dimensions for L16/24

Width 400 mm
Height 480 mm
Length 869 mm
Overall length 902 mm
Weight 60 kg
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2012-01-30 - 1.6

4.2 Technical data


Width 400 mm
Height 565 mm
Length 1,168 mm
Overall length 1,201 mm
Weight 60 kg


Width 400 mm
Height 480 mm
Length 1,323 mm
Overall length 1,354 mm
Weight 65 kg
4 Installation
2012-01-30 - 1.6

4.2 Technical data

Dimensions and weight of
Control Unit
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2012-01-30 - 1.6

Width 380 mm
4.2 Technical data
Height 1000 mm
Length 210 mm
Overall length 243 mm
Weight 70 kg
Dimensions and weight of

VIT Cabinet
System dimensions for VIT Cabinet

Width 600 mm
Height 600 mm
Length 350 mm
Weight 50 kg
4 Installation
2012-01-30 - 1.6

4.3 Connecting the SaCoS_one_ GENSET

4.3 Connecting the SaCoSone GENSET
Warning!
In order to carry out the procedures explained below, some prior
knowledge of electrical engineering is required. If this work is carried
out by unqualified persons, this could result in severe physical injury
and material damage!
• Cables must only be installed by qualified electricians.
• Never undertake tasks if you are not sure whether you have the
necessary personal knowledge or
experience.
• Access/participation must not be granted to unauthorized persons.
4.3.1 Modbus connection to ship's alarm system

SaCoSone GENSET features a Modbus interface with the ship's alarm system.
This interface can be configured as a RS485 (Modbus-RTU) or RS422 (Mod-
bus-ASCII). The standard configuration is RS485.
RS485 For an RS485 connection, contacts AE and AF must be bypassed with con-
tacts AG and AH respectively at the connecting plug.
Two wires (RX/TX H and RX/TX L) are required to establish the cable con-
nection between SaCoSone GENSET and the ship's alarm system. A termi-
nating resistor (120 Ω) must be applied between RX/TX H and RX/TX L.
RS422 For RS422, the connections between AE and AG and AF and AH must be
removed. Two wires (TX H, TX L, RX H, RX L) are required for the cable
installation between the SaCoSoneGENSET and the ship's alarm system. A
terminating resistor (120 Ω) must be applied between RX/TX H and RX/TX L.
For additional information see:

▪ Circuit diagram
▪ Terminal list
▪ Description of SaCoSone GENSET interface
4 Installation
2012-01-30 - 1.6
4.3.2 Connection with other external systems

The connection with the external system is explained in the following docu-
ments:
▪ Circuit diagram
▪ Terminal list

4.4 Adjusting the speed governor servo-drive
4.3.3 Connecting the power supply

SaCoSone GENSET requires two uninterruptible 24 VDC power supplies
(UPS), one for the Control Module Small and one for the Display Module.
The Control Module Small must be protected by a 16A pre-fuse and the
Display Module must be protected by a 10-A pre-fuse.
For additional information see:

▪ Circuit diagram
▪ Description of SaCoSone GENSET interface
Caution!
The power supply must be established using a wire cross-section of at
least 16 mm².
Power supply to Control Connect the uninterruptible power supply of the Control Module S to terminal
Module S block -X12.
Voltage Terminal
24 V -X12/3
0V -X12/4
Power supply Connect the uninterruptible power supply of the Display Module to terminal
Display Module block -X12.
Voltage Terminal
24 V -X12/5
0V -X12/4
4.4.1 Mechanical settings

Once the actuator has been installed at the engine and the backlash has
4 Installation
2012-01-30 - 1.6
been adjusted to 0.2 - 0.3 mm (0.008 - 0.012 inches) the filling linkage must
be adjusted.
The following conditions must be met in this case:
1. The fuel pump must be at "0" and the reading on the actuator display
must be "0 %".

2. The fuel pump must be at the 100 % load position and the indicator
reading on the actuator must be "80 %".

Caution!
If there is an elastic component between the actuator and the filling
linkage, this must not be compressed under any circumstances
whatsoever when the settings are being made!
4.4.2 Electronic settings

1. Start the engine and bring it up to the rated speed without applying a
load.
2. Press the MISC button in the MAIN MENU.
The MISC menu appears.

3. Press the PARAMETERS SETTING button.
4 Installation
2012-01-30 - 1.6

4. Press the "NEXT" button in the navigation bar twice.

The GOVERNOR PARAMETERS page appears.
5. Read off the value displayed under ACTUATOR SETPOINT.

6. Enter this value in the FUEL QUANTITY AT IDLE field via the on-screen
keypad.
7. Press ENTER on the on-screen keypad to confirm.
This value is saved automatically and the on-screen keypad disappears.
8. Bring the engine load up to 100 % of the rated output and speed.
9. Read off the value displayed under ACTUATOR SETPOINT.
10. Enter this value in the FUEL QUANTITY AT FULL LOAD field via the on-
screen keypad.
11. Press ENTER on the on-screen keypad to confirm.
This value is saved automatically and the on-screen keypad disappears.
Caution!
Once all settings have been made correctly, the FUEL INDEX displayed
in the status bar will be exactly 100 % at 100-% engine load and rated
speed.
4 Installation
2012-01-30 - 1.6

5 Software & parameters
5.1 Loading software on modules

5.1.1 Preparation phase

▪ Engine at a standstill.
▪ The restoration process should only be started if the module has been
disconnected from the system bus. To do so disconnect CAN1 and
CAN2 from the module.
Connecting the SaCoSone 1. Plug PCAN-USB adapter into a USB port on the notebook.
TOOLBOX Notebook to the 2. Connect the PCAN-USB adapter to CAN1 of the module via the CAN
module cable.
3. Switch on the notebook.
5.1.2 Load software on the module

1. Click on the desktop symbol for the SaCoSone DEVICE MANAGER
(licensee version).
2. Click SELECT DEVICE.

The following window appears. If a connection with the system bus has
not been established, only one module will be displayed.
3.
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4. Select module.
5. Click OK.
The selected module is displayed in the line next to the SELECT
DEVICE button.

6. Click SELECT SOURCE PATH.

The source path is the path to the location where the sdi files were
stored.
7. Select the source path.
8. Click OK.
9. Check whether the serial number in the SERIAL OF ORIGINAL DEVICE
and SERIAL OF SDI MASTER DEVICE input fields is 00.0.00000-0000
in both cases.
10. Click SELECT IMAGE FILE.
11. Select the corresponding sdi file for the engine type.
12. Click OK.

All preparatory tasks are now complete.
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13. Click RESTORE IMAGE.

The restore process starts during which the RESTORE IMAGE button

remains red. The progress of the process is displayed in a status bar:
this takes a few minutes. The current work step is displayed in the log
window. Please wait until the Binary IMAGE SUCCESSFULLY
RESTORED message appears.
Caution!
The process takes several minutes. Nothing is displayed on a Display
Module when it is being updated. As soon as the update process is
complete, the Display Module is automatically restarted.
14. Close the SaCoSone DEVICE MANAGER.
5.1.3 Troubleshooting
Error 1 Problem:
The SELECT DEVICE window is not displaying a module.
Solution:
▪ Check cable connection with module.
▪ Check power supply.
▪
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Error 2 Problem:
The connection broke down when uploading.

5.2 Adjusting the speed governor parameters
Solution:
▪ Check cable connection with module.
▪ Check power supply.
Error 3 Problem:
sdi file error.
Solution:
▪ Download the latest sdi file from DieselPort and start the restore process
once again.

The engine manufacturer has the option of adjusting the touchscreen param-
eters of the speed governor.
Important!
• The speed governor parameters are preset. Only change these
parameters if it is absolutely necessary to do so!
• The parameters can also be changed when the engine is running.
The following table contains an overview of the speed governor parameters.

Parameter PAR Category Description Values
ID
Rate: Auto-Up 52202 Start This parameter specifies the rate at which Min. = 0.1
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the engine speed increases per second dur- rpm/s

ing the engine start-up operation. Max. = 50
rpm/s
Start Fuel: Quantity 1 55111 Start This parameter specifies the quantity of fuel Min. = 0 %
(in percent) that is injected during the engine Max. = 60 %
start-up operation.

Parameter PAR Category Description Values

ID
Start Fuel: Quantity 2 55112 Start If the starting speed is not reached during Min. = 0 %
the specified period, the speed governor Max. = 100 %
changes to Start Fuel Quantity 2. The
engine accelerates up to this fuel quantity
until the starting speed is reached.
Speed Governor P Adjust- 54001 Speed gov- The actuator speed can be adjusted via this Min. = 50 %
ment ernor parameter. Max. = 150 %
dynamic Value <100 %: actuator responds more
slowly.
Value >100 %: actuator responds more
quickly.
Speed Governor I Adjust- 54011 Speed gov- The actuator speed can be adjusted via this Min. = 50 %
ment ernor parameter. Max. = 150 %
dynamic Value <100 %: actuator responds more
slowly.
Value >100 %: actuator responds more
quickly.
Rate: Digital Speed Setting 52214 Load sharing This parameter defines the rate at which the Min. = 0.1
speed falls with digital speed control. rpm/s
Max. = 20
rpm/s
Fuel Quantity at Idle 53001 Load sharing Defines the quantity of fuel injected at idle. Min. = 0 %
Max. = 40 %
Fuel Quantity at Full Load 53002 Load sharing Defines the quantity of fuel injected at full Min. = 60 %
load. Max. = 100 %
Droop: Droop 1 Value 53101 Load sharing Defines the droop value for regulation of Min. = 0 %
engine speed in droop mode. Max. = 10 %
Droop: Droop 2 Value 53102 Load sharing Defines the droop value for regulation of Min. = 0 %
engine speed in droop mode. Max. = 10 %
Can be used as alternative droop value
instead of Droop 1.
Maximum fuel limit 55501 Limiter This parameter defines the maximum quan- Min. = 0 %
tity of fuel injected. Max. = 100 %
Jump Rate Limiter: Jump 55602 Limiter This parameter limits the maximum increase Min. = 5 %
Limit in quantity of fuel injected during a load Max. = 100 %

application step.
Jump Rate Limiter: Unlimit 55603 Limiter This parameter defines the rate at which the Min. = 5 % per
Rate fuel quantity increases in percent once the second
Jump Limit (55602) has been reached. Max. = 1000 %
per second
2012-01-30 - 1.6

Adjusting the speed governor 1. Press the PARAMETERS SETTING button in the MISC menu.
parameters
2. Press NEXT until S. 3/4 GOVERNOR PARAMETERS appears.
3. Press the parameter value to be changed.

The on-screen keypad appears.
4. Enter the applicable value (see table above).
5. Press ENTER.
The value is saved automatically.
Restoring the preset The preset parameters of the speed governor are easily restored by pressing
parameters the RESTORE DEFAULT SETTINGS button.
1. Press the RESTORE DEFAULT SETTINGS button in the PARAMETERS
menu.
2. Press YES in the window that appears next to confirm you wish to
restore the settings.
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Special feature The RESTORE DEFAULT SETTINGS button always starts flashing when a
new parameter set is loaded using the SaCoSone EXPERT. The following
steps must be carried out in order to apply the new parameters:
1. Press the RESTORE DEFAULT SETTINGS button.
2. Press YES in the display window to apply the new parameters.
or:
Press NO to keep the old values.

In both cases the button stops flashing.
5.3 Configuring the Gateway Module

5.3 Configuring the Gateway Module
Before the Gateway Module is used, the interface must be configured. Vari-
ous parameters must therefore be set via the SaCoSone Expert.
Note
The standard parameter values are preset.
5.3.1 Configuration of the Ethernet interface

1. Connect SaCoSone EXPERT to Gateway Module.
2. Adjust the parameters as shown in the table below.
3. Press "Save to flash".

4. Disconnect the Gateway Module from the network.
5. Reconnect the Gateway Module to the network. The connection with
the IP address can now be established as specified under Point 2.
Parameter PAR-ID Description
IP ETH1_byte1 45513 IP address of Ethernet 1 interface: byte 1

Subnet ETH1_byte1 45517 Subnet mask of Ethernet 1 interface: byte 1
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5.4 Software and parameter backup

5.3.2 Configuration of the serial interface
Note:
It is not possible to apply an "Offset Register" at the Gateway Module.
The start address MW0 must always be used.
1. Connect the SaCoSone EXPERT to the Gateway Module.

2. Adjust the parameters as described in the table below.
3. Press "Save to flash".
ModusSlvAddr 45316 Modbus slave address of Gateway Module for
serial MODBUS communication
ModusBaudRat 45317 Baud rate used for serial MODBUS communica-
tion Gateway Modules
ModusPty 45318 Parity bits used for serial MODBUS communica-
tion Gateway Modules
ModusNrStpBits 45319 Stop bits used for serial MODBUS communication
Gateway Modules

SaCoSone GENSET supports software backups via the SaCoSone DEVICE
MANAGER. The backups are saved as sdi files and a special USB stick is
required for this. This USB stick is an integral part of the SaCoSone TOOL-
BOX. The SaCoSone DEVICE MANAGER creates a separate image file for
each module that contains the module software and parameters.
2012-01-30 - 1.6

Caution!

Loss of data can cause engine failure.
When a defective module is replaced, it may not be possible to restore
the latest parameters. As the parameters regulate the most important
engine functions, if any parameters are missing or incorrect this could
lead to engine trouble.
By backing up the parameters, you have a guarantee that they will
easily be restored after a module is replaced.
• Document changes to the parameters in the tables in the chapter
"Documentation of engine configuration"!
• As soon as a parameter is changed, a backup is required.
Important!
The procedure described here will only work with the MAN Diesel
Service Stick.
Other data must not be saved on this USB stick!
Performing a backup Before you start the backup operation, you must ensure that all CAN cables
of the system bus are connected and that the power supply is switched on.
1. Plug the MAN Diesel Service Stick into the USB port on the underside
of the Display Module.
The system now automatically saves image files for all modules on the
stick in sdi format. This operation can take several minutes during which
the progress is displayed at the top right-hand side of the screen.
2. Once the process is complete, a corresponding message is displayed
and the MAN Diesel Service Stick can be removed.
3. Enter all parameters as displayed in the PARAMETERS menu in the
corresponding standard form (cp. chapter "Documentation of engine
configuration").

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6 Configuration and tests

6.1 Configuration of the modbus interface

The SaCoSone GENSET allows configuration of the interface with the ship's
alarm system via Modbus RTU or Modbus ASCII.
Selection of You can select the required Modbus protocol from the PARAMETERS SET-
Modbus protocol TING
menu.
1. Press the MISC button in the MAIN MENU.
The MISC menu appears.

2. Press the PARAMETER SETTING button.
The PARAMETER SETTING menu appears. This consists of four screen

pages.
2012-01-30 - 1.6

3. Press the NEXT button in the navigation bar to go to page 4/4.

The PLC PARAMETERS menu appears.
4. Press ASCII or RTU to select the required Modbus protocol.
The green LED indicates which Modbus protocol was selected. Mod-
bus RTU was selected in the above example.
Setting the Modbus The Modbus Node ID can be set via the on-screen keypad.
Node ID 1. Tap the white input field in the MODBUS NODE ID line. The on-screen
keypad appears.
2. Enter value.
3. Press the Enter button on the on-screen keypad to confirm your input.
The value is saved automatically.
Setting the parity bit The parity bit can be set via pushbuttons:
2012-01-30 - 1.6

Push button to deactivate parity bit.

Push button to use even parity bit.
Push button to use odd parity bit.
Setting the baud rate The baud rate can be set via pushbuttons
Push the button to set the baud rate to 4800 bd.

Important!
Changes to the parameters must be entered in the table in the chapter
2012-01-30 - 1.6
"Documentation of engine configuration"!

6.2 Documentation of engine configuration

The configuration of the engine parameters must be documented following
the factory acceptance test. The relevant parameters are displayed on the
parameter settings screen page.
Displaying the parameters The parameters are displayed in the PARAMETERS SETTING menu. To dis-
play the parameters, follow the instructions provided in the chapter "PARAM-
ETERS SETTING".
6.2.1 Parameters on page 1 of 4

Note the values displayed on the screen page!
Parameter Parameter Value
ID
Engine type 13902
Cyl. No. 13901

(number of cylinders) 29501
Engine application 13903
29503
Classification 13905
Nominal engine speed 13907
(rpm)
TC speed alarm limit 21531
(turbocharger speed alarm limit) (rpm)
Alt. front bearing temp. alarm limit 22004
(alarm limit temperature front alternator bearing)
(°C)
Alt. rear bearing temp. alarm limit 22007
(alarm limit temperature rear alternator bearing)
(°C)
Alt. winding temp. alarm limit 22024
(alarm limit
alternator winding temperature) (°C)

Fuel oil press. filter inlet alarm lim. 22099
(fuel oil pressure alarm limit, filter inlet) (bar)
Fuel oil SW-over time (s) 29349
Fuel oil engine in SW temp.(°C) 29350
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Remote shutdown delay (ms) 11961

Pulses per revolution 29517

6.2.2 Parameters on page 2 of 4

Mark the displayed status in this table!
ID
OMD function 13929
CCMON function 13931
Charge air blow-off flap 13932

Charge air relief valve
Charge air shut off flap 13933

Charge air shut off flap
Alt. cooling water leakage alarm 29256

cooling water leakage alarm
Jet assist 29546
Droop/Isochronous 29573
Jet assist at start 29555

Jet assist at start
Charge air blow-off flap #1 29547

Charge air blow off flap #1
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Charge air blow-off flap #2 29548

Charge air blow off flap #2


ID
External alternator temperatures 29567
External alt. temperatures 29568
Charge air pre-heating 29565

Charge air preheater
Nozzle cooling 29527

Nozzle cooling
Turbocharger speed pickup, inductive-type 29518

TC speed pickup inductive type
6.2.3 Parameters on page 3 of 4 (governor parameters)

Enter the values displayed on this screen page in this table!
Category: start Parameter Value
Rate: auto-up
(rpm/sec)
Start fuel: Quantity #1
(%)
Start fuel: Quantity #2
(%)
Category: load distribution Parameter Value

Rate: Digital Speed Setting
(rpm/sec)
Fuel quantity at idle

(%)
Fuel quantity at full load
(%)
Droop #1 value
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(%)
Droop #2 value
(%)

Category: speed governor Parameter Value

dynamics
P adjustment
(%)
I adjustment
(%)
Category: limiter Parameter Value

Max Limit (Gov. Scale)
(%)
Jump limiter: Jump limit
(%)
Jump limiter: Unlimit rate
(%/sec)
6.2.4 Parameters on page 4 of 4 (PLC parameters)

Enter the values displayed on this screen page in this table!
Category: communication Parameter Value
protocol
Modbus Node ID
Offset register
Stop bits
Data bits
Parity
OFF
EVEN
ODD
Baud rate
Protocol type: ASCII or RTU
ASCII
RTU
Category: static pressure Parameter Value

HT Cooling Water pressure
(bar)
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LT Cooling Water pressure

(bar)

6.3 Project-specific documents

6.2.5 Parameters for CoCoS-EDS via Gateway
These parameters only have to be documented if a Gateway Module is con-
nected. The parameters are displayed in the PLC-DIAG: GATEWAY MODUL
(-GM-) menu. Follow the instructions provided in the chapter "PLC diagnosis"
to display the parameters.
Parameter Value
ModusSlvAddr
ModusBaudRat
ModusPty
ModusNrStpBits
IP ETH1_byte1
IP ETH1_byte2
IP ETH1_byte3
IP ETH1_byte4
Subnet ETH1_byte1
Subnet ETH1_byte2
Subnet ETH1_byte3
Subnet ETH1_byte4
IP ETH2_byte1
IP ETH2_byte2
IP ETH2_byte3
IP ETH2_byte4
Subnet ETH2_byte1
Subnet ETH2_byte2
Subnet ETH2_byte3
Subnet ETH2_byte4

6.3.1 General
SaCoSone GENSET must be approved by the major classification societies
(ABS, BV, DNV, GL, LR, RINA). Environmental and EMC tests on the mod-
ules are now complete and function tests on the system have been carried
out by the major classification societies. The main components of the system
2012-01-30 - 1.6
(sensors, actuators, etc.) have been tested and approved by the above clas-
sification societies.

6.3.2 Checking the documents

The approval of a project-specific SaCoSone system must be implemented by
presenting the documentation as described in the chapter "List of docu-
ments to be checked". The scope of documents can vary depending on the
rules of the relevant classification society. These can be submitted "electroni-
cally" via an Internet portal or as a printout. The method used depends on
the requirements of the local branch of the classification society.
IMPORTANT!
The licensee must submit the required approval documents to the
classification societies!
6.3.3 Tests
General Testing of the most important components of the system such as SaCoSone,
Control Module, Display Module or speed governor is already underway at
the manufacturers. SaCoSone GENSET is being tested at MAN. During this
test, the system hardware is also tested for correct functionality.
MAN prepares a report to verify that the test has been successfully conclu-
ded.
System test Each project-specific SaCoSone system must be tested. The following are
tested:
▪ Correctness of the cable installation at the engine (sensors, power sup-
ply, etc.)
▪ Correctness of the configuration and parameter settings
A template for compiling corresponding test instructions is available from
MAN Diesel & Turbo and can be found in the chapter "Checklist for tests". It
may be necessary for the tests to be carried out by an expert on behalf of
the classification society. This depends on what the requirements of the local
branch of the society are. The test can be combined with the factory accept-
ance test of the engine.
Tests carried out during During the factory acceptance test for an engine, the main functions of the
approval testing of the SaCoSone system are tested in the presence of a local expert who represents
engine the classification society. These comprehensive tests normally cover the
most important safety functions (e.g. automatic shutdowns in the event of
overspeeding and excessively low lube oil pressure) and the speed governor
functions (e.g. load application and load shedding). The scope of these tests
is agreed with the local classification society.
Tests carried out when When commissioning an engine on board a ship, the classification societies
commissioning the engine may require that the alarm and safety functions are tested. This depends on
2012-01-30 - 1.6
on board what the requirements of the local branch of the classification society are.
The above tests are normally carried out by a local expert on behalf of the
society.

Documentation The documentation of the tests carried out is signed by the expert responsi-
ble for acceptance on behalf of the classification society. A copy must be

archived at the manufacturer's premises. Depending on the requirements of
the local branch, it may be necessary to send a copy to the classification
society.
The type plate of the SaCoSone system is stamped by the expert responsible
for acceptance once the factory acceptance test for the engine is complete.
6.3.4 List of documents to be tested
No. Description Doc. type/Comment

1 System overview and operation
Operating instructions Description (customer ver-
sion)
System block diagram Block diagram
Scope of supply List
2 Measuring points and setpoints
List of measuring instruments and control units List
3 Interfaces
Power supplies Block diagram
Machine alarm system (interface description) Description
Machine alarm system (list of signals) List
4 "off-engine" cable installation
Cable diagram Drawing
Terminal list List (also applies for the
cable installation at the
engine)
5 Units outside engine
Gateway Cabinet
Design drawing Drawing
Wiring diagram Drawing
6 Units at the engine
Control Unit

Local Operating Panel
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Splash oil unit


No. Description Doc. type/Comment

7 Cable installation at the engine

Cable installation for the electrical units at the Drawing
engine (terminal connection diagram)
2012-01-30 - 1.6

7 Operation of the engine
7.1 Operating stations

7.1.1 Local operation

The operator has full control over the engine via the Control Unit. In addition
to the touchscreen, hard-wired buttons and switches are installed for con-
trolling the engine speed and transferring the operator rights. The hard-wired
control system also works even if the touchscreen is not working.
Important!
The layout of the control elements is the same for all GenSets.
Operation at the Control Unit

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Operating elements at the Control Unit

1 Touchscreen
The purpose of the touchscreen is to display measured values and operating
statuses. The operator has full control over the engine via the touchscreen. The
functions are described in the chapter "Layout of display".
2 "LOCAL/REMOTE" selector switch
Position "1" = Local, operation takes place at Control Unit.
Position "2" = Controlled remotely by a higher-level control system.
3 Rotary switch "LOWER/RAISE"
Turn the rotary switch to position 1 and hold to decrease the speed of the
engine incrementally.
Turn the rotary switch to position 2 and hold to increase the speed of the
engine incrementally.
4 "EMERGENCY STOP" pushbutton
The engine must be stopped immediately if physical injury or damage to the
engine is directly iminent. The engine stops immediately when the EMER-
GENCY STOP pushbutton is pressed.
The pushbutton locks and must be turned to release it before the emergency
stop can be reset.
7.1.2 Operation at the VIT cabinet

(only with L32/40 GenSet)
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Operation at the VIT cabinet

1 Indicator light "24 V DC OK"
7.2 Transfer of operating rights

The indicator light illuminates to indicate that power is being supplied to the
VIT cabinet.
7.1.3 External control (remote-controlled)

Control can be passed to an external system that regulates the engine start/
stop and reference speed.
The touchscreen of the Control Unit displays detailed status, operation and
error messages.
7.2 Transfer of operating rights

This chapter explains how the operating rights can be passed between the
various control stations.
The following positions are defined as controls:
▪ Local: Control Unit of engine
▪ Remote-controlled: external control system
The operating rights can be passed over via a switch. When the operating
rights are passed over, the following control functions are transferred to the
relevant system:
▪ Engine start
▪ Engine stop
▪ Control of coupling
▪ Regulation of engine speed
▪ Acknowledge and reset alarms
These functions can always only be performed by the system with the oper-
ating rights. These settings exclude emergency stops. An emergency stop is
possible from every operating station.
Transferring the operating The operating rights can be easily transferred between the Control Unit and
rights external automation system via the LOCAL/REMOTE selector switch. The
operating rights are passed immediately without further acknowledgement as
soon as the switch is turned. 7 Operation of the engine
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7.3 Engine start
When the switch is in position "1", the Control Unit has the operating rights.
When the switch is in position "2", the external control system has the oper-
ating rights.
7.3 Engine start
7.3.1 Before starting the engine
Possibility of serious engine damage!

If the engine is shut down in order to carry out maintenance or repair
work, it must be sufficiently warmed up and prelubricated before it is
restarted.
System test When the power supply is switched on, SaCoSone GENSET starts automati-
cally after performing a self-test. As soon as the starting routine is complete,
all error messages on the Local Operating Panel must be acknowledged and
reset.
For detailed information on preparing the engine start, refer to the operating
instructions for the engine.
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7.3.2 Starting block

The engine start is monitored by SaCoSone GENSET. It is not possible to start
the engine if one or several of the following criteria apply:
▪ The turning gear is engaged.

▪ Low prelubrication oil pressure.
7.3 Engine start

▪ Stop by safety system (automatic shutdown).
▪ Emergency stop is active.
▪ Remote-controlled stop sequence is active.
7.3.3 Start menu

The start can be performed at the LOP. The operator can start the engine by
selecting the menu item ENGINE START/STOP SEQUENCE.
The operator must follow the on-screen steps during the starting routine. If a
fault occurs when starting the engine, the start is cancelled and all start
releases are reset. The engine can be restarted as soon as the engine is at a
standstill and the starting block has been cancelled.
Engine start/stop menu The following functions are available via the menu buttons. In this case, only
the button for the necessary action is active at any time:
▪ START
▪ STOP
▪ RESET
▪ SHOW BLOCKINGS
▪ CONFIRMATION
Start engine 1. Press the ENGINE START/STOP button in the MAIN MENU.
The ENGINE START/STOP SEQUENCE menu item appears.

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2. Make sure that the manual turning operation has been performed.

3. If starting blocks are present, press the SHOW BLOCKINGS button to

display the list of active blocks. If not, continue with step 7.
7.4 Engine stop
4. Correct all starting blocks.

5. Press the ENGINE START/STOP button in the START
BLOCKING/FAILURE menu.
6. Press the START button.
7. Press CONFIRMATION. The engine is started.
Starting error Possible faults that can lead to the starting operation being aborted are:
▪ Insufficient engine prelubrication pressure.
▪ Starting speed not reached.
▪ Minimum speed not reached within a specific period.
▪ Double Pickup Error: If both speed sensors malfunction, the engine will
not start. An error message will not be displayed!
7.4 Engine stop

The engine stop is triggered by the Control Unit or an external control. The
engine stopping routine is controlled by SaCoSone, which also monitors relu-
brication and post-cooling.
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Stopping the engine. 1. Press the ENGINE START/STOP button in the MAIN MENU.
7.5 Safety functions

The ENGINE START/STOP SEQUENCE menu item appears.
2. Press the STOP button.

3. Press the CONFIRMATION button in the menu.
Follow the on-screen instructions to stop the engine.
Stopping sequence The engine stopping sequence starts when the operator presses the STOP
button in the ENGINE START/STOP SEQUENCE menu. This action must be
confirmed with the CONFIRMATION button to prevent the stop command
from being executed unintentionally.
The filling is set to zero which interrupts the ignition routine. The engine can-
not be restarted while the engine speed is decreasing and before the engine
has come to a standstill.
Once the engine has reached the standstill speed, a monitoring period starts
to verify that the engine is actually at a standstill.

SaCoSone GENSET monitors the operating data of the engine and initiates the
2012-01-30 - 1.6
necessary processes, e.g. alarms and automatic shutdown, if limit values are
exceeded.

7.5.1 Alarms
An alarm is the first level of a safety function and is triggered if the operating
values increase or fall below a specific alarm limit. Alarms are displayed as
messages on the touchscreen.
E.g.: if the main bearing temperature increases, an alarm is triggered once an
alarm limit has been reached. If the increase continues, an automatic shut-
down is initiated.
7.5.2 Automatic shutdown

The safety system of the SaCoSone GENSET monitors the engine operating
values and triggers an automatic shutdown as soon as a limit value is excee-
ded. The engine is then stopped immediately by actuating the stop valve. An
automatic shutdown by the plant control system via binary contacts can also
be configured. In contrast to an emergency stop, an automatic shutdown is
performed by SaCoSone GENSET and not by the user.
The engine is switched off immediately in any of the following cases.
Shutdown criteria The criteria that bring about an automatic engine stop by the safety system
are listed below.
▪ Engine overspeed.
▪ Failure of both speed transmitters.
▪ Lube oil pressure at the engine inlet too low.
▪ HT cooling water temperature at the outlet is high.
▪ High bearing temperature/temperature deviation from Crankcase Moni-
toring System (optional).
▪ High oil mist concentration in crankcase (optional).
▪ Other optional remote-controlled shutdown processes:
- Differential protection.
- Earthing jumper closed.
- Gas leak.
For additional information see list of measuring points (LMC).
Note:
Contrary to information in the turbocharger documentation which

states otherwise, an automatic shutdown does not occur with GenSets
if the turbocharger lube oil pressure is too low! Oil is also supplied to
the turbocharger via the lube oil supply to the engine which means
lube oil pressure is monitored at the engine entry point.
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Shutdown routine If several parameters exceed defined values and this poses a risk of damage
(e.g.: overspeed, extremely low lube oil pressure), an engine stop is required.
The safety system stops the engine automatically.
Following an automatic shutdown, the operation must be acknowledged and
reset at the touchscreen.


7.5.3 Emergency stop
In cases where physical injury or engine damage is iminent, the engine must
be switched off immediately. The emergency stop effects an immediate shut-
down of the engine. The emergency stop does not depend on operating
rights and can be triggered from any operating station.
Location of emergency stop An EMERGENCY STOP pushbutton is mounted on the Control Unit. Addi-
devices tional emergency stop buttons (not included in the MAN Diesel & Turbo
scope of delivery) can be installed in machine or control rooms.
Emergency stop at Control Press the EMERGENCY STOP pushbutton on the Control Unit. The engine is
Unit switched off immediately.
The button engages and must be pressed again before the emergency stop
can be reset via the touchscreen.
7.5.4 Request for a load reduction

A load reduction is requested by the higher-level control system. This request
is transmitted via a potential-free binary contact. As soon as the higher-level
control system receives the signal, the engine load must reduce to 60 %.
Request by the VIT
Only applies for engine type L32/40

The function described below only exists in engine type L32/40!
The actual position of the VIT servo-drive is monitored. If the signaled posi-
tion does not correspond to the target position of the VIT (a positioning delay
is also taken into account), the VIT automatically changes to emergency
mode. In emergency mode, the VIT is moved to a safe position (2GOS1028)
in which safe operation of the engine is guaranteed.
A load reduction is requested if:

▪ the VIT does not reach the safe position in emergency mode. This is indi-
cated by the on-screen message 40580 -RED: EMERGENCY MODE
ERROR.
▪ SaCoSone GENSET identifies a CAN communication error with the PLC
inside the VIT cabinet.
2012-01-30 - 1.6
▪ there is no power supply to the VIT cabinet.

The positioning error, emergency mode error and communication error can
be acknowledged and reset at the touchscreen at any time. The VIT reverts
to normal operation and attempts to reach the target position. If this is not
possible, the error will occur again.

Request when exhaust gas temperature at turbocharger inlet is too

high
Applies only for engine types L27/38 and L32/40 with DNV
classification
The request for load reduction described below only applies for engine
types L27/38 and L32/40 and a DNV classification (Det Norske Veritas).
The function is activated automatically when the parameter for the
classification society is set to DNV.
As soon as the exhaust gas temperature at the turbocharger inlet exceeds

the corresponding limit, SaCoSone GENSET requests a load reduction from
the higher-level control system.
7.5.5 Emergency Generator Mode

In Emergency Generator Mode, the operator can override the safety func-
tions of SaCoSone GENSET in critical situations (when entering the port, when
navigating difficult passages, etc.). Emergency Generator Mode is available
for the following safety functions:
▪ Automatic shutdown.
▪ Automatic load reduction.
IMPORTANT!
Emergency Generator Mode must be activated as a preventative
measure before a safety function is triggered.
If Emergency Generator Mode is activated, this does not reset the
safety functions that have already been triggered
Sequence Emergency Generator Mode is activated from afar as a preventative measure

before carrying out difficult manoeuvres.
When the Emergency Generator Mode is activated, this is signalled via the
MODBUS and displayed at the LOP.
If an automatic stop or load reduction alarm is triggered in Emergency Gen-
erator Mode, this is signalled via the MODBUS and displayed at LOP.
2012-01-30 - 1.6


7.5.5.1 Activation of Emergency Generator Mode
Total loss due to incorrect operation

The Emergency Generator Mode function represents a major
intervention in the safety system.
Safety functions that are otherwise implemented automatically to
protect the engine are suppressed.
Only a warning is displayed, the operator himself then decides what
action to take in relation to shutting down the engine or reducing the
load and, if this is necessary, does so manually. The operator therefore
assumes responsibility for all consequences and damage arising as a
result of these actions!
The Emergency Generator Mode button(s) (not included in the MAN Diesel &
Turbo scope) is (are) on the bridge. The Emergency Generator Mode is acti-
vated when the button is pressed.
If Emergency Generator Mode is already active when the engine is started,

the speed governor attempts to bring the engine up to its rated speed as
quickly as possible. This function is intended for use in emergencies, e.g.
black out.
The information that Emergency Generator Mode has been activated

appears in the MAIN MENU.
The corresponding alarm message appears in the Alarm Bar.

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7.6 Speed control
7.5.5.2 Deactivation of Emergency Generator Mode
Press the Emergency Generator Mode button again to cancel Emergency

Generator Mode.
7.6 Speed control

The operator can regulate the engine speed manually at the Control Unit
(CU). The engine speed can also be regulated using an external control sys-
tem.
Important!
Operating rights required. The speed of the engine can only be
controlled from the operating station if the operating rights have been
assigned to it.
7.6.1 At the Control Unit

The operator can control the speed of the engine via the LOWER/RAISE
rotary switch at the Control Unit.
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Reducing the speed Turn the LOWER/RAISE rotary switch to LOWER and hold. The speed
reduces incrementally for as long as the switch is held at LOWER.
Increasing the speed Turn the LOWER/RAISE rotary switch to RAISE and hold. The speed increa-
ses incrementally for as long as the switch is held at RAISE.

7.6 Speed control

7.6.2 At an external control
For information on regulating the speed via an external control, refer to the
manufacturer's operating instructions.

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8 Functions of the touchscreen

8.1 Layout of the display
1 Header 4 Alarm line

2 Status line 5 Horizontal navigation bar
3 Info panel
8.1.1 Header
A brief description of the current page appears in the header.
If the contents take up more than one page, the page number and total
number of pages is displayed on the left.
The addresses of PrimeServ facilities can be displayed via the MAN Logo. 2012-01-30 - 1.6


Additional service centres Press the relevant flag to display the information for service centres in Den-
mark, France or the United Kingdom.
Press the WORLDWIDE button in the navigation bar to display an overview of
service telephone numbers worldwide.

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8.1.2 Status line

The status line is below the header. It contains the following data:
▪ engine speed in rpm
▪ filling in %.

8.2 Buttons and display elements
8.1.3 Info panel

The layout of the info panel is different on each page. Menus and overviews
of measured values are displayed.
You can jump to the required menu by pressing the relevant button in the
info panel, e.g. in the MAIN MENU (see above).
8.1.4 Alarm line

The alarm line is below the info panel. The most recent alarm is displayed
here. The alarm line is always in the same place.
8.1.5 Horizontal navigation bar

The horizontal navigation bar is below the alarm line and contains menu and
function buttons that vary depending on which menu is displayed.
8.2.1 General information

Active & inactive Standard of a button in the
buttons info panel. Press the button to start the corresponding func-
tion.
If the text is greyed out, the function is not available.

Empty buttons Buttons without text have no function assigned to them and
serve only as placeholders.
8.2.2 Buttons in the navigation bar

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Important menus Buttons for important menus can be found in the navigation bar.

Press this button to display the MAIN MENU.

Press this button to display the MAIN OVERVIEW.
Navigation The LAST SCREEN button appears in every menu.

You can scroll back through the last nine pages that were displayed.
Press the button once to go back on page.
The following buttons are displayed if the overview takes up more than one
page:
Press this button to go back to the previous page (only menus with
more than one page).
Press this button to go to the next page (only menus with more than
one page).
8.2.3 Displaying measured values

Speed indication The speed is displayed via a tachometer and as an absolute value
Different colours are assigned to the speed ranges.

Colour Speed range
Green Rated engine speed.
Yellow Abnormal engine speed:
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Only during engine starts / stops.

Red Overspeed.
Temperatures and pressures Temperatures and pressures are displayed in the form of bar charts and as
an absolute value. The colour of the bar indicates the following states:

Green:
8.3 Main Overview
Sensor OK
Value OK
Yellow:
Alarm
Red:
Automatic shutdown or load reduction.
8.2.4 Status display

Pump status All electric pumps that are controlled and monitored by SaCoS are displayed
in a separate menu. The corresponding symbol is green while the pump is
running, otherwise it is grey.
Pump on
Pump off
Status LED The status of several functions is indicated by the colour of an LED:
Green:
▪ Automatic control
▪ Function OK
▪ Operation is active
Red:
▪ Alarm(s) (an error has occurred)
▪ Function suppressed / blocked
▪ Critical state
No colour:
▪ Operation is inactive.
8.2.5 Input fields and on-screen keypad

The operator can modify a number of default values. Every value displayed
on a white background can be modified by touching the field.
The on-screen keypad via which new values can be entered appears. The
2012-01-30 - 1.6
on-screen keypad also shows the permissible range of the value selected.
8.3 Main Overview

When the SaCoSone GENSET is started, the display switches on automati-
cally and the MAIN OVERVIEW appears.

It is possible to jump to the MAIN OVERVIEW from other menus by pressing

the button with the same name in the navigation bar.
8.3 Main Overview

The MAIN OVERVIEW shows the most important operating values:
1 Engine speed 4 Status line

2 Info panel 5 Alarm line
3 Start status 6 Navigation bar
The following functions are described in separate chapters and are therefore
not dealt with here:
▪ Engine speed (see chapter "Layout of display")
▪ Alarm line (see chapter "Layout of display")
▪ Navigation bar (see chapter "Layout of display")
8.3.1 Info panel

Important operating values of the engine are displayed in the info panel.
Depending on the engine configuration, these include:
▪ ENGINE SPEED in rpm.
▪ SPEED TC (turbocharger speed) in rpm.
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▪ HT-COOL.WATER ENGINE INLET pressure in bar (psi).

▪ STARTING AIR pressure in bar (psi).
▪ LUBE OIL ENGINE INLET outlet pressure in bar (psi).
▪ LUBE OIL FILTER INLET pressure in bar (psi).
▪ LT-CW CA-COOLER INLET pressure after cooler in bar (psi).

▪ CHARGE AIR COOLER OUTLET in bar (psi).

8.4 Main Menu
▪ LUBE OIL TC INLET pressure in bar (psi).

▪ FUEL OIL ENGINE INLET pressure in bar (psi).
▪ ALTERNATOR POWER in KW.
▪ WORKING HOURS in h.
8.3.2 Start status

The START STATUS field is on the info panel. It shows current messages on
operations that are currently active in the engine.
▪ START PREPARATIONS
Engine prelubrication and preheating in progress.
▪ ACCELERATION
Engine starting routine in progress.
▪ RUNNING
Engine running; engine stop is blocked (e.g. by engaging clutch).
▪ ENGINE IS STOPPING
Engine stopping routine is in progress.
▪ STANDSTILL
Engine at standstill.
8.3.3 Status line

The status line shows the status of operations and settings.
8.4 Main Menu

Access Press the MAIN MENU button to access the main menu. This button
appears on the bottom left of each screen page.
The main menu appears.

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Each button in the info panel provides a link to the corresponding submenu.

8.5 Main functions

8.5 Main functions
This chapter describes the following functions of the MAIN MENU:
▪ Exhaust gas
▪ VIT
▪ Fuel
▪ Cooling water
▪ Air
▪ Lubricating oil
▪ Media overview
▪ Engine status
▪ Accessories on the engine
▪ Cylinder lubrication (L32/40)
▪ Generator (only if SaCoSone GENSET is monitoring the alternator temper-
ature).
▪
The following menus are described in other chapters:
▪ Alarm groups
see chapter "Alarm handling".
▪ Misc
see chapter "MISC".
2012-01-30 - 1.6
▪ Engine start/stop
see chapter "Start menu".

8.5 Main functions
8.5.1 Exhaust gas

Access Press the EXHAUST GAS button in the MAIN MENU.
Temperature values The EXHAUST GAS menu appears.

The exhaust gas temperature values are displayed as an absolute value and
in the form of a bar chart.
The exhaust gas temperature of every cylinder is displayed. The temperature

of the exhaust gas when it enters and exits the turbocharger is also dis-
played. Mean value deviations and the sensor status can also be displayed in
this menu by pressing the relevant buttons in the navigation bar.
Mean value deviation To display mean value deviations of the measured values, press MEAN
VALUE DEVIATION in the navigation bar.
The exhaust gas temperature deviation is displayed per cylinder in the form
of a bar chart. The maximum permissible deviation appears at the top of the
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scale, the mean value appears below this and the minimum permissible devi-
ation appears at the bottom.

Exhaust gas temperatures at the turbocharger inlet and outlet are not inclu-
ded in monitoring of the mean value deviation.
8.5 Main functions

Sensor Status Press the SENSOR STATUS button in the horizontal navigation bar.
The status of the exhaust gas temperature sensors is now displayed as text
on the screen.

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The sensor status is indicated by the following messages:

Status message Meaning

8.5 Main functions
OK Sensor is working. No alarms due to wire break, etc.

SENSOR FAULT Sensor fault: wire break or malfunction.
PRE_ALARM MAX/MIN The value measured by the sensor is lower or higher
than the minimum or maximum pre-alarm value.
PRE_ALARM MVD The value measured by the sensor has exceeded the
maximum permissible mean value deviation. A pre-alarm
is triggered.
SLOW DOWN MAX/MIN The value measured by the sensor has exceeded the
maximum or minimum slow down value.
SLOW DOWN MVD The value measured by the sensor has exceeded the
minimum permissible mean value deviation. A pre-alarm
is triggered.
SHUTDOWN MAX/MIN The value measured by the sensor is lower or higher
than the minimum or maximum shutdown value.
SHUTDOWN MVD The value measured by the sensor has exceeded the
maximum permissible mean value deviation for shut-
down.
CUT-OFF The sensor has delivered an implausible value and is
therefore being excluded from the mean value calcula-
tion.
Important note:
Measured values are no longer displayed if a sensor error alarm or a
sensor cut-off alarm occurs. The value "0" is displayed instead. The
error messages for the sensor error alarm and sensor cut-off alarm
must therefore always be acknowledged and reset. Measured values
will only be displayed again once this has been done.
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8.5 Main functions

8.5.2 VIT
Access Press the VIT button in the MAIN MENU.
Example The VIT menu is displayed.

The overview shows all VIT relevant values and status, as well as the injection
position.
In addition, the VIT-reference value and the position feedback signal are dis- 8 Functions of the touchscreen
played.
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8.5 Main functions
8.5.3 Fuel
Access Press FUEL button in MAIN MENU.
Example The FUEL menu is displayed.

All measured values are absolute and are displayed graphically in the form of
a bar chart. The type of fuel (HFO / MDO) is also displayed.
The values displayed may vary depending on the engine configuration.

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8.5 Main functions

8.5.4 Cooling water
Access Press the COOL.WATER (cooling water) button in the MAIN MENU.
Example The COOL. WATER menu is displayed.

a bar chart.
Display of A pump symbol indicates the status of the HT cooling water preheating:
HT cooling water preheating
HT cooling water preheating requested. Pump is running.
No preheating request. Pump at standstill.
Status of thermostat The following status of the thermostat can be displayed:

Normal operation
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Thermostat (TSH12) at the engine inlet has triggered a shutdown (HT

cooling water temperature). An alarm message is displayed.

8.5 Main functions
8.5.5 Air
Access Press the AIR button in the MAIN MENU.
Example The AIR menu is displayed.

a bar chart.
The values displayed vary depending on the engine configuration.

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8.5 Main functions

8.5.6 Lube Oil
Access Press the LUBE OIL button in the MAIN MENU.
Example The LUBE OIL menu is displayed.

a bar chart.
Display values vary depending on engine configuration.

Status of pressure switch The LED indicates whether the pressure triggered a shutdown due to insuffi-
cient lube oil pressure at the engine inlet.
Normal operation
Pressure switch has triggered a shutdown. Lube oil pressure is too

low. An alarm message is indicated.
Lube oil pump request The status of the lube oil is represented by means of a pump symbol:
Pump is running.
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Pump is in standstill.

8.5 Main functions
8.5.7 Media overview

Access Press the MEDIA OVERVIEW button in the MAIN MENU.
The MEDIA OVERVIEW menu appears.

Media overview - screen 1 of 2
▪ Fuel values
▪ Air values
▪ Cooling water values
▪ Lubricating oil values.
Press the NEXT button to display MEDIA OVERVIEW screen 2 of 2.
Media overview - screen 2 of 2

▪ Charge air values
▪
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Alternator values
▪ Performance data
▪ Speed values.

8.5 Main functions

Press BACK to go back to screen 1 of 2.

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8.5 Main functions
8.5.8 Engine status

Access Press the ENGINE STATUS button in the MAIN MENU.
Example The ENGINE STATUS menu appears.

This screen page provides an overview of the switching state of the engine's
digital outputs. If a status LED lights up, the corresponding signal is forwar-
ded to an external control system.
The LOAD REDUCTION REQUEST line is only displayed with L32/40 engines
as these are the only models in which the VIT can trigger a request for load
reduction.
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8.5 Main functions

8.5.9 Equipment attached to the engine
Access Press the ENGINE ATTACHED EQUIPMENT button in the MAIN MENU.
Example The ENGINE ATTACHED EQUIPMENT menu is displayed.

An overview of the accessories attached to the engine appears. If the LED
lights up, the component is installed.
The LED in the DROOP/ISOCHRON MODE line lights up green when the
engine is running with isochronous load distribution.

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8.5 Main functions
8.5.10 Cylinder lubrication (L32/40)

Access Press the MANUAL OPERATIONS button in the MAIN MENU.
Example
The MANUAL OPERATIONS menu appears. The content of the info panel
depends on the type of engine.
This function and corresponding buttons is not available for engine types
L16/24, L21/31 and L27/38.
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Special feature of L32/40
8.5 Main functions

The buttons via which cylinder lubrication is manually controlled are only
available with L32/40. The operating status of the cylinder lubrication is also
displayed. The available buttons have the following functions:
Activation/deactivation of manual cylin-
der lubrication.
Cylinder lubrication: change to automatic

mode.
In automatic mode, the cylinder lubrica-
tion only operates when the engine load
is higher than 50 %.
Cylinder lubrication: change to run-in
mode. 8 Functions of the touchscreen
In run-in mode, the cylinder lubrication
operates continuously irrespective of the
engine load when the engine is started.
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8.5 Main functions
8.5.11 Generator
Access Press the ALTERNATOR button in the MAIN MENU.
Example The ALTERNATOR menu is displayed.

This display overview shows the bearing and winding temperatures of the
alternator if the sensors are connected to the SaCoSone.
The display values vary depending on the which sensors are installed with
the alternator.
The values that are displayed depend on which sensors are installed with the
alternator.
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8.6 MISC
8.6 MISC
The MISC menu and the following submenus are described in this chapter:
▪ Date / Time
▪ Diagnosis display
▪ Screen brightness adjustment
▪ Project info
▪ Parameters / Emission Identifier
▪ Parametrisation
▪ PLC diagnosis
▪ Service
▪ Language settings.
The ALL ALARMS menu and the processing of alarms is described in the
chapter "Alarm handling".

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8.6 MISC
8.6.1 Overview
Access Press the MISC button in the MAIN MENU.
Example The MISC menu which contains the following overview is displayed.
The individual menus can be accessed via the buttons in the info panel.
Cleaning the touchscreen Press the TOUCHSCREEN CLEANING button in the horizontal navigation
bar to obtain information on cleaning the display.
While this screen is active, all functions of the touchscreen are deactivated
so it can be cleaned without a problem. The buttons are reactivated after 30

seconds and the MAIN OVERVIEW reappears.
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8.6 MISC
8.6.2 Date / Time
Access Press the DATE & TIME button in the MISC menu.
Example The DATE & TIME menu where the date and time can be changed appears.
Current time display The date and time are displayed on the top right-hand side of the info panel.
Changing the date and time The user can change the date and time
1. by tapping the value to be changed.
The on-screen keypad appears.

2. Enter the required value via the on-screen keypad.
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3. Press Enter to confirm the changes.

The on-screen keypad then disappears.
4. Press the ADJUSTMENT OF DATE/TIME button to save the changes.
The new values are saved and applied on the screen.

8.6 MISC
8.6.3 Diagnosis display

Access Press the DISPLAY DIAGNOSTIC button in the MISC menu.
Example The DISPLAY DIAGNOSTIC menu which contains up-to-date information on

the PLC of the Display Module appears.
The following information is displayed:

▪ Type of application (e.g. Genset).
▪ Load of PLC program

▪ CPU temperature.
▪ Firmware version.
▪ Serial no. of module.
▪ PLC software version of CM at the safety system.
▪ Date of programming of DM at the safety system.
▪ Engine information (engine type, number of cylinders, engine serial num-
ber).
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8.6 MISC
8.6.4 Screen brightness adjustment
Access The brightness of the display can be modified as follows:
1. Press the DISPLAY BACKLIGHT CONTROL button in the MISC menu.
Example 1. The DISPLAY BACKLIGHT CONTROL menu with test image and sliding
switch appears.
2. Adjust the display brightness via the "+" or "-" button.

0 %= maximum brightness
100 %= minimum brightness.
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8.6 MISC
8.6.5 Project Info

Access Press the PROJECT INFO button in the MISC menu.
Example The PROJECT INFO menu which shows up-to-date information on the
engine and its software appears.
The following detailed information is shown in this menu:

▪ Type of plant (ship or stationary)
▪ Operating hours (during normal operation)
▪ Operating hours with overload

▪ PLC Software versions
▪ Date when parameters were last set
▪ Version of display software
▪ Engine details
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8.6 MISC
8.6.6 Parameters / Emission Identifier
Access Press the PARAMETERS / EMISSION IDENTIFIER button in the MISC menu.
Example The PARAMETERS / EMISSION IDENTIFIER menu with the IMO-Emission-

Identifier appears.
The time the parameters were last modified is also displayed.

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8.6 MISC
8.6.7 Simulation
Access Press the SIMULATION button in the MISC menu.
The SIMULATION menu is displayed. Different operating values can be simu-

lated in the Simulation menu for testing operation.
Deactivating the wire break Press the DISABLE REMOTE SIGNALS WIRE BRAKE SUPERVISION button
monitoring system to switch off the wire break monitoring of digital remote signals.
Test of engine overspeed The purpose of the TESTBED OPERATION function is to test the shutdown
shutdown function if the engine is overspeeding. When testing the engine overspeed
shutdown, the overspeed shutdown limit is lowered to 85 %. This means the
shutdown is triggered before the engine reaches its rated speed and can be
tested without putting the engine in a potentially dangerous operating state.
1. Press the TESTBED OPERATION button to display the OVERSPEED
ENGINE TEST button.
2. Press the OVERSPEED ENGINE TEST OFF button to start the test.
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3. The appearance of the button changes while this function is active.

Press the button again to deactivate the function.
8.6 MISC
Test of turbocharger The purpose of the TESTBED OPERATION function is to test the shutdown
overspeed shutdown function if the turbocharger is overspeeding. When testing the turbocharger
overspeed shutdown, the overspeed alarm limit is lowered to 20 %. This
means the shutdown is triggered before the turbocharger reaches its rated
speed and can be tested without putting the turbocharger in a potentially
dangerous operating state.
1. Press the TESTBED OPERATION button to display the OVERSPEED
TC TEST button.
2. Press the OVERSPEED TC TEST OFF button to start the test.
3. The appearance of the button changes while this function is active.
Press the button again to deactivate the function.

Releasing the safety system This function makes it possible to test several functions of the safety system
with the engine at a standstill, as otherwise these functions could only be
tested with a specific filling or engine speed with the engine running. The
safety system can therefore be released manually when the engine is at a
standstill.
Safety system is not released for the test
operation.
Safety system is released for the test

operation.
It is deactivated automatically after 30
minutes.
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8.6 MISC
8.6.8 Parametrisation
The PARAMETERS SETTING menu is a screen that provides an overview of
all engine-specific parameters. Most of these parameters are preset and, in
contrast to the speed governor parameters, cannot be modified by the user.
Caution!
Data loss causes engine trouble!
Once a defective module has been replaced, it may not be possible to
restore the most recent parameters. If the parameters are set
incorrectly this can lead to problems with engine operation.
• Make a note of all parameters in the tables in the chapter
"Documentation of engine configuration".
• Each time a parameter is changed it is necessary to perform a backup
afterwards.
Displaying the menu Press the PARAMETERS SETTING button in the MISC menu.
Screen page 1/4 PARAMETERS shows the engine and system-specific

parameters in addition to preset parameters.
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Screen 2/4 PARAMETERS contains info parameters.

8.6 MISC
Screen 3/4 Governor PARAMETERS provides an overview of all parameters
relevant to the speed governor.
The user can change these values.
The chapter "Adjusting the speed governor parameters" provides an exact

description of how to make and restore the standard parameter settings.

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Screen 4/4 PLC PARAMETERS provides an overview of all parameters for

the communication protocol and static pressures. These parameters can be
8.6 MISC
modified by the user.

For details on the communication protocol setup, refer to the chapter "Con-
figuration of the modbus interface"
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8.6 MISC
8.6.9 Starting blocks and errors (optional)
Access Press the START- / BLOCKINGS & FAILURES button in the ENGINE START/
STOP SEQUENCE menu.
Example The START- / BLOCKINGS & FAILURES menu appears. This overview con-
tains all active starting blocks (i.e. criteria that prevent an engine start) and
starting errors (i.e. criteria that lead to the starting process being aborted).

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8.6 MISC
8.6.10 PLC diagnosis

Access Press the PLC DIAGNOSTIC button in the MISC menu.
or:
Press the PLC DIAGNOSTIC button in the navigation bar of the PROJECT
INFO menu.
Example The PLC DIAGNOSTIC menu is displayed.

Functions of the buttons A range of information on the modules and their features (firmware and soft-
ware) can be displayed in this menu.
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Press this the button to display the over-
8.6 MISC
view:
PLC-DIAG.: ENGINE CONTROL (-CM-).
view:
PLC-DIAG.: DISPLAY MODULE (-DM-).
view:
PLC-DIAG.: GATEWAY MODULE (-
GM-).
PLC diagnosis: engine The example shows the overview PLC-DIAG.: ENGINE CONTROL (-CM-).
control (example)
The following information is displayed here:

▪ Type of engine installation (marine/stationary/GenSet)
▪ Relative load of PLC program
▪ CPU temperatures
▪ Emission Identifier (only Control Module)
▪ Firmware version
▪ Serial number of module
▪ Version of PLC software
▪ Date of parametrisation
▪ Engine type
▪ Engine number
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Note:
The information in the PLC-DIAG.: Display Module (-DM-) overview in
virtually identical, apart from the Emission Identifier!

PLC diagnosis: The example screenshot shows the PLC-DIAG.: ENGINE CONTROL (-GM-)
overview. The PLC-DIAG. Display Module (-DM-) overview contains virtually
8.6 MISC
Gateway Module (example)

the same information.
The following information is displayed:

▪ Type of engine installation (marine/stationary/GenSet)
▪ Relative load of PLC program
▪ CPU temperatures
▪ Ethernet addresses and subnet masks
▪ Firmware version
▪ Serial number of module
▪ Version of PLC software
▪ Date of parametrisation
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8.6 MISC
8.6.11 Service screens
Access Press the SERVICE PAGES button in the MISC menu.
Example The SERVICE PAGES menu consists of four pages and is displayed
Service page 1 of 4 Page 1 contains an overview of all measured values
Service page 2 of 4 The current status of the digital inputs is shown on page 2.
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8.6 MISC
Service page 3 of 4 The current status of the digital outputs is shown on page 3.
Service page 4 of 4 The current status of the analogue outputs is shown on page 4.
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8.6 MISC
2012-01-30 - 1.6

8.6 MISC
8.6.12 Language selection

The SELECT LANGUAGE menu has two functions:
▪ Language selection
▪ Adjusting units of measurement
Available languages The following languages are available.
(standard) ▪ English
▪ German
▪ Portuguese
▪ Spanish
Selecting the menu language 1. Press the SELECT LANGUAGE button in the MISC menu.
2. Tap the flag of the relevant country to select a language. The language
selected is displayed in the CURRENT LANGUAGE field and saved
automatically.
Example English has been selected in this example.
Adjusting the units of The following engine data (temperatures and pressures) can be modified:
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measure ▪ Temperatures: °C, °F

▪ Pressure: bar, psi, kg/cm², Mpa
The required unit of measure can be selected via the various buttons. This is
saved automatically and the corresponding button for the unit selected fades
out.

8.6 MISC
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9 Alarm handling
9.2 List of all alarms
9.1 Alarm line

The alarm line appears below the info panel on almost every screen page.
The most recent active alarm is always displayed in this line.
9.1.1 Display of alarms

Colours Once an alarm has been acknowledged, the text colour changes from white
to yellow. The alarms are also labelled using symbols.
Examples Grey, empty alarm line: No active alarm.
Alarm is active but has not yet been acknowledged: White alarm message in
red
alarm line
Alarm has been acknowledged but is still active: Yellow alarm message in
blue
alarm line.
9.1.2 Acknowledgement of alarms in the alarm line

The alarm currently displayed in the alarm line can be acknowledged as fol-
lows:
1. Tap the alarm line to highlight the alarm.
The alarm line turns blue.
2. Press the ACK button.
The alarm has now been acknowledged.
3. If additional alarms are active, the most recent alarm is now displayed in
the alarm line. Otherwise the most recent acknowledged alarm is dis-
played.

9 Alarm handling
2012-01-30 - 1.6
9.2.1 Accessing the list

Press the ALL ALARMS button (appears at the bottom left of nearly every
screen page).

or:

Press the ALARM GROUPS button in the MAIN MENU.
or:
Press the ALL ALARMS button in the MISC menu.
The LIST OF ALL ALARMS is an overview of all alarms that are currently
active. Alarms can only be acknowledged in this menu.
The alarms are sorted according to status (active / inactive) and triggering
time. The most recently triggered alarm is right at the top of the list.
9 Alarm handling
Important!
Alarms can only be acknowledged in the LIST OF ALL ALARMS. To
2012-01-30 - 1.6
reset an alarm, the corresponding alarm group must first be selected

via the navigation on the right-hand side of the menu.
Colour of alarm lines Once an alarm has been acknowledged, the text colour changes from white
to yellow. The alarms are also labelled using symbols.

The alarm which is currently selected is displayed as yellow text on a brown

background.
Alarm is active but has not yet been acknowledged:

white alarm message in red alarm line:
Alarm has been acknowledged but is still active:

yellow alarm message in blue alarm line
Note:
Reset alarms are moved automatically to HISTORY.
Alarm groups The alarm list can only be sorted using the grey alarm group buttons (right).
Only alarms in the selected groups are displayed.
Button Alarm group Description of alarm group
A Automatic shutdowns -SafSys-
B Reducing –SafSys-
C System alarms –SafSys-
D System alarms -E.C.-
E Pre-alarm –AlSys-
F System alarms –AlSys-
All groups List of all alarms

9 Alarm handling
Note
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The description of the displayed alarm groups also appears in the title
line.
The alarm groups are also described in the TROUBLESHOOTING menu
(see chapter "Troubleshooting").


9.2.2 Resetting alarm messages
An alarm can only be reset once it has been acknowledged and its
cause has been eliminated. There are acknowledge buttons in several
menus.
Acknowledge The ACK button in the List of All Alarms/Alarm groups acknowledges all
alarms that are currently displayed.
In all other menus, the ACK button acknowledges the alarm which currently
appears in the alarm line.
Ack button in the navigation bar.
Reset Alarms can be reset in the alarm groups menu.
Caution!
The RESET button does not just reset one alarm! This button resets all
group alarms that are displayed. If the number of active alarms
exceeds one screen page, repeat the reset procedure until no more
alarms are active.
1. Eliminate the cause of the alarm.

2. Press the RESET button in the navigation bar.
All acknowledged alarms on the screen are now reset.
9.2.3 History
HISTORY contains additional information on the alarms. It contains the date
and time of the following events:
▪ Alarm triggered
▪ Alarm acknowledged
▪ Alarm reset
▪ Alarm removed from the alarm list
Press the HISTORY button in the navigation bar of the LIST OF ALL
ALARMS.
9 Alarm handling
2012-01-30 - 1.6
The history page structured in a similar manner to the alarm list. The time
stamps for the various events can be displayed by pressing the grey buttons
in the navigation bar on the right.
INTO button If you press the grey INTO button, the text changes and so does the time
stamp in the alarm line.

This means you can call up the following four time stamps consecutively by
pressing this button:
INTO = alarm trigger time (white on red background).

ACK = time the alarm was acknowledged (yellow on blue background)
OUTOF = time the alarm was deactivated (black on grey background)
RESET = time the alarm was reset (orange on grey background).
9.2.4 Troubleshooting
The Help button can be found on the bottom right of the LIST OF ALL
ALARMS and the ALARM GROUPS menu. In other menus this can be found
in the navigation bar.
Access Press the Help button.
Example The ALARM-TROUBLESHOOTING menu is displayed.
Alarm abbreviation Press the ALARM ABBREVIATIONS button.

9 Alarm handling
2012-01-30 - 1.6

Page 1 of 3 shows a list of all abbreviations that appear in the alarm mes-
sages.

The index of abbreviations is continued on page 2 of 3.
9 Alarm handling
2012-01-30 - 1.6

The alarm groups are described on page 3 of 3.

9.4 Alarm messages
Press the ALARM GROUPS ABBREVIATIONS button in the ALARM-TROU-

BLESHOOTING menu to go directly to page 3 of 3.
9.3 Common Alarm

A common alarm is always output if a new system alarm of the safety system
(alarm group C), a new pre-alarm of the alarm system (alarm group E) or a
system alarm of the alarm system (alarm group F) occurs.
The higher-level control system detects a new alarm on the falling edge.
9 Alarm handling
2012-01-30 - 1.6
9.4 Alarm messages

All alarm messages that can appear on the display are listed in the following
table:

Alarm messages
9.4 Alarm messages

40500 -SD EC-SYS: HT-CW TEMP. ENGINE OUTLET HIGH (CMS) SET:
40501 -OVRD SD EC-SYS: HT-CW TEMP.ENG.OUTL. HIGH (CMS) SET:
40502 -SD EC-SYS: LUBE OIL PRESS. OUTL. FILTER LOW (CMS) SET:
40503 -OVRD SD EC-SYS: LUBE OIL PRESS.OUTL.FILTER LOW (CMS) SET:
40504 -SD: ENGINE OVERSPEED SET:
40506 -SD EC-SYS: ENGINE OVERSPEED (CMS) SET:
40532 -SD: HT-CW TEMP. ENGINE OUTLET HIGH
40533 -OVRD SD: HT-CW TEMP. ENGINE OUTLET HIGH
40534 -SD: LUBOIL PRESS. ENGINE INLET LOW
40535 -OVRD SD: LUBOIL PRESS. ENGINE INLET LOW
40536 -SD: REMOTE SHUTDOWN
40548 -SD: EMERGENCY SHUTDOWN ACTIVE
40549 -SD: STOP FAILURE
40550 -SD: DOUBLE PICK-UP ERROR
40551 -SD: ACTUATOR ERROR
40552 -SD: EMERGENCY STOP BUTTON ON ENGINE
40553 -SD: GOVERNOR MAJOR ALARM
40554 -SD: DOUBLE PICK-UP ERROR
40556 -SD: HIGH OIL MIST LEVEL (OMD)
40557 -OVRD SD: HIGH OIL MIST LEVEL (OMD)
40558 -SD: HIGH BEARING TEMP. (CCMON)
40559 -OVRD SD: HIGH BEARING TEMP. (CCMON)
40562 -SD: CHARGE AIR SHUTOFF FLAP ACTIVATED
40563 -SD: CHARGE AIR RELIEF VALVE ACTIVATED
40564 -SD IM: MAJOR ALARM
40565 -SD IM: ENGINE OVERSPEED
40566 -SD IM: DOUBLE PICK-UP ERROR
40567 -SD IM: CYLINDER FAILURE
40568 -SD IM: INTERNAL ERROR
40580 -RED: VIT EMERGENCY MODE ERROR
40581 -OVRD RED: VIT EMERGENCY MODE ERROR
40582 -RED: CR PRESSURE LIMITING VALVE OPEN
9 Alarm handling
40583 -OVRD RED: CR PRESSURE LIMITING VALVE OPEN

2012-01-30 - 1.6
40584 -RED: VIT OUT OF ORDER

40585 -OVRD RED: VIT OUT OF ORDER
40586 -RED: EXHAUST GAS TEMP. HIGH -TC INLET TAH62-2
40587 -OVRD RED: EXHAUST GAS TEMP. HIGH -TC INLET TAH62-2
40596 -DM: SF TSH12 HTCW OUTLET ENGINE THERMOSTAT

Alarm messages
9.4 Alarm messages
40597 -DM: SF PSL22 LUBE OIL INLET ENGINE PRESSURE SWITCH

40598 -DM: SF TSH27-29 CCMON - HIGH ALARM
40599 -DM: SF ZS27-29 CCMON - SYSTEM FAILURE
40600 -DM: SF ZS82 EMERGENCY STOP ON ENGINE
40603 -DM: SF SE-90-1 FAILURE PICK UP 1
40604 -DM: SF SE-90-2 FAILURE PICK UP 2
40605 -DM: SF LSL92 HIGH OIL MIST LEVEL SIGNAL
40606 -DM: SF ZS92 OMD - SYSTEM FAILURE
40607 -DM: SF CHARGE AIR SHUT OFF FLAP
40608 -DM: SF CHARGE AIR BLOW OFF VALVE
40609 -DM: SF REMOTE SHUTDOWN
40610 -DM: WIREBRAKE SUPERVISON OF REMOTE SIGNALS DISABLED
40611 -DM: FAILURE AT PO1 - EMERGENCY STOP VALVE
40644 -DM: CAN 1 ERROR
40645 -DM: CAN 2 ERROR
40646 -DM: CMS COMMUNICATION FAILURE
40647 -DM: ETHERNET COMMUNICATION FAILURE (Modbus)
40648 -DM: EMERGENCY GENERATOR MODE ACTIVE
40649 -DM: PARAMETER ERROR SAFETY SYSTEM
40652 -DM: CCMON - SYSTEM FAILURE
40653 -DM: OMD - SYSTEM FAILURE
40676 -CMS: HT-CW TEMP. ENGINE OUTLET HIGH SET:
40677 -CMS: LUBE OIL PRESS. OUTL. FILTER LOW SET:
40678 -CMS: ENGINE OVERSPEED SET:
40691 -CMS: PRELUBE PRESSURE LOW SET:
40708 -CMS: OIL MIST LEVEL ALARM (OMD)
40709 -CMS: BEARING TEMP. ALARM (CCMON)
40740 -CMS: SF PT01 LT-CW PRESS. SENSOR
40741 -CMS: SF TE01 LT-CW TEMP. INLET AIR COOLER SENSOR
40742 -CMS: SF PT10 HT-CW PRESS. SENSOR
40743 -CMS: SF TE10 HT-CW TEMP. ENGINE INLET SENSOR
40744 -CMS: SF TE12 HT-CW TEMP. ENGINE OUTLET SENSOR
9 Alarm handling
40745 -CMS: SF SS19 START PREHEATER CONTROL SIGNAL

2012-01-30 - 1.6
40746 -CMS: SF PT21 LUBE OIL PRESS. INLET FILTER SENSOR

40747 -CMS: SF TE21 LUBE OIL TEMP. INLET FILTER SENSOR
40748 -CMS: SF PT22 LUBE OIL PRESS. OUTLET FILTER SENSOR
40749 -CMS: SF PT23 LUBE OIL PRESS. TC SENSOR
40750 -CMS: SF LAH28 HIGH LUBE OIL LEVEL SIGNAL

Alarm messages
9.4 Alarm messages

40751 -CMS: SF LAL28 LOW LUBE OIL LEVEL SIGNAL
40752 -CMS: SF TAH29-27 CCMON ALARM SIGNAL
40753 -CMS: SF ZS30-1 CHARGE AIR BLOW OFF VALVE 1
40754 -CMS: SF ZS30-2 CHARGE AIR BLOW OFF VALVE 2
40755 -CMS: SF PT31 CHARGE AIR PRESS. COOL. OUTLET SENSOR
40756 -CMS: SF TE31 CHARGE AIR TEMP. COOL. OUTLET SENSOR
40757 -CMS: SF SS31 CHARGE AIR PREHEATING SIGNAL
40758 -CMS: SF SS32 JET SYSTEM VALVE
40759 -CMS: SF PT38 AMBIENT PRESS. SENSOR
40760 -CMS: SF TE38 AMBIENT AIR TEMP. SENSOR
40761 -CMS: SF PT40 FUEL OIL PRESS. INLET ENGINE SENSOR
40762 -CMS: SF TE40 FUEL OIL TEMP. INLET ENGINE SENSOR
40763 -CMS: SF LAL42 HIGH FUEL OIL LEAKAGE SIGNAL
40764 -CMS: SF PT43 FUEL OIL PRESS. INLET FILTER SENSOR
40765 -CMS: SF ZT59/ZT45 ALTERNATOR LOAD / FUEL INDEX
40766 -CMS: SF TE60-1 EXHAUST GAS TEMP. SENSOR 1
40775 -CMS: SF TE61 EXHAUST GAS TC OUT SENSOR
40776 -CMS: SF TE62 EXHAUST GAS TC IN SENSOR
40777 -CMS: SF PT70 START AIR PRESS. SENSOR
40778 -CMS: SF ZS75 TURNING GEAR DISENGAGED
40779 -CMS: SF ZS82 EMERGENCY STOP ON ENGINE
40781 -CMS: SF SS83 REMOTE START SIGNAL
40782 -CMS: SF SS83 START SOLENOID VALVE
40783 -CMS: SF SS84 REMOTE STOP SIGNAL
9 Alarm handling
40789 -CMS: SF SE89 TC PICK UP

2012-01-30 - 1.6
40791 -CMS: SF SE90-1 PICK UP 1

40792 -CMS: SF SE90-2 PICK UP 2
40795 -CMS: SF LAH92 OIL MIST ALARM
40797 -CMS: SF ZS97 REMOTE SWITCH
40798 -CMS: SF LAH98 ALTERNATOR-CW LEAKAGE SIGNAL

Alarm messages
9.4 Alarm messages
40799 -CMS: SF TE98-1 ALTERNATOR WINDING TEMP. L1 SENSOR

40802 -CMS: SF TE29-1 ALTERNATOR FRONT BEARING TEMP. SENSOR
40803 -CMS: SF TE29-2 ALTERNATOR REAR BEARING TEMP. SENSOR
40805 -CMS: OVERCURRENT AT DI1 - DI8
40808 -CMS: SF VIT POSITION FEEDBACK SIGNAL
40810 -CMS: SF FE94 CYLINDER LUBRICATION FEEDBACK
40812 -CMS: SF EMERGENCY GENERATOR MODE SIGNAL
40813 -CMS: SF REMOTE RESET OF ALARMS
40814 -CMS: SF SPEED RAISE SIGNAL
40815 -CMS: SF SPEED LOWER SIGNAL
40816 -CMS: SF SWITCH DROOP/ISOCHRONOUS SIGNAL
40817 -CMS: SF GOVERNOR ACTUATOR SIGNAL
40818 -CMS: SF SPEED SETPOINT SIGNAL
40819 -CMS: SF ALTERNATOR POWER SIGNAL
40820 -CMS: OVERLOAD AT PO1 - START VALVE
40821 -CMS: OVERLOAD AT PO2 - STOP VALVE
40822 -CMS: OVERLOAD AT PO3 - JET VALVE
40825 -CMS: OVERLOAD AT PO6 - CHARGE AIR PREHEATING VALVE
40826 -CMS: OVERLOAD AT PO7 - CHARGE AIR BLOW OFF VALVE 1
40827 -CMS: OVERLOAD AT PO8 - CHARGE AIR BLOW OFF VALVE 2
40832 -CMS: SF EXTERNAL ENGINE LOAD SIGNAL
40833 -CMS: SF GOVERNOR MAJOR ALARM
40834 -CMS: SF GOVERNOR MINOR ALARM
40835 -CMS: SF EXTERNAL JET ASSIST REQUEST
40836 -CMS: CAN 1 ERROR
40839 -CMS: DM COMMUNICATION FAILURE
9 Alarm handling
40840 -CMS: RS422/RS485 COMMUNICATION FAILURE

2012-01-30 - 1.6
40841 -CMS: CAN 3 ERROR - VIT COMMUNICATION ERROR

40842 -CMS: CYLINDER LUBRICATION NO FLOW FE94
40843 -CMS: CYLINDER LUBRICATION FAILURE FE94
40844 -CMS: JET SYSTEM ERROR
40845 -CMS: GM COMMUNICATION ERROR

Alarm messages
9.4 Alarm messages

40849 -CMS: VIT POSITIONING ERROR
40851 -CMS: VIT FUSE ERROR
40859 -CMS: LUBE OIL LEVEL HIGH LAH28
40860 -CMS: LUBE OIL LEVEL LOW LAL28
40862 -CMS: FUEL OIL LEAKAGE HIGH LAH42
40867 -CMS: ALTERNATOR-CW LEAKAGE ALARM LAL98
40868 -CMS: START FAILURE
40872 -CMS: ENGINE RUNNING ERROR
40884 -CMS: LT-CW PRESS. LOW PT01
40885 -CMS: HT-CW PRESS. LOW PT10
40886 -CMS: DIFF. PRESS. LUBE OIL FILTER HIGH PT21/PT22
40887 -CMS: LUBE OIL TEMP. INLET FILTER HIGH TE21
40888 -CMS: LUBE OIL PRESS. TC LOW PT23
40889 -CMS: DIFF. PRESS. FUEL OIL FILTER HIGH PT40/PT43
40890 -CMS: FUEL OIL PRESS. INLET ENGINE LOW PT40
40891 -CMS: START AIR PRESS. LOW PT70
40892 -CMS: TC OVERSPEED ALARM SE89
40893 -CMS: LUBE OIL PRESS. ENGINE INLET LOW
40894 -CMS: ENGINE OVERSPEED ALARM SAH81
40895 -CMS: ALTERNATOR WINDING TEMP. L1 HIGH TE98-1
40898 -CMS: ALTERNATOR FRONT BEARING TEMP. HIGH TE29-1
40899 -CMS: ALTERNATOR REAR BEARING TEMP. HIGH TE29-2
40900 -CMS: EXHAUST GAS TEMP. HIGH -CYL. 1 TE60-1

9 Alarm handling

2012-01-30 - 1.6

40910 -CMS: EXHAUST GAS TEMP. HIGH -TC OUTLET TE61
40911 -CMS: EXHAUST GAS TEMP. HIGH -TC INLET TE62
40912 -CMS: EXHAUST GAS TEMP. MVD HIGH -CYL. 1 TE60-1


9.4 Alarm messages

40928 -CMS: FUEL OIL TEMP. ENGINE INLET HIGH TAH40
40932 -CMS: 2LS5080A FUEL OIL LEAKAGE CLUTCH SIDE
40933 -CMS: 3LS5080A FUEL OIL LEAKAGE COUNTER CLUTCH SIDE
40934 -CMS: 4LS5080A INJECTOR- AND PUMP-LEAKAGE
40935 -CMS: 1LS5076A HIGH PRESSURE BREAK LEAKAGE
40936 -CMS: 1LS5077A LEAK LEVEL RAIL A1 HIGH
40941 -CMS: PRESSURE LIMITING VALVE OPEN
40942 -CMS: PRESSURE LIMITING VALVE LEAK
40943 -CMS: 1EZV5078 ERROR FLUSHING VALVE
40948 -IM: MINOR ALARM
40949 -IM: SF SE90-1 PICK UP 1
40950 -IM: SF SE90-2 PICK UP 2
40951 -IM: SF 1PT5076 RAIL PRESSURE SENSOR 1
40952 -IM: SF 2PT5076 RAIL PRESSURE SENSOR 2
40953 -IM: SF ENGINE SPEED SETPOINT
40954 -IM: SF 1ET1096 ALTERNATOR POWER
40956 -IM: SF POWER OUTPUT CHANNEL 1
9 Alarm handling
40964 -IM: ZERO DRIFT 1PT5076 RAIL PRESSURE SENSOR 1

2012-01-30 - 1.6
40965 -IM: ZERO DRIFT 2PT5076 RAIL PRESSURE SENSOR 2

40966 -IM: SENSOR DEVIATION 1/2PT5076 RAIL PRESSURE SENSORS
40967 -IM: RAIL PRESSURE SETPOINT NOT ACHIEVED
40968 -IM: 1FCV5075 SUCTION THROTTLE AT LIMIT
40969 -IM: 1FCV5075 SUCTION THROTTLE BELOW LOW THRESHOLD

40970 -IM: 1FCV5075 SUCTION THROTTLE ABOVE HIGH THRESHOLD
9.5 Abbreviations in the alarm messages

40971 -IM: OVERLOAD
40980 -IM: CAN 1 ERROR
40981 -IM: CAN 2 ERROR
40982 -IM: EARTH FAULT
40996 -IM: INJECTOR VOLTAGE ERROR A
40997 -IM: INJECTOR VOLTAGE ERROR B
40998 -IM: INJECTOR VOLTAGE ERROR C
40999 -IM: INJECTOR VOLTAGE ERROR D
41000 -IM: INJECTOR VOLTAGE ERROR E
41001 -IM: CYLINDER ERROR A1
41012 -CMS: SF 1TE5080 FUEL TEMPERATURE AFTER FLUSH VALVE
41013 -CMS: SF 1TE5081 FUEL TEMPERATURE AFTER SAFETY VALVE
41028 -GM: CAN1 ERROR
41029 -GM: CAN2 ERROR

Abbreviation Meaning
ACO Automatic Change-over
Aft.; AFT. after
ALARM PREPROC. Alarm Pre-processing Unit
AlSys Alarm Pre-processing Unit
AP Alarm Pre-processing Unit
9 Alarm handling
APU Alarm Pre-processing Unit

ATEX-UNIT Atmosphère Explosible Unit
2012-01-30 - 1.6
bef.; BEF. before

C.A. charge-air
CM Control Module
CMS Control Module Small
COMM. communication

COMP. compartment
COMPS. compensation
CONNECT. connection
CR Common Rail
CW cooling water
CYL. cylinder
DEV.; DEVIAT. deviation
DF Dual Fuel
DIFF. difference, differential
DM Display Module
DSENG: disengage
EC-SYST. Engine Control System
EC, E.C. Engine Control
EMERG. emergency
EOP External Operating Panel
ERR. error
EXH. exhaust
FEEDB. ERR. feedback error
FL. flushing
FUNCT. function
FUNCT.ERR. function error
GENER. generator
GM Gateway Module
HP high pressure
HT high temperature
I/O Input/Output
IM Injection Module
LEAK leakage
LEAK:MON-UNIT Leakage Monitoring Unit
LOP Local Operating Panel
LP low pressure
LT low temperature
9 Alarm handling
LUB.; LUBRIC. lubrication

2012-01-30 - 1.6
MED. medium
MVD mean value deviation
OMD oil mist detector
OVRD DSENG override disengage


OVRD RED override reduction request
OVRD SD override shutdown

PGI Performance Gas Injection
PreAl. Pre-alarm
PREPROC. pre-processing
PRESS. pressure
QCO Quick Change-over
RED reduction request
ROP Remote Operating Panel
SAF.SYST. Safety System
SafSys Safety System
SD shutdown
SETP. setpoint
SF sensor fault
TC turbocharger
TEMP. temperature
WING bridge wing
9 Alarm handling
2012-01-30 - 1.6

10 Repairs and cleaning

10.1 Repairs
Electric shock due to damaged lines!

Vibrations and wear can damage the insulation of electrical lines. There
is a possibility of electric shocks occurring at the damaged points and
at exposed electrical contacts.
• Electric lines and connections must be regularly checked for damage
and exposed electrical contacts.
10.1 Repairs
10.1.1 Replacing Control Module S
10.1.1.1 Brief description
This chapter contains a step-by-step description of how to replace a defec-

tive Control Module S and install a new one.
Note regarding description!

This description applies for both the Control Unit and the splash oil
unit.
The specific replacement is carried out in three steps:

▪ Removal of defective module.
▪ Installation of new module.
▪ Packing of defective module.
10.1.1.2 Safety requirements

▪ Engine at standstill.
▪
Switch off or disconnect the power supply to the control system (see cir-
cuit diagram).
Danger of falling!
There is a risk of injury falling when carrying out maintenance work at
2012-01-30 - 1.6
heights of over 2m.

• Only carry out maintenance work after installing a suitable protecting
scaffold or gallery.

10.1 Repairs
10.1.1.3 Required tools/accessories
Number Part Number Status

1 Box spanner 001.521 Standard
1 Extension 12.5x250 001.912 Standard
1 Socket spanner insert 13x12.5 001.752 Standard
1 Screw driver - Inventory
10.1.1.4 Technical data
Name Width Length Height Weight

Control Module S 32.8 mm 306.7 mm 286.1 mm 2.9 kg
10.1.1.5 Spare parts - scope of supply
The Control Module S is packaged in a cardboard box and comes with an

anti-static wrapper and styrofoam protectors. The connectors provided are
simply spare parts and do not have to be replaced with the module.
No. Designation
1 Control Module
2 Plug
Retain packaging!
Retain packaging! It should be used if you need to send back a
defective module to MAN Diesel & Turbo SE.
2012-01-30 - 1.6

10.1 Repairs
10.1.1.6 Step 1: Remove the Control Module S
Hot surface!
The surface of the module may still be hot!
There is a risk of injury due to burning!
• Wait a few minutes before replacing the module!
• Wear protective gloves!
Damage at connectors!
When removing the connector, do not pull it out by the cable as you
may be pull the cable out of the connector.
• Always grip the connector directly when pulling it out.
Starting position Power supply to the control system has been switched off or interrupted.
Work steps 1. Undo the screws of the power supply connector.
2. Disconnect the power supply.
3. Undo the screws for all other connectors on the module.
4. Pull out all connectors.
Note
Retain all screws, flat washers and lockwashers!
These will be subsequently required when installing the new module.
5. Hold the module while loosening the four hexagon nuts (M8) with the
socket spanner.
10.1.1.7 Step 2: Installing a new module
Starting position The defective module has been removed.

Work steps 1. Insert the module in the Control Unit so that the bore holes abut against
the holes in the rear panel.
2. Fit the flat washers and lockwashers on the four bolts.
3. Fasten the module with the nuts.
4. Tighten with the socket spanner (max. tightening torque 10Nm).
2012-01-30 - 1.6
5. Plug in all connectors and tighten with screws (max. tightening torque
0.55 Nm).
6. Mount the power supply on the module and fasten with screws.

10.1 Repairs
10.1.1.8 Step 3: Packing the defective module
The defective module must be sent back to MAN Diesel & Turbo SE. Use the
packing material for the spare part to do this.
1. Pack the defective module in the anti-static wrapping.
2. Mount the styrofoam protectors
3. Pack everything in the transport box.

2012-01-30 - 1.6

10.1 Repairs
10.1.2 Replacing the Display Module

tive Display Module and install a new one.
The specific replacement comprises the following steps:
▪ Removal of defective module.
▪ Installation of new module.
▪ Packing of defective module.

▪ Switch off or disconnect the power supply to the control system (see cir-
cuit diagram).
Danger of falling!
heights of over 2m.
Number Name Number Status

1 Torx screwdriver T9 - Inventory
1 Screw driver - Inventory

2012-01-30 - 1.6

10.1 Repairs
Display Module 74 mm 295 mm 235 mm 3.9 kg
The Display Module is packaged in a cardboard box and comes with an anti-
static wrapper and styrofoam protectors. A new mounting frame with torx
screws is also included in the scope of supply. The connectors provided are
simply spare parts and do not have to be replaced with the module.
No. Designation
1 Display Module
2 Mounting frame
3 Plug
Retain packaging!
10.1.2.6 Step 1: Removing the Display Module
Hot surface!

2012-01-30 - 1.6


Note
10.1 Repairs

5. Hold the module and undo the torx screws one by one.
6. Remove the mounting frame while holding onto the module.
7. Remove the module.

Work steps 1. Fit the flat washers and lockwashers on the torx screws.
2. Insert a new Display Module in the cabinet door.
3. Attach the mounting frame.
4. Fasten the module with the torx screws.
5. Tighten torx screws with the screw driver (max. tightening torque 2.5
Nm).
6. Mount all connectors and tighten with the screws (max. tightening tor-
que 0.55 Nm).
The defective module must be sent back to MAN Diesel & Turbo. Reuse the
packing material supplied with the spare part for this.
1. Pack the defective module with the mounting frame in the anti-static
wrapping.
2012-01-30 - 1.6

10.1 Repairs
10.1.3 Replacing the Gateway Module

tive Gateway Module and install a new one.
Engine at standstill.
Switch off or disconnect the power supply to the control system (see circuit
diagram).
Danger of falling!
heights of over 2m.

1 Box spanner 001.521 Standard
1 Extension 12.5x250 001.912 Standard

2012-01-30 - 1.6

Gateway Module 285 mm 206 mm 52 mm 3.5 kg

10.1 Repairs
10.1.3.5 Spare parts – scope of supply
The Gateway Module is packaged in a cardboard box and is supplied with

an anti-static wrapper and styrofoam protectors. The connectors provided
are simply spare parts and do not have to be replaced with the module.
No. Designation
1 Gateway Module
2 Plug
Retain packaging!
10.1.3.6 Step 1: Removing the Gateway Module
Hot surface!

2012-01-30 - 1.6
Note

5. Hold the module while loosening the four hexagon nuts (M8) with the
socket spanner.
10.1 Repairs

Steps 1. Fit the flat washers and lockwashers on the four bolts.
2. Insert the module in the Gateway Unit so that the bore holes abut
against the holes in the rear panel.
3. Fasten the module with the nuts.
4. Tighten with the socket spanner (max. tightening torque 2.5 Nm).
5. Plug in all connectors and tighten with the screws (max. tightening tor-
que 0.55 Nm).
1. Pack the defective module with the mounting frame in the anti-static
wrapping.

2012-01-30 - 1.6

10.1 Repairs
10.1.4 Replacing the External Operating Panel
This chapter contains a step-by-step description of how to remove and

install a defective External Operating Panel (EOP).
The specific replacement comprises the following steps:
▪ Removal of defective EOP.
▪ Installation of new EOP.
▪ Packing of defective EOP.

▪ Power supply to the control system has been switched off or interrupted.
Danger of falling!
heights of over 2m.

1 Phillips screwdriver - Inventory

2012-01-30 - 1.6

10.1 Repairs
External Operating 228 mm 302 mm 58 mm 2.1 kg
Panel
The External Operating Panel is packaged in a cardboard box and comes in

an anti-static wrapper. The scope of supply also includes 13 mounting
angles with crosshead screws.
No. Designation
1 External Operating Panel.
2 13 x mounting angles with screws.
Retain packaging!
10.1.4.6 Step 1: Remove the EOP
Hot surface!
2012-01-30 - 1.6

3. Pull off all other connectors on the module.
4. Detach the earthing conductor.
5. Undo and remove all mounting angles on the EOP as shown in the illus-
tration.
Attention: hold on to the EOP when doing this.

10.1 Repairs
10.1.4.7 Step 2: Install the new EOP
Starting position The defective EOP has been removed.
Stable surface!
Make sure that the module is on a stable surface when the installation
is carried out!
• If the module falls down it may be damaged.
Work steps 1. Fit new display in panel cutout.

2. Locate all mounting angles and screws in the designated mounting

holes.
3. Tighten the crosshead screws (max. tightening torque 1.0 Nm).
4. Plug all connectors back in.
2012-01-30 - 1.6
5. Make sure that the earthing conductor is connected according to the

specifications.
6. Remove the film from the display to prevent damage to the module by
static electricity.

Prevent condensate!
10.2 Cleaning
Before the module is commissioned it must be at ambient temperature.
If condensate has formed, make sure that the module has dried out
before connecting the mains supply.
Verify function of module!

Before commissioning, make sure that all mode switches on the
module are switched off as shown (OFF position).
• The mode switches must only be adjusted by qualified personnel.
• Non-compliance causes malfunctions.
10.1.4.8 Step 3: Packing the defective EOP
1. Pack the defective module in the anti-static wrapping.
10.2 Cleaning
10.2.1 Cleaning the switch cabinets and units

Cleaning work must only be carried out by trained authorised personnel. A
2012-01-30 - 1.6
dangerous situation can arise if the relevant precautionary measures are not
taken.
Do not use high-pressure cleaners.
Use a damp cloth and mild detergent.
Do not use aggressive cleaning agents, unless expressly specified.

Danger due to electrik shock!

10.2 Cleaning
When carring out work on electrical systems, direct contact with live
components or overvoltages poses a danger of electric shock which
can cause cardiac arrhythmania. This can also cause severe burning.
Additional injuries may subsequently bbe caused by uncontrolled
movements.
To exclude danger, the five safety rules as per DIN EN 50110 must be
applied before carrying out any work.
• Isolation (all-pole disconnection).
• Secure to prevent switching back on.
• Verify safe isolation from supply.
• Earthing and short-circuiting.
• Covering and blocking access to adjacent live parts.
Water damage!
When cleaning with high-pressure cleaners, water may pass through
the seals into the control system and cause short-circuiting.
• Do not clean the switch cabinets with high-pressure cleaners.
10.2.2 Screen clean

The buttons can be deactivated in order to clean the screen.
Press the MISC button in the MAIN MENU to activate the TOUCHSCREEN
CLEANING function.
The display can be cleaned using the TOUCHSCREEN CLEANING function.
When this function is active the buttons are disabled to prevent erroneous
operation or prevent actions being requested accidentally. The buttons are
reactivated after 30 seconds and the MAIN OVERVIEW reappears.
▪ Do not use high-pressure cleaners.
▪ Use a damp soft cloth and mild detergent.
▪ Do not use aggressive cleaning agents, unless expressly specified.
2012-01-30 - 1.6

11 Spare parts
11.1 Ordering spare parts

11.1 Ordering spare parts
11.1.1 Identification of spare parts

A spare part can be identified and assigned using the following information:
▪ Serial number of the control system
▪ Equipment ID
▪ The completed configuration table from chapter 6.3 "Tests" (only for
spare parts marked with * in the spare parts list).
Serial number of the The serial number of the control system is on the
control system type plate in the control cabinet. The following illustration shows an example
of a SaCoSone GENSET type plate.
The serial number of the system is right at the top of the type plate.
Equipment ID You can find the equipment IDs for spare parts in the following documents:
▪ Assembly plan
▪ Circuit diagram
The equipment ID also appears on a yellow label on the spare part.
11 Spare parts
2012-01-30 - 1.6

11.2 Spare parts list for SaCoS_one_ GENSET V1.1.X
Equipment ID (red) in the assembly plan
11.1.2 Contact
All Service contacts are listed in the chapter "Contact".
11.2 Spare parts list for SaCoSone GENSET V1.1.X

This spare parts list is valid for:
▪ SaCoSone GENSET V1.1.X with the following engine types: L16 / 24,
11 Spare parts
L21 / 31, L27 / 38, L32 / 40.

2012-01-30 - 1.6
The list contains all important spare parts:

BMK Unit Description
1D1 CU SaCoSone Display Module 1.X, programmed
3D1 CU SaCoSone Display Module 1.X, programmed
10R1 CU/CB Metal foil resistor


10S1 CU Emergency-stop button, complete
30D2 CU WAGO PLC / fieldbus coupler
CANopen with D-Sub
30D3 CU WAGO PLC / filter module
field and system supply
30D4 CU WAGO PLC / Analogue INPUT; 2 x AI / PT100 / RTD

30D7 CU PLC, end module
30S1 CU Emergency-stop button, complete
30S2 CU Selector switch
Local/remote
30S3 CU Rotary switch
lower/raise
70D1 VIT WAGO PLC / fieldbus coupler
CANopen with D-Sub
70D2 VIT WAGO PLC / filter module
field and system supply
70D3 VIT WAGO PLC / Analogue INPUT

11 Spare parts
4 x DI / 3.0 ms
2012-01-30 - 1.6

2 x AI / 0-10 V AC/DC
2 x AO / 0-10 V DC
70D6 VIT WAGO PLC / end module


70F1 VIT Automatic Fuse K/10 A

70F2 VIT Automatic Fuse K/1 A
70H1 VIT Signal lamp: 24 V DC OK
70K1 VIT 24 V AC/DC Relay / 2 CO (230 V AC/DC / 2 A)
70K2 VIT 24 V AC/DC Relay, 1 Changeover Contact (250 V / 2 A)`
70K3 VIT 24 V power relay with 2 changeover contacts (250 V/10 A)
with socket
with socket
with socket
70S1 VIT Selector switch VIT Emergency Mode
500D1 GM SaCoSone Gateway Module 1.X, programmed

* = when requesting these spare parts, use of the engine configuration table in the
chapter "Documentation of engine configuration" is required.
11 Spare parts
2012-01-30 - 1.6

MAN Diesel & Turbo
Hydraulic actuator MA 2.035-1
Material number ................................ 285.14301-0007

0_Deckblatt_en_V1-0.fm
MAN Diesel & Turbo
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
info-de@mandieselturbo.com

Revision Erstellung Datum Check Datum Freigabe Datum

1.0 Specht 06.03.2012 Koulouris 14.03.2012 Mulder 16.04.2012
MAN Diesel & Turbo
Table of contents
Table of contents
1 Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
1.1 Contact information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
1.2 Structure and use of the operating manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2
2 Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
2.1 Intended use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Structure of instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3 Symbols and instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.4 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.5 Residual dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.6 Personal protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.7 Requirements of the operating personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.8 Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
4 Safety considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
5 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1
6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1
7 Filling with oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1
8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
8.1 Hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
8.2 Proportional solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
9 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1
10 Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 - 1
11 MAN servicing options. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.1 Services in detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.1.1 Exchange service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.1.2 Reparation service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.2 Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 2
11.3 Before you call... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 2
12 Material declaration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 - 1
11.14301-0007_ENIVZ.fm
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Table of contents
MAN Diesel & Turbo
11.14301-0007_ENIVZ.fm
MAN Diesel & Turbo
1 Preface
Contact information
1.1 Contact information
The MAN Diesel & Turbo Group offers worldwide round-the-clock service, 365
days a year. Apart from the MAN Diesel & Turbo service headquarters in Augs-
burg, Copenhagen, Stockport and St. Nazaire, service centres on all conti-
nents provide comprehensive and continuous support. A long service life
associated with MAN Diesel & Turbo engines dictates a spare parts pro-
gramme that ensures components are available for engines in operation for
decades. Based on high-capacity machines, MAN Diesel & Turbo service pro-
duction facilities are able to comply with special customer requests with the
utmost precision and flexibility.
24 hour hotline
Tel: +49 1801 15 15 15
Technical Service 24 hour hotline

Tel: +49 821 322-1499
Fax: +49 821 322-3838
Email: primeserv-aug@mandieselturbo.com
Spare Parts 24 hour hotline

Tel: +49 821 322-1799
Fax: +49 821 322-3574
Email: primeserv-aug@mandieselturbo.com
Turbocharger Service 24 hour hotline

Spare parts
Tel: +49 821 322-4030
Technical Service (radial)

Tel: +49 821 322-4020
Technical Service (axial)

Tel: +49 821 322-4010
1_Contact_en_V1-1.fm
Fax: +49 821 322-3998

Email:
primeserv-tc-retrofit@mandieselturbo.com
Preface
primeserv-tc-technical@mandieselturbo.com
primeserv-tc-commercial@mandieselturbo.com
1-1
MAN Diesel & Turbo
1.2 Structure and use of the operating manual

Structure and use of the operating manual
The operating manual contains information which is intended to support the

user in his work, and information that needs to be observed in order to ensure
safe operation. This information is intended to complement the experience and
capabilities of the members of staff who are responsible for
• the system management,
• the operation, monitoring and checking as well as
• the maintenance and repair work
of the component.
The operating manual must be available to the members of staff at all times.
The members of staff delegated with the task of operating the component
must adequately familiarise themselves with the structure of the operating
instructions, so that they can find the information they need without an ex-
tended search.
Liability/Guarantee MAN Diesel & Turbo SE Augsburg accepts no liability for material damage or
personal injury and/or environmental damage caused by partial or complete
non-observance of the operating manual.
The guarantee becomes invalid in the event of intervention by unauthorised
persons.
In the event of personal injury or material damage, claims made on the basis
of liability and guarantee are excluded if the damage or injury can be traced to
one of the following causes:
• If damage and/or breakdowns can be traced to the use of other than
genuine spare parts.
• If the component is operated incorrectly, the maintenance or repairs are
inadequate.
• If the component is operated with incorrectly fitted, faulty or non-
functioning safety and protection equipment.
• If there is non-compliance with the operating instructions concerning
operating, maintenance and repair.
• If the component is modified without the explicit approval of MAN Diesel &
Turbo SE Augsburg. In particular, the fitting or removal of parts is prohibi-
ted.
• In the event of inadequate monitoring of components.
• In the event of damage caused by foreign bodies and force majeure. 1_Contact_en_V1-1.fm
Preface
1-2
MAN Diesel & Turbo
Observe the operating A prerequisite for the protection of the members of staff from dangers, for the
manual prevention of faults and for the operation of the component in a fault-free and
Structure and use of the operating manual

safe manner is the knowledge of the content of the technical documentation
of the component.
• The operating manual must always be available (in the control room, for
example).
• All persons who are responsible for the transport, assembly, initial commis-
sioning, operating, maintaining or repair of the component must be
acquainted with the operating manual. We recommend that the user has
the operators confirm to him in writing that they are acquainted with the
operating manual.
• All requirements and instructions in this operating manual must be
complied with.
• The documentation of purchased items is a constituent part of this opera-
ting manual. All safety information in this operating manual and all other
information must be observed.
• All relevant national regulations, regulations concerning accident prevention
environmental protection as well as the confirmed technical regulations for
safe and proper working must be complied with.
Preface
1-3
1-4
Preface Structure and use of the operating manual
MAN Diesel & Turbo
MAN Diesel & Turbo
Intended use
2.1 Intended use
The component can only be used in accordance with the details given in the
contract. Any other use is considered to be non-intended. Unilateral modifica-
tions and changes to the component are strictly prohibited for safety reasons.
MAN Diesel & Turbo SE accepts no responsibility for damage caused thereby,
all associated risks are to be borne by the operator.
IMPORTANT!
The operating and installation conditions prescribed in this operating
manual must be strictly adhered to. No non-genuine parts may be
used on the component since, otherwise, the required level of safety
will not be ensured. Any method of operation that would have a
detrimental effect on the safety of the component must not be used.
2.2 Structure of instructions

Safety messages and symbols are quoted at the relevant positions in the
operating manual if there is a danger to life or the danger of personal injury or
material damage to the component or the danger of environmental damage.
These safety messages must be strictly adhered to.
Safety messages typically contain a coloured warning symbol indicating the
severety of the danger as well as text describing the type, source and conse-
quences of the danger and measures for avoiding the danger. In addition, they
can appear with other symbols. These symbols represent the type of danger
as well as measures for avoiding it.
2_Sicherheitsvorschriften_en_V1-1.fm
Safety regulations
2-1
MAN Diesel & Turbo
2.3 Symbols and instructions

Symbols and instructions
The following table describes the levels of danger for safety messages in the
technical product information provided by MAN Diesel & Turbo SE:
Symbol Danger level Description
Danger level 1 Indicates a hazardous situation which, if not

avoided, will result in death or serious injury.

avoided, could result in death or serious injury.

avoided, may result in minor or moderate injury.
Danger level 4 Indicates a property damage message.
No danger level Additional notes, information and tips.
Take care when handling The following must be observed when dealing with the operating manual and
the component:
• The safety and danger messages referring to the component must be ob-
served in order to ensure that neither the members of staff nor the com-
ponent, nor the environment is endangered.

Safety regulations
• Do not remove the safety and danger symbols on the component; they
must remain legible and must be replaced if necessary.
Safety messages and safety symbols are placed all over the plant.
Examples:
• Prohibition
• Symbols for fire prevention
• Warning beams
• Alarm and signalling systems
2-2
MAN Diesel & Turbo
2.4 Safety equipment
Safety equipment
Danger!
Danger of severe injury or of injuries resulting in death
• It is always the case that the component must only operate in normal
mode if all the safety equipment is present, is fitted properly and is fully
functional.
• In operating modes where there is a temporary removal of specific safety
equipment is required, the component must only be operated if the
members of staff are particularly careful and that it has been ensured
that all the safety equipment will be re-fitted properly and immediately
checked for functionality as soon as the work involved has been comple-
ted.
• The proper function of all safety equipment must, at all times, be ensured
in accordance with the instructions concerning inspection and repair in
the component documentation.
• All warning symbols must be visible and legible.
Safety regulations
2-3
MAN Diesel & Turbo
2.5 Residual dangers

Residual dangers
The component represents state of the art technology and current safety
standards.
Incorrect operation In the case of incorrect operation, alienated use and non-observance of the
instruction in the operating manual, there is a danger of severe personal or fatal
injury and the danger of damage to the component and other assets belonging
to the operator and the danger of environmental damage.
If the component is in operation, it is the responsibility of the operator to check
the safe and proper condition of the component, including the safety protec-
tion devices, at regular intervals, but at least after each repair.
Residual dangers
General residual dangers
• Danger from operational, maintenance and repair faults
• Danger from unstable components
• Danger caused by unexpected start-up
• Danger from the loss of power supply (electrical, hydraulic, pneumatic)
• Danger caused by faults and incorrect functioning
• Danger from the failure of, or faults in, the control system
• Danger from software errors
Safety regulations for operators, maintenance and inspection

personnel
Residual dangers for operators and protective measures
• All rotating and otherwise moving parts must be protected from inad-
vertent touching.
• The operation of the component without the protective equipment fitted
is not permitted.

personnel
Use of solvents
• Danger of injury to the eyes or skin and possibly the respiratory tract if
vapours are produced! When using solvents, comply with the instruc-
Safety regulations
tions for the use, dangers and disposal.

• Fire or explosion danger if these agents are used for cleaning! Petrol or
chlorinated hydrocarbons must not be used for cleaning purposes.
2-4
MAN Diesel & Turbo
2.6 Personal protection
Personal protection
When working on and standing by the component, you must wear the follo-
wing protective clothing:
• Safety shoes
• Safety helmet
• Protective gloves for fitting and repair work
• Chemical-resistant clothing and protective gloves for cleaning work,
especially when handling solvents
• Safety goggles for cleaning work, especially when handling solvents and
when using compressed air for cleaning
• Hearing protection
Proper condition If the component is in operation, it is the responsibility of the operator to check
the safe and proper condition of the component, including the safety protec-
tion devices, at regular intervals, but at least after each repair.
Trained staff The component may only be operated, maintained or repaired by staff
members who have the required technical training and who have been
instructed properly in the handling of the component.
The local health and safety regulations must be observed.
It is the responsibility of the user to ensure that regular training of the operators
is carried out.
Smoking and the use of naked flames on the component is strictly prohibited!
Safety Equipment To prevent bodily injury in the form of burns, which in accordance with EN 809
arise at mean temperatures in excess of 60 ° C, adequate safety equipment
has to be used.
2.7 Requirements of the operating personnel

Qualifications The staff members performing the tasks of operating, maintaining, inspecting
and assembling must have the relevant qualifications for this work. If the staff
do not have the required knowledge, they must be trained and instructed
accordingly. Necessary trainings can be carried out at an MAN Diesel & Turbo
PrimeServ Academy. For training requests, please contact MAN Diesel & Tur-
bo Primeserv (see "1.1 Contact information").
Training During the project phase of the module at MAN Diesel & Turbo, special em-
phasis was placed on simplicity, reliability and safety. Nevertheless, a com-
ponent must always be operated carefully and all the safety and precautionary
measures must be complied with. It is therefore imperative that all operators
have the requisite technical training and instruction in the operation of the com-
Safety regulations
ponent. All handbooks and operating instructions must be available and must
be worked through carefully.
2-5
MAN Diesel & Turbo
2.8 Environmental protection

Environmental protection
When handling the component, it has to be ensured that materials which can
endanger the environment are disposed of properly. Service materials must
not be allowed to enter the sewerage system and the ground water system.
All relevant national regulations concerning environmental protection and the
technical regulations for safe and proper working must be complied with.

personnel
General
• Non-observance of the safety instructions can endanger the en-
vironment.
• The safety instructions in this operating manual and in the operating ma-
nuals of the equipment must be complied with.
• All leaks from motors, pumps, pump units, tanks and piping must be
rectified immediately.

personnel
Lube oils and combustible materials, solvents
• Lube oils and combustible materials as well as solvents must not be dis-
posed of into the environment, must not be included with the household
waste or burned in unsuitable facilities.
• Before draining the lube oil, combustible material, coolant, hot liquids or
cleaning agents, check the local environmental protection regulations
and comply with them.
• Deposits can contain compounds which are environmentally damaging
and dangerous to health. It is therefore particularly important to define
proper procedures for the safe and proper disposal of deposits.
• Lube oils and combustible materials, solvents and their containers must
not be included with household waste. They must also not enter the
sewerage system or permeate into the ground.
• The relevant regulations concerning disposal must be strictly adhered to!
• Lubricants must be returned for recycling. Socket brackets, rollers,
gearboxes, housings, shafts and sheet metal used for steelwork as well
as the beams and motor housings must be recycled.
• Filters, cables and electrical components must be recycled in

Safety regulations
accordance with the regulations issued by the authorities.
2-6
MAN Diesel & Turbo
3 General
This handbook is provided to assist users of the MAN Diesel & Turbo hydraulic
actuator MA 2.035-1. The information contained is believed to be accurate at
the time of publication but MAN Diesel & Turbo reserves the right to introduce
design alterations where appropriate. For further information, please contact
MAN Diesel & Turbo at one of the addresses given on page 1 - 1.
The hydraulic actuator MA 2.035-1 is a proportional actuator, in which the out-

put shaft position is proportional to the electric input signal. The actuator does
not contain a mechanical back-up facility. If the control signal to the actuator
is disconnected, the actuator output shaft will return to position 0, stopped po-
sition.
The essential part of the actuator is the solenoid to which the pilot valve, con-
trolling the flow of oil to and from the power piston, is attached. The power pis-
ton is connected by linkage to the output shaft.
The hydraulic actuator MA 2.035-1 is a self-contained device that only requires

a rotary drive input from the engine to drive the integral oil pump. The drive may
be in either direction. The casing of the actuator acts as an oil reservoir and the
integral pump and accumulator provide the pressure that is used to generate
the work output.
3_General.fm
General
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MAN Diesel & Turbo
3_General.fm
General
3-2
MAN Diesel & Turbo
4 Safety considerations
Caution!
The hydraulic actuator MA 2.035-1 is part of a speed governing control
loop including the fuel pumps and linkage. Any failure of this control
may cause the engine to stop or overspeed.
• It is essential that an independent overspeed trip is fitted and tested to
see that the engine is protected.
• The overspeed trip must be able to stop the engine without operating
through the actuator.
Correct installation of the actuator is essential for safe operation. This

handbook provides general guidance, but for precise instruction please refer
to SaCoSone GENSET operating instruction and the respective drawings.
If working on, or disconnecting the actuator, please check that the necessary
safeguards are in place to ensure that the engine cannot be started locally,
remotely or via some automatic system.
Ensure that work is only undertaken by a skilled personal and that all normal
precautions are taken.
Safety considerations
4_Safety_considerations.fm
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Safety considerations
MAN Diesel & Turbo
4_Safety_considerations.fm
MAN Diesel & Turbo
5 Technical data
Nominal operating speed 300 - 2000 rpm.
Nominal work output 40.5 joules (30 ft.lbf.)

Torque (Increase fuel) 67 Nm. (49.5 lb.ft.)
Torque (decrease fuel) 52 Nm. (38.5 lb.ft.)
Output shaft angular travel 46.7 degrees.

28 degrees should normally be used for the travel between full speed no-load and
full speed full-load position.
The additional 9.35 degrees at each end of the travel allow for positive fuel shut off
and additional fuel for acceleration. The output scale is marked 0 to 10. Thus 2 to 8
would be the recommended working range.
Output shaft dimensions Standard 3/4 inch 48 SAE serration at both sides.
Optional 5/8 inch 36 SAE serrations at both sides.
Drive shaft type Serrated or keyed.
Drive shaft rotation Both directions.
Actuator installed location Vertical flange mounted. The actuator will function at an angle of 10 degrees to the
vertical and will cope with normal excursions from the vertical as would be associat-
ed with shipboard use.
Weight 28.5 kg (63 lb.)
Oil supply Self contained, 2.75 liters
Control signal 0 – 1000 mAmp. Nominal operating range.

250 mAmp for output position 2 – No Load.
750 mAmp for output position 8 – full Load.
Technical data
5_Technical_Data.fm
5-1
MAN Diesel & Turbo
1 Oil Filler Plug 5 Output Position Indicator

(both side)
2 Cover Terminal Strip 6 Output Shaft (both side)
3 Cable Clip 7 Drain Plug

(both side, size 1/4 BSP)
4 Oil Sight Glass

Technical data
5_Technical_Data.fm
Connection Diagram
5-2
MAN Diesel & Turbo
6 Installation
Ensure that the engine cannot be rotated or started while the installation is in
progress.
Take care when lifting the actuator into position.
The actuator should be located by a spigot and 4 holding down bolts. The
spigot is fitted with an O-ring seal.
If the actuator is driven by means of a bevel gear fitted in the driveshaft, ensure
that the drive shaft is not side loaded as this could cause the drive to break.
Refer to the SaCoSone GENSET operating instructions, particularly when set-
ting the tooth clearance on bevel gears. The recommended backlash is 0.003
/ 0.006 inches (0.08 / 0.15 mm) and the bevel gear should be retained by tigh-
tening the nut on the drive shaft with a torque of between 35-40 lbf.ft (48-
54 Nm)
When connecting the fuel control linkage, please refer to the SaCoSone
GENSET operating instructions. The following is a general guide:
• The linkage should be set so that:
The fuel pump is in position “0 mm“ and the index on the actuator must be
in position “0“.
The fuel pump must be in position for 100% engine load and the index on
the actuator must be in position “8“.
• It is essential that all fuel is shut-off somewhere between output position 2
and 0 (this ensures that the engine can be stopped by the actuator).
• Linearity of movement is important and this is achieved by having fuel rack
links and levers at right angles when in mid position (output 5).
• The linkage should move freely, be free of backlash and be designed to give
linearity. If there is a spring link this should not collapse during normal ope-
ration.
6_Installation.fm
Installation
6-1
6-2
Installation
MAN Diesel & Turbo
6_Installation.fm
MAN Diesel & Turbo
7 Filling with oil
The actuator may be filled with oil through the top filler plug. The hydraulic actu-
ator MA 2.035-1 has precision parts and, therefore, oil cleanliness is essential.
Clean around the filler plug before removing it and fill using clean oil passing
through a 100-mesh filter.
The hydraulic actuator has been designed to work using an SAE 30 grade
mineral oil for most applications, but high or low temperatures may dictate a
higher or lower viscosity.
The guidelines are as follows:

• Do use good quality mineral oil with good oxidation stability and anti-foam-
ing properties.
• Do ensure that the correct oil level is maintained.
• Do not use hydraulic oils or those with a high alkaline value
(TBN less than 15).
Filling with oil

7_Filling_with_oil.fm
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Filling with oil
MAN Diesel & Turbo
7_Filling_with_oil.fm
MAN Diesel & Turbo
8 Operation
Hydraulic system
8.1 Hydraulic system
The drive shaft drives the gear oil pump. The oil is transferred to the accumu-
lator. The accumulator is spring loaded and will open the relief hole allowing
excessive oil to be drained to the sump if the oil pressure in the system is 18
bar. The pressurised oil is also transferred to top side of the power piston and
to the pilot valve. Trough an extra set of gear, the pilot valve sleeve is also dri-
ven in order to minimise static friction.
The power piston is of a differential type, that is that the surface at the bottom
side is bigger than the one at the top side. Therefore, applying oil to, or draining
oil from the bottom side of the power piston will make the power piston move
in either upwards or downwards direction.
8.2 Proportional solenoid

The control signal of the electronic governor is connected to the coil. This crea-
tes an electro-magnetic force in the coil assembly. The magnets are in centre
of the coil assembly when the pilot valve is in the lapped position. The bias
spring pushes the pilot valve assembly downwards.
Under steady state conditions the 3 forces in the system - the bias spring
8_Operation.fm
Operation
force, the electro-magnetic force and the force of the magnets themselves -
are in balance. If the current of the control signal is increased, the electro-
magnetic force increases, moving the pilot valve down and oil flows to the
power piston. This causes the power pistons to move up and the output shaft
to rotate to a higher position. Attached to power piston linkage is the feedback
lever which pushes the bias spring downwards.
8-1
MAN Diesel & Turbo
If the output shaft moves to a higher position, the deflection of the bias spring
is reduced and with it the force it applies to the system. If the reduction of the
Proportional solenoid
bias spring force has compensated the initial increase of the electro-magnetic
force, the pilot valve has returned to lapped position again and the power pis-
ton remains stationary.
If the electro-magnetic force is decreased, the power piston and with it the out-
put shaft will move to a lower position, until the bias spring has compensated
for the electro-magnetic force reduction and the pilot valve is in lapped position
again.
8_Operation.fm
Operation
This figure shows a cross section of the actuator. The power piston is located
behind the pilot valve and coil assembly and is therefore not visible.
8-2
MAN Diesel & Turbo
9 Settings
The relation between the control signal current and the actuator output posi-
tion is dependent on the strength of the magnets in the coil assembly and the
setpoint of the bias spring. The strength of the magnets can not be altered on
site as it needs a special charging tool. However the setpoint of the bias spring
can be changed by adjusting the bias spring setpoint screw.
Adjustment of the bias spring setpoint must only be done if the relation is found
not to be correct by measuring the control signal current and comparing this
with the actual output position.
The normal relation between the control signal and the actuator output position
is:
• 250 mAmp for output position 2
• 750 mAmp for output position 8
By adjusting the bias setpoint screw, this setting can be offset. If the set point
screw is turned clockwise, the actuator will run with a higher output position at
the same control signal.
9_Settings.fm
Settings
9-1
MAN Diesel & Turbo
Caution!
If the setting of the bias setpoint screw is being changed while the
actuator is fitted to the engine, the following must be observed.
As the actuator, while it is in operation, is part of a closed loop system, there

will be no visible change of the output position of the actuator. This is because
if the engine load is not changed, the required amount of fuel and thus actuator
output shaft position will not change either.
Therefore, while in close loop, the effect of adjusting the bias setpoint screw is
that the initial change of the actuator position causes the engine speed to in-
or decrease. This is compensated for by the electronic governor in adjusting
the control signal to the actuator.
Because of this, never adjust the bias setpoint screw without measuring the
control signal and observing the load position of the electronic governor. Also
never adjust the actuator setting in order to match the load indication signal to
f.i. the pitch and load control system to the actual engine load.
Caution!
Failing to observe these guidelines may result in offsetting the actua-
tor setting to such extend that the electronic governor becomes out of
control and cannot stop the engine which may overspeed!
9_Settings.fm
Settings
9-2
MAN Diesel & Turbo
10 Maintenance
The hydraulic actuator MA 2.035-1 contains precise specialist parts and requi-
res dedicated test and calibration equipment. If operated correctly, the actua-
tor will provide long service. It is recommended that oil is changed at least
every 6000 hours or when the engine oil is renewed.
If the actuator oil becomes dirty, this indicates the need to replace the drive
shaft oil seal.
In general, every 25,000 running hours an overhaul is required. This should be
undertaken by MAN Diesel & Turbo or an agent appointed and trained by
them. To provide a flexible solution, MAN Diesel & Turbo offers an exchange
program for completely overhauled actuators.
10_Maintenance.fm
Maintenance
10 - 1
Maintenance
10 - 2
MAN Diesel & Turbo
10_Maintenance.fm
MAN Diesel & Turbo
11 MAN servicing options
Services in detail
MAN PrimeServ provides prompt and reliable services to reduce production
downtimes to an absolute minimum. In cooperation with the MAN Service
Engineers and the additional assistance of our worldwide network of authori-
zed service providers we are able to offer local services.
Factory options for servicing this product provided by your local MAN service
provider are available as follows:
Exchange
• Urgent Exchange (24-hour service)
• Normal Replacement
Repair
• Flat Rate Repair
11.1 Services in detail

11.1.1 Exchange service
Urgent Exchange
Exchange is a premium program designed for customers with the need of
immediate service. It allows you to request and receive a replacement unit in
minimum time (usually within 48 hours of the request) assuming that a suitable
unit is in stock.
The flat-rate program includes a MAN product warranty of 1 year.
Normal Replacement
In case of either an expected or planned maintenance this option allows you
to call your Full-Service Distributor for requesting a replacement control unit. If
the unit is available at the time of the call, it can usually be shipped out within
14 days, including a warranty of 180 days.
In both cases we offer you the possibility to return your field control unit (which
is substituted with a like-new replacement) to the Full-Service Distributor within
50 days. Therefore you will get a credit advice. Charges for the Exchange/Re-
placement service are based on a flat rate plus variable shipping expenses.
MAN servicing options
11.1.2 Reparation service
All of our repair hubs offer free diagnosis unless you choose not to complete
11_Servicing_options.fm
the reparation. If the ratio of the reparation value and the replacement value is
not favorable, we will inform you. Depending on the severity of the damage we
will either repair or replace the damaged part.
The repair service fee does not cover replacements of missing or non repai-
rable accessory items, severely abused, corroded or water damaged equip-
ment.
11 - 1
MAN Diesel & Turbo
Option: Flat Rate Reparation Service

Benefits
This program offers you reparation services for your products with the advan-
tage of a convenient standard reparation fee. The main advantage of this op-
tion is the knowledge of your reparation costs in advance. Repair parts are
covered by a 90 day replacement warranty if it is determined that the part failed
due to a manufacturing defect.
11.2 Benefits
Our factory repair services provide the following advantages:
• We only use genuine high quality replacement parts
• Return unit is thoroughly cleaned
• All components are evaluated using factory certified test equipment
• Units are upgraded to current state of the art /actual specifications.
• If necessary the latest software upgrade will be installed.
• Detailed reparation report
• All reparations are warranted
• Reparations are performed by MAN factory-trained technicians
11.3 Before you call...

Please have following information available:
• Model and spec number of the unit
• Article & serial number
• Failure information (fault and alarm codes, descriptions)
• Application which the product is used on
• Available time (Length of time in service)
MAN servicing options
11_Servicing_options.fm
11 - 2
MAN Diesel & Turbo
12 Material declaration
Material declaration
12_Material_Declaration.fm
12 - 1
Material declaration
12 - 2
MAN Diesel & Turbo
12_Material_Declaration.fm
MAN Diesel & Turbo
Service bulletin
Hydraulic actuator MA 2.035-1
Material number ................................ 11.14301-0006 / 11.14301-0007

-1
MAN Diesel & Turbo
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
info-de@mandieselturbo.com

Revision Erstellung Datum Check Datum

1.1 Specht, GMD3-AUG 06.05.2011 Knödler, GMD3-AUG 30.03.2011
-2
MAN Diesel & Turbo
1 Introduction
There have been reports of oil leakage of the hydraulic actuators article no
11.14301-0006 and 11.14301-0007. To overcome this, the design has been
updated.
All actuators with serial number 1129493 and onwards have been supplied to
the latest standard.
For actuators which do suffer from this oil leakage, a service pack has been
made available. This leaflet shows how the parts involved are to be replaced
on site.
The picture below shows the location of the leakage. At the bottom part of the
actuator, there is a gap between the base plate and the front plate.
At this location, there is a pipe from within the base plate into the aluminum
front plate connecting two oil holes.
Introduction
1_Introduction.fm
1-1
MAN Diesel & Turbo
This pipe is sealed within the front plate with Loctite grade 601.
It has been found that there are actuators whose Loctite sealing leaks.
Pipe and front plate have been modified to allow for sealing by means of an
O-ring.
Introduction
1_Introduction.fm
1-2
MAN Diesel & Turbo
2 Contents
The service pack contains the following items:
• Front Plate 1 off.

• Oil transfer pipe long 1 off.
• Oil transfer pipe short 1 off.
• O-ring (fitted on oil pipe) 4 off.
• Gasket 1 off.
• Cap screw M5x25 2 off.
• Copper washer 14 off.
2_Contents.fm
Contents
2-1
MAN Diesel & Turbo
2_Contents.fm
Contents
2-2
MAN Diesel & Turbo
3 Procedure
Warning!
Carefully read the instructions below. Failing to do so may result in
personal injuries and / or severe damage!
• Changing the parts of the actuator must be done by qualified personnel
only.
• Before the work is started:
- The engine must be stationary.
- It must be impossible to start the engine, neither locally nor
remotely.
- The power supply to the engine control system must be switched
off.
• The work involved will take about 30 minutes. During this period, the
engine is out of operation and not available for f.i. emergency power
supply.
Please note that the actuator is part of the engine speed control system and is
a delicate instrument. Before working on the actuator, it must be cleaned from
the outside.
3_Procedure.fm
Procedure
3-1
MAN Diesel & Turbo
3_Procedure.fm
Procedure
Cross section of the actuator indicating the parts to be replaced
3-2
MAN Diesel & Turbo
Warning!
The engine is to be stopped and prevented from starting!
• Switch off the power supply to the Engine Control System!
Drain the oil from the actuator
Remove the cover of the connection box and disconnect both external and in-
ternal wiring. Remove the terminal block.
3_Procedure.fm
Procedure
3-3
MAN Diesel & Turbo
Remove the capscrews from the front plate. Please note the difference in
length.
There are actuators in which the capscrews at position “A” are not present.
However the M5 threaded holes are always present in the casing and in the
gasket.
The new front plate can therefore be fitted with 4 + 10 cap screws.
Remove the front plate from the casing by pulling it off. It may be necessary to
use a screwdriver as illustrated.
3_Procedure.fm
Procedure
3-4
MAN Diesel & Turbo
The front plate removed from the actuator

3_Procedure.fm
Procedure
3-5
MAN Diesel & Turbo
Re-assemble the actuator using the parts from the Service Pack.
The oil pipes are to be fitted in the front plate as shown.
Fit the new gasket and next the front plate against the casing.
Use the supplied copper washers when fitting the capscrews.
For those actuators where the old front plate was secured with 12 cap screws
only ; 2 extra ones are in the Service Pack.
Fit the terminal block and re-connect the wiring. Fit the cover plate of the
connection box.
Re-fill the actuator with oil.
Finished!
3_Procedure.fm
Procedure
3-6
Crankshaft
510/610
MAN Diesel
Description
Crankshaft and Main Bearings 510.01
L21/31
Crankshaft and Main Bearings Vibration Damper
The crankshaft, which is a one-piece forging, is A vibration damper is mounted on the crankshaft
suspended in underslung bearings. The main bea- to limit torsional vibrations. The damper consists of
rings are of the trimetal type, which are coated with a primary and a secondary part. Between these,
a running layer. To attain a suitable bearing pressure groups of leaf spring packs are arranged, which are
and vibration level the crankshaft is provided with clamped at their outer ends.
counterweights, which are attached to the crankshaft
by means of two hydraulic screws. These spring packs form, together with the primary
and secondary members, chambers which are filled
At the flywheel end the crankshaft is fitted with a with oil. If the exterior member vibrates in relation
gear wheel which, through two intermediate wheels, to the inner member, the leaf springs are bent and
drives the camshafts. force oil from one chamber into another, retarding
the relative movement of the two parts and thus
At the front end there is a gear wheel connection for damping the torsional vibration. In order to protect
lub. oil and water pumps. the leaf springs against overloading, their deflection
is limited by buffers.
Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the The elasticity is determined by careful choise of the
main bearings the oil passes through bores in the leaf springs, the damping factor by the gap between
crankshaft to the big-end bearings and then through primary and secondary members.
channels in the connecting rods to lubricate the piston
pins and cool the pistons.
08028-0D/H5250/94.08.12
02.17 - ES0
MAN Diesel
Page 1 (7) Checking of Main Bearings Alignment (Autolog) Edition 13
L21/31

Shut-off fuel oil
Description: Hand tools:
Checking of main bearings alignment (autolog).
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
All indicator valves open.
Related procedure:
Replacement and wearing parts:
Plate no. Item no. Qty. /

08028-0D/H5250/94.08.12
Man power:

Capacity : 2 men
Data:

05.02 - ES0
MAN Diesel
Edition 13 Checking of Main Bearings Alignment (Autolog) Page 2 (7)
L21/31
Procedure
1) Remove the side covers from the crank ca-

sing.
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), page 6 and 7. Fig 1 Placing of dial gauge
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.
08028-0D/H5250/94.08.12
05.02 - ES0
MAN Diesel
L21/31
Deflection of crankshaft in 1/100 mm. (0.01 mm).

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

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

gauge
readings P+S= D 5 -2 4 0 -1 3
Fig 3
Fig 6
C and D should be nearly the same, reading for crank throw 4 to be repeated.
S P
08028-0D/H5250/94.08.12
Y X
Front end view.

"Closing" of the crankthrow is considered Start in position X.
negative. Turn anti clockwise
Fig 7 Fig 8
05.02 - ES0
MAN Diesel
510-01.00 Checking of Main Bearings Alignment (Autolog) Working Card

L21/31
Measurement of crank throw deflections by means of dial indicator (Autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically

opposite crank throw positions, i.e. two positions displa-
ced 180°.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Horizontal deflections of crank throws
Unless otherwise stated the values refer to cold engine.
For new or realigned aggregate Aim for + or – 3/100 mm

Acceptable + or – 5/100 mm
For aggregate in service realignment

is recommended if deflections exceed + or – 8/100 mm
08028-0D/H5250/94.08.12
05.02 - ES0
MAN Diesel

L21/31
Vertical deflection of crank throw nearest flywheel
Flexible coupling between diesel engine and driven machine
- New or recently overhauled engine, nominal + 8/100 - – 24/100 mm
- New or recently overhauled engine, max. + 15/100 - – 27/100 mm
- Operating engine, check alignment immediately + 22/100 - – 30/100 mm
Flexdisc between diesel engine and driven machine
- New or recently overhauled engine, nominal + 8/100 - – 28/100 mm
- New or recently overhauled engine, max. + 15/100 - – 35/100 mm
Vertical deflection of crank throws remaining
Rigid and flexible coupling between diesel engine and driven machine
- New or recently overhauled engine, nominal + or – 8/100 mm
- New or recently overhauled engine, max. + or – 15/100 mm
- Operating engine, check alignment immediately + or – 22/100 mm

08028-0D/H5250/94.08.12
Flexdisc between diesel engine and driven machine
- New or recently overhauled engine, nominal + or – 8/100 mm
- New or recently overhauled engine, max. + or – 15/100 mm
- Operating engine, check alignment immediately + or – 22/100 mm
05.02 - ES0
MAN Diesel
510-01.00 Checking of Main Bearings Alignment (Autolog) Working Card

L21/31
Process/Proces I.D. no.
Plant/Anlæg Page of/Side af
Engine Type/Motortype Engineer/Operatør Date/Dato
Instruction/Instruktion
Top
Right side Left side
Bottom end/ Bottom start/

1/100 mm Bund slut Bund start
Right side
Cyl. no 1 2 3
Left side
Remarks/Bemærkninger
08028-0D/H5250/94.08.12
05.02 - ES0
MAN Diesel
L21/31
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prøvehal Cold/Kold

Condition
On board/Om bord Warm/Varm
Teststed/
Tilstand Plant/Maskinhal
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Left side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
alignment.
08028-0D/H5250/94.08.12
Left side - Right

side or P - S = H
Check on gauge
readings.
T+B= C
P+S= D
05.02 - ES0
MAN Diesel
Page 1 (4) Inspection of Main and Guide Bearing Shells Edition 09
L21/31

Shut-off fuel oil 52001 036 (Extra tool)
Description
Dismantling, inspection and/or replacement and

mounting of main and guide bearing shells.
Engine out of operation Allen key, 12 mm

Socket spanner, 36 mm
Lead hammer
Silastene
Copaslip/Molycote
Related procedure
Criteria for replacement of bearings, 506-01.16


08028-0D/H5250/94.08.12

Capacity : 2 men
Data

07.08 - ES0
MAN Diesel
Edition 09 Inspection of Main and Guide Bearing Shells Page 2 (4)
L21/31
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) Turn the engine until the crank is in a convenient

possition for carrying out the work.
3) Install the hydraulic tool on the side bolts for

the main bearing cap to be lowered. Loosen
and remove the nuts (1), see fig 1. Leave the
rods in to avoid that the main bearing cap
drops down when removing the nuts for the
main bearing cap.
Fig 2 Installing lifting tool on main bearing cap

Fig 1 Hydraulic tools mounted on tie rods
4) Install the hydraulic tool on the tie rods for the 8) Press the tool for turning the upper bearing
main bearing cap inside the crankcase. Loosen half out into the lubricating oil bore in the crank
and remove the nuts (2), see fig 1. journal, see fig 3.
5) Install the tool for the main bearing cap, see 9) Turn the upper bearing half out by turning the
08028-0D/H5250/94.08.12
fig 2 crankshaft.
6) Lower the main bearing cap by using a lead

hammer. Mounting of Main Bearing
Note: Take care not to drop the thrust rings
into the oil pan when dismantling the 2 aft main 10) Carefully wash the new bearing in diesel oil to
bearing caps. remove the preservation.
7) Remove the lower bearing shell from the bear-

ing cap.
07.08 - ES0
MAN Diesel
Page 3 (4) Inspection of Main and Guide Bearing Shells Edition 09
L21/31
Bearing
shell
Frame
In-line
Tool
Fig 4 Using turning-out tool

Handle to be removed
before turning the engine
Fig 3 Using turning-out tool
11) Add oil to the bearing surface of the upper 15) Lift the bearing cap into position by means of
bearing shell and slide it by hand into position the tool and screw the cross stud in by hand.
as far as possible. Make sure that the bear- Add some liquid sealing compound to the nuts
ing is placed in the middle of the longitudinal to seal against the frame and screw on the nuts
direction of the bearing bore. but do not tighten.
12) If the bearing cannot be brought into correct 16) Fit the nuts on the tie rods for the main bearing
position by hand, the tool for turning out the cap in the crankcase.
bearing can be used to turn in the bearing.
Make sure the joint faces of the bearing shell 17) The lifting tool for the main bearing cap can
and the frame are in line, see fig 4. now be removed.
08028-0D/H5250/94.08.12
13) Add oil to the bearing surface of the lower 18) Install the hydraulic tools on the side bolt
bearing shell and place it in the main bearing and tighten with a pressure according to
cap. Make sure the joint faces of the bearing Description 500.40, group 012-2, step 1.
shell and the bearing cap are in line.
19) Install the hydraulic tool on the tie rods for
14) Add molykote paste to the surface around the the main bearing cap in the crankcase and
hole for the side bolts on the main bearing tighten with a pressure according to Descrip-
cap. tion 500.40, group 012-1.
07.08 - ES0
MAN Diesel
Edition 09 Inspection of Main and Guide Bearing Shells Page 4 (4)
L21/31
20) Release the pressure completely and rise the

pressure once again.

tools
22) The hydraulic tool on the side bolt is now

tighten with a pressure according to Descrip-
tion 500.40, step 012-2.

tools.
Dismantling of axial bearing
The crankshaft axial bearing is located in the two

last main bearing caps of the engine. Both thrust
ring halves are identical.
Check or replacement of the thrust rings is carried out,

when checking or replacing the aft main bearings.
Fig 5 Guide bearing
Before lowering the aft main bearing caps, as de-

scribed 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
ring halves.
24) When lowering the main bearing cap, care

must be taken that the thrust ring half do not
drop into the oil pan.
Installation of axial bearing
25) Add some grease to the back of the thrust

rings halves and place the thrust rings halves
on the main bearing cap. Make sure the guide
flaps are located in the grooves machined in
08028-0D/H5250/94.08.12
the bearing cap.
26) Lift the bearing cap and assemble as described

under "Mounting of main bearing".
07.08 - ES0
MAN Diesel

Page 1 (6) Vibration Damper Edition 07
L21/31

Shut-off fuel oil
Inspection
Starting position
Related procedure
Working time : x hours Plate no Item no Qty /

08028-0D/H5250/94.08.12
Capacity : 1 man
See plate 51004
Data

03.40 - ES0
MAN Diesel
Edition 07 Vibration Damper Page 2 (6)
L21/31
- Grease carefully all O-rings (850 ,851) and
Damper dismounting
the appropriate grooves with Klüber PETAMO
GHY 133N or equivalent
- Withdraw the crankshaft bolts (do not remove
- Insert O-rings (850 and 851) into the appropri-
them)
ate grooves in flange (5) and side plate (7)
- Mount the lifting appliances (730) onto the
- Coat inner-star (9) running surface of O-ring
damper and suspend the damper on the
(850) carefully with Klüber PETAMO GHY 133N
crane.
paste or equivalent
- Remove the crankshaft bolts
- Coat rest of inner-star (9) with ANTICORIT
- Insert forcing bolts into the damper inner
OHK 380A or equivalent
star (9) and push back the damper from the
- Apply MOLYKOTE 1000 paste or equivalent to
crankshaft flange slowly and evenly
the threads of the damper main bolts (750)
Attention ! Do not damage or injure the centering
Assembly
shoulders and sealing surfaces during dismount-
- Place flange plate (5) onto the centering table
ing !
(O-rings are visible)
- Rest damper onto lateral plate (5). (damper
- Place spring assembly (1, 2, 3) onto the flange
centre line vertical)
plate (5)
- Insert inner-star (9)
Disassembly of the damper
- Place lateral plate (7) onto spring assembly
Attention ! Open damper main bolts (750) only (1, 2, 3)
if it is required (e.g. for a total spring inspection) - Center flange plate (5), spring assembly (1,
The concentricity setting of the damper outer 2, 3) and lateral plate (7) according to the per-
member will be lost, if no centering shoulders missible concentricity values as stated on Fig 1.
exist between the spring assembly (1,2,3) and
lateral plates (5, 7) NOTE ! An excess of 30% of the stated circularity
value is still permissible, if no unbalance problems
- Rest damper onto lateral plate (5). (damper
arise from that.
centre line vertical)
- Remove damper main bolts (750)
- Apply enough LOCTITE (type see assembly
- Remove lateral plate (7)
drwg.) onto both sides of the disk spring
- Remove spring assembly (1, 2, 3)
(810).
- Remove inner star (9)
Now a complete inspection of the damper can Attention ! The disk springs (810) and the apro-
be carried out. priate seat-engaging surfaces must be dry and
free of grease (oil)
Attention ! The exchange of damaged or worn
spring packs(1) requires dismounting and refit- - Mount the damper main bolts (750) according
ting of the clamping ring (3). Such work is to be to the following mounting instructions:
carried out only at the manufacturer’s works or
by a Geislinger service specialist - Surfaces must be cleaned (degreased).
- Enough specified Loctite must be applied to
08028-0D/H5250/94.08.12
both sides of all marked disc springs (wash-

Assembly of the damper
ers), see Fig 1.
- Tighten bolts according to table (tolerance
Preparations prior to assembly
+10%).
- Clean every single part carefully.
Attention! Values for tightening torques or initial
Attention ! All oil supply and venting holes must
tightening torques are valid only if the stated
be clean and free of dirt
thread and disc spring treatment according to
- Exchange all seals (O-rings...)
table is applied!
- Exchange all disc springs (810) of the damper
main bolts (750)
03.40 - ES0
MAN Diesel
L21/31
If twist angle is stated:
· Apply enough LOCTITE 243 onto both sides
- Tighten bolt until disc spring rests just flat on of the disk springs (810) and mount the damper main
flange or with stated initial tightening torque. bolts (750)
- Then turn bolt head further through the stated Check the concentricity settings (Repeat the as-
twist angle. sembly of the damper outer member again if the
permissible concentricity values are exceeded.
Twist angle Thread Disc spring
42° Molycote Loctite 243

Inspection
- Check the concentricity settings, see Fig 1 Oil quality / engine oil change
again.
Check the oil quality at regular intervals. Bad oil
Attention ! An excess of 30% of the stated quality or a water mix - especially seawater - with
circularity value is still permissible, if no unbal- the engine oil can cause damage to the damper.
ance problems arise from that. Exceeding this That reduces the life time of the damper rapidly.
limit requires remounting and correction to obtain
better values. Carry out the required activities according to chapter
14 if bad oil quality is present or an oil change is to
Remove damper main bolts (750) be carried out.
· Exchange disc springs (810) and clean the

apropriate seat-engaging surfaces. All seat-engaging
surfaces must be dry and free of grease (oil))
0.2 C
0.1 C
Loctite
Item
08028-0D/H5250/94.08.12
No
Fig 1 Damper
03.40 - ES0
MAN Diesel

L21/31
Total inspection of the damper
0.1 x d
Carry out a total inspection according to the
- given inspection intervals
- and the inspection instructions
Permissible wear of the damper items
O-ring d
The total wear must not exceed 10 % of the rope

diameter „d“ (see fig 2). Fig 2 O-ring
The total wear is the sum of

- the wear of the O-ring
- the depth of the run-in grooves on inner star
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
spring assembly). ● disassemble damper outer member
● clean all parts, especially oil supply.- and ● service or replacement of spring packs and
venting holes. inner star, see Fig 3
● replace all accessible rubber seal rings.
● replace all disc springs and lockwashers of ATTENTION !
the dismounted bolts. A disassembly of the damper outer member is to
● check the permissable wear according to be carried out by a Geislinger service station or by
"Permissible wear of the damper items. Geislinger
parts which are exposed to wear may have to
be refurbished or exchanged if required
If an inspection should show that more than 50% of the wear limits have been consumed wi-
08028-0D/H5250/94.08.12
thin one inspection interval 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 orde-
ring of spare parts in time !
03.40 - ES0
MAN Diesel

L21/31
+ the depth of the run-in grooves on the lat- The further the measuring wedge can be pressed
eral plates ( 5 or 7 ) between the spring blades the greater is the wear of
the inner star groove and the spring blades.
- O-Ring nominal diameter d = 8 mm
NOTE: Half wedge length means half wear, three-
Inner star groove - inner ends of the spring quarters wedge length means three-quarters wear,
blades and so on.
Replace inner star and spring packs if the measuring
The total wear – inner star groove / inner ends of spring
wedge can be pressed between the spring blades
blades - must not exceed the value „w“ as stated in
over the total wedge length.
Fig 5.
Testing tool
Operating Conditions
A measuring wedge is to be used as a testing tool.The
- Required oil pressure at oil inlet of damper:
measuring wedge is to be produced by the customer
according to torsional vibration calculation
if no measuring wedge is supplied by Geislinger.
- Permissible ambient temperature:-
Use the following sketch to produce a measuring
20°C bis 120°C
wedge.
The thickness of the central shim, the wear dimen- measuring wedge
spring pack
sion „w“ and the width of the measuring wedge „B“
are stated on in Fig 5.
Measuring wear
Measure approximately every fourth spring pack
Place the measuring wedge between the inner

inner star
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 Fig 3 Measuring wear
the spring tips rest on both groove faces.
08028-0D/H5250/94.08.12
Fig 4 Testing
03.40 - ES0
MAN Diesel
L21/31
Trouble Shooting
Inspection condition Corrective measure
Pressure oil supply with the prelubricating Dismount damper; check oil supply holes on
pump; No oil escapes from one or more ventig the damper and on the crankshaft; free oil
holes. discharge must be guaranteed.
Total wear of the O-ring (850) does not exceed Exchange O-ring(s); smooth and polish the
the permissible value of wear. run-in grooves
Total wear of the O-rings (850) exceeds the Exchange O-ring(s) and exchange or repair
permissible value of wear. worn parts. (Clarify repair with Geislinger or a
Geislinger service station).
The total wear at the spring tips (engagement Exchange inner star (9) and spring assembly
with inner star grooves) exceeds the permissi- (1, 2, 3).
ble value "w" (see Fig 5).
Bad oil quality / oil change or higher water con- Remove venting screw /756) (if existing).
tent in the engine oil as permitted. Drain damper totally (drain hole in 6 o'clock
Effect: no damage to the engine bearings. position).
Fill up damper with fresh engine oil and drain
damper again; repeat flushing several times.
Bad oil quality or higher water content in the Carry out a 28.000 - 30.000 service hours
engine oil as permitted. inspection according to "Total inspection of the
Effect: damage to the engine bearings. damper".
Type w a B
D69/1 0,46 3,3 12

D69/4 0,68 4,65 9
D69/5 0,42 1,5 9
D69/6 0,42 1,5 9
D69/7 0,62 4,24 10
08028-0D/H5250/94.08.12
D 69/8 0,68 4,74 10
D75/1 0,44 1 12
D75/2 0,52 2 12
D75/4 0,44 1 12
D75/5 0,48 1,5 12
Fig 5 Wear of springs and inner star groove
03.40 - ES0
MAN Diesel
Plate
Page 1 (2) Crankshaft 51001-14
L21/31
128
129
190
021
033
116
045
129 057
069
Plugs, 070
see plate 51004
141 104
094 082
08028-0D/H5250/94.08.12
07.47 - ES0
MAN Diesel
Plate
51001-14 Crankshaft Page 2 (2)
L21/31
Item Item
021 1/E Crankshaft Krumtap.

and 224 and 224
033 1/E Crankshaft Krumtap.

and 224 and 224
045 1/E Crankshaft, Krumtap.

and 224 and 224

and 224 and 224

and 224 and 224
082 4/C Nut Møtrik
094 4/C Screw Skrue
104 2/C Counterweight Kontravægt
116 Plug screw Propskrue

129 /I Loctite Loctite
141 2/C Spring pin Fjederstift
190 1/E Gear wheel Tandhjul

08028-0D/H5250/94.08.12
07.47 - ES0
MAN Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 51003-11
L21/31
010 129 071

022
034
046
058
117
095 083
08028-0D/H5250/94.08.12
Crankshaft, see Plate 51001
03.05 - ES0
MAN Diesel
Plate
51003-11 Flywheel with Gear Rim Page 2 (2)
L21/31
Item Item
010 1/E Flywheel, Svinghjul





071 36/E Bolt Bolt
083 1/E Toothed rim Tandkrans
095 16/E Screw Skrue
129 36/E Disc Skive
08028-0D/H5250/94.08.12
03.05 - ES0
MAN Diesel
Plate
Page 1 (2) Vibration Damper with Attachment 51004-12
5L21/31
1000 rpm
Crankshaft
see plate 51001
090
100
041
016
112
028
08028-0D/H5250/94.08.12
053
05.46 - ES0
MAN Diesel
Plate
51004-12 Vibration Damper with Attachment Page 2 (2)
5L21/31
1000 rpm
Item Item
016 1/E Vibration damper Svingningsdæmper
028 1/E Spur gear Tandhjul
041 14/E Stud screw Tapskrue
053 14/E Nut Møtrik
090 2/E Closing screw Låseskrue
100 /I Glue Lim
112 2/E Screw Skrue
08028-0D/H5250/94.08.12
05.46 - ES0
MAN Diesel
Plate
5L21/31
900 RPM
Crankshaft
see plate 51001
090
100
041
016
112
028
08028-0D/H5250/94.08.12
053
05.46 - ES0
MAN Diesel
Plate
5L21/31
900 RPM
Item Item
100 /I Glue Lim
112 2/E Screw Skrue
08028-0D/H5250/94.08.12
05.46 - ES0
MAN Diesel
Plate
6L21/31
Crankshaft
see plate 51001
090
100
041
016
112
028
08028-0D/H5250/94.08.12
053
05.46 - ES0
MAN Diesel
Plate
6L21/31
Item Item
100 /I Glue Lim
112 2/E Screw Skrue
08028-0D/H5250/94.08.12
05.46 - ES0
MAN Diesel
Plate
7+8L21/31
Crankshaft
see plate 51001
090
100
041
016
112
028
08028-0D/H5250/94.08.12
053
05.46 - ES0
MAN Diesel
Plate
7+8L21/31
Item Item
100 /I Glue Lim
112 2/E Screw Skrue
08028-0D/H5250/94.08.12
05.46 - ES0
MAN Diesel
Plate
9L21/31
Crankshaft
see plate 51001
090
100
041
016
112
028
08028-0D/H5250/94.08.12
053
05.46 - ES0
MAN Diesel
Plate
9L21/31
Item Item
100 /I Glue Lim
112 2/E Screw Skrue
08028-0D/H5250/94.08.12
05.46 - ES0
MAN Diesel
Plate
L21/31
Crankshaft
see plate 51001
090
100
041
016
112
028
08028-0D/H5250/94.08.12
053
06.10 - ES0 - 220kW

MAN Diesel
Plate
L21/31
Item Item
100 /I Glue Lim
112 2/E Screw Skrue
08028-0D/H5250/94.08.12
06.10 - ES0 - 220kW

Engine frame/Oil pan
511/611
MAN Diesel
Description
Engine Frame and Base Frame 511.01
L21/31
Engine Frame The main bearings for the underslung crankshaft

are carried in heavy supports by tierods, and are
The monobloc cast iron engine frame is designed secured with the bearing caps. These are provided
to be very rigid. All the components of the engine with side guides and held in place by means of studs
frame are held under compression at stress. The with hydraulically tightened nuts. The main bearing
frame is designed for an ideal flow of forces from is equipped with replaceable shells which are fitted
the cylinder head down to the crankshaft and gives without scraping.
the outer shell low surface vibrations.
On the sides of the frame there are covers for ac-
Two camshafts are located in the engine frame. cess to the camshafts and crankcase. Some covers
The valve camshaft is located on the exhaust side are fitted with relief valves which will operate if oil
in a very high position and the injection camshaft is vapours in the crankcase are ignited (for instance in
located on the service side of the engine. the case of a hot bearing).
Base Frame
The engine and alternator are mounted on a rigid

base frame. The alternator is considered as an in-
tegral part during engine design. The base frame,
which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.
08028-0D/H5250/94.08.12
Fig 1 Engine frame.
Fig 2 Main bearings.
02.09 - ES0
MAN Diesel
Page 1 (2) Functional Test of Crankcase Safety Relief Valves Edition 07
L21/31
Stopped engine Plate no Item no Note.

Shut-off fuel oil
Press buttom (Blocking - Reset)
Functional test of crankcase safety relief val-

ves.
Starting position
Related procedure
Working time : 1/4 hour Plate no Item no Qty/

08028-0D/H5250/94.08.12
Capacity : 1 man
51106 237 1/cover
51106 490 4/relief valve
Data 51106 524 4/relief valve
51106 740 1/relief valve
06.46 - ES0
MAN Diesel
511-01.00 Functional Test of Crankcase Safety Relief Valves

Working Card
L21/31
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.
Relief
valve
When Painting
When painting the engine, take care not to block up

the safety relief valves with paint.
Check of Opening Pressure Cover
To check the proper opening pressure, proceed as

follows:
1) Remove the relief valve cover from the engi-

ne.
Fig 1 Cover with safety relief valve
2) Place the cover on the floor with the pressure
area upwards.
3) Apply a weight at 6 kg on the pressure area.
The relief valve must open under this pres-

sure.
4) Remount the relief valve cover of the engine.
If the safety relief valves are actuated, the

engine must be stopped immediately, and it
must not be restarted until the cause is detected
and the fault is fixed, see also description
503.04, Ignition in Crankcase.
08028-0D/H5250/94.08.12
06.46 - ES0
MAN Diesel
Plate
Page 1 (4) Frame with Main Bearings 51101-21
L21/31
194 312
731 780 265 228
718 182 432 062
706 444 074
098 743 527
108 074
121 432
133 444
145 049
647 792 397
743 802 407
660 444
588 672 432
779 863+
576 875+
743 216
696 228
684 540 312
539 515
767 503
552 456 241
049
241 253 242
672 814
242 254 468 204
660 826
204 493 157
659
08028-0D/H5250/94.08.12
169 481 086

743
086
+ For main bearing

monitoring, see
plate 50961 468 169
493
253
481
254
08.22 - ES0 - GenSet
MAN Diesel
Plate
51101-21 Frame with Main Bearings Page 2 (4)
L21/31
277
289 049
049
290
300
838
851
838
851 444
049 432 08028-0D/H5250/94.08.12
GenSet - 08.22 - ES0

MAN Diesel
Plate
Page 3 (4) Frame with Main Bearings 51101-21
L21/31
Item Item
049 9/E Cylindrical pin Cylindrisk stift 228 Nut Møtrik

062 4/C Tie rod Stavbolt 40/E 6 cyl. engine 6 cyl. motor
074 8/C O-ring O-ring 52/E 8 cyl. engine 8 cyl. motor
086 Nut Møtrik
14/E 5 cyl. engine 5 cyl. motor 241 Main bearing Hovedlejeskal
16/E 6 cyl. engine 6 cyl. motor shell 2/2, Miba 2/2, Miba
098 1/E Frame, 5 cyl. engine Stativ, 5 cyl. motor 11/E 9 cyl. engine 9 cyl. motor
108 1/E Frame , 6 cyl. engine Stativ, 6 cyl. motor 242 Main bearing Hovedlejeskal
shell 2/2, Daido 2/2, Daido
157 1/C Main bearing cap Hovedlejedæksel 253 2/E Thrust bearing ring, Tryklejering,
Miba Miba
169 2/E Main bearing cap, Hovedlejedæksel,
axial aksial 254 2/E Thrust bearing ring, Tryklejering,
Daido Daido
182 Tie rod Stavbolt
12/E 5 cyl. engine 5 cyl. motor 265 O-ring O-ring
194 Crown nut Kronemøtrik
12/E 5 cyl. engine 5 cyl. motor 277 5/C Nut Møtrik
16/E 7 cyl. engine 7 cyl. motor 289 5/C Stud Tap
20/E 9 cyl. engine 9 cyl. motor 290 O-ring O-ring
204 Cylindrical pin Cylindrisk stift 7/E 6 cyl. engine 6 cyl. motor
13/E 9 cyl. engine 9 cyl. motor 300 Plug screw Propskrue
216 Cross bolt Krydsbolt 7/E 6 cyl. engine 6 cyl. motor
08028-0D/H5250/94.08.12
08.22 - ES0 - GenSet

MAN Diesel
Plate
51101-21 Frame with Main Bearings Page 4 (4)
L21/31
Item Item
312 Protecting cap Beskyttelsehætte 659 1/E Cover Dæksel

40/E 6 cyl. engine 6 cyl. motor 660 14/E Spring washer Fjederskive
52/E 8 cyl. engine 8 cyl. motor 672 14/E Screw Skrue
684 3/E Screw Skrue
397 Seal ring Tætningsring
6/E 5 cyl. engine 5 cyl. motor 696 3/E Lock washer Låseskive
8/E 7 cyl. engine 7 cyl. motor 706 1/E Cover Dæksel
10/E 9 cyl. engine 9 cyl. motor 718 9/E Thrust washer Trykskive
407 Plug screw Propskrue 731 9/E Screw Skrue

7/E 6 cyl. engine 6 cyl. motor 743 /I Packing-silicone Packing-silicone
8/E 7 cyl. engine 7 cyl. motor paste paste
10/E 9 cyl. engine 9 cyl. motor 767 1/E Spray nozzle Dyse
432 4/E Plug screw Propskrue 779 2/E Expander Prop
444 4/E Seal ring Tætningsring 780 /I Loctite 542 Loctite 542
456 2/E Tie rod Stavbolt 792 1/E Distance bush Afstandsbøsning
468 4/E Ledge Beslag 802 Bearing bush Lejebøsning

481 4/E Screw Skrue 7/E 6 cyl. engine 6 cyl. motor
493 4/E Lock washer Låseskive 9/E 8 cyl. engine 8 cyl. motor
814 1/E Distance bush Afstandsbøsning
826 Bearing bush Lejebøsning
527 Ring Ring 6/E 5 cyl. engine 5 cyl. motor
838 2/E Washer Skive
539 1/E Cover Dæksel
851 2/E Plug Prop
863 Plug screw Propskrue
552 1/E Retaining ring Sikringsring 21/E 5 cyl. engine 5 cyl. motor
564 1/E Closing cover Dæksel 27/E 7 cyl. engine 7 cyl. motor
08028-0D/H5250/94.08.12

576 1/E Cover Dæksel 33/E 9 cyl. engine 9 cyl. motor
588 1/E O-ring O-ring 875 /I Loctite 243 Loctite 243
GenSet - 08.22 - ES0

MAN Diesel & Turbo
Plate
Page 1 (2) Front End Box 51103-27
L21/31
744 636 516

756 504
636 636
636
109 504
099 516
433 134
099 122
110
636
720 624
732 229 134
720 122
408 099
398 038
408 624 026
229 038
014 470 099
482 565
577 624 577
732 565 229
720
624
612 229
732 600
720 134
793 122
803 051
08028-0D/H5250/94.08.12
099 099
781 439
301
732 636 038
720 195 205 099
386 183
732
720

MAN Diesel & Turbo
Plate
51103-27 Front End Box Page 2 (2)
L21/31
Item Item
014 1/E Front end box Front end box 636 8/E Thrust piece Trykstykke
026 2/E Cover Dæksel 720 7/E Closing screw Låseskrue
038 12/E Screw Skrue 732 7/E O-ring O-ring
051 3/E Washer Skive 744 2/E Plug screw Propskrue
099 23/E Locking spring Låsefjederskive 756 2/E Packing ring Pakningsring
washer
781 4/E Screw Skrue
110 2/E Screw Skrue
195 1/E Expander Prop
229 /I Loctite 638 Loctite 638
301 /i Glue Lim
349 3/E Screw Skrue
386 6/E Screw Skrue
398 1/E Intermediate piece Mellemstykke
433 2/E Screw Skrue

08028-0D/H5250/94.08.12
612 4/E Screw Skrue

MAN Diesel & Turbo
Plate
Page 1 (2) Front End Box 51103-28
L21/31
744 636 516

756 504
636 636
636
109 504
099 516
433 134
099 122
110
636
720 624
732 229 134
720 122
408 099
398 038
408 624 026
229 038
014 470 099
482 565
577 624 577
732 565 229
720
624
612 229
732 600
720 134
793 122
803 051
08028-0D/H5250/94.08.12
099 099
781 439
301
732 636 038
720 205 099
386 183
732
720

MAN Diesel & Turbo
Plate
51103-28 Front End Box Page 2 (2)
L21/31
Item Item
014 1/E Front end box Front end box 720 7/E Closing screw Låseskrue
026 2/E Cover Dæksel 732 7/E O-ring O-ring
038 12/E Screw Skrue 744 2/E Plug screw Propskrue
051 3/E Washer Skive 756 2/E Packing ring Pakningsring
099 23/E Locking spring Låsefjederskive 781 4/E Screw Skrue

washer
110 2/E Screw Skrue
301 /i Glue Lim
349 3/E Screw Skrue
386 6/E Screw Skrue
433 2/E Screw Skrue

08028-0D/H5250/94.08.12
612 4/E Screw Skrue
636 8/E Thrust piece Trykstykke

MAN Diesel & Turbo
Plate
Page 1 (2) Main Bearing 51104-01
L21/31
021
11.35 - ES0 - Daido - over size +1 mm

MAN Diesel & Turbo
Plate
51104-01 Main Bearing Page 2 (2)
L21/31
Item Item
021 1/C Main bearing shells Hovedlejeskaller
Qty/I = Qty/Individual Qty/I = Qty/Individuelt
11.35 - ES0 - Daido - over size +1 mm

MAN Diesel & Turbo
Plate
Page 1 (3) Covers on Frame 51106-35
L21/31
524 441
512
453
740
490
500
884
166
250
249
154
249
250
225
298
286 237
237 249
5 cyl.
250
6 cyl.
274
7 cyl. 249
8 cyl. 262 201
9 cyl. 249 250
250
When ordering cover for
crankshaft with relief valve,
please see diagram with covers.
12.35 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51106-35 Covers on Frame Page 2 (3)
L21/31
For covers on frame,

see plate 51106
166
250
249
154
250
249
201
178
237
For governor and

governor drive,
274 see plate 50901
249
308
250
12.35 - ES0 - Tier II

MAN Diesel & Turbo
Plate
L21/31
Item Item
154 2/C Cover Dæksel 524 6/D Washer Skive
166 2/C O-ring O-ring 740 1/D O-ring O-ring
178 1/E Cover Dæksel 884 /I Loctite Loctite
201 Cover Dæksel

225 Cover with Dæksel med

relief valve reliefventil
249 Screw Skrue

250 Washer Skive

441 1/D Cover Dæksel
453 1/D Relief valve Sikkerhedsventil
490 6/D Disc Skive
500 6/D Stud Tap
512 6/D Self locking nut Låsemøtrik
Qty/D = Qty/Cover Qty/D = Qty/Dæksel
12.35 - ES0 - Tier II

MAN Diesel & Turbo
Plate
L21/31
404
250
776

see plate 51106
For governor and
governor drive,
see plate 50901
12.37 - ES0
MAN Diesel & Turbo
Plate
L21/31
Item Item
404 1/C Cover Dæksel
776 4/C Screw Skrue
12.37 - ES0
MAN Diesel & Turbo
Plate
L21/31
512 524 441

896
453
740 906
490
918
500
931 884
Oil splash,
see plate 50962
166
250
249
154
249
250
225
298
286 237
237 249
5 cyl.
6 cyl.
250
7 cyl.
274
8 cyl. 249
9 cyl. 262 943
249 250
When ordering cover for 250
crankshaft with relief valve,
please see diagram with covers.
12.38 - ES0 - Tier II - oil splash

MAN Diesel & Turbo
Plate
L21/31

see plate 51106
166
250
249
154
250
249
201
178
237
For governor and

governor drive,
274 see plate 50901
249
308
250

MAN Diesel & Turbo
Plate
L21/31
Item Item
154 2/C Cover Dæksel 524 6/D Washer Skive
166 2/C O-ring O-ring 740 1/D O-ring O-ring
178 1/E Cover Dæksel 884 /I Loctite Loctite
201 Cover Dæksel 896 1/D Plate Plade

5/E 6 cyl. engine 6 cyl. motor 906 2/D Screw Skrue
7/E 8 cyl. engine 8 cyl. motor 918 1/D Nut Møtrik
931 1/D Screw Skrue
225 Cover with Dæksel med
relief valve reliefventil 943 Cover Dæksel
249 Screw Skrue

250 Washer Skive

441 1/D Cover Dæksel
453 1/D Relief valve Sikkerhedsventil
490 6/D Disc Skive
500 6/D Stud Tap
512 6/D Self locking nut Låsemøtrik

MAN Diesel
Plate
Page 1 (2) Base Frame 51111-06
L21/31
08028-0D/H5250/94.08.12
06.11 - ES0
MAN Diesel
Plate
51111-06 Base Frame Page 2 (2)
L21/31
Item Item
018 1/E Base frame, Bundramme,





08028-0D/H5250/94.08.12
06.11 - ES0
Turbocharger
512/612
MAN Diesel & Turbo
Description
Turbocharger System 512.01
L21/31
P7
(see compressed air diagram)
Compressed air - inlet
M7
optional
Fig 1 Diagram for combustion air system
Turbocharger System water is passed through the second stage. At each

stage of the cooler the water is passed two times
The turbocharger system of the engine, which is a through the cooler, the end covers being designed
constant pressure system, consists of an exhaust with partitions which cause the cooling water to turn.
gas receiver, a turbocharger, a charge air cooler and
a charge air receiver. As optional a water mist catcher can be placed after
the air cooler.
The turbine wheel of the turbocharger is driven by
the engine exhaust gas, and the turbine wheel drives From the exhaust valves, the exhaust gas is led
the turbocharger compressor, which is mounted on through to the exhaust gas receiver where the
the common shaft. The compressor draws air from pulsatory pressure from the individual cylinders is
the engine room through the air filters. equalized and passed on to the turbocharger as
constant pressure, and further to the exhaust outlet
The turbocharger forces the air through the charge and silencer arrangement.
air cooler to the charge air receiver. From the char
ge air receiver the air flows to each cylinder through The exhaust gas receiver is made of pipe sections,
the inlet valves. one for each cylinder, connected to each other by
means of compensators to prevent excessive stress
The charge air cooler is a compact two-stage tube in the pipes due to heat expansion.
-type cooler with a large cooling surface. The high
temperature water is passed through the first stage To avoid excessive thermal loss and to ensure a
of the charge air cooler and the low temperature reasonably low surface temperature the exhaust gas
receiver is insulated.
11.30 - ES0 - Tier II

MAN Diesel
Description Cleaning the Turbocharger In Service 512.05

Page 1 (1)
Water Washing of Compressor Edition 01
General
Compressor Chemical cleaning will not improve the cleaning

process as this primarily is based on the mechanical
Fouling of the airways depends primarily on the pu- effect from the impact of the water droplets.
rity of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i.e. mainly Certain types of fluid solvents can give formation
of the gas and oil tightness of the engines and on the of deposits on the compressor wheel, and should
fresh air ventilation system of the engine room. under no circumstances be used.
Fouling of air filter, compressor or charging air cooler The intervals between cleaning by injection of water
may be observed as changes in performance para- should be adjusted after assessing the degree and
meters: rate of fouling in the particular plant, i.e. based on
observations and experience.
- Decreasing charging air pressure.
- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of airways may even result in
compressor surge.
Regular cleaning during operation by injection of

water before the compressor wheel will reduce the
fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for
mechanical cleaning.
94.26 - ES0U-G
MAN Diesel
Description Cleaning the Turbocharger in Service 512.10

Page 1 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
Description Cleaning System
The tendency to fouling on the gas side of turbo- The cleaning system consists of a cleaning agent
chargers depends on the combustion conditions, container (2) with a capacity of approx. 0.5 liters and
which are a result of the load and the maintenance a removable cover. Furthermore the system consists
condition of the engine as well as the quality of the of an air valve (3), a closing valve (1) and two snap
fuel oil used. on connectors.
Fouling of the gas ways will cause higher exhaust The position numbers (2) and (3) indicate the system's
gas temperatures and higher wall temperatures of "blow-gun". Only one "blow-gun" is used for each
the combustion chamber components and will also engine plant. The blow-gun is working according to
lead to a higher fuel consumption rate. the ejector principle with pressure air (working air)
at 5-7 bar as driven medium. Injection time approx.
Tests and practical experience have shown that radi- 2 min. Air consumption approx. 5 Nm3/2 min.
al-flow turbines can be successfully cleaned by the
dry cleaning method.
This cleaning method employs cleaning agents con-

sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of wor-

king air with a pressure of 5-7 bar.
On account of their hardness, particularly suited

blasting agents such as nut-shells, broken or artifi-
cially shaped activated charcoal with a grain size of
1.0 mm to max. 1.5 mm should be used as cleaning
agents.
1 Closing valve 2 Container
The solid bodies have a mechanical cleaning effect 3 Air valve 4 working air inlet
which removes any deposits on nozzle vanes and 5 Exhaust pipe 6 Snap coupling
turbine blades.
Fig 1 Arrangement of dry cleaning of turbocharger - Turbine
Dry cleaning can be executed at full engine load and
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Experience has shown that regular cleaning intervals

are essential to successful cleaning, as excessive
fouling is thus avoided. Cleaning every second day
during operation is recommended.
The cleaning intervals can be shorter or longer based

on operational experience.
97.08 - ES2
MAN Diesel
512.10 Cleaning the Turbocharger in Service Description

Page 2 (3)
Edition 02H Dry Cleaning - Turbine
L21/31, L27/38
L23/30H, V28/32S
Dry cleaning of turbochargers
Suppliers of cleaning agents:
1. "Solf Blast Grit, Grade 14/25"
TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069
2. Designation unknown
Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466
3. "Grade 16/10"
FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany
4. "Granulated Nut Shells"
Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01
5. "Soft Blasting Grade 12/3a"
H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(31) 29 97 00 Telex: 19038
6. "Crushed Nutshells"
Brigantine, Hong Kong
7. "Turbine Wash"
Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91
97.08 - ES2
MAN Diesel

Page 3 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
8. "A-C Cleaner" (Activated Coal)
Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan
9. "OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
10. "OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
11. "Marine Grid No. 14" (Walnut)
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
12. "Marine Grid No. 14"
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
MAN Diesel
Teglholmsgade 41 2450 København SV, Danmark
Tel.: +45 33 851100 Fax.: +45 33 851030
The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other pro-
ducts.
97.08 - ES2
MAN Diesel

Page 1 (1)
Water Washing - Turbine Side Edition 01
General
Description
The tendency to fouling on the gas side of turbo Heavily contaminated turbines, which where not
chargers depends on the combustion conditions, cleaned periodically from the very beginning or after
which are a result of the load on and the maintenance an overhaul, cannot be cleaned by this method.
condition of the engine as well as the quality of the
fuel oil used. If vibration in the turbocharger occur after water-wa
shing has been carried out, the washing should be
Fouling of the gas ways will cause higher exhaust repeated. If unbalance still exists, this is presumably
gas temperatures and higher surface temperatures due to heavy fouling, and the engine must be stop
of the combustion chamber components and will ped and the turbocharger dismantled and manually
also lead to a lower performance. cleaned.
Tests and practical experience have shown that The washing water should be taken from the fresh
radial-flow turbines can be successfully cleaned water system and not from the fresh cooling water
by injection water into the inlet pipe of the turbine. system or salt water system. No cleaning agents and
The cleaning effect is based on the water solubility solvents need to be added to the water.
of the deposits and on the mechanical action of the
impinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine must,
upon completing of water washing run for at least 1
The necessary water flow is dependent on the gas hour before stop so that all parts are dry.
flow and the gas temperature. Enough water must be
injected per time unit so that, not the entire flow will
evaporate, but about 0.25 l/min. will flow off through Water Washing System
the drainage opening in the gas outlet.Thus ensuring
that sufficient water has been injected. The water washing system consists of a pipe system
equipped with a regulating valve, a manoeuvring
Service experience has shown that the above men valve, a 3-way cock and a drain pipe with a drain
tioned water flow gives the optimal cleaning effect. If valve from the gas outlet, see illustration on working
the water flow is reduced the cleaning effect will be card 512-15.00.
reduced or disappear. If the recommended water flow
is exceed, there is a certain risk of a accumulation The water for washing the turbine, is supplied from
of water in the turbine casing, which can result in the external fresh water system through a flexible
damage on the turbocharger. hose with couplings. The flexible hose must be
disconnected after water washing.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low By activating the manoeuvring valve and the regu
load will also reduce temperature shocks. lating valve, water is led through the 3-way cock to
the exhaust pipe intermediate flange, equipped with
Experience has shown, that washing at regular inter a channel to lead the water to the gas inlet of the
vals is essential to successful cleaning, as excessive turbocharger.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the The water which is not evaporated, is led out through
fuel quality these intervals can be shorter or longer. the drain pipe in the gas outlet.
However, the turbine must be washed at the latest
when the exhaust gas temperature upstream of the
turbine has risen about 20° C above the normal
temperature.
96.39 - ES0
MAN Diesel & Turbo

Page 1 (1)
Water Washing - Turbine Side Edition 03
L16/24, L21/31,
L27/38
Description fuel quality these intervals can be shorter or longer.
However, the turbine must be washed at the latest
The tendency to fouling on the gas side of turbo when the exhaust gas temperature upstream of the
chargers depends on the combustion conditions, turbine has risen about 20° C above the normal
which are a result of the load on and the maintenance temperature.
condition of the engine as well as the quality of the
fuel oil used. Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after
Fouling of the gas ways will cause higher exhaust an overhaul, cannot be cleaned by this method.
gas temperatures and higher surface temperatures
of the combustion chamber components and will If vibration in the turbocharger occur after water-
also lead to a lower performance. washing has been carried out, the washing should
be repeated. If unbalance still exists, this is pre
Tests and practical experience have shown that sumably due to heavy fouling, and the engine must
radial-flow turbines can be successfully cleaned be stopped and the turbocharger dismantled and
by injection water into the inlet pipe of the turbine. manually cleaned.
The cleaning effect is based on the water solubility
of the deposits and on the mechanical action of the The washing water should be taken from the fresh
impinging water droplets and the water flow rate. water system and not from the fresh cooling water
system or salt water system. No cleaning agents and
The necessary water flow is depending on exhaust solvents need to be added to the water.
gas flow and temperature. E.g. the flow needed for
L16/24 is from 2.5 - 5 litres per minute for 5 and 9 To avoid corrosion during standstill, the engine must,
cylinder engines. The water flow must be so high upon completing of water washing run for at least 1
that all of the water do not evaporate. Also the wa hour before stop so that all parts are dry.
terflow must not be so high that the turbine wheel is
drowned and stops rotating. The washing sequence
should be in accordance with the turbocharger ma Water Washing System
nual. Engine load, exhaust gas temperature before
turbine and turbine speed must be according to The water washing system consists of a pipe system
turbocharger manual. Carry out sequential washing equipped with a regulating valve, a manoeuvring
so that exhaust gas temperature after turbine drops valve, a 3-way cock and a drain pipe with a drain
below 100°C and in the drying period increases to valve from the gas outlet, see illustration on working
more than 100°C. For preadjustment of the washing card 512-15.00.
tool, install the correct orifice for the actual engine
size, check that the water flow is in accordance with The water for washing the turbine, is supplied from
the table by adjusting the water pressure. Check in the external fresh water system through a flexible
a bucket that the water flow is in the correct range. hose with couplings. The flexible hose must be
disconnected after water washing.
Water flow Diameter orifice
l/min mm By activating the manoeuvring valve and the regu
lating valve, water is led through the 3-way cock to
5-9L16/24 2-5 2.5
the exhaust pipe intermediate flange, equipped with
5-9L21/31 5-10 3.5
a channel to lead the water to the gas inlet of the
5-9L27/38 8-15 4.5 turbocharger.
Experience has shown, that washing at regular inter The water which is not evaporated, is led out through
vals is essential to successful cleaning, as excessive the drain pipe in the gas outlet.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the
12.16 - ES0
MAN Diesel
Description
Control Air for Charge Air Blow off 512.38
L21/31
Functionality of SCR Valves at Charge Air

Inlet Cooler Small valve Big valve Outlet
The valves for the SCR system is mounted to keep

the exhaust gas temperature after TC above 310°C, if
possible. This temperature is needed for the catalyst
to perform as intended.
The system exists of two different valves with a

opening area of 5 cm2 (small valve) and 10 cm2 (big
valve). The two valves openes and closed according
to the diagram shown below with the temperatures
written below.
The function is activated when engine is running and

deactivated when engine is stopped.
Fig 1
Control of Valves for SCR Temperature
Small valve = Valve A

Big valve = Valve B
Valve pos.
B open
B close
A open
A close
08028-0D/H5250/94.08.12
t15L t15H t10L t10H t5L t5H Temp.
t15L = 309° C t15H = 312° C

t10L = 315° C t10H = 320° C
t 5L = 325° C t 5H = 330° C
Fig 2 Diagram of valve function
07.39 - ES0
MAN Diesel
Page 1 (4) Overhaul of Charging Air Cooler Edition 04
L21/31

Overhaul of charging air cooler.
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 3-4 hours Plate no Item no Qty/

Capacity : 2 men
51201 113 1/k
51201 150 1/k
Data 51103 408 8/E

09.34 - ES0
MAN Diesel

Edition 04 Overhaul of Charging Air Cooler Page 2 (4)
L21/31
Overhaul of Charging Air Cooler
The charging air cooler normally is cleaned and

overhauled at the intervals indicated in the „Planned
Maintenance Program“, or if observations prove that
the cooler does not work adequately, see section
502.
Dismounting of Charging Air Cooler
1) Turn off the cooling water inlet and outlet val-

ves.
2) Remove the charging air pipe, see fig 1.
3) Mount the lifting tool and tighten the four bolts,

see fig 2. Fig 1 Charging air pipe
4) Attach a tackle hook to the lifting tool and

slightly tighten the wire. 6) Lift and pull the air cooler out of the cooler
housing and place it on a couple of wooden
5) Loosen and remove the bolts for the charging planks on the floor.
air cooler, see fig 3.
7) Remove screws (1), end cover (9), reversing
chamber (8) and side plate (6), see fig 4.
08028-0D/H5250/94.08.12
Fig 2 Mounting of lifting tool
09.34 - ES0
MAN Diesel
Page 3 (4) Overhaul of Charging Air Cooler Edition 04
L21/31
Cleaning and inspecting
8) Clean the cooler element on the water and air

sides.
After using cleaning agents, the manufacturing

recommendation must be followed.
The greatest care must be taken when dismant-

ling, cleaning and mounting the cooler element,
as the thin fins of the tubes cannot stand impacts
and pressure.
Fig 3 Bolts for charging air cooler
1 Screw
2 WMC
3 Washer
4 Screw
08028-0D/H5250/94.08.12
5 Nut
6 Side plate
7 Screw
8 Revercing chamber
9 End cover
10 Gasket E.C.
11 Cooler block
12 Screw
13 Gasket R.C.
14 Screw
Fig 4 Charging air cooler
09.34 - ES0
MAN Diesel

Edition 04 Overhaul of Charging Air Cooler Page 4 (4)
L21/31
Nevertheless, if the metal is bent, it should be
carefully straightened, as bent fins will increase
the pressure drop across the cooler consider-
ably.
Should one or more cooler tubes become

leaky it/they immediately must be made tight,
either by expanding the tube ends into the tube
plates or by blanking with plugs of the tube(s)
concerned.
It is important that the charging air cooler is not

leaky as any water that leaks in will be carried
together with the air into the cylinders where it
will damage valves, piston rings, and cylinder
liners.
Fig 5 O-ring at water connections
9) Also clean the end cover and coat it on the
inside with an anti-corrosion agent.
10) Fouling and deposition in the pipes can be 12) Lift the air cooler by the lifting tool and carefully
removed with a hand or machine operated push it into its housing.
circular steel brush.
13) Mount the bolts for the air cooler, see fig 3.
Mounting of Charging Air Cooler 14) Mount the screws for the charge air pipe, see
fig 1.
11) Renew gaskets (10) for end cover and gasket
(13) for reversing chamber before assembling
end cover (9), reversing chamber (8) and side Out of Service Periods
plate (6). See fig 4.
At longer periods out of service, recommendations
Note: Before mounting the air cooler, the O-ring at for the entire system are followed. Please see sec-
the water connections must be replaced, see fig 5. tion 501.
If the gasket is worn or damaged this also must be
replaced.
08028-0D/H5250/94.08.12
09.34 - ES0
MAN Diesel & Turbo
Work Card 512-01.10
Page 1 (2) Exhaust Pipe Compensator
Edition 02
V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Related Procedure

Number : 1
Data
2003.01.27. - ES0
MAN Diesel & Turbo
512-01.10 Work Card
Exhaust Pipe Compensator Page 2 (2)
Edition 02
V28/32S, L21/31, L27/38

Warning!
Health Risk!
Warning!
Health Risk!
Description
To minimize toxic gases in the engine room and to
keep the exhaust gas insulation in good condition, it
is necessary to keep the exhaust pipe compensa-
tors tight.
1) Start the engine.
2) Feel and look for any leak in the exhaust gas
pipe compensators.
Note:
If any leak is discovered, the compensator in ques-
tion must be renewed.
2003.01.27. - ES0
MAN Diesel & Turbo
Work Card 512-05.00
Page 1 (4) Water Washing of Compressor Side
Edition 01
L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Water washing of compressor side. Turbocharger
cleaning with engine in service.
Related Procedure

Number : 1 See the special
instructions for
Data turbocharger.

2002.05.13. - ES0
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 2 (4)
Edition 01
L23/30H, V28/32S, L21/31, L27/38

Personal Protection Equipment! 1) Run the engine with as high a load as possible.
2) Discharge the excesspressure in the container
Warning! by drawing out the spindle in the safety valve
Personal Protection Equipment: (see fIg. 1) before loosening the top cover.
The spindle returns automatically by means of a
built-in spring
3) Fill the container with 2 litres fresh water (see
the scale on the container).
Health Risk!
⇨ Warning:
Warning! Do not use sea water or cooling water.
4) Mount the top cover on the container.
Health Risk!
5) Blow air into the container by means of a blow
gun, until an operation pressure of 3 bar is
reached (see fig 2).
The safety valve will open at a pressure of 4 bar
Before Cleaning Excesspressure will discharge through the
safety valve
The cleaning process is only to be carried out when
the engine is at operating temperature (see Operat-
ing Data 500.30) and when it is loaded as close as
possible to full load (see Main Data 500.00).
See also "Cleaning the Turbocharger in Service,
Water Washing of Compressor", 512.05.
Cleaning Procedure
1 Work air 2 Blow gun

3 Top cover 4 Container
Figure 2: .
6) Connect the plug-in coupling of the lance to the

snap coupling on the pipe (see fig 3).
1 Spindle 2 Safety valve
Figure 1: .
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 512-05.00
Page 3 (4) Water Washing of Compressor Side
Edition 01
L23/30H, V28/32S, L21/31, L27/38
1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling
5 Hand valve with handle 6 Container
7 Charge air line
Figure 3: .
7) Depress the handle on the hand valve until the

water is completely injected into the compres-
sor (approx. 30 seconds).
The water will enter the compressor in atomized
condition, impinge the vanes of the compressor
wheel with high velocity and thus wash off the
dirt deposited.
8) Release the plug-in coupling and vent the con-
tainer by drawing the spindle out of the safety
valve.
After cleaning
9) Run the engine for minimum 10 minutes at
unaltered high load.
10) Compare the measurements of the operating
data (see fig 4) before and after the cleaning
procedure (see Operating Data 500.30).
2002.05.13. - ES0
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 4 (4)
Edition 01
L23/30H, V28/32S, L21/31, L27/38

IF THEN
the comparison indicates success of the washing proce- the water washing of the compressor side is finished
dure
the comparison indicates lack of the washing procedure carry out the washing procedure from step 1 with 10
minutes interval from the initial washing
severe dirt is being deposited in the compressor dismantling of the compressor components for manual
cleaning is necessary (see special turbocharger manual in
section 512).
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 512-10.00
Page 1 (2) Cleaning the Turbine, dry cleaning
Edition 05
V28/32S, L21/31, L27/38

Shut-off starting air 51210 136
Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Number : 1
Data
2003.01.27. - ES0
MAN Diesel & Turbo
512-10.00 Work Card
Cleaning the Turbine, dry cleaning Page 2 (2)
Edition 05
V28/32S, L21/31, L27/38

Warning!
Health Risk!
Warning!
Health Risk!
Dry cleaning
1 Stop valve 2 Container

3 Valve 4 Working air
Figure 1: Dry cleaning

The device is connected immediately before the TC 2) Fill the container (2) with granulate. The amount
gas inlet. depending on the type of turbocharger.
Appropriate cleaning materials are granulates from NR12, NR14, NR15, NR17, NR20 0.3 litre
nut shells or activated charcoal of a grain size of 1 NR24, NR26 0.4 litre
mm (max. 1.5 mm) NR29, NR34 0.5 litre
3) Connect to the working air system (4).
Cleaning sequence 4) Connect the dry cleaning device to valve (1) and
open valve (3). Then open valve (1) slowly until a
Please also consult the instruction plate on the
hissing sound indicates that the granulate is
engine.
being injected. Injection period: Approx. 2 min
The cleaning is to be carried out at high engine or until the container is empty.
load, min. 75 % MCR. Note: If vibrations occur after cleaning the tur-
1) Before connecting the cleaning device, see fig bine it is necessary to repeat the cleaning proc-
1, open the stop valve (1) and check that the ess until no vibrations are observed.
passage is not blocked. Close the valve again.
2003.01.27. - ES0
MAN Diesel
Page 1 (2) Water Washing of Turbine Side Edition 03
L16/24, L21/31
L27/38

Shut-off fuel oil
Description
Water washing of turbine side, cleaning with

engine in service. Hand tools
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : 1 man
See the special instruction for turbocharger.
Data

09.39 - ES0
MAN Diesel

Edition 03 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31
L27/38
Cleaning Procedure. 9) After the water washing, the engine should run
for at least 1 hour before stop.
1) Adjust the engine load to approx. 20 % and let
the engine stabilize for 10 min. Note: The regulating valve has to be opened
slowly.
2) Open the drain cock at the turbocharger outlet
and check for free passage, see fig 1. The manoeuvring valve must not be locked in open
position.
3) Turn the 3-way cock to position 2 "Open", see
fig. 2 and check for free passage. If ok turn to The water injection time mentioned in item 6 must
the water wash position 3 "Wash". be not exceeded.
4) Connect the water supply to the water wash For water washing of turbine side, see also descrip
system. tion for water washing.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the water

flow until the drain flow is approx. 0,25 l/min.
6) Continue the water washing 5 - 10 min. or until

the drain water is free of particles.
7) Release the manoeuvring valve and disconnect

the water supply.
Turn the 3-way cock to position 1, "Closed" and check

that the water drain flow has stopped.
Fig 2 3-way cock.
8) Continue at this load at least 5 min. before
increasing the load to the normal condition.
L16/24 L21/31 L27/38

08028-0D/H5250/94.08.12
Fig 1 Arrangement for water washing.
09.39 - ES0
MAN Diesel & Turbo

Page 1 (2) Water Washing of Turbine Side Edition 04
L16/24, L21/31
L27/38

Shut-off fuel oil
Description
Water washing of turbine side, cleaning with

engine in service. Hand tools
Starting position
Related procedure

Capacity : 1 man
See the special instruction for turbocharger.
Data

12.16 - ES0
MAN Diesel & Turbo

Edition 04 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31
L27/38
Cleaning Procedure. 6) Repeat sequence according to TC-manual.
1) Adjust the engine load to approx. 20 % and let 7) Release the manoeuvring valve and disconnect
the engine stabilize for 10 min. the water supply.
2) Open the drain cock at the turbocharger outlet Turn the 2-way cock to position 1, "Closed" and check
and check for free passage, see fig 1. that the water drain flow has stopped.
8) Continue at this load at least 5 min. before

increasing the load to the normal condition.
9) After the water washing, the engine should run

for at least 1 hour before stop.
Note: The regulating valve has to be opened slowly.
The water injection time mentioned in item 6 must

be not exceeded.
For water washing of turbine side, see also descrip

tion for water washing.
Fig 1 Arrangement for water washing.
3) Turn the 2-way cock to position 2 "Open", see

fig. 2 and check for free passage. If ok connect
the washing tool to the quick coupling.
4) Connect the water supply to the water wash

system. Activate the 2-way cock on exhaust
pipe.
5) Activate the manoeuvring valve, see fig 1.

Check that exhaust gas temperature drops Fig 2
below 100°C and that the turbine do not stop.
Activating tme according to TC-manual.
12.16 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Charging Air Cooler 51201-21
L21/31
125
365
113
353
294
377
066
054
162
017 137
029
042
150
091
078
149
10.27 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51201-21 Charging Air Cooler Page 2 (2)
L21/31
Item Item
017 2/K Side plate Sideplade
029 4/K Steering screw Styreskrue
042 16/K Screw Skrue
054 8/K Screw Skrue
066 16/K Washer Skive
091 - Lock-tite Lock-tite
113 1/K Gasket end cover Pakning endedæksel
125 1/K End cover Endedæksel
137 1/K Cooler block Kølerblok
149 1/K Revercing chamber Vendekammer
150 1/K Gasket Pakning

reversing chamber vendekammer
162 1/E Charging air cooler, Ladeluftkøler,

complete komplet
294 1/K Water mist catcher Vandudskiller
377 8/K Nut Møtrik
Qty/K = Qty/Cooler Qty/K = Qty/Køler
10..27 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Charging Air Cooler 51201-22
L21/31
125
365
113
353
162
017 137
029
042
150
091
078
149
10.27 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51201-22 Charging Air Cooler Page 2 (2)
L21/31
Item Item
017 2/K Side plate Sideplade
029 4/K Steering screw Styreskrue
091 - Lock-tite Lock-tite
113 1/K Gasket end cover Pakning endedæksel
125 1/K End cover Endedæksel
137 1/K Cooler block Kølerblok
149 1/K Revercing chamber Vendekammer
150 1/K Gasket Pakning

reversing chamber vendekammer
162 1/E Charging air cooler, Ladeluftkøler,

complete komplet
10.27 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement 51202-10
L21/31
Cylinder unit,
see plate 50501
119
168
Pipes before TC,
see plate 51204
073
097
168
181
107
061
036
181
012 024
036
024
048
036
024
048
10.13 - ES0 - Tier II

MAN Diesel
Plate
51202-10 Exhaust Pipe Arrangement Page 2 (2)
L21/31
Item Item
012 1/E Cover Dæksel 119 Nut Møtrik

024 Gasket Pakning 10/E 6 cyl. engine 6 cyl. motor
16/E 9 cyl. engine 9 cyl. motor 168 Spring pin Fjederstift
036 Screw Skrue 10/E 6 cyl. engine 6 cyl. motor
64/E 9 cyl. engine 9 cyl. motor 181 1/C Packing ring Pakningsring
048 Nut Møtrik

061 Pipe piece Rørstykke

073 Compensator Kompensator

097 Clamping strap 2/2 Holder 2/2

107 Screw Skrue

10.13 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of Turbocharger 51203-20
L21/31
067
See special instruction
book for turbocharger Charge air connections to
air cooler, see plate 51230
Exhaust pip before TC,

see plate 51204
055
209 031
210 043
222 055
234 018
246 210
258 209
271 080
283 295
092 079
102 080
305
342
354
317
329
Front-end box, 330
see plate 51103
09.19 - ES0 - TCR16

MAN Diesel & Turbo
Plate
51203-20 Mounting of Turbocharger Page 2 (2)
L21/31
Item Item
018 1/E Foot for TC Fod for turbolader
031 6/E Screw Skrue
067 2/E Screw Skrue
080 2/E Cylindrical pin Cylindrisk passtift
222 1/E Throttle screw Drøvleskrue
234 4/E Screw Skrue
246 4/E Lock washer Låseskive
317 1/E Support Støtte
329 4/E Locking spring Låsefjederskive

washer
330 4/E Screw Skrue
342 6/E Screw Skrue
When ordering spare parts, see also page 500.50 Ved bestilling af reservedele, se også side 500.50
09.19 - ES0 - TCR16

MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of Turbocharger 51203-21
L21/31
067
See special instruction
book for turbocharger Charge air connections to
air cooler, see plate 51230
Exhaust pipe before TC,

see plate 51204
055
209 031
210 043
222 055
234 018
246 210
258 209
271 080
283 295
092 079
102 080
305
342
354
317
329
330
Front-end box,
see plate 51103
09.19 - ES0 - TCR18
MAN Diesel & Turbo
Plate
51203-21 Mounting of Turbocharger Page 2 (2)
L21/31
Item Item
018 1/E Foot for TC Fod for turbolader
031 6/E Screw Skrue
067 2/E Screw Skrue
080 2/E Cylindrical pin Cylindrisk passtift
222 1/E Throttle screw Drøvleskrue
234 4/E Screw Skrue
317 1/E Support Støtte

washer
330 4/E Screw Skrue
342 6/E Screw Skrue
When ordering spare parts, see also page 500.50 Ved bestilling af reservedele, se også side 500.50
09.19 - ES0 - TCR18

MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust Pipe before Turbocharger 51204-14
L21/31
145
025
086
013
086
025
145
001
037
098
086 S1
108
121
S1
049
S1 - S1
157
11.10 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51204-14 Exhaust Pipe before Turbocharger Page 2 (2)
L21/31
Item Item
001 1/E Exhaust pipe Udstødsrør

inlet TC tilgang TC
013 1/E Compensator Kompensator
049 1/E Clamp Holder
098 4/E Nut Møtrik
121 1/E Socket Forskruning
145 8/E Nut Møtrik
11.10 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust Pipe before Turbocharger 51204-15
L21/31
145
025
086
013
086
025
145
001
133
037
S1
098
108
121
049 S1
S1 - S1
157
11.10 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51204-15 Exhaust Pipe before Turbocharger Page 2 (2)
L21/31
Item Item
001 1/E Exhaust pipe Udstødsrør

inlet TC tilgang TC
013 1/E Compensator Kompensator
049 1/E Clamp Holder
098 4/E Nut Møtrik
121 1/E Socket Forskruning
133 4/E Screw Skrue
11.10 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Compressor Side 51205-02
General
331
343
355
12.41 - ES0S-G
MAN Diesel & Turbo
Plate
51205-02 Water Washing of Compressor Side Page 2 (2)
General
Item Item
331 1/E Fitting Kobling
343 1/E Fitting Forskruning
355 1/E Container complete Beholder komplet
Qty./E = Qty./Engine Antal/E = Antal/Motor
12.41 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Drain Trap 51208-03
L21/31
08028-0D/H5250/94.08.12
03.39 - ES0
MAN Diesel
Plate
51208-03 Drain Trap Page 2 (2)
L21/31
Item Item
015 1/E Drain trap, Vandudlader,

complete komplet
088 1/E Drain pipe Drænrør
111 1/E Bracket Konsol
147 4/E Screw Skrue
159 4/E Nut Møtrik
160 2/E Screw Skrue
172 2/E Nut Møtrik
184 1/E Straight male Ligeforskruning

stud coupling
196 1/E Pipe elbows Rørbøjning

90o 90o
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
03.39 - ES0
MAN Diesel
Plate
Page 1 (2) Blowgun for Dry Cleaning of Turbocharger 51210-01
L23/30H, L21/31,
L27/38, V28/32S
053
016 112 028 041 028 065 077
089 148
100
136
08028-0D/H5250/94.08.12
01.12 - ES0
MAN Diesel
Plate
51210-01 Blowgun for Dry Cleaning of Turbocharger Page 2 (2)
L23/30H, L21/31,
L27/38, V28/32S
Item Item
016 1/E Snap coupling Snapkobling
028 2/E Nipple Nippel
041 1/E Tee T-stykke
053 1/E Ball valve Kugleventil
100 1/E Container, complete beholder, komplet
112 1/E Socket Muffe
136 1/E Blowgun, complete Rensepistol, complete
148 /I Granulate Granulat
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
01.12 - ES0
MAN Diesel
Plate
Page 1 (2) Covering of Charge Air Receiver 51212-01
L21/31
030
137
149
017
054
08028-0D/H5250/94.08.12
150 125
125
066 078
174 125 125 042 101
137
149 162 078 091 113 125 137 149 029
07.38 - ES0
MAN Diesel
Plate
51212-01 Covering of Charge Air Receiver Page 2 (2)
L21/31
Item Item
017 1/E Covering of Indpakning af

charge air receiver Ladeluftreceiver





091 8/E Screw Skrue
101 2/E Screw Skrue
113 4/E Screw Skrue
150 2/E Screw Skrue
162 2/E Screw Skrue
08028-0D/H5250/94.08.12
07.38 - ES0
MAN Diesel
Plate
Page 1 (2) Covering of Charge Air Receiver 51212-02
L21/31
091
042
030
137
017 101
08028-0D/H5250/94.08.12
113
125
078
029
07.39 - ES0
MAN Diesel
Plate
51212-02 Covering of Charge Air Receiver Page 2 (2)
L21/31
Item Item




091 8/E Screw Skrue
101 2/E Screw Skrue
113 4/E Screw Skrue
137 9/E Screw Skrue
08028-0D/H5250/94.08.12
07.39 - ES0
MAN Diesel
Plate
Page 1 (2) Water Washing of Turbine Side 51215-01
L21/31
037
013
025
050
169
121
182
133
204
145
194
062
074
08028-0D/H5250/94.08.12
086
025
098
157
098
07.45 - ES0
MAN Diesel
Plate
51215-01 Water Washing of Turbine Side Page 2 (2)
L21/31
Item Item
013 1/E 3-way cock 3-vejsventil
025 2/E Straight male stud Lige forskruning
037 1/E Pipe branch Rørforgrening
050 1/E Pipe Rør
062 1/E Straight female Lige kobling

coupling
074 1/E Adaptor, Mellemstykke

male/female
086 1/E Valve for water wash Ventil for vandvask
098 2/E Pipe Rør
121 2/E Plate Plade
133 2/E Pipe clamp Rørklemme
145 4/E Screw Skrue
157 1/E Regulating valve Reguleringsventil
169 2/E Flat steel bar Flad stål stang
182 2/E Plate Plade
194 2/E Pipe clamp Rørklemme
204 4/E Screw Skrue
08028-0D/H5250/94.08.12
07.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Turbine Side 51215-04
L16/24, L21/31,
L27/38
361 324 312 300 290
373
385
397 336
348
407
419
420
419
432
444
456
468
12.16 - ES0
MAN Diesel & Turbo
Plate
51215-04 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31,
L27/38
Item Item
300 1/E Coupling for Kobling for manometer

manometer
312 1/E Pipe Rør
324 1/E Restriction for Restriktion for

lub. oil pipe smøreolierør


361 1/E Elbow coupling Vinkelkobling
373 1/E Straight male Lige kobling

coupling
385 1/E Tee T-stykke
397 1/E Bushing Bøsning
407 1/E Pressure gauge Trykmåler
419 2/E Straight male Lige kobling

coupling
420 1/E Regulating valve Reguleringsventil
432 1/E Bushing Bøsning
12.16 - ES0
MAN Diesel
Plate
Page 1 (2) Charge Air Connections 51229-02
L21/31
08028-0D/H5250/94.08.12
05.05 - ES0
MAN Diesel
Plate
51229-02 Charge Air Connections Page 2 (2)
L21/31
Item Item
027 O-ring O-ring

039 2/E Screw Skrue

052 1/C Intermediate piece Mellemstykke
064 1/C Safety clamp Sikkerhedsring
410 1/C Screw Skrue
08028-0D/H5250/94.08.12
05.05 - ES0
Compressed air system
513/613
MAN Diesel & Turbo
Description 513.01
Page 1 (2) Compressed Air System Edition 23
L21/31
Air starter
Emergency
start valve
Compressed air
to blow off valve
(see combustion air
diagram)
86-1
On-off valve for
shut down and
overspeed stop
95-1
95-2 86-2
Stop cylinder integrated

in each fuel pump Compressed air system, max 8 bar
Fig 1 Diagram for compressed air system
General (TDI Starter) Starting System
The compressed air system on the engine consists The engine is started by means of a built-on air
of a starting system, starting control system and starter, which is a turbine motor with gear box, safety
safety system. Further, the system supplies air to clutch and drive shaft with pinion. Further, there is a
the jet system and the stop cylinders on each fuel main starting valve.
injection pump.
The compressed air is supplied from the starting Control System

air receivers.
The air starter is activated electrically with a pneumatic
Working pressure for the air starter: 3/2-way solenoid valve. The valve can be activated
min. 7 bar manually from the starting box on the engine, and
max. 8 bar it can be arranged for remote control, manual or
automatic.
To avoid dirt particles in the internal system, a strainer
is mounted in the inlet line to the engine. For remote activation the starting coil is connected
so that every starting signal to the starting coil goes
through the safe start function which is connected to
the safety system mounted on the engine.
11.30 - ES0 - Tier II

MAN Diesel & Turbo
513.01 Description
Edition 23 Compressed Air System Page 2 (2)
L21/31
Further, the starting valve also acts as an emergency Pneumatic Start Sequence
starting valve which makes it possible to activate the
air starter manually in case of power failure. When the starting valve is opened, air will be supplied
to the drive shaft housing of the air starter.
Safety System The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
Air supply must not be interrupted when the the engine flywheel.
engine is running.
When the pinion is fully engaged, the pilot air will
As standard each fuel pump on the engine is equipped flow to, and open the main starting valve, whereby
with a pneumatically stop cylinder, which starts to air will be led to the air starter, which will start to
operate if the safety system is activated. The system turn the engine.
is activated electrically.
When the RPM exceeds approx. 158, at which firing
has taken place, the starting valve is closed whereby
the air starter is disengaged.
11.30 - ES0 - Tier II

MAN Diesel & Turbo
Work Card 513-01.21
Page 1 (2) Air Filter
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Duration in h : ½ Plate No. Item No. Quantity
Number : 1
Data
2012.08.27. - ES0
MAN Diesel & Turbo
513-01.21 Work Card
Air Filter Page 2 (2)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Warning!
Cleaning Air Filter

1) Depressurize unit.
2) Remove bowl and bowl guard assembly by
turning counter-clockwise.
3) Inspect bowl for damage seals and replace, if
nessesary.
Warning!
Use original tool!
4) If bowl becomes dirty clean it by wiping the

bowl with a soft dry cloth or mild detergent.
5) Before returning to service, insure that all seals
have been reinstalled or replaced. Figure 1: Air filter
6) Reinstall bowl and bowl guard assembly and

rotate bowl guard clockwise to securely lock in
place. To replace filter element
Align arrow on bowl guard with arrow on filter
1) Depressurize unit
body.
2) Remove bowl and bowl assembly by turning
Warning! counter-clockwise.
The area around the engine must be clean 3) Unscrew baffle by turning counter-clockwise.
and tidy! 4) Remove fi lter element and discard.
5) Install new fi lter element and reassemble in
reverse order.
6) Before returning to service, insure that all seals
have been reinstalled or replaced.
7) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place. Align arrow on bowl guard with arrow on
filter body.
2012.08.27. - ES0
MAN Diesel
Page 1 (10) Overhaul, Test and Inspection of Air Starter Edition 08
L21/31

Shut-off fuel oil
Check of air starter

Disassembly, overhaul and assembly of the air
starter.
Starting position
All connections to the air starter have been remo-

ved, and air starter is removed.
Related procedure
Working time : hours Plate No Item No Qty/

Capacity : man
08028-0D/H5250/94.08.12
51309 151 1 (spare part kit)
Data

07.16 - ES0
MAN Diesel
Edition 08 Overhaul, Test and Inspection of Air Starter Page 2 (10)
L21/31
As with all TDI air starter products, there are no rub- It is important to properly install and operate the
bing parts so there is no lubrication required. This starters to receive the full benefits of the turbine
eliminates failures due to lubricator problems, the drive advantages.
expense of installing and maintaining the system, and
the messy and hazardous oil film around the starter General
exhaust. The starter is factory grease packed for the
life of the starter so it requires no maintenance. Turbine housing assembly
The Turbine housing assembly, please see Fig 1,

Operation consists of a stage one (23) and a stage two (13)
turbine rotor mounted on sungear shaft (29).The front
The starters are powered by a pair of axial flow tur- bearing (15) is secured by a retainer plate (27) and
bines coupled to a simple planetary gear reduction the aft bearing is preloaded by a spring washer (16).
set. The starters incorporate an inertia bendix drive The ring gear (31) is installed between the turbine
coupled to the starter gearbox drive train to provide assembly (26) and the gearbox housing (41) and
a means of disengaging the pinion from the engine’s secured by four screws (42).
ring gear.
08028-0D/H5250/94.08.12
Fig 1 Turbine housing assembly
07.16 - ES0
MAN Diesel
L21/31
Gearbox housing assembly The carrier shaft (32) is mounted on a single bearing
(38) in the gearbox housing (41). The retainer ring
The gearbox housing assembly, please see Fig 2, (48) secures the carrier shaft in the gearbox housing.
consist of a planet gear carrier and output shaft The bearing housing (44) and pre-engaged piston
(32), three planet gears (36), needle bearings (37), (50) are installed in the gearbox housing (31).
spacers (35), and planet shafts (34).
Fig 2 Gearbox housing assembly
Drive assembly General
The drive assembly, please see Fig 3, consists of a Always mark adjacent parts on the starter; Nozzle 2/
pre-engagement drive (53) and drive housing (56). Containment Ring (21), Turbine Housing (26), Gear-
Twelve screws (57) secure the drive housing to the box Housing (41), and Drive Housing (56) so these
gearbox housing. parts can be located in the same relative position
08028-0D/H5250/94.08.12
when the starter is reassembled.

The front end of the carrier shaft (32) is mounted in
a needle bearing (58), which is installed in the nose Do not disassemble the starter any further than ne-
of the drive housing. cessary to replace a worn or damaged part.
Split rings (52) and a return spring (54) aid in the Always have a complete set of seals and o-rings
disengagement of the pinion from the engine's ring on hand before starting any overall of a the starter.
gear. Never use old seals or o-rings.
07.16 - ES0
MAN Diesel
L21/31
Fig 3 Drive assembly
The tools listed in Table 1 are suggested for use by Removal of drive
technicians servicing the starter.
The best results can be expected when these tools Remove return spring (54) and pull drive (53) from
are used, however the use of other tools are ac- carrier shaft assembly (32).
ceptable.
Remove split rings (52) from drive assembly.
Drive bearing removal

Tool description No
Spanner wrench 2-27272 Press needle bearing (58) from drive housing (56)
Stage 2 Rotor Puller Tool 52-20076 using press tool.
Tool, Turbine Bearing 45-25294
Tool, Bearing/Seal 2-26943
Tool, Seal Positioning 45-25316
Gearbox housing
Table 1 Service tools
Removal of gearbox housing
Drive housing Remove the four screws (42) and separate the
gearbox assembly from the turbine assembly. If the
Removal of drive housing gearbox is too tight, tap it with a mallet to loosen.
Mark position of drive pinion opening relative to ge- Gearbox disassembly

08028-0D/H5250/94.08.12
arbox housing for reference during re-assembly.

Remove snap ring (48) and two thrust washers (47)
Remove the twelve screws (57), please see Fig 3, from carrier shaft (32).
and pull drive housing (56) from gearbox housing
(41). If drive housing is too tight, tap it with a mallet Apply pressure to the carrier shaft to remove it from
to loosen. the gearbox housing.
07.16 - ES0
MAN Diesel
L21/31
Remove four screws (39) and press the bearing Note: The sun gear (29) may have to be held firmly
housing/pre-engaged piston assembly (44, 50) from in a soft jaw vise when removing turbine screw.
the gearbox housing.
Install rotor puller tool (52-20076) and remove the
Hand press bearing housing (44) out of pre-engaged stage 2 rotor, please see Fig 5.
piston (50).
Carrier shaft/planet gear disassembly
Remove snap ring (33) from planet shaft (34) and

push shaft through holes in assembly, please see
Fig 4.
Slide the planet gear (36) out from the carrier shaft
and remove two spacers (35).
Press the needle bearing (37) from the planet gear

(36) to remove it.
Fig 5 Turbine rotor removal
Remove the square key (14) from turbine shaft

(29).
Turbine housing disassembly
Place the turbine on a firm surface with the sun gear

end facing up.
Remove three screws (28) and bearing retainer plate

(27) from turbine housing (26).
Fig 4 Carrier shaft disassembly
With the exhaust end facing up press turbine shaft

(29) through turbine housing (26), please see Fig 6.
Turbine Housing Remove labyrinth (24) from turbine shaft.
08028-0D/H5250/94.08.12
Stage 2 rotor removal Remove the aft bearing (15), wavy washer (16), and
labyrinth (17) from nozzle 2.
Remove four screws (4), ECP assembly (5), exhaust
support (9), and exhaust guard (10). Install three screws (42) removed from the gearbox
housing into the jack holes on the turbine housing
Hold the stage 2 rotor (13) and remove the turbine (26), please see Fig 7.
screw (11) and washer (12).
07.16 - ES0
MAN Diesel
L21/31
Cleaning
Degrease all metal parts, except bearings, using a

commercially approved solvent.
Note: Never wash bendix assembly or bearings in

cleaning solvents. It is recommended that bearings
are replaced with new parts.
Clean aluminum parts. Remove parts, rinse in hot

water, and dry thoroughly.
Clean corroded steel parts with a commercially ap-

proved stripper.
Clean corroded aluminum parts and rinse in hot

water and dry thoroughly.
Fig 6 Turbine shaft removal
Inspection
Turn the screws in sequence until the turbine housing Use Table 2 as a guide to check for acceptable
(26) is completely removed from the nozzle 2 (21). condition of the parts listed.
Remove the stage 1 rotor (23) and square key Check all threaded parts for galled, crossed stripped,
(14). or broken threads.
Press turbine shaft (29) through forward bearing (15) Check all parts for cracks, corrosion, distortion,
to remove bearing from shaft. scoring, or general damage.
Check all bearing bores for wear.
Check gear teeth and turbine housing ring gear for

wear. In general, visually check for spalling, fretting,
surface flaking, chipping, splitting, and corrosion.
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 are
acceptable.
08028-0D/H5250/94.08.12
Fig 7 Nozzle 2 removal
07.16 - ES0
MAN Diesel
L21/31
Part Description Check For Requirements

(Defective Parts Must Be Replaced)
Drive Worn loose or missing parts Defective unit to be replaced. Use Fig. 8 as a guideline for
acceptable pinion wear.
Drive Housing Cracks and breakage Cracks are not acceptable.
Planet Gear Cracked, chipped, worn or galled Wear must not exceed limits per Table 3.
teeth.
There shall be no evidence of excessive wear.
Carrier Shaft Cracks, scoring or raised metal in Deformation of metal (smearing) in planet pin holes &
planet shaft holes and keyways. keyways not acceptable. Scoring on bearing diameter not to
Integrity of knurl/keyed connection. 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 grooves Wear must not exceed limits per Table 3.
Gearbox Housing Cracks and Breakage Cracks and breakage not acceptable.
Sungear / Turbine Cracks, scoring, wear grooves Wear must not exceed limits per Table 3.
Shaft chipped or broken gear- teeth,
galling or scoring on bearing
surface 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.
Minor surface damage is permitted if function is not impaired.
Ring Gear Cracks, worn, chipped, or Wear must not exceed limits per Table 3.
broken gear teeth.
Needle Bearings Freedom of needle rollers Replace bearings
Ball bearings Freedom of rotation without Replace bearings

excessive play between races
Containment Corrosion, erosion, cracks Cracks and breakage are not acceptable.
Ring/ Nozzle and broken nozzle edges. Minor surface damage is permitted if function is not impaired.
Turbine Rotors Corrosion, erosion, cracks Minor tip rub is permitted if function is not impaired.
and broken edges.
Bore and key way wear Wear is not permitted.
Table 2. Parts Inspection Check Requirements

08028-0D/H5250/94.08.12
07.16 - ES0
MAN Diesel
L21/31
Part description Limit, Inches General

Ring gear / Turbine Housing The tools listed in Table 1 are suggested for use by
Internal measurement
between two .072" diameter pins. 4.6655 max. technicians servicing the starters. The best results
can be expected when these tools are used, however,
Sun Gear / Turbine Shaft the use of other tools is acceptable.
Bearing diameter
External measurement over
two .0972 diameter pins. Caution: Replace all screws, O-rings, lip seals, and
11.2:1 0.5566 min bearings when the starter is reassembled.
Planet Gear Note: Always press the inner race of a ball bearing
External measurement over
two .085" diameter pins. when installing a bearing on a shaft. Always press
11.2:1 2.2217 min the outer race of a ball bearing when installing into
a housing. Do not load bearing balls.
Table 3. Parts Wear Limits
Lubricate all O-rings with petroleum jelly or Parker-
O-Ring Lube before assembly.
Item number* Torque
In-lbs Nm
Turbine housing
4 (screw) 150 17
11 (screw) 170 19 Turbine bearing installation
18 (screw) 75 8.5
28 (screw) 113 13
39 (screw) 81 9 Press the turbine bearing (15), please see Fig 1,
42 (screw) 150 17 onto the turbine shaft (29) until seated.
57 (screw) 150 17
*Refer to Fig 1, 2 and 3.

Press the turbine bearing/shaft assembly (15, 29)
into the turbine housing (26). Use press Tool No
Table 4. Torque Values 2-26943 if required as shown in Fig 9. Do not press
08028-0D/H5250/94.08.12
Fig 8 Gear teeth wear allowances Fig 9 Turbine bearing / shaft installation
07.16 - ES0
MAN Diesel
L21/31
on the end of the shaft because the load could da- Install plug (22) into Nozzle Containment Assem-
mage the bearing balls. bly.
Install the bearing retainer (27) into the turbine hou- Install the ring gear (31) onto turbine housing with
sing (26) and secure with three screws (28). Torque the dowel pin hole facing up.
to 8.5 Nm.
Install dowel pin (40) into dowel pin hole in ring rear
Install O-ring (25) onto turbine housing (20). (31).
Rotor 1 installation
Gearbox Assembly
Turn the turbine nozzle over (exhaust end up) and
install the labyrinth (18) onto the shaft. Planetary gear carrier assembly
Press the square key (14) into the keyway of turbine Press needle bearings (37) into planet gears (36)
shaft (29) until seated. using arbor press. The bearing ID stamping must
be against pressing tool. The bearing should be
Install stage 1 rotor (23) by sliding over turbine shaft centered between gear faces.
(29), while simultaneously aligning the key with the
keyway in the rotor. Place thrust washer (35) on each side of planet gear
(36) and install into carrier shaft (32) slot.
Stage 2 nozzle installation
Install planet shaft (34) into the carrier and secure
Install turbine housing (26) into nozzle 2 containment with snap ring (33). Be sure the anti-rotation pin is
housing (21). inserted into the slot on the carrier shaft.
Note: The air inlet port on nozzle 2 must be alig- Carrier shaft installation
ned with the casting indentation on the turbine
housing. Install O-ring (43) into forward side of gearbox hou-
sing (41).
Rotor 2 installation
If removed, press gearbox bushing (38) into bearing
Turn the turbine nozzle over (exhaust end up) and housing (44).
install the labyrinth (17) onto the shaft.
Press the lip seal (46) into the forward side of the
Install pre-load springs (16) into bearing bore of bearing housing (44) until seated using press Tool
nozzle 2 containment housing (21). No 2-26943.
Apply a light coating of oil to the bearing bore in Install O-ring (43) into the groove on the bearing
the Nozzle Containment Assembly and press the housing (44).
turbine bearing (15) over the turbine shaft and into
the bearing bore using press Tool No 2-26943. Note: Apply a small amount of Aeroshell grease to
the outer wall of the bearing hup and the inside wall of
08028-0D/H5250/94.08.12
Insert key (14) into turbine shaft keyway and install the gearbox housing to allow for easier installation.
stage 2 rotor (13) onto shaft while simultaneously
aligning the key with the keyway in the rotor. Install the bearing housing assembly (38, 44, 46)
in the forward side of the gearbox housing (41) and
Secure stage 2 rotor with rotor washer (12) and rotor secure with four screws (39). Torque to 9 Nm.
screw (11). Torque to 19 Nm.
Install two O-rings (49, 51) into the grooves on the
Turn turbine housing over and install O-ring (30) into pre-engaged piston (50).
the O-ring groove on the turbine housing (26).
07.16 - ES0
MAN Diesel

L21/31
Note: Apply a small amount of Aeroshell grease to Final assembly

the outer and inner walls of the pre-engaged piston
to allow for easier installation. Apply O-ring (30) and install onto gearbox hou-
sing.
Press pre-engaged piston into the forward side of
the gearbox housing and remove any excess grease Apply liberal amounts of grease (100 grams) to
from gearbox housing. planet gears (36), turbine shaft sun gear (29) and
ring gear (31).
Install lip seal Tool No 45-25316 into forward side
of gearbox housing (41) placing tapered end of tool Temporarily install one screw (42) into ring gear (31)
into lip seal (46). to prevent it from rotating while applying grease.
Align gearbox assembly with turbine assembly and
Install gearbox housing onto carrier shaft and place fasten together with four screws (42).
two thrust washers (47) on carrier shaft (32). Secure
with snap ring (48) using snap ring pliers. Install drive housing (56) onto gearbox housing
(41) and secure with twelve screws (57). Torque to
Drive installation 17 Nm.
Apply a small amount of Aeroshell #6 grease to Install exhaust closure plate assembly using four
split rings (52) and install split rings onto drive as- screws (4). Torque to 17 Nm.
sembly (53).
Install O-ring (55) onto drive housing (56).
Install the drive assembly (53) onto carrier shaft and

place return spring (54) over drive assembly.
Nose bearing installation
Place drive housing onto arbor press with the nose

of drive facing down.
Press needle bearing (58) into drive housing (56)

using arbor press. The bearing ID stamping must
be against pressing tool. Do not press bearing tight
against the drive housing shoulder. In addition, be
sure stamped end is beneath shoulder of bearing
bore.
08028-0D/H5250/94.08.12
07.16 - ES0
MAN Diesel
Working Card
Page 1 (2) Emergency Starting Valve 513-01.40
Edition 08
L21/31

Shut-off fuel oil
Lubricating, disassembly and reassembly of Small screwdriver.

emergency starting valve in starting system. 15 mm wrench.
Starting position
Related procedure
Working time : 1 hour Plate no Item no Qty./

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

08.21 - ES0
MAN Diesel
513-01.40 Emergency Starting Valve
Working Card
L21/31
Emergency Starting Valve 2) Remove cap over emergency start button with
15 mm wrench (see fig 1).
The emergency starting valve is placed on the tur-
bine starter and should be tested according to the 3) Push the emergency start button with a screw-
planned maintenance programme. driver until the engine ignites.
1) Switch the engine to "local" on the operating 4) Release the button. The button is springloaded
box panel. and will automatically return to the start posi-
tion.
08028-0D/H5250/94.08.12
Fig 1 Emergency starting valve
08.21 - ES0
MAN Diesel & Turbo
Work Card 513-01.90
Page 1 (2) Check of Compressed Air Piping System
Edition 03
L16/24, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Check of compressed air piping system.

Compressed air connected to the engine. Screwdriver.
Related Procedure

Number : 1
Data
2002.05.13. - ES0
MAN Diesel & Turbo
513-01.90 Work Card
Check of Compressed Air Piping System Page 2 (2)
Edition 03
L16/24, V28/32S, L21/31, L27/38

Warning!
With Air Connected

1) Examine the piping system for leaks.
2) Retighten all bolts and nuts in the piping sys-
tem.
3) Drain the system for condensed water. This
should be based on observations.
4) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are
free from paint and grease and in healthy condi-
tion.
5) Check manometers.
With Air Disconnected and Stopped

Engine
1) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Connect the air supply and make a function test
of the emergency valve. See Description
513.01.
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 513-25.00
Page 1 (2) Turning Gear
Edition 03
V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Manual turning of engine.

Indicator valve in cylinder head has to be open Standard spanner with a long shaft
Plate 50501
Related Procedure

Number : 1
Data
2011.07.18. - EO0
MAN Diesel & Turbo
513-25.00 Work Card
Turning Gear Page 2 (2)
Edition 03
V28/32S, L21/31, L27/38

Warning!
Figure 3: Position 3 - Engine turning position

Manual Turning Gear
Warning: The diesel engine can be started locally 3) Engine turning position.
on the emergency start arrangement eventhough Pull out the handle knob (1) and push the turn-
the turning gear is engaged. ing gear into engagement. When microswitch is
Note: Inform all staff working on the engine that the activated the engine is in blocking position.
turning gear is engaged. When the turning device is fully engaged the
handle knob will lock the turning device.
Adjustment of the turning gear Note: The turning gear must be fully engaged dur-
ing the entire turning of engine.
1) Engine running position.
This is the stand-by position of the turning gear The engine can now be turned by spanner by
when the engine is running. means og the SW22 hexagon. (As option el-motor
or pneumatic can be supplied).
When turning the engine has been completed the
turning gear is disengaged by pulling out the handle
knob and afterwards pull back the turning gear.
Trouble tracing
Turning gear shaft can not be moved easily:
▪ Dismantle the shaft and clean for rust. New
Figure 1: Position 1 - Engine running position
lubrication to avoid rust.
2) Engine blocking position. Engine is not starting:

Engine is in blocking position when the turning ▪ Check the microswitch ZS 75 mounted on the
gear is engaged. turning gear.
Figure 2: Position 2 - Engine blocking position
Pull out the handle knob (1) and push the turning
gear into engagement. When the microswitch is
activated the engine is in blocking position.
2011.07.18. - EO0
MAN Diesel
Plate
Page 1 (2) Air Starter 51309-16
L21/31
Air starter complete,

item 150
014*
026*
815
038*
051*
075*
063*
087*
109*
099* 110*
038*
158*
171*
183* 122* 146*
195* 134*
205*
110* 217*
229* 122*
230*
08028-0D/H5250/94.08.12
266* 242*
254*
278* 793
803
291*
08.41 - ES0
MAN Diesel
Plate
51309-16 Air Starter Page 2 (2)
L21/31
Item Item
014* 1/S Nut Møtrik 229* 1/S Retaining ring Sikringsring
026* 1/S Screw, Skrue, 230* 1/S O-ring O-ring

rotor attachment rotorfastspænding
242* 1/S O-ring O-ring
038* 2/S Turbine bearing Turbineleje
254* 2/S Split ring Todelt ring
051* 2/S Bearing pre-load Leje, forspænding
spring fjeder 266* 1/S O-ring O-ring
063* 1/S Spacer, labyrinth Afstandsbøsning, 278* 12/S Screw Skrue

labyrint
291* 1/S Nose bearing (6/8P) Næseleje
793 1/S Drive Drivgear
087* 1/S Spacer, labyrinth Afstandsbøsning,
labyrint 803 1/S Return spring Fjeder
099* 1/S O-ring O-ring 815 4/S Screw Skrue
109* 3/S Screw Skrue
122* 6/S Planet gear spacer Afstandsbøsning,

planetgear
134* 3/S Planet bearing Planetleje
146* 1/S Gearbox bearing Gearboksleje
150 1/E Air starter, complete Startemotor, komplet
151 1/S Overhaul kit, com- Reservedelssæt,

prising item nos 014, bestående af item nr.
026, 038, 051, 063, 014, 026, 038, 051,
075, 087, 099, 109, 063, 075, 087, 099,
110, 122, 134, 146, 109, 110, 122, 134,
158, 171, 183, 195, 146, 158, 171, 183,
205, 217, 229, 230, 195, 205, 217, 229,
242, 254, 266, 278, 230, 242, 254, 266,
291 278, 291

08028-0D/H5250/94.08.12
205* 1/S Lip seal Tætningsring
217* 2/S Thrust washers Trykskive
Qty/E = Qty./Engine Qty./E = Qty/Motor
Qty./S = Qty./Starter Qty./S = Qty./Starter
08.41 - ES0
MAN Diesel
Plate
Page 1 (2) Air Starter 51309-17
L21/31
301
350
349
325
337
362
313 374 386 433 408

398 421
08028-0D/H5250/94.08.12
08.28 - ES0
MAN Diesel
Plate
51309-17 Air Starter Page 2 (2)
L21/31
Item Item
301 1/E Air starter, complete Air starter, komplet
313 1/S Drive pinion Tandhjul
325 1/S Solenoid valve Magnetventil
337 1/S Air connector Forskruning
349 1/S Adapter plate Plade
350 1/S Pipe line Rør
362 1/S Compressed air filter Trykluftfilter
374 1/S Flange Flange
386 4/S Screw Skrue
398 4/S Disc Skive
408 4/S Screw Skrue
421 4/S Disc Skive
433 1/S Plug screw Propskrue
08028-0D/H5250/94.08.12
08.28 - ES0
MAN Diesel
Plate
Page 1 (2) Main Starting Valve 51310-04
L21/31, L27/38,
V28/32S
153
165
141
128 177
189
116
190*
200*
212
224*
236
319
320 307
332
248*
08028-0D/H5250/94.08.12
261*
273
285*
297
04.04 - ES0
MAN Diesel
Plate
51310-04 Main Starting Valve Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
116 1/V Housing Hus
128 1/V Delay timer Timer
141 Connectors Konnektor
153 1/V Screw Skrue
165 1/V Washer Skive
177 1/V Retainer Sikringsring
189 1/V Screen Skærm
190* 1/V O-ring O-ring
212 1/V Piston Stempel
224* 1/V Dampener, shock Dæmper
236 1/V O-ring, cap O-ring
248* 1/V Spring Fjeder
273 1/V End cap Endedæksel
297 1/V Retainer Sikringsring
307 1/V O-ring O-ring
319 1/V Part of item 320 Del af item 320
320 1/V Solenoid valve Magnetventil
332 2/V Screw Skrue
344 1/S Main starting valve, Hovedstartventil,

complete komplet
356 1/V Spare parts kit, com- Reserevedelssæt,

prising item bestående af item
190, 200, 224, 248, 190, 200, 224, 248,
261, 285 261, 285
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Qty./V = Qty./Ventil
04.04 - ES0
MAN Diesel
Plate
Page 1 (2) Main Stop Valve 51315-03
L21/31,
L23/30H, L27/38
08028-0D/H5250/94.08.12
00.41 - EO0
MAN Diesel
Plate
51315-03 Main Stop Valve Page 2 (2)
L21/31,
L23/30H, L27/38
Item Item
042 1/E Stop valve, Stopventil,

complete komplet
066 1/V Gasket Pakning
078 1/V Gasket Pakning
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
00.41 - EO0
MAN Diesel
Plate
Page 1 (2) Air Filter 51321-03
General
190
08.21 - ES0
MAN Diesel
Plate
51321-03 Air Filter Page 2 (2)
General
Item Item
190 1/E Filter complete Filter komplet
200 1/F Repair kit Reparationssæt

(filter and O-ring) (filter og O-ring)
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
08.21 - ES0
MAN Diesel
Plate
Page 1 (2) Pressure Reduction Valve 51322-08
L16/24
L21/31
483 483
495 458 495
505 517 409 387 471 505
529 410 422 530 399 446 529
434
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel
Plate
51322-08 Pressure Reduction Valve Page 2 (2)
L16/24
L21/31
Item Item
387 1/E Pressure reduction Reduktionsventil

valve
399 1/E Pressure gauge Manometer
409 1/E Pipe section Rørstykke
410 1/E Strainer Filter
422 1/E Adj. straight male Justerbar lige

coupling samling
434 1/E Straightway valves, Ligeløbsventil, komplet

complete
458 1/E Safety valve Sikkerhedsventil
471 1/E Protective device Beskyttelsesanordning
483 2/E Packing ring Pakning
495 8/E Hexagon screw Skrue
505 8/E Nut Møtrik
517 1/E Pressure reduction Reduktionsventil,

valve, complete komplet
530 1/E Repair kit for reduction Reparationssæt til

valve reduktionsventil
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel
Plate
L16/24
L21/31
483
495 458
517 505 409 387 471
410 422 530 399 446
434
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel
Plate
L16/24
L21/31
Item Item
387 1/E Pressure reduction Reduktionsventil

valve
399 1/E Pressure gauge Manometer
410 1/E Strainer Filter
422 1/E Adj. straight male Justerbar lige

coupling samling
434 1/E Straightway valves, Ligeløbsventil, komplet

complete
458 1/E Safety valve Sikkerhedsventil
471 1/E Protective device Beskyttelsesanordning
483 1/E Packing ring Pakning
505 4/E Nut Møtrik
517 1/E Pressure reduction Reduktionsventil,

valve, complete komplet
530 1/E Repair kit for reduction Reparationssæt til

valve reduktionsventil
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel & Turbo
Plate
L16/24, L21/31
L23/30H
039*
015 027
218
039*
231
172
243
184*
052*
064*
076*
088*
All valves and fittings

has to be approved by
classification society.
206
255
111*
123*
135*
147*
159*
PI 70 - Inlet to engine
11.14 - ES0-G
MAN Diesel & Turbo
Plate
L16/24, L21/31
L23/30H
Item Item
no Qty. Designation Benævnelse no Qty. Designation Benævnelse
015 1/V Cover Dæksel
027 10/V Screw Skrue
039* 2/V Filter Filter
064* 1/V Diaphragh Membran
111* 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
172 2/V Pipe plug Rørprop
196 1/V Repair kit, incl. item Reparationssæt, inkl.

039, 052, 064, 076, 088, item 039, 052, 064, 076,
111, 123, 135, 147, 159, 088, 111, 123, 135, 147,
and 184 159, and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for item 218 Reparationssæt for

item 218
Screw
243 2/V Skrue
Manometer
255 1/V 0-25 bar - PI 70 Manometer
0-25 bar - PI 70
Pressure reduction
267 1/E valve, complete as Trykreduktionsventil,
plate 51322 komplet som
plate 51322
Repair kit for item 206,
279 1/V incl. item 039, 052, Reparationssæt for item
076, 088, 123, 147, 159 206, inkl. item 039, 052,
and 184 076, 088, 123, 147, 159
og 184
Qty/E = Qty/Engine Antal/E = Antal/Motor
Qty/V = Qty/Valve Antal/V = Antal/Ventil
11.14 - ES0-G
MAN Diesel
Plate
Page 1 (2) Cover for Turning Gear 51325-12
L21/31, L27/38,
V28/32S
226
214
238
180
251
263
192
202
For turning gear, see plate 51325

08028-0D/H5250/94.08.12
08.17 - ES0
MAN Diesel
Plate
51325-12 Cover for Turning Gear Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
192 3/E Stud Tap
202 3/E Nut Møtrik
214 1/E Plate Plade
226 1/E Limit switch Afbryder
238 2/E Screw Skrue
251 2/E Screw Skrue
08028-0D/H5250/94.08.12
08.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Manual Turning Gear 51325-20
L21/31, L27/38,
V28/32S
645
789
981
777
765 885
777 574
873
550
728 669 633 657
944
956
968
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
S5-S5 S4-S4
897
694 621
682
11.29 - ES0
MAN Diesel & Turbo
Plate
51325-20 Manual Turning Gear Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
537 1/E Counter nuts for Møtrik, sekskantet 907 /I Glue Lim
pull rods
944 1/E Shaft Aksel
956 1/E Spindle Spindel
968 1/E Key Not
562 1/E Shaft Aksel
981 1/E Turning gear, Tørnegear, komplet
574 1/E Flange Flange complete
586 4/E Cyl. screw Cylinderskrue
598 1/E Retaining ring Seeger-sikring

for shaft
608 1/E Ball bearing Kugleleje
621 1/E Key Not
633 1/E Worm gear Snekkegear
670 1/E Shaft Aksel
682 1/E Handle knob with pin Håndtag med stift
694 1/E Pipe Rør
716 1/E Cylindrical pin Cylinderstift
728 1/E Handle Håndtag
765 1/E Limit switch Limit switch
789 1/E Plate Plade
836 1/E Disc Skive
848 1/E Compression spring Trykfjeder
861 1/E Disc Skive
873 1/E Cover plate Dækplade
897 1/E Circlip Låsering
11.29 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Pneumatic Turning Gear 51325-21
L21/31, L27/38,
V28/32S
993
645
932
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
S5-S5 S4-S4
897
694 621
682
12.02 - EO0
MAN Diesel & Turbo
Plate
51325-21 Pneumatic Turning Gear Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
pull rods
932 1/E Compressed-air motor Trykluftsmotor
550 1/E Gear wheel Tandhjul complete
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade
836 1/E Disc Skive
861 1/E Disc Skive
12.02 - EO0
MAN Diesel
Plate
Page 1 (2) Electric Turning Gear (3 x 400V) 51325-22
L21/31, L27/38,
V28/32S
970
645
513
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
08028-0D/H5250/94.08.12
S5-S5 S4-S4
897
694 621
682
09.34 - EO0
MAN Diesel
Plate
51325-22 Electric Turning Gear (3 x 400V) Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
513 1/E El motor El-motor 897 1/E Circlip Låsering
pull rods
549 1/E Washer Skive complete
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade
836 1/E Disc Skive
848
08028-0D/H5250/94.08.12
1/E Compression spring Trykfjeder
861 1/E Disc Skive
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
275
645
287
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
08028-0D/H5250/94.08.12
S5-S5 S4-S4
897
694 621
682
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
Item Item

complete 885 2/E Washer Skive
287 1/E El motor El-motor 897 1/E Circlip Låsering
pull rods
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade

08028-0D/H5250/94.08.12
836 1/E Disc Skive
861 1/E Disc Skive
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
299
645
309
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
08028-0D/H5250/94.08.12
S5-S5 S4-S4
897
694 621
682
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
Item Item
299 1/E Turning gear, Tørnegear, komplet 885 2/E Washer Skive
complete
309 1/E El motor El-motor
907 /I Glue Lim
537 1/E Counter nuts for Møtrik, sekskantet
pull rods
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade

08028-0D/H5250/94.08.12
836 1/E Disc Skive
861 1/E Disc Skive
09.34 - EO0
Fuel oil system
514/614
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 15
L21/31
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel injection equipment
General Each cylinder unit has its own set of injection equip-
The internal built-on fuel oil system as shown in fig. ment comprising injection pump unit, high-pressure
1 consists of the following parts: pipe and injection valve.
▪ the running-in filter The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
▪ the high-pressure injection equipment
thus minimizing heat losses from the preheated fuel.
▪ the waste oil system This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Running-in filter The injection pump unit are with integrated roller
The running-in filter has a fineness of 50 microns guide directly above the camshaft.
and is placed in the fuel inlet pipe. Its function is to The fuel quantity injected into each cylinder unit is
remove impurities in the fuel pipe between safety fil- adjusted by means of the governor, which main-
ter and the engine in the running-in period. tains the engine speed at the preset value by a con-
Note: The filter must be removed before ship deliv- tinuous positioning of the fuel pump racks, via a
ery or before handling over to the customer. common regulating shaft and spring-loaded link-
ages for each pump.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is The injection valve is for "deep" building-in to the
important to remove the filter again when the extern centre of the cylinder head.
fuel oil system is considered to be clean for any
impurities.
2011.11.28 - EO0
MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 15
L21/31
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
This bore has an external connection to lead the
leak oil from the injection valve and high-pressure
pipe to the waste oil system, through the double
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Waste and leak oil from the hot box, fuel injection
valves, fuel injection pumps and high-pressure
pipes, is led to the fuel leakage alarm unit, from
which it is drained into the sludge tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
Waste and leak oil from the hot box is drained into
the sludge tank.
The tank and the pipes must be heated and insula-
ted, unless the installation is designed for operation
exclusively on MDO/MGO.
2011.11.28 - EO0
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 18
L21/31
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel injection equipment
General Each cylinder unit has its own set of injection equip-
The internal built-on fuel oil system as shown in fig. ment comprising injection pump unit, high-pressure
1 consists of the following parts: pipe and injection valve.
▪ the running-in filter The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
▪ the high-pressure injection equipment
thus minimizing heat losses from the preheated fuel.
▪ the waste oil system This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Running-in filter The injection pump unit are with integrated roller
The running-in filter has a fineness of 50 microns guide directly above the camshaft.
and is placed in the fuel inlet pipe. Its function is to The fuel quantity injected into each cylinder unit is
remove impurities in the fuel pipe between safety fil- adjusted by means of the governor, which main-
ter and the engine in the running-in period. tains the engine speed at the preset value by a con-
Note: The filter must be removed before ship deliv- tinuous positioning of the fuel pump racks, via a
ery or before handling over to the customer. common regulating shaft and spring-loaded link-
ages for each pump.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is The injection valve is for "deep" building-in to the
important to remove the filter again when the extern centre of the cylinder head.
fuel oil system is considered to be clean for any The injection oil is supplied from the injection pump
impurities. to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
2011.09.26 - ES0
MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 18
L21/31
This bore has an external connection to lead the The tank and the pipes must be heated and insula-
leak oil from the injection valve and high-pressure ted, unless the installation is designed for operation
pipe to the waste oil system, through the double exclusively on MDO/MGO.
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Clean leak oil from the fuel injection valves, fuel
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained
into the clean leak fuel oil tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
the sludge tank.
Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine.
The fuel should be collected in a separate clean
leak fuel tank, from where it can be pumped to the
service tank and reused without separation. The
pipes from the engine to the clean leak fuel tank
should be arranged continuously sloping. The tank
and the pipes must be heated and insulated, unless
the installation is designed for operation exclusively
on MDO/MGO.
The leak fuel piping should be fully closed to pre-
vent dirt from entering the system.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
the sludge tank.
2011.09.26 - ES0
MAN Diesel & Turbo
Description
Fuel Injection Pump 514.02
General
Fuel Injection Pump
The fuel pump and the roller guide are one unit, To injection valve
placed over the fuel cam. A pipe supplies lubricat-
ing oil from the camshaft bearing to the roller guide.
Delivery valve
Delivery valve housing
The barrel is installed with seals on the outer circum-
ference at various levels to avoid leakages and to
give the possibility to drain fuel from the lower part
of the barrel bore.
Barrel
At the same time it also gives the possibility to add
sealing oil to minimize fuel contamination of the
lubricating oil.
The injection amount of the pump is regulated by

transversal displacement of a toothed rack in the
side of the pump housing. By means of a gear ring,
the pump plunger with the two helical millings, the Fuel
cutting-off edges, is turned whereby the length of
Fuel rack
the pump stroke is reckoned from when the plunger
closes the inlet holes until the cutting-off edges again
uncover the holes.
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 injection is
Lub oil
finished. This will reduce formation of carbon around
the nozzle tip and save fuel.
The amount of fuel injected into each cylinder unit

is adjusted by means of the governor, which main
tains the engine speed at the preset value by a
continuous positioning of the fuel pump racks, via a
common regulating shaft and spring-loaded linkages
for each pump.
The rack for fuel control is shaped as a piston at one

end. The piston works inside a cylinder. When the Roller
cylinder is pressurized, the fuel rack will go to zero
and the engine will stop.
Fig 1 Fuel injection pump
12.04 - ES1
MAN Diesel & Turbo
Description
Fuel Injection Valve 514.06
General
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 mixing. From the side of the cyl-
inder head, a lance for fuel supply is screwed into
the fuel valve (L16/24 is mounted by means of 3 leaf Sleeve
springs). 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 connects the fuel
pump with the lance.
Lance
Leak oil from the fuel valve or from a possible defec-
tive high pressure pipe is led to the bore for the lance
in the cylinder head. From here a pipe will drain the
fuel to the leakage alarm and further to the leak oil Fuel inlet
connection. From here the HFO can be led to leak
oil tank and MDO/MGO to the day tank.
Needle
Nozzle complete
Fig 1 Fuel injection valve
12.04 - ES1
MAN Diesel & Turbo
Description 514.25
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) Edition 02H
L21/31, L27/38
V28/32S
Description To maintain recirculation in the HFO flow line when
the GenSet is operated on MDO a by-pass valve
The fuel changing system consist for GenSet of two must be installed between the inlet changing valve
three-way valves (V1 and V2) with a electric/pneu- (V1) and the outlet valve (V2) at each GenSet as
matically operated actuator of the simplex type with shown in fig. 1.
spring return and a common valve control box for
the total GenSet plant.
Valve Control Box
The system facilitates a flexible selection of MDO and
HFO-operating at any load condition. This system Electrical power supply to the valve control box is
gives the advantage of individually choosing MDO 380 Volt - 50 Hz, or 440 Volt - 60 Hz, depending on
or HFO mode of operation of the GenSets. the plant specification, and is established in form of
a single cable connection from the switchboard.
Filter PI
Air pressure: 6 bar
Water trap Reduction Air consumption

valve per stroke : 1.1 litre
ø6 ø6
Valve con-
trol box
*
MDO MDO
* *
Valve V1 Valve V2
HFO HFO
A1 A2
Inlet engine Outlet engine
* MAN Diesel & Turbo supply
Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.
The three-way valves should be placed as near as Due to a built-in transformer, the power supply voltage
possible to the engines.The control box can be placed will be converted to a 24 Volt DC pilot voltage for ser-
in the engine room or in the engine control room. ving the relays, contactors, and indication lamps.
05.35 - EO0
MAN Diesel & Turbo
514.25 HFO/MDO Changing Valves (V1 and V2)

Description
Edition 02H Page 2 (2)
L21/31, L27/38,
V28/32S
Furthermore the 24 V DC pilot voltage is used for In case of black-out and other situations resulting in
operating the fuel changing valves with a pneumati- dead voltage potential, the fuel changing valves will
cally and electrically operated actuator of the simplex be de-energized and automatically take MDO-posi
type with return springs. tion due to the built-in return spring.
The mode of valve operation is:
HFO-position: Energized
MDO-position: De-energized
Fig 1 Ball valve with actuator.
05.35 - EO0
MAN Diesel & Turbo
Working Card Dismounting/Mounting of 514-01.05

Page 1 (3)
Fuel Injection Pump Edition 17
L21/31

Shut-off fuel oil
Dismounting/mounting of fuel injection pump. Crowfoot spanner, 36 mm

Open-end spanner, 36 mm
Unbraco top and ratchet, 10 mm
Plier for lock ring, outer
Unbraco top, 8 mm
Torque wrench
Starting position Tools for cleaning.
Clean kerosene or gas oil.
Cover for fuel injection pump has been Antiseizure product.
dismounted. (Copaslip, Molykote GN Plus or similar)
Related procedure
Working time : 2 hours Plate no Item no Qty /

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

10.45 - ES0, MAN

MAN Diesel & Turbo
514-01.05 Dismounting/Mounting of Working Card

Edition 17
Fuel Injection Pump Page 2 (3)
L21/31
Dismounting of Fuel Injection Pump

Step 1
Dismounting of fuel injection pipe.
1
1) Unscrew the sleeve piece (1), see fig. 1.
2) Remove the high pressure pipe.
1 - Sleeve piece
Step 2
Fig 1 Dismounting of fuel injection pipe.
Dismounting of Fuel and Drain Pipes
3) Remove the 2 unbraco bolts at each end and

shift the plates away from the pumps Fig 2 Dismounting of fuel and drain pipes.
4) Push the leakage pipe into the adjacent pump

until the injection pump is free, see fig 2.
Mounting of Fuel Injection Pump
Dismounting of Leakage Pipes New pumps: Remove preserving agents.
5) The lock ring (1), see fig 2 must be shifted into 9) Check/exchange o-ring on the oil supply hole
the groove in the center of the pipe. in the frame
6) Push the leakage pipe into the adjacent pump 10) Attach the injection pump to the engine frame,
until the injection pump is free, see fig 2. tighten the 5 nuts with a torque, according to
description 500.40.
08028-0D/H5250/94.08.12
Removal of Fuel Injection Pump 11) Reconnect the regulating rod to the spring
loaded lever.
7) Separate the spring loaded lever from the
regulating rod on the fuel injection pump.
8) Remove the screws in the bottom flange and

take the fuel injection pump away.
10.45 - ES0, MAN

MAN Diesel & Turbo
Working Card Dismounting/Mounting of 514-01.05

Page 3 (3) Fuel Injection Pump Edition 17
L21/31
Assembly of the Pressure Pipe Mounting of Fuel and Drain Pipes
12) Renew O-ring, and coat the high-pressure con- 15) Check the fuel and leakage pipes, they must
necting threds at the pump and at the pressure not have any sharp bores on the outer circum-
piece including the O-rings. ference, the inner circumference must be free
of any residuals.
13) Screw the pressure pipe manually to the pres-
sure piece. 16) Rub the O-rings in the injection pump with
paste for lip-type packing.
14) The correct positioning of the sealing cone
from the pressure pipe has to be checked. The 17) Mount the pipes opposite order of dismantling
sealing cone must be completely immersed point 4-5.
into the pressure nozzle of the injection pump
(approx. 3.6 mm). The sleeve nut has to be
screwed manually to the pressure socket of
the injection pump, see fig 1.
13) Tighten the sleeve nut at the pressure piece

with 110 Nm.
14) Tighten the sleeve nut at the connecting socket

of the pump with 110 Nm.
08028-0D/H5250/94.08.12
10.45 - ES0, MAN

MAN Diesel & Turbo
Working Card Disassembly/assembly and Repair of 514-01.06

Page 1 (4)
L21/31

Disassembly/assembly and repair of fuel injection Adjustable spanner 12"

pump Unbraco top and ratchet 5, 8, 10 mm
Plier for lockring, inner
Torque wrench
Aluminium arbor
Tools for cleaning.
Starting position Antiseizure product.
(Copaslip, Molykote GN Plus or similar)
Dismounting of fuel injection pump 514-01.05
Related procedure
Mounting of fuel injection pump 514-01.05
Working time : 2 hours Plate no Item no Qty /

Capacity : 1 man
51401 110 1/pump
51401 158 1/pump
Data 51401 457 1/pump
51401 482 2/pump
Data for pressure and tolerance (Page 500.35) 51401 685 1/pump
Data for torque moment (Page 500.40) 51401 697 2/pump
Declaration of weight (Page 500.45) 51401 707 1/pump
12.21 - ES0, Tier II, MAN

MAN Diesel & Turbo
514-01.06 Disassembly/assembly and Repair of Working Card

Edition 17 Fuel Injection Pump Page 2 (4)
L21/31
If damages occur at the injection pump during the
warranty period the service of the manufacturer or
of a contracted workshop shall be utilized, otherwise
you lose your rights under the guarantee.
15
16
Note! It must be cared during the disassembly of the
injection pump that the workplace is free of chips 5
and contaminations. It is recommended to clean 6 Ø6h6
17
all parts with diesel fuel oil, and to place them on a 7
18
non-fuzzing cloth. 8
20
9
21
The complete injection pump must not be placed on 19
hard or metallic surfaces by the roller. Do not use the
extractable control rack as a handle!
10 A
The Following Guidelines shall be 11
Considered 12
B
⇒ Do not mix up parts of the pump element and 13
22
of the constant-pressure release valve. 14 C
⇒ High-pressure surfaces must be protected 1 Connection socket 10 Guiding screw

against damage, and cleaned with clean Diesel 2 Cylindrical screw 11 Thrust piece
fuel and a non-fuzzing cloth or paper when they 3 Regulating rod 12 Shim
are installed again. 4 Pump casing 13 Tappet insert
5 Sealing ring 14 Roller tappet
6 Cavitation screw 15 Pressure valve spring
⇒ O-rings on demounted parts shall generally 7 Barrel 16 Valve spring
be replaced by new O-rings before parts are 8 Spring plate 17 Plunger (1.5-20 cSt)
installed again. 9 Pump spring 18 Plunger (< 1.5 cSt)
19 Regulating sleeve
20 Lockring
⇒ Only original O-rings of MAN shall be used. 21 Guide pin
Apply paste for lip-type sealings to the 0-rings 22 Roller
2
before installation. 1
⇒ Cylindrical screws must be coated by graphite

paste on the bearing surface and on the thread;
4 3
tighten them crosswise and step by step (in
three steps of equal torque) to the required
tightening torque.
⇒ The cylindrical screws shall be loosened cross- Fig 1 Fuel injection pump.
wise and step by step (in three steps of equal
torque), too.
3) Loosen the spring force and demount the
installation device.
Disassembly of Fuel Pump
4) Take out the tappet insert (13), roller tappet
1) Press in the roller tappet (14) by means of the (14), roller (22), thrust piece (11), pump spring
installation device, see fig 2. (9) and plunger (17/18).
2) Screw off the guiding screw (10). Caution! Be sure not to damage the plunger.

MAN Diesel & Turbo
Working Card Disassembly/assembly and Repair of 514-01.06

Page 3 (4)
L2131
5) If necessary remove the lockring (20), guide 11) Turn the injection pump vertically by 180 de-
pin (21) and take out the regulating rod (3). grees.
6) Loosen the 4 cylindrical screws (2) and remove 12) Install the regulating sleeve (19) - care for the
the connection socket (1) and barrel (7). Pres- marking!
sure valve is included in connection socket (1)
and can be exchanged as a component group 13) The further assembly is carried in reverse order
only. of disassembly (driving pin of the plunger in
the direction of the slot of the control sleeve).
7) Carefully press out the barrel (7) with an alu- Guiding screw has to be mounted with loctite
minum arbor. 0577.
14) Marking on the driving pin, installed towards

the boring of the control rack.
Fuel injection pump
15) If a pump element is exchanged it is recom-
mended to check the pre-stroke. Proceed as
follows:
16) The injection pump is assembled without pump

spring (9) and cavitation screws (6).
Tool
17) The plunger (18) is fixed in the control boring
by the measuring pin, see fig. 3.
18) The clearance from roller to mounting surface

Roller
is measured by a depth micrometer.
19) The difference to the required dimension has

to be newly adjusted by the thrust piece (12),
if necessary. Please see description 500.35
20) If the pre-stroke is not correct, the max firing

pressure of the mentioned cylinder will be
wrong.
Fig 2 Dismounting of roller tappet. 21) If the pre-stroke is correct then reassembly the
pump with spring (9) and cavitation screws (6)
and tighten with correct torque acc. to descrip-
Installation tion 500.40.
8) Pump elements can be exchanged as compo- Caution! Secure the guiding screws (10) by Loctite
nent groups only. (plunger and barrel). 0577.
9) Insert the barrel (7), see fig 1 carefully into the

injection-pump casing (4) with an aluminum
arbor and a non-fuzzing cloth to protect the
high-pressure surface.
10) Mount the connection socket tighten (1), see

fig 1, the 4 cylindrical screws. Tighten torque
(2), see fig 1, 60 Nm.

MAN Diesel & Turbo
514-01.06 Disassembly/assembly and Repair of Working Card

Edition 17
Fuel Injection Pump Page 4 (4)
L21/31
Preservation Re-preservation
The main functional components of each injection If the injection pump has not been put into operation
pump supplied by the manufacturer has been pre- within 2 years after its delivery a re-preservation
served during its check-up in the test stand. has to be carried out. For that purpose, a protective
cap must be removed from the fuel discharge (upper
P3 gero cut S 102 having a viscosity of 3.5 mm2/sec connection) at the injection pump.
at 20°C according to DIN 53015 is used as preser-
ving agent. The suction chamber of the injection pump is filled
with preserving agent through the fuel discharge
All external surfaces are primed. boring, and closed.
The processed external surfaces are coated with By moving the plunger, the hollows are filled with
anti-rust grease or preserved with preserving oil preserving agent.
Castrol Rustilo DWX31 having a specific gravity of
820 kg/m3 at 15°C according to DIN 51757. All external surfaces coated with anti-rust agent must
be preserved once more.
This preservation is effective for 2 years.
The control rack has to be moved in regular inter-
vals of approx. 3 months to avoid a sticking of the
plunger.

MAN Diesel & Turbo
Working Card
Fuel Injection Valve 514-01.10
L21/31

Press button (Blocking - Reset) 52000 074

Description
Dismounting, overhaul, pressure testing and

mounting of fuel injection valve.
Top cover on the cylinder head and front cover Ring and open end spanner
on the fuel injection pump has been dismounted. Socket spanner
Tools for cleaning.
Antiseizure product.
(Copaslip, Molykote GN Plus or similar).
Related procedure

Capacity : 1 man
51402 033 2/valve
51402 104 1/valve
Data


MAN Diesel & Turbo
514-01.10 Fuel Injection Valve Working Card

L21/31
The fuel injection valve is the single component 4) Loosen the lock screw and lock washer and
that has the greatest influence on the diesel engine remove it from the cylinder head.
condition. Various forms of operation and quality of
fuel oil affect the overhaul intervals. In some cases it 5) Screw the high-pressure cone out from the
may be necessary to shorten the prescribed intervals. cylinder head.
Dismount the fuel injection valve from the

Dismounting cylinder head by means of the special tool as
shown in fig 2.
1) Loosen the hexagon nuts and screew them off,
see fig. 1 pos. 7.
2) Remove the trust pad from the fuel injection

valve.
3) Remove the high pressure fuel injection pipe.

Which is placed between the high pressure
fuel pump and the pressure piece.
Fig 2 Tool for dismounting of fuel injection valve.
1 Adjusting screw 5 Nozzle nut

2 Nut 6 Injector nozzle 6) Screw the threaded spindle of the tool onto the
3 Pressure spring 7 Hexagon nut injection valve until seated.
4 O-ring 8 Pressure piece
7) Pull the injection valve out by turning the hexa-
Fig 1 Fuel injection valve.
gon nut.
Note:The injection valve may only be removed by

means of the tool.
8) Cover the opening in the cylinder head.

MAN Diesel & Turbo
Working Card
Page 3 (6) Fuel Injection Valve 514-01.10
Edition 18
L21/31
Cleaning 17) Carefully clean the injector body by placing

these in a cleaning liquid and then blow through
Mount the fuel injection valve in the pressure test- the parts with dry air.
ing tool.

Note:Utmost cleanliness and care are required dur- Inspection of the Parts
ing the disassembly of fuel injection valve.
18) Nozzles are matched by lapping and are only
9) Clean the complete injection valve with fuel oil interchangeable as units.
on the outside, remove coke deposits by using
a hard brush. For the injection nozzle, only use 19) The injector needle, which has been previ-
a wooden spatula in order not to damage the ously cleaned, wetted by test oil P3 gero cut
nozzle orifices. Clean the cylindrical projection S 102 or diesel fuel and inserted into nozzle
of the nozzle body with particular care. body, is pulled out to approx. one third of its
sliding surface. At an almost vertical position,
10) Loosen the nut, see fig 1, pos 2. the injector needle must quickly slide onto the
tight seat by its deadweight. This check-up has
11) Then release the pressure spring (3). to be carried out for three almost uniformly
distributed turning position of the needle.
12) Loosen the nozzle nut (5). If it is jammed, then
heat the nozzle nut up in hot oil. 20) If the holes are oval worn, which is checked
with a magnifying glass, the nozzle must be
13) Remove the injector nozzle (6). Be careful that scrapped and replaced.
the injector needle does not fall out.
21) The best way, however, to check if the holes
are worn out is to control the flow rate of the
Attention nozzle which, in general, only can be made
at the manufacturer’s works on a special test
Do not damage the lapped surface. stand.
14) Dismount all other components. 22) Every effort to refinish will result in alterations
of these values and malfunction of the nozzle.
15) All parts must be cleaned with kerosene or gas If heavy abrasion symptoms, respectively dam-
oil and a hard brush (not a steel brush). ages are observed at the visual inspection of the
parts, the parts in question must be replaced.
16) Clean the nozzle holes of charred coke by
means of the supplied special drill please see
plate 52000, item No. 013 or fig. 3, with holder. Reassembling
23) When all parts have been overhauled, found

in good order and carefully cleaned, assemble
the fuel injection valve again.
24) When assembling the fuel injection valve,

proceed in the opposite order compared to
the disassembly.
Fig 3 Special drill.

MAN Diesel & Turbo

L21/31
Pay attention to the following: 29) All connecting and attached points of the fuel
injection valve must not leak during this check-
a. Lubricate the threads on the adjusting screw, up.
fig. 1, pos. 1, with lub. oil, and the threads of the
nozzle holder for the nozzle nut. The shoulder Then increase the pressure to 300 bar and keep the
of the nozzle which is in contact with the nozzle pressure by working the lever slowly downwards.
nut, must be lubricated with an antiseizure When the pressure is kept at 300 bar, there should
product. be no more than one drip from the nozzle tip for
approx. 3-5 sec.
b. The sealing plane surface of body and nozzle
must be wiped dry with paper. If the test conditions are not fulfilled it is necessary
to dismount the fuel injection valve to determine the
c. Renew the O-rings, fig. 1, pos 4. causes. For that purpose, check the slidability of the
injector needle and that the injection nozzle is not
d. Tighten torque for nozzle nut. Please see jammed in the nozzle holder.
Description 500.40.
No Jamming
Pressure Testing of Fuel Injection Valve
If the injector nozzle is deformed by the tightening
25) The most effective checking of the fuel injection of the nozzle nut in the nozzle holder the injector
valves is obtained through pressure testing, needle is jammed in the nozzle body, and fuel is
preferably carried out after each overhaul and leaving the spray holes as a not or a partially atom-
also in case of irregularities in operation. The ized straight jet only.
pressure testing is carried out in the following
way by means of the pressure testing device
supplied. Conditions of Labour Safety
26) Mount the fuel injection valve in the test tool The fuel jets must not be touched under any circum-
again. The bracket to be in such a position that stances as they hit through the skin tissue, and cause
the nozzle of the injector is pointing downwards. blood poisoning. Urgently comply with the regulations
on fire prevention when handling inflammable liquids.
27) To flush off possibly existing dirt particles in the
fuel system of the injection valve, it is recom-
mended to pump through fuel several times, (by Mounting of the Fuel Injection Valve in Cyl-
means of the lever on the test pump). Adjust inder Head
the opening pressure. Please see Description
500.35, by the adjusting screw (1), see fig. 1, 30) Before mounting the fuel valve, clean and
then tighten lock nut (2) and check opening inspect the valve sleeve in the cylinder head.
pressure again. If necessary, grind the seating face with the
grinding tool, see fig 4.
28) The fuel injection valve shall properly spray at
a pumping frequency of approx. 1 to 2 strokes/
second, do not expect chattering.The fuel must Assembly of the Injection Valve
be atomized by uniform jets. After the jets are
cut off, no fuel drop shall fall down from the 31) Check the O-rings and if nescessary replace
bottom of the spraying ball during 10 seconds them.
when the injector nozzle is vertically placed.
Do not expect a nozzle tip with more than 1000 32) Coat the O-rings at the injection valve with-
running hours to perform like a new nozzle in graphite paste.
the test pump.

MAN Diesel & Turbo
Working Card
Fuel Injection Valve 514-01.10
L21/31
Assembly of the Pressure Piece
36) Blow the fuel borehole clean by air to remove

dirt. Renew and coat the o-rings of the high
pressure cone (pos. 1 and 2, fig 5) for the seal-
ing in the cylinder head with graphite paste.
1 O-ring
2 O-ring
Fig 4 Grinding tools 3 O-ring
4 O-ring
5 Lock washer
6 Lock screw
33) The injection valve has to be inserted into the
cylinder head. Care for the alignment of the
high-pressure cone connection.The alignment Fig 5 Fuel injection pipe
of the injection valve is checked by a visual
inspection through the borehole for the high
pressure cone connection by using a light 37) Carefully insert the high pressure cone together
source (flash light). with spring lock washers into the cylinder head.
Screw the high pressure cone thoroughly by
34) The trust pad must be plugged on. The wash- hand down to the sealed seat of the injection
ers and nuts have to be attached and screwed valve.Tighten the high pressure cone according
on. The injection valve is pressed to the sealed to Description 500.40.
seat by an alternate tightening of the nuts.Then
tighten the nuts. 38) Mount the lock screw and lock washer, pos. 6,
fig. 5, in the cylinder head and tighten the the
35) The exact positioning of the high-pressure cone lock screw, pos. 6, fig. 5. According to Descrip-
connection has to be checked by another visual tion 500.40.
inspection as descripted in point 33. Care for a
clean high-pressure connection, at the same
time. The high-pressure cone connection may Assembly of the Pressure Line
be blown clean by air through the borehole at
the cylinder head, if required. 39) Renew the o-rings (pos 3 and 4, fig. 5), and
coat the high-pressure connecting threds at the
pump and at the high pressure cone including
the O-rings.
40) Screw the pressure line manually to the high

pressure cone.

MAN Diesel & Turbo

L21/31
41) The correct positioning of the sealing cone 42) Tighten the sleeve nut at the connecting socket,
from the pressure line has to be checked at the according to Description 500.40.
pump. The sealing cone must be completely
immersed into the pressure nozzle of the in- 43) Tighten the sleeve nuts at the high pressure
jection pump (approx. 3.6 mm). The sleeve nut cone, according to Description 500.40.
has to be screwed manually to the pressure
socket of the injection pump.

MAN Diesel & Turbo

Page 1 (2) Check of Fuel Oil Piping System Edition 05
L21/31
L27/38

Shut-off fuel oil
Description
Hand tools
Check of fuel oil piping system.
Starting position
Engine is running.
Related procedure
Working time : ½ hour Plate no Item no Qty. /

Capacity : 1 man
Data

08.06 - ES0
MAN Diesel & Turbo

Edition 05 Check of Fuel Oil Piping System Page 2 (2)
L21/31
L27/38
Fuel Oil System
1) Dismount the covers to the injection pumps. 5) Check flexible connections for leaks and da-
Blow through drain pipes from the pump bed. mages.
2) Examine the piping system for leaks. It is important that the flexible connections are free
from paint and grease and in healthy condition.
3) Retighten all bolts and nuts in the piping sy-
stem. 6) Check for any leak of the O-ring for the fuel
injection pipe.
4) Move all valves in the piping system.
Lubricate valve spindles with graphite or si- Concerning fuel oil condition, see section 504.
milar.
08.06 - ES0
MAN Diesel & Turbo
Plate
Page 1 (3) Fuel Injection Pump 51401-29
L21/31
421
002 768
457
600
707
697 122
230 229 134
565 146
171
577* 195
589* 242
313* 482
590*
301*
325 075 482
242
158 781
864
386
374 469 996
337
217
254
398
987
099*
087 685
350
109*
470
408*
266
445*
278
038*
291
923*
014 063*
051* 183a
183b
504 183c
026* 183d
205 183e
183f
183g
183h
183i

MAN Diesel & Turbo
Plate
51401-29 Fuel Injection Pump Page 2 (3)
L21/31
Item Item
002 1/P Seal ring Tætningsring 266 1/P Regulating guide com- Reguleringsstyr kom-
plete incl. item 408 plet inkl. item 408 og
014 1/P Roller guide complete Rullestyr komplet inkl. and 445 445
incl. item 026, 038, 051, item 026, 038, 051, 063
063 and 923 og 923 278 1/P Sping plate Fjederplade
026* 1/P Roller Rulle 291 1/P Pressure spring Trykfjeder
038* 1/P Roller pin Rulletap 301* 1/P Pressure spring Trykfjeder
051* 1/P Housing Hus 313* 1/P Valve cone Ventilhus
063* 1/P Bolt Bolt 325 1/P Arresting bolt Bolt
075 1/P Seal ring Tætningsring 337 1/P Arresting bolt Bolt
087 1/P Plunger barrel com- Pumpe element komplet 350 2/P Socket head cap screw Umbrakoskrue
plete incl. item 099 inkl. item 099 og 109
and 109 374 1/P Plate Plade
099* 1/P Plunger barrel Cylinder 386 1/P Plate Plade
109* 1/P Piston Stempel 398 2/P Countersunk screw Skrue
122 1/P Cylindrical pin Cylindrisk stift 408* 1/P Regulating guide Reguleringstyr
134 1/P Plug screw Propskrue 421 6/P Screw Skrue
146 1/P Seal ring Tætningsring 445* 1/P Clamping pin Stift
158 1/P Seal ring Tætningsring 457 1/P Support ring Støttering
171 1/P Piston Stempel 469 1/P Seal ring Tætningsring
183a 1/P Shim, 6.90 mm Skive, 6.90 mm 470 1/P Seal ring Tætningsring
183b 1/P Shim, 6.95 mm Skive, 6.95 mm
183c 1/P Shim, 7.00 mm Skive, 7.00 mm 482 2/P Seal ring Tætningsring
183d 1/P Shim, 7.05 mm Skive, 7.05 mm
183e 1/P Shim, 7.10 mm Skive, 7.10 mm 504 2/P Screw Skrue
183f 1/P Shim, 7.15 mm Skive, 7.15 mm
183g 1/P Shim, 7.20 mm Skive, 7.20 mm 565 1/C Fuel injection pump, Brændselspumpe kom-
183h 1/P Shim, 7.25 mm Skive, 7.25 mm complete plet
183i 1/P Shim, 7.30 mm Skive, 7.30 mm
577* 1/P Cylindrical pin Cylindrisk stift
195 1/P Seal ring Tætningsring
589* 1/P Pressure spring Trykfjeder
205 1/P Spring plate Fjederplade
590* 1/P Valve cone Ventilhus
600 4/P Screw Skrue
229 1/P Pump housing Pumpehus
230 1/P Connection socket Forbindelsesstykke
complete incl. item komplet inkl. item 301, 697 2/P Support ring Støttering
301, 313, 577, 589 and 313, 577, 589 og 590
590 707 1/P Seal ring Tætningsring
242 2/P Bolt Bolt 768 6/P Seal ring Tætningsring
254 1/P Toothed bar Gevindjern 781 1/P Circlip Snapring
Qty/P = Qty/Pump Qty/P = Qty/Pumpe

MAN Diesel & Turbo
Plate
Page 3 (3) Fuel Injection Pump 51401-29
L21/31
Item Item
864 1/P Gasket Pakning
923* 1/P Pressure spring Trykfjeder
987 1/P Connecting piece Forbindelsesstykke
996 /l Wire Låsetråd

MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Valve 51402-28
L21/31
153
165
141
177
082
069
116
104
190
212
070
128*
057
224*
033
Pressure pipe,
236 see plate 51404
094
021
045
11.34, Tier II, MAN

MAN Diesel & Turbo
Plate
51402-28 Fuel Injection Valve Page 2 (2)
L21/31
Item Item
021 1/V Injection nozzle Dyse
045 1/V Nozzle nut Dysemøtrik
057 1/V Pressure bolt Bolt
069 1/V Adjusting spindle Justebar spindel
070 1/V Pressure spring Trykfjeder
082 1/V Nut Møtrik
094 2/V Cylindrical pin Cylindrisk stift
116 1/C Fuel injection valve, Brændselsventil, kom

complete incl. item plet inkl. item 021, 033,
021, 033, 045, 057, 045, 057, 069, 070, 082,
069, 070, 082, 094, 104, 094, 104, 190, 212
190, 212
128* 1/V Nozzle holder Dyseholder
141 1/V Pressure piece Spændestykke
153 2/V Nut Møtrik
165 2/V Washer Skive
177 2/V Bolt Bolt
190 1/V Guide for spring Fjederstyr
212 1/V Nozzle holder comp., Dyseholder komplet,

incl. item 128, 224 inkl. item 128, 224
224* 1/V Stop ring Stop ring
Qty/V = Qty/Valve Qty/V = Qty/Ventil
11.34, Tier II, MAN

MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pipe 51404-18
L21/31
010
071
034 034
105 058
022 022
129 095
130
046
083
117
Fuel oil pump, 046
see Plate 51401 130
095
11.34, Tier II, MAN

MAN Diesel & Turbo
Plate
51404-18 Fuel Injection Pipe Page 2 (2)
L21/31
Item Item
034 4/C Disc Skive
058 2/C Screw Skrue
071 1/C Flange Flange
083 1/C Delivery socket Forbindelsesrør
095 2/C Thrust ring Trykring
105 1/C Tap washer Skive
117 1/C Pressure pipe, Trykrør, komplet

complete
129 1/C Delivery socket, Forbindelsesrør,

complete komplet
130 2/C Screw Skrue
Qty/E = Qty./Engine Qty/E = Qty./Motor
11.34, Tier II, MAN

MAN Diesel
Plate
Page 1 (2) Safety Filter 51415-03
General
08028-0D/H5250/94.08.12
03.18 - EO0
MAN Diesel
Plate
51415-03 Safety Filter Page 2 (2)
General
Qty. Designation Benævnelse Qty. Designation Benævnelse
1 1/E Fuel oil filter duplex, Brændselsoliespalte-

complete filter, komplet
2 2/F Screw plug Propskrue
3 2/F Gasket Pakning
10 6/F Bolt Bolt
11 2/F Cover Dæksel
12 2/F O-ring O-ring
13 8/F Nut Møtrik
16 1/F Ball valve Kugleventil
18 1/F Cock Hane
19 2/F O-ring O-ring
20 1/F Circlip ring Sikringsring
21 1/F Plug key Prop
22 2/F Filter element Filterelement
37 8/F Bolt Bolt
38 8/F Nut Møtrik
70 2/F Screw Skrue
72 2/F Nut Møtrik
73 2/F Spring washer Fjederskive

08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Engine
Qty./F = Qty./Filter Qty./F = Qty./Filter
03.18 - EO0
MAN Diesel
Plate
Page 1 (2) Ball Valve with Actuator 51425-04
General
015
027 039
Seen from A
08028-0D/H5250/94.08.12
040
07.17 - ES0
MAN Diesel
Plate
51425-04 Ball Valve with Actuator Page 2 (2)
General
Item Item
015 1/Q Solenoid valve Magnetventil
027 1/Q Actuator Actuator
039 1/Q Limit switch Grænseafbryder
040 2/Q Ball valve Kugleventil
08028-0D/H5250/94.08.12
Qty/Q = Qty/Plant Qty/Q = Qty/Anlæg
07.17 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Oil Arrangement 51430-13
L21/31
012 240
024 252
036 276
048 288
061 311
073 323
335
085 347 288
097
085 359
107 120
Fuel leakage alarm, 119 372 347

see Plate 50925
384 335
144 144 144 132 396

455
156 156 156 085 467
479
418 480
492
431
08028-0D/H5250/94.08.12
168
181 203
193 215 168 443
227 181 239
07.16
MAN Diesel
Plate
51430-13 Fuel Oil Arrangement Page 2 (2)
L21/31
Item Item
012 1/E Pipe, Rør, 288 2/E Adjustable elbow Justerbar

Fuel oil outlet tilgang brændolie coupling vinkelforskruning
024 1/E Pipe, Rør, 311 1/E Steel pipe Stålrør

Fuel oil inlet afgang brændolie
323 1/E Equal tee coupling, Lige T-forskruning,
036 1/E Drain pipe Drænrør complete komplet
048 1/E Straight coupling, Ligeforskruning, 335 2/E Pipe clamp Rørholder
complete komplet
061 1/E Straight coupling, Ligeforskruning,
complete komplet 359 1/E Drain pipe Drænrør
073 1/E Bracket Beslag 372 1/E Pipe, Rør,

Fuel oil outlet afgang brændolie
085 3/E Straight male stud Ligeforskruning
coupling 384 1/E Pipe, Rør,
Fuel oil inlet tilgang brændolie
097 1/E Non return valve Kontraventil
107 2/E Pipe clamp Rørholder
418 1/E Reducing stand Reduceringsstandrør
119 6/E Hexagon screw Skrue pipe
120 1/E Cylindrical screw Skrue 431 1/E Adjustable elbow Justerbar
coupling vinkelforskruning
443 1/E Adjustable elbow Justerbar
144 3/E Packing square Pakning coupling vinkelforskruning
156 12/E Hexagon head screw Skrue 455 1/E Drain pipe Drænrør
168 4/E Hexagon head screw Skrue
181 2/E Pipe clamp Rørholder 6 cyl. engine 6 cyl. motor
193 1/E Pipe, Rør, 479 1/E Drain pipe Drænrør

Fuel oil inlet tilgang brændolie 7 cyl. engine 7 cyl. motor
203 2/E Hexagon screw Skrue 480 1/E Drain pipe Drænrør
227 1/E Drain pipe Drænrør 9 cyl. engine 9 cyl. motor
239 1/E Pipe, Rør,

Fuel oil outlet afgang brændolie
240 1/E Reducing stand pipe Reduceringsstandrør

08028-0D/H5250/94.08.12

coupling

coupling
07.16
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pump Connections 51435-13
L21/31
025
037 488
535
049
560
062 439
Fuel Injection Pump
See Plate 51401
253
559
440
488
535
049
062
415
062
049
535
488
253
559
427
049
133 606
253 145 170
559
182
476
253
216
403 452
464

MAN Diesel & Turbo
51435-13 Fuel Injection Pump Connections Plate

Page 2 (2)
L21/31
Item Item
025 3/E Cylindrical screw Cylindrisk skrue 440 1/E Leak oil pipe Lækagerør
037 1/E Connection socket Forbindelsesblok 452 1/E Plate Plade
049 Seal ring Tætningsring 464 2/E Screw Skrue

26/E 6 cyl. engine 6 cyl. motor 476 3/E Screw Skrue
34/E 8 cyl. engine 8 cyl. motor 488 Pipe clamp Rørklemme
062 Support ring Støttering 14/E 7 cyl. engine 7 cyl. motor
30/E 8 cyl. engine 8 cyl. motor 535 Hexagon socket Skrue
34/E 9 cyl. engine 9 cyl. motor head cap screw
133 2/E Plug Prop 36/E 6 cyl. engine 6 cyl. motor
145 2/E Seal ring Tætningsring 48/E 8 cyl. engine 8 cyl. motor
170 1/E Cover plate Dækselplade
559 Retaining ring Sikringsring
182 4/E Screw Skrue 10/E 5 cyl. engine 5 cyl. motor
216 1/E Plug Prop 14/E 7 cyl. engine 7 cyl. motor
253 Seal ring Tætningsring 18/E 9 cyl. engine 9 cyl. motor
13/E 6 cyl. engine 6 cyl. motor 560 1/E Closing screw Låseskrue
17/E 8 cyl. engine 8 cyl. motor 606 1/E Expander Expander

415 Fuel oil pipe Brændselsolierør

427 Leak oil pipe Lækagerør

439 2/E Fuel oil pipe Brændselsolierør

Lubricating oil system
515/615
MAN Diesel
Description 515.01
Page 1 (3) Internal Lubricating Oil System Edition 07
L21/31
Fig 1 Diagram for internal lubricating oil system.
General Quantities in litres for engine,

Engine type
incl. cooler, filters and pipes on engine
As standard the lubricating oil system is based on 5 950
wet sump lubrication. 6 1079
7 1207
All moving parts of the engine are lubricated with oil 8 1335
circulating under pressure in a closed system. 9 1463
The lubricating oil is also used for the pur pose of

Table 1 Quantities for starting-up the engine incl. cooler, filters
cooling the pistons and turbocharger. and pipes on engine
The standard engine is equipped with:
– Engine driven lubricating oil pump. System Flow

– Lubricating oil cooler.
– Lubricating oil thermostatic valve. The lubricating oil pump draws oil from the oil sump
08028-0D/H5250/94.08.12
– Duplex lubricating oil filter. and pumps the oil through the cooler and filter to the
– Prelubricating oil pump. main lubricating oil bore, from where the oil is distri-
buted throughout the engine. Subsequently the oil
returns by gravity to the oil sump.The oil pressure is
Oil Quantities controlled by an adjustable spring-loaded relief valve
built in the system.
The approximate quantities of oil necessary for
a new engine, before starting up are given in the
table/below.
02.15 - ES0
MAN Diesel
515.01 Description
Edition 07 Internal Lubricating Oil System Page 2 (3)
L21/31
The main groups of components to be lubricated Thermostatic Valve

are:
The thermostatic valve is a fully automatic 3-way
1 – Turbocharger valve with thermostatic elements set at fixed tem-
2 – Main bearings, big-end bearing pistons perature.
etc.
3 – Camshaft drive
4 – Rocker arms Built-on Full-flow Depth Filter
5 – Camshaft
6 – Governor drive The lubricating oil filter is of the duplex paper car-
tridge type. It is a depth filter with a nominel fineness
ad 1) The turbocharger is an integrated part of the of 10-15 microns, and a safety filter with a fineness
lub. oil system, thus allowing continuous priming and of 60 microns.
lubrication when engine is running. For priming and
during operation the turbocharger is connected to the
lub. oil circuit of the engine. The oil serves for bearing Prelubrication
lubrication and cooling of the turbocharger.
As standard the engine is equipped with an electric-
ad 2) Lubricating oil for the main bearings is sup-plied driven prelubricating oil pump mounted parallel to
through holes in the engine frame. From the main the main pump. The pump is arranged for automatic
bearings it passes through bores in the crankshaft operation, ensuring standstill of the prelubricating
to the connecting rod big-end bearings. oil pump when the engine is running, and running
during engine standstill in stand-by position by the
The connecting rods have bored channels for sup- engine control system.
ply of oil from the big-end bearings to the small-end
bearings, which has an inner circumferential groove,
and a bore for distribution of oil to the piston. Draining of the Oil Sump
From the front main bearing channels are bored in It is recommended to use the separator suction pipe
the crankshaft for lubricating of the damper. for draining of the lubricating oil sump.
ad 4) The lubricating oil to the rocker arms is led

through bores in the engine frame to each cylinder Crankcase Ventilation
head. The oil continues through bores in the cylinder
head and rocker arm to the movable parts to be The crankcase ventilation is not to be directly con-
lubricated at the rocker arm and valve bridge. nected with any other piping system. It is preferable
that the crankcase ventilation pipe from each engine
ad 5) Through a bore in the frame lub oil is led to is led independently to the weather. The outlet is
camshafts bearings. to be fitted with corrosion resistant flame screen
separately for each engine.
08028-0D/H5250/94.08.12
Lubricating Oil Pump However, if a manifold arrangements is used, its

arrangements are to be as follows:
The lubricating oil pump, which is of the helical gear
type, is mounted in the front end box of the engine 1) The vent pipe from each engine is to run
and is driven by the crankshaft. indepently to the manifold, and be fitted with
corrosion resistant flame screen within the
manifold.
Lubricating Oil Cooler
2) The manifold is to be located as high as practi-
As standard the lubricating oil cooler is of the plate cable so as to allow substantial length of piping
type. The cooler is mounted on the front end box. separating the crankcase.
02.15 - ES0
MAN Diesel
Description 515.01
Page 3 (3) Internal Lubricating Oil System Edition 07
L21/31
3) The manifold is to be vented to the weather, – The connection between engine (C13) and the
such that the vent outlet is fitted with corrosion ventilation pipe must be flexible.
resistant flame screen, and the clear open area – The ventilation pipe should be continuously
of the vent outlet is not less than the aggregate inclined (min. 5 degrees).
area of the individual crankcase vent pipes – A continuous drain has to be installed near the
entering the manifold. engine. The drain must not be lead back to the
engine.
4) The manifold is to be provided with drainage – Dimension of the flexible connection DN100.
arrangement. – Dimension of the ventilation pipe after the flex-
ible connection min. DN100.
The ventilation pipe should be designed to eliminate
the risk of water condensation in the pipe flowing back
into the engine and should end in the open air: Oil Level Switches
The oil level is automatically monitored by level

switches giving alarm if the level is out of range.
08028-0D/H5250/94.08.12
02.15 - ES0
MAN Diesel & Turbo
Description 515.31
Page 1 (2) Crankcase ventilation
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Crankcase ventilation 1) The vent pipe from each engine is to run inde-
pendently to the manifold and be fitted with cor-
The crankcase ventilation is not to be directly con- rosion resistant flame screen within the mani-
nected with any other piping system. It is preferable fold.
that the crankcase ventilation pipe from each
engine is led independently to the open air. The out- 2) The manifold is to be located as high as practi-
let is to be fitted with corrosion resistant flame cable so as to allow a substantial length of pip-
screen separately for each engine. ing, which separates the crankcase on the indi-
vidual engines.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion resist-
ant flame screen, and the clear open area of the
vent outlet is not less than the aggregate area
of the individual crankcase vent pipes entering
the manifold.
4) The manifold is to be provided with drainage
arrangement.
The ventilation pipe must be designed to eliminate
the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)
A B C
L16/24 50 65
L21/31 65 40 80
L23/30H 50 - 65
L27/38 100 - 100
L28/32H 50 - 65
V28/32H 100 - 125
L32/40 125 50 125
V28/32S 100 - 125
Table 1: Pipe diameters for crankcase ventilation
▪ Dimension of the flexible connection, see pipe
Figure 1: Crankcase ventilation diameters Fig 2.
▪ Dimension of the ventilation pipe after the flexi-
However, if a manifold arrangement is used, its ble connection, see pipe diameters Fig 2.
arrangements are to be as follows:
2012.01.16 - ES1
MAN Diesel & Turbo
515.31 Description
Crankcase ventilation Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2012.01.16 - ES1
MAN Diesel
Page 1 (3) Lubricating Oil Pump Edition 05
L21/31

Shut-off fuel oil
Disassembly, overhaul and assembly of lubrica- Feeler gauge 0.3 mm, min length 40-50 cm.
ting oil pump. Feeler gauge 0.4 mm, min length 40-50 cm.
Feeler gauge 0.4 mm, min length 40-50 cm.
Screw bar driver M10 L = 140
Hexagon nut M10-8
Starting position Disc
Removal of lubricating oil cooler, see Working

Card 515-06.00
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
51501 018 2/p

51501 102 4/p
Data

04.39 - ES0
MAN Diesel

Edition 05 Lubricating Oil Pump Page 2 (3)
L21/31
Preparing before Dismounting Note: Check that the oil pump can run easily when
the pump is assembled.
For getting access to the lubricating oil pump, it is
necessary to remove the lubricating oil cooler. Please
see working card 515-06.00. Assembling of Safety Valve
8) Place a threaded bar in the valve body thread

Dismounting (6).
1) Remove the bolts which are holding the lub. 9) Insert pressure spring (7) and spring plate (8)
oil pump. and preload with a disc and a hexagon nut.
2) Use the spring bolts to push out the pump. 10) Tighten the nut to insert the spring and plate
into the valve body (6). Insert the lock ring (9)
when the lock ring groove is exposed.
Overhaul
3) Remove the bolt (1) and the spur wheel (2),

see fig 1.
4) Remove the bolt (3) and the cover (4), see fig
1.
Remove the gear wheel shafts (5) and clean all

parts in gas oil and with a hard brush, (never use a
steel brush). The parts are blown clean with pres-
surized air.
5) Check the wear of the bearing bush.
6) If the bearing bush is to be removed, the exist-

ing bearing bush is plugged out by means of a
mandrel. The bores are cleaned, see fig 2 and
the new bearing bush is mounted.
The bush is cooled down to -130°C, the hous- 1 Bolt
2 Spur wheel
ing or cover has room temperature. 3 Bolt
Attention must be made when replacing 4 Cover
bearings, see fig 2. 5 Gear wheel shafts
6 Valve body
7 Pressure spring
08028-0D/H5250/94.08.12
Note: Criteria for replacement of bearing bush, see 8 Spring plate

A, fig 3. 9 Lock ring
7) Mount the gear wheel shafts (5) the cover (4)

and the bolt (3), the spur wheel (2) and the
Fig 1 Lubricating oil pump
bolt (1), see fig 1. Tighten the bolts according
to page 500.40.
04.39 - ES0
MAN Diesel
Page 3 (3) Lubricating Oil Pump Edition 05
L21/31
Mounting
12) Change the O-rings on the pump.
13) Mount the pump using the bolts and tighten

these according to description 500.40.
14) Renew the O-rings for oil and water connec-

tions to the lub. oil cooler.
15) Mount the lub. oil cooler to the frame plate.
Fig 2 Bores to be cleaned
A Tolerance:
min. 0.3 mm
max. 0.4 mm
If Then
feeler gauge 0.3-0.4 mm OK

can come into the pump
feeler gauge 0.3 mm Replace bearing bush

08028-0D/H5250/94.08.12
cannot come into the

pump
feeler gauge 0.45 mm Replace bearing bush

can come into the pump
Fig 3 Check of bearing bush
04.39 - ES0
MAN Diesel & Turbo
Work Card 515-01.05
Page 1 (3) Prelubricating Pump
Edition 08
L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Dismounting, replacement of the rotary shaft seal
and assembly of prelubricating pump.

Bench vice.
Spanner.
Torque spanner.
Plier for lock ring.
Soft hammer.
Related Procedure

Duration in h : 2-3
Number : 1
Data
2002.09.23. - ES0
MAN Diesel & Turbo
515-01.05 Work Card
Prelubricating Pump Page 2 (3)
Edition 08
L23/30H, V28/32S, L21/31, L27/38

Overhauls
Warning!
Use safety shoes, safety glasses, protective
gloves.
Overhauls for the purpose of avoiding functional
trouble are not normally necessary for the prelubri-
cating pumps, when properly used, there is very lit-
tle wear on the pump gear shaft.
Spare Parts
Before any overhaul is done, please note the follow-
ing:
If a pump gets unusable by wear, it must be
replaced. Installation of spare parts cannot bring it
back to normal condition.
It pays to keep extra pumps in stock or to have
repairs (overhauls) carried out at our repair shop.
The shaft seal needs only to be replaced in case of
leakage or after dismounting of drive shaft. The
marks from the seal do not necessarily mean that
the sealing is defective, but there is a risk of leakage
after replacement of sealing.
We advise not to change the bearing bushes. In
connection with damages on the bearings it is nor-
mal that also the shafts and the parts in the gear
box will be damaged.
When ordering spare parts, do not forget to state
the factory no. of the pump.
2002.09.23. - ES0
MAN Diesel & Turbo
Work Card 515-01.05
Page 3 (3) Prelubricating Pump
Edition 08
L23/30H, V28/32S, L21/31, L27/38
Figure 1: Prelubricating Pump

11) Gear box (026). Dismounting is only possible by
Replacement of mechanical seal damaging the shaft bush. Press out the shaft
bushes.
1) Disconnect the cable and pipe connection to
12) Pressure control valve (038). The pressure con-
the pump.
trol valve can be dismounted also without dis-
2) Remove the pump from the engine base frame. mounting the pump.
3) Separate the pump and the el-motor.
4) Remove the coupling part and key (109), see Mounting
fig. 1, from the driving gear shaft (051). 1) The mounting process follows in reverse order,
5) Loosen screws (075) and take off the pressure it is stressed that an exact cleaning works is
control valve (038). necessary.
6) Tighten the pump to the flange. Pressure con- Especially the sealing faces must be clean.
trol valve (038) upwards. Tightening of screw pos. (075):
7) Take off the gear box (026), if necessary use a R25 10 Nm
soft hammer for separation.
R35 50 Nm
8) Remove the gear wheels from the cover (014).
Dismounting is only possible by disturbing the In connection with the bearing bush, attention must
rotor shaft seal and by breaking the bearing be paid to the placement of the butt joint and the
bush. mounting depth.
9) Remove the security ring (099) and take off the The new shaft seal cannot be pressed into the pro-
rotary shaft seal (122). tection cover before exact mounting of the pump.
10) Press out the driving gear shaft bearing bush, O-ring must be changed.
pull out the running bearing bush with the inner
wheel puller.
2002.09.23. - ES0
MAN Diesel
Page 1 (3) Lubricating Oil Filter Edition 04
L21/31

Shut-off fuel oil
Description
Hand tools
Replacement of paper filter element.
Cleaning of safety filter and filter housing. Open-end ring spanner, 19".
Allen key, 6 mm.
Allen key, 10 mm.
Starting position
Related procedure
Manpower
08028-0D/H5250/94.08.12

Capacity : 1 man Plate no Item no Qty. /
51502 013 2/E

Data 51502 971 2/E

08.25 - ES0
MAN Diesel

Edition 04 Lubricating Oil Filter Page 2 (3)
L21/31
Please note: Never open the filter while it is in use. 6) Dismantle the cover.
The filter to be cleaned must be out of operation.
7) Dismantle the filter housing cap.
Normal Running 8) Remove the inner safety element. Clean the ele-
ment with detergent. Check that it is intact.
1) The valve is in position 2 or 4, see fig 2, and
the element not in use is vented and ready to 9) Remove the outer elements.
use (standby).
Note: Our filter elements are of the disposable type.
Always change to new original filter.
Changing the Filter
10) Clean the filter housing and the cap.
2) Switch to position 3, fig 2, and wait 5 minutes.
Then continue to position 1 or 5, fig 2. Note: Be sure that sealing ring in bottom of front-
end box is removed/replaced before installing new
3) Wait 2 minutes. filter cartridge.
4) Open the vent screw on the filter out of ser- 11) Check the seal in the cap. Change if needed.
vice.
12) Assemble the filter in reverse order.
5) Wait 20 minutes.
13) Switch to position 2 or 4 and vent the
exchanged element by means of the vent
screw.
Vent screws
08028-0D/H5250/94.08.12
Fig 1 Vent screws
08.25 - ES0
MAN Diesel
Page 3 (3) Lubricating Oil Filter Edition 04
L21/31
Pos.
Fig 2 Name plate for lubricating oil filter

08028-0D/H5250/94.08.12
08.25 - ES0
MAN Diesel & Turbo

Page 1 (2) Lubricating Oil, Thermostatic Valve Edition 05
L21/31

Shut-off fuel oil
Inspection of thermostatic valve and replacement

of elements.
Starting position
Related procedure

Capacity : 1 man
51545 018 3/E
Data

11.11 - ES0
MAN Diesel & Turbo

Edition 05 Lubricating Oil, Thermostatic Valve Page 2 (2)
L21/31
Adjustment and Maintenance Check the Element
The thermostatic valve cannot be adjusted, and 8) Place the element in a bucket of water -12°
under normal working conditions maintenance is not C below the nominal rating and stir the water
required. However, in some cases it is necessary to vigorously with the element for 5 minutes (the
replace the element. sliding valve should not be off its seat).
9) Next, place the element in water 10° C above

the nominal rating and stir vigorously for 5 mi-
nutes. The element should not be fully stroked.
This is determined by immediately placing the element

back in the valve housing, and pushing the element
spider fully into its counterbore. If the resistance of
the sliding valve overtravel spring can be felt, the
element is fully stroked. Perform the last step quickly
before the element has cooled.
Note: do not use oil as the test bath.
On every high temperature elements, water and

glycol may be used.
1 Lock ring
2 Element
3 Sleeve
Fig 1 Lubricating oil thermostatic valve
Replacement of the Element
1) Remove the lock ring (1), see fig 1.
2) Remove the sleeve and element (2 and 3).
3) Thoroughly clean the sleeve (3).
4) Replace it or check, see "check the element".
5) Remount the element (2) by wriggling it some-

what over side.
6) Mount the sleeve (3).
7) Mount the lock ring (1).
Fig 2 Placing of lubricating oil thermostatic valve
11.11 -ES0
MAN Diesel

Page 1 (2) Check of Lubricating Oil Piping System Edition 03
L21/31
L27/38

Shut-off fuel oil
Check and examination of the lubricating oil

piping system.
Starting position
Engine is running.
Related procedure
Working time : ½ hour Plate no Item no Qty /

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

02.20 - ES0
MAN Diesel

Edition 03 Check of Lubricating Oil Piping System Page 2 (2)
L21/31
L27/38
Checks to be Carried Out
1) Examine the external connections for leaks.
2) Retighten all bolts and nuts in the external

system.
3) Check flexible oil vapour discharge hose

connections for leaks and damages.
Note: It is important that the flexible connections

are free from paint and grease and in healthy con-
dition.
Concerning lubricating oil condition, see section

504.
08028-0D/H5250/94.08.12
02.20 - ES0
MAN Diesel
Working Card
Lubricating Oil Cooler 515-06.00
L21/31

Separation, cleaning and assembling. Ring and open end spanner, 24 mm

Replacement of plates and gaskets. Hexagon key, 6 mm
Starting position
Cooling water and lub. oil have been drained from

engine. All external pipes are disconnected.
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

04.51 - ES0
MAN Diesel
Edition 06 Lubricating Oil Cooler Page 2 (7)
L21/31
Cleaning
1) Clean the plates, see page 6-7.
Opening
2) Drain of water plug E1 and E2, see fig 1.
3) Control of the "x" before disassembly check

with tabel 1, page 5.
Remove nut Nos 3, 4, 5 and 6, see fig 3. 1 Pressure plate

2 Nut
4) Loosen the nuts (max 3 turn a time) starting 3 Studs
4 Carrying bar
with No 10 and downwards, see fig 3.
5 Frame plate
6 Lifting holes
5) Remove the pressure plate.
Fig 2 Lub oil cooler
Fig 1 Drain of water
Fig 3 Numbering of bolts

08028-0D/H5250/94.08.12
04.51 - ES0
MAN Diesel
Page 3 (7) Lubricating Oil Cooler Edition 06
L21/31
Fig 4 Insertion of plates
Closing
6) Check that all the sealing surfaces (i.e. surfaces

in contact with the heat transfer medium) are
clean, see fig 5.
7) Check that the ring gaskets, when fitted in

connections, are in position and are in good
condition, see fig 6.
Fig 5 Check of sealing surfaces
8) Regasking if necessary, see page 7.
9) Clean and lubricate the sliding surfaces of the

carrying bar, see fig 2.
10) Mount the plates. Read the plates (see

08028-0D/H5250/94.08.12
page 6). Plate No 1 close towards engine.
Please note that the gasket side must face the

frame plate. The number must be shifted left/right
on each plate.
11) Press the plate assembly together.

Fig 6 Ring gaskets
04.51 - ES0
MAN Diesel
515-06.00 Lubricating Oil Cooler
Working Card
L21/31
12) If the plates are correctly assembled, the edges

form a "honeycomb" pattern, see fig 7.
13) Lubricate the threads with a thin layer of gre-

ase.
Fig 7 Correct assembly

Order Bolt No To dimension
1 1-2 and
3-4 and
Tightening of cooler studs 5-6 and
7-8 and
Tightening of the cooler studs is carried out in 3 9-10 1.10
stages to ensure uniform compression and sealing
of cooler gaskets. 2 1-10 x
Tighten the studs in the sequence shown in fig 8.

Fig 8 Tightening of bolts
14) Tightening is carried out alternately and dia-
gonally 1-2 followed by 3-4 etc. until 1.1x, see
tabel 1.
15) Tightening is carried out alternately and

diagonally 1-2 followed by 3-4 etc. until 1.05 Cyl. x 1.05 x 1.1 x
x, see tabel 1.
5 92.0 mm 97 101
16) Final tightening is carried out diagonally 1-2 6 106.5 mm 112 117
followed by 3-4 etc. until x, see tabel 1. 7 127.0 mm 133 140
08028-0D/H5250/94.08.12
8 151.0 mm 160 166

9 171.5 mm 180 189
Tolerance + 1 mm
Tabel 1
04.51 - ES0
MAN Diesel
Page 5 (7) Lubricating Oil Cooler Edition 06
L21/31
5 Cyl. 6 Cyl.
Plate No Plate No Pos No Plate No Plate No Pos No
31 367517-0476 009 36 367517-0476 009

30 367520-2403 007 35 367420-2403 008
29 367420-2403 008 34 367520-2403 007
28 367520-2403 007 33 367420-2403 008
27 367420-2403 008 32 367520-2403 007
) )
( (
6 367520-2403 007 6 367520-2403 007
5 367420-2403 008 5 367420-2403 008
4 367520-2403 007 4 367520-2403 007
3 367420-2403 008 3 367420-2403 008
2 367520-2403 007 2 367520-2403 007
1 367517-0483 010 1 367517-0483 010
7 Cyl. 8 Cyl.
Plate No Plate No Pos No Plate No Plate No Pos No
43 367517-0476 009 51 367517-0476 009

42 367420-2403 008 50 367420-2403 008
41 367520-2403 007 49 367520-2403 007
40 367420-2403 008 48 367420-2403 008
) 47 367520-2403 007
( 46 367420-2403 008
22 367420-2403 008 45 367520-2403 007
21 367520-2403 007 44 367420-2403 008
20 367420-2403 008 43 367520-2403 007
19 367520-2403 007 42 367420-2403 008
18 367420-2403 008 41 367520-2403 007
17 367520-2403 007 40 367420-2403 008
16 367520-2403 007 39 367520-2403 007
15 367520-2403 007 38 367520-2403 007
14 367520-2403 007 37 367520-2403 007
13 367520-2403 007 36 367520-2403 007
12 367520-2403 007 35 367520-2403 007
11 367520-2403 007 )
10 367520-2403 007 (
9 367520-2403 007 6 367520-2403 007
8 367520-2403 007 5 367520-2403 007
7 367520-2403 007 4 367520-2403 007
6 367520-2403 007 3 367520-2403 007
5 367520-2403 007 2 367520-2403 007
4 367520-2403 007 1 367517-0483 010
3 367420-2403 008
2 367520-2403 007
1 367517-0483 010
9 Cyl.
Plate No Plate No Pos No
58 367517-0476 009
57 367520-2403 007
56 367520-2403 007
55 367520-2403 007
08028-0D/H5250/94.08.12
54 367520-2403 007
)
(
6 367520-2403 007
5 367520-2403 007
4 367520-2403 007
2 367520-2403 007
1 367517-0483 010
Cont. on next page
04.51 - ES0
MAN Diesel
515-06.00 Lubricating Oil Cooler Working Card

L21/31
Cleaning 20) High pressure hose.
Mechanical cleaning after opening 21) Chemical cleaning on opened unit by using:
Note ● Nitric acid

Under no circumstances should hydrochloric acid ● Sulfamic acid
be used with Stainless steel plates. ● Citric acid
● Phosphoric acid
Water of more than 300 ppm Cl may not be used for ● Complexing agents (EDTA, NTA)
the preparation of cleaning solutions. ● Sodium polyphosphates
It is very important that carrying bars and support Concentration max 4%

columns i aluminium are protected against chemi- Temperature max 60°C
cals.
Biological growth - slime
● Bacteria
● Nematodes
● Protozoa
16) Soft brush and running water.
Note
Avoid gasket damage.
17) High pressure hose.
18) Chemical cleaning using alkaline cleaning

agents:
- Sodium hydroxide
- Sodium carbonate
- Cleaning effect can be considerably in-
creased by the addition of small quantities
of hypochlorite or agents for the formation of
complexes and surfactants.
Concentration max 4%
Temperature max 80°C
08028-0D/H5250/94.08.12
Incrustation - scaling
● Calcium carbonate Fig 9 Cleaning

● Calcium sulphate
● Silicates
Note
Avoid gasket damage.
04.51 - ES0
MAN Diesel
Working Card
Lubricating Oil Cooler 515-06.00
L21/31
Sediment The following solvents should not be used:
● Corrosion products ● Ketones (e.g. Acetone, Methyletylketone,

● Metal oxides Methylisobutylketone)
● Silt
● Alumina ● Esters (e.g. Ethylacetate, Butylacetate)
● Diatomic organisms and their excrement of
various colours. ● Halogenated hydrocarbons (e.g. Chlorothene,
Carbon tetrachloride, Freons)
● Aromatics (e.g. Benzene, Toluene)
Note
Avoid gasket damage. 26) Dry with a cloth or rinse with water.
23) High pressure hose.

Regasketing
24) Chemical cleaning on opened unit by using:
The Clip-on gasket is attached to the plate by two
● Nitrid acid gasket prongs which slip under the edge of the
● Sulfamic acid plate to hold the gasket securely in alignment in the
● Citric acid gasket groove.
● Phosphoric acid
● Complexing agents (EDTA, NTA). The prongs are situated at regular intervals around
● Sodium polyphosphates. the periphery of the plate.
Concentration max 4% When the plate heat exchanger is then assembled

Temperature max 60°C and tightened, the gasket provides a tight seal around
the plate.
Oil residues, asphalt and fats
● Oil residues
● Asphalt
● Fats
25) Hydrocarbon-based deposits may be remo-

ved by using a soft brush and a Paraffinic or
Naphta-based solvent (e.g. Kerosine).
Note
Gaskets in natural, butyl and EPDM rubber swell in
these media.
08028-0D/H5250/94.08.12
Contact time should be limited to 0.5 hour.
Fig 10 Regasketing
04.51 - ES0
MAN Diesel

Page 1 (3) Centrifugal Bypass Filter Edition 04
L21/31
L27/38

Shut-off fuel oil
Cleaning procedure, cleaning intervals. Big adjustable spanner.

Maintenance intervals and procedures. Tools for cleaning.
Starting position
With the engine stopped or filter isolated by

means of a valve.
Related procedure
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
08028-0D/H5250/94.08.12
51515 301 1/Filter

51515 313 1/Filter
Data 51515 325 1/Filter

02.20 - ES0
MAN Diesel

Edition 04 Centrifugal Bypass Filter Page 2 (3)
L21/31
L27/38
Cleaning Procedure 4) Unscrew rotor top nut (026) and separate
rotor.
1) Isolate the filter by closing the valve for lubrica- 5) Remove sludge from inside the rotor by
ting oil inlet to the filter. means of a spatula and wipe clean. En-
sure that all rotor components are throughly
Note: Ensure the centrifuge has come to a com- cleaned and free from deposits of dirt before
plete stop before proleading reassembling the rotor.
2) Slacken cover clamp ring (266). Unscrew cover Note:Failure to do so could cause an out-of-balance
fixing nut and lift off cover (038). condition which will accelerate bearing and
spindle wear.
3) Lift off rotor assembly having allowed oil to
drain from nozzles. The rotor should be remo- 6) Remove stand tube (075) and clean.
ved and replaced on the spindle with extreme
care in order to ensure that the bearings are 7) Clean nozzle with brass wire. Examine top
not damaged. and bottom bearings in tube assembly.
If damaged or worn - replace tube assembly
complete. Examine O-ring and renew if da-
maged.
Rotor fixing nut
026 8) Place standtube, totaing it to ensure that it is
properly located in the recess in the rotorbase.
038 If the standtube shows any sign of damage
then it should be replaced.
9) Reassemble rotor complete and tighten top

nut.
075
Note:Ensure that rotor cover and rotor body are
always matched by balance number and pin
location. Do not interchange rotor cover.
266
10) Examine spindle journals. If damaged or

worn - replace with body assembly
complete.
11) Reassemble rotor complete checking that rotor

revolves freely.
026 Rotor top nut
Note: Check cover o-ring, - if damaged it must
038 Cover
075 Stand tube be replaced.
266 Cover clamp ring
08028-0D/H5250/94.08.12
Tighten cover fixing nut and secure safety

clamp. The clamp ring should be securely
Fig 1 Centrifugal bypass filter fitted at all times and the filter should not be
run without the clamp ring fitted.
12) Open for lubricating oil.
13) With filter running, check all joints for leakage.

Check for excessive vibration.
02.20 - ES0
MAN Diesel

Page 3 (3) Centrifugal Bypass Filter Edition 04
L21/31
L27/38
Maintenance - Bearings and Spindle 16) Re-apply dial gauge at 90° to previous posi-
tion and repeat.
All rotors are correctly balanced before leaving the
factory. An out-of-balance condition can occur as a 17) Turn rotor 90° and repeat.
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear. The highest reading is the play in the bearing.
Dependent on the conditions, wear will eventually take The maximum clearances when new are 0.10 mm at
place on the spindle and bearings and these should top and 0.13 mm at bottom bearing. If the clearance
be replaced with factory fitted assemblies only. exceeds 0.30 mm top or 0.33 mm bottom then replace
with new bearing tube assembly.
To Check Bearing Clearances The spindle and body assembly and the rotor bear-
ing tube assembly are factory assembled items and
This is most easily done by applying a dial gauge should only be replaced with complete assemblies.
to the outside of the rotor opposite each bearing in
turn and measuring the total play, thus:
14) Apply dial gauge and measure play.
15) Turn rotor 90° and repeat measurement.

08028-0D/H5250/94.08.12
02.20 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating Oil Pump 51501-23
5L21/31
018
055
222 199
234
187
246
258
031
209 055
067
151
175
114
092
102
126
102
079
210
12.05 - ES0
MAN Diesel & Turbo
Plate
51501-23 Lubricating Oil Pump Page 2 (2)
5L21/31
Item Item
018 2/P O-ring O-ring
031 1/E Lubricating oil pump, Smøreoliepumpe,

comp. incl. item 055, komplet incl. item 055,
067, 079, 092, 102, 067, 079, 092, 102, 114,
114, 126, 151, 175, 187, 126, 151, 175, 187,
199, 210 199, 210
055 3/P Cylindrical pin Cylindrisk stift
067 4/P Screw Skrue
092 1/P Cover Dæksel
102 4/P Bush Bøsning
114 5/P Screw Skrue
126 1/P Gear wheel, (Only avai- Tandhjul, (Kun tilgæn-

lable as a pair - item gelig som par - item 126
126 and 151) og 151)

151 and 126) og 126)
175 1/P Spur gear Cylindrisk tandhjul
187 1/P Disc Skive
199 1/P Screw Skrue
209 4/P Washer Skive
210 1/P Expander Nøgle
222 1/P Lock ring Låsering
246 1/P Pressure Trykfjeder

spring
258 1/P Valve body Ventilhus
12.05 - ES0
MAN Diesel & Turbo
Plate
6, 7L21/31
018
055
222 199
234
187
246
258
031
209 055
067
151
175
114
092
102
126
102
079
210
12.05 - ES0
MAN Diesel & Turbo
Plate
6, 7L21/31
Item Item

067, 079, 092, 102, 067, 079, 092, 102, 114,
114, 126, 151, 175, 187, 126, 151, 175, 187,
199, 210 199, 210
067 4/P Screw Skrue
114 5/P Screw Skrue

126 and 151) og 151)

151 and 126) og 126)
187 1/P Disc Skive
199 1/P Screw Skrue

spring
12.05 - ES0
MAN Diesel & Turbo
Plate
8, 9L21/31
018
055
222 199
234
187
246
258
031
209 055
067
151
175
114
092
102
126
102
079
210
12.05 - ES0
MAN Diesel & Turbo
Plate
8, 9L21/31
Item Item

067, 079, 092, 102, 067, 079, 092, 102, 114,
114, 126, 151, 175, 187, 126, 151, 175, 187,
199, 210 199, 210
067 4/P Screw Skrue
114 5/P Screw Skrue

126 and 151) og 151)

151 and 126) og 126)
187 1/P Disc Skive
199 1/P Screw Skrue

spring
12.05 - ES0
MAN Diesel
Plate
Page 1 (2) Lubricating oil filter 51502-16
L21/31
971
909
910
684 922
696 934
946
958
672 540
814 552
539 564
013 755 731 743
934 958
910 922 909 503
958 946 743
971 731
755 863
887
851
527 875
826
755
062
659 588
899
647
08028-0D/H5250/94.08.12
576 025
037
802 635 623
LEFT
FILTER
VALVE
POSITION
RIGHT
FILTER
169 049
DRAIN
IN USE EXCHANGE
FILTER
FILL, VENT
NORMAL AND
USE STANDBY
IN USE
FILL, VENT
AND
IN USE
NORMAL
194 253 050
STANDBY USE
DRAIN
EXCHANGE IN USE
FILTER
Lift fixation bolt before turning valve
204 086
312
09.14 - ES0
MAN Diesel
Plate
51502-16 Lubricating oil filter Page 2 (2)
L21/31
Item Item
013 2/E Filter cartridge Filterindsats 755 12/E Nut Møtrik
025 4/E Lock disc Låseskive 802 1/E Plate Skilt
037 4/E Screw Skrue 814 1/E Gasket Pakning
049 1/E Oil collector tray Oliebakke 826 1/E O-ring O-ring
050 1/E Packing ring Pakningsring 851 2/E Covering plate Dæksel
062 2/E Safety filter Sikkerhedsfilter 863 2/E Closing screw Låseskrue
086 1/E Plug screw Propskrue 875 2/E Bolt Bolt
169 1/E Cylindrical pin Cylindrisk stift 887 2/E Retaining ring for Spændring for aksel
shaft
899 6/E Screw Skrue
204 3/E Screw Skrue
909 2/F Flange Flange
washer 910 2/F Flange Flange
312 1/E Latch pin Låsestift 922 2/F Spring Fjeder
503 2/E Cover Dæksel 934 2/F Screw Skrue
527 2/E Centering cover Centreret bøsning 946 2/F Spring Fjeder
539 2/E Ventilating insert Ventileringsindsats 958 4/F O-ring O-ring
540 2/E Valve body Ventilhus 971 2/F O-ring O-ring
552 2/E Piston insert Stempelindsats
564 2/E Spring Fjeder
576 1/E Cylindrical pin Cylindrisk stift
588 1/E Cylindrical pin Cylindrisk stift
635 1/E Switch element Omskifterelement
647 1/E Connecting shaft Transmissionsaksel
659 1/E Switch element Omskifterelement
672 1/E Plate Plade

08028-0D/H5250/94.08.12

washer
743 12/E Stud Tapskrue
Qty/F = Qty/Filter Qty/F = Qty/Filter
09.14 - ES0
MAN Diesel
Plate
Page 1 (2) Prelubricating Pump with El-Motor 51504-05
General
349 337 362 254 325 301 291 266 374 350 278 313
421
470
445
470
408
494, 541 482
553, 565 433
386
504
398
08028-0D/H5250/94.08.12
457
469
528
516
09.37 - ES0
MAN Diesel
Plate
51504-05 Prelubricating Pump with El-Motor Page 2 (2)
General
Item Item
254 1/P Driving cover Medbringerdæksel 516 1/E Ball bearing, rear Kugleleje, bagside
266 1/P Gear casing Gearhus 528 1/E Ball bearing, front Kugleleje, forside
278 1/P End cover, complete, Endedæksel, komplet 541 1/E El-motor, 3x480 volt, El-motor, 3x480 volt, komplet
incl. item 386, 398, 408, inkl. item 386, 398, 408, complete
421, 433, 445, 457, 469 421, 433, 445, 457, 469
and 470 og 470 553 1/E El-motor, 220-240/380- El-motor, 220-240/380-420 volt,
420 volt, complete komplet
291 1/P Driving gear shaft Drivende gearaksel
565 1/E El-motor, 400/690 volt, El-motor, 400/690 volt, komplet
301 1/P Gear shaft Gearaksel complete
313 4/P Screw Skrue
325 2/P Parallel pin Styrestift
337 1/P Retaining ring Sikringsring
349 1/P Parallel key Not
362 1/P Rotary shaft seal Roterende akseltæt

ning
374 1/E Pump, complete Pumpe, komplet uden

without el-motor el-motor
386 1/P End cover Endedæksel
398 1/P Piston Stempel
408 1/P Spindle Spindel
421 1/P Dome nut Lukkemøtrik
433 1/P Spring Fjeder
445 1/P Pipe nut Rørmøtrik
457 2/P Screwed plug Propskrue
469 2/P Sealing ring Tætningsring
482 1/P Coupling, complete Kobling, komplet
494 1/E El-motor, 3x400/3x440 El-motor, 3x400/3x440

volt, complete volt, komplet
504 1/E Pre.lub oil pump, Forsmørepumpe,

08028-0D/H5250/94.08.12
complete with el- komplet med el-motor

motor
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
09.37 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating Oil Cooler 51506-16
L21/31
047
064 159
160
172
076
184
088
Lub. oil
Cooling
Lub. oil water
111, 279
206 015
196, 280
Cooling
027 water
039 015 052
040
135 218 243
Note: when ordering plates, please state

the serial numbers of the plates. The serial
numbers of the plates can be found in the top
right-hand corner of the plates
(see Working Card 515-06.00).
For correct assembling, please see Working Card 515-06.00
Husk: Ved bestilling af plader angives
231 123 serienummeret på pladen. Serienummeret
er stemplet i toppen af pladen til højre
(se arbejdskort 515-06.00).
For korrekt samling af køleren henvises til arbejdskort 515-06.00
12.10 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51506-16 Lubricating Oil Cooler Page 2 (2)
L21/31
Item Item
015 4/K O-ring O-ring
039 2/K Plug screw Propskrue
040 2/K Packing ring Pakningsring
052 1/K Plate Plade
064 1/K Plate Plade
076 10/K Self locking nut Selvlåsende møtrik
088 10/K Washer Skive
111 10/K Tierod Stavbolt

5 cyl. engine 5, cyl. motor
123 /I Gasket Pakning
135 /I Plate Plade
147 1/E Lubricating oil cooler, Smøreoliekøler,





196 2/K Guide bar Styrepind

206 /I Cooling plate Køleplade
231 /I Gasket Pakning
279 10/K Tierod Stavbolt

6, 7, 8, 9 cyl. engine 6, 7, 8, 9 cyl. motor
280 2/K Guide bar Styrepind

6, 7, 8, 9 cyl. engine 6, 7, 8, 9 cyl. motor
12.10 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) Pressure Regulating Valve 51507-03
L21/31
08028-0D/H5250/94.08.12
04.12 - ES0
MAN Diesel
Plate
51507-03 Pressure Regulating Valve Page 2 (2)
L21/31
Item Item
010 1/E Pressure limiting Trykregulerings-

valve ventil

stud coupling
034 1/E Reducing stand pipe Reducerstykke
046 1/E Cutting ring Skærering
058 1/E Union nut Forskruning

stud coupling
083 1/E Steel pipe Stålrør
095 6/E Screw Skrue
08028-0D/H5250/94.08.12
04.12 - ES0
MAN Diesel
Plate
Page 1 (2) Centrifugal By-pass Filter 51515-03
L27/38
L21/31
266 171
470
110 134
122
470
158
482
278 146
229
242 183
230
109
195 051
038
063
205 026 087
217
08028-0D/H5250/94.08.12
014
469 099
254
457
445
433
09.10 - ES0
MAN Diesel
Plate
51515-03 Centrifugal By-pass Filter Page 2 (2)
L27/38
L21/31
Item Item
014 1/F Body , complete incl. Sokkel, komplet inkl. 313 1/F Valve kit, consisting Ventilkit, indeholdende
item 099, 109, 433, 445, item 099, 109, 433, 445, of item 433, 445, 457, item 433, 445, 457,
457, 469 457, 469 469 469
026 1/F Valve body Ventilsokkel 325 1/F Seals kit, consisting Tætningskit, indehold-
of item 087, 099, 109, ende item 087, 099,
038 1/F Valve handle Ventilhåndtag 158, 242 109, 158, 242
051 1/F Nyloc nut Møtrik 337 1/E Centrifugal by-pass Centrifugal by-pass
filter, complete as filter, komplet som vist
063 1/F Valve adapter Ventiladapter shown on front på forsiden
page
087 1/F Valve seal Ventiltætning
433 1/F Plug Prop
099 1/F Flange gasket Flangepakning
445 1/F Washer Skive
109 1/F Filter body O-ring Filtersokkel O-ring
457 1/F Spring Fjeder
110 1/F Cover, complete incl. Dæksel, komplet inkl.
item 122, 134, 146, item 122, 134, 146, 469 1/F Shuttle Spole
158, 171 158, 171
470 2/F Washer Skive
122 1/F Cover Dæksel
482 1/F Circlip Låsering
134 1/F Cover nut pin Stift for dækselmøtrik
494 1/F Valve kit, consisting Ventilkit, indeholdende
146 1/F Cover fixing nut Dækselmøtrik of item 026, 038, item 026, 038, 051,
051, 063, 087 063, 087
158 1/F Cover nut O-ring Dækselmøtrik O-ring
171 1/F Cover nut collar Dækselmøtrik muffe
183 1/F Band clamp Spændering
195 1/F Rotor, complete incl. Rotor, komplet inkl. item

item 205, 217, 229, 205, 217, 229, 230, 242,
230, 242, 254, 266, 254, 266, 482, 470
482, 470
205 2/F Nozzle Dyse
217 1/F Bearing tube Lejerør
229 1/F Stand tube Standrør
230 1/F Circlip Låsering
242 1/F Rotor O-ring Rotor O-ring
254 1/F Pin Stift

08028-0D/H5250/94.08.12
266 1/F Rotor cover nut Rotordækselmøtrik
278 1/F Paper insert Papirindsats
301 1/F Cover nut fixing kit, Dækselmøtrikskit, inde-

consisting of item 134, holdende item 134, 146,
146, 158, 171 158, 171
Qty/F = Qty/Filter Qty/F = Qty/Filter
09.10 - ES0
MAN Diesel
Plate
Page 1 (2) Crankcase Venting 51531-06
L21/31
011
035
023
08028-0D/H5250/94.08.12
08.05 - ES0
MAN Diesel
Plate
51531-06 Crankcase Venting Page 2 (2)
L21/31
Item Item
011 1/E Venting pipe Udluftningsrør
023 1/E Packing oval Pakning, oval
035 2/E Screw Skrue
08028-0D/H5250/94.08.12
08.05 - ES0
MAN Diesel
Plate
Page 1 (2) Crankcase Venting with Oil Mist Detector 51531-07
L21/31
072
059
084
060
047
08028-0D/H5250/94.08.12
011
035 023
08.05 - ES0
MAN Diesel
Plate
51531-07 Crankcase Venting with Oil Mist Detector Page 2 (2)
L21/31
Item Item
023 1/E Packing square Pakning, firkantet
035 4/E Screw Skrue
047 2/E Packing square Pakning, fitkantet
060 1/E Oil mist detector Olietågedetektor
072 8/E Screw Skrue
084 8/E Nut Møtrik
08028-0D/H5250/94.08.12
08.05 - ES0
MAN Diesel
Plate
Page 1 (2) Prelubricating Oil Arrangement 51535-07
L21/31
08028-0D/H5250/94.08.12
04.29 - ES0
MAN Diesel
Plate
51535-07 Prelubricating Oil Arrangement Page 2 (2)
L21/31
Item Item

coupling
025 1/E Lub. oil pipe Smøreolierør
050 4/E Screw Skrue
062 4/E Nut Møtrik
074 1/E Lub. oil pipe Smøreolierør
098 1/E Adjustable T-coupling Justerbar T-kobling
108 1/E Pipe Rør
121 1/E Adjustable elbow Justerbar vinkel
133 1/E Welding coupling Kobling
145 1/E Welding coupling Kobling
157 1/E Adjustable elbow Justerbar vinkel
169 1/E Adjustable straight Justerbar

male coupling ligeforskruning

stud coupling
194 1/E Pipe Rør
204 4/E Threaded sleeve Gevindbøsning
216 4/E Screw Skrue

08028-0D/H5250/94.08.12
04.29 - ES0
MAN Diesel
Plate
Page 1 (2) Mounting of Lubricating Oil Thermostatic Elements 51545-01
L21/31
08028-0D/H5250/94.08.12
04.12 - ES0
MAN Diesel
Plate
51545-01 Mounting of Lubricating Oil Thermostatic Elements Page 2 (2)
L21/31
Item Item
018 3/E Thermostatic Termostatselement

element
067 3/E Retaining rings Sikringsring
08028-0D/H5250/94.08.12
04.12 - ES0
516/616
MAN Diesel & Turbo
Description 516.01
Page 1 (1) Cooling Water System Edition 10
L21/31
The cooling water system consists of a low tempe

rature system and a high temperature system.
Both the low and the high temperature systems are

cooled by fresh water.
The water in the low temperature system passes

through the low temperature circulating pump which
drives the water through the second stage of the
charge air cooler and then through the lubricating
oil cooler.
The high temperature cooling water system

passes through the high temperature circulating
pump and then through the first stage of the charge
air cooler before it enters the cooling water jacket Charge air cooler
and the cylinder head. Then the water leaves the

Lub. oil
engine with the low temperature water. cooler
HT Circuit LT Circuit
Both the low and high temperature water leaves the 79°C
engine through separate three-way thermostatic 35°C
valves which control the water temperature.
Fig. 1 Cooling water system
11.39 - ES0 - Tier II

MAN Diesel

Page 1 (2) Check of Cooling Water System Edition 03
L21/31, L27/38

Shut-off fuel oil
Check of cooling water system.
Starting position
Engine is running.
Related procedure

08028-0D/H5250/94.08.12
Working time : ½ hour Plate no Item no Qty./

Capacity : 1 man
Data

02.20 - ES0
MAN Diesel

Edition 03 Check of Cooling Water System Page 2 (2)
L21/31, L27/38
Checks to be Carried Out 4) Check the condition of the outermost of the

two O-rings (which make up the tightening
1) Examine the cooling water connections for between the water jacket and the combustion
leaks. space) by means of the inspection holes in the
cylinder cover.
2) Check flexible connections for leaks.
Concerning check of the fresh water condition, see
It is important that the flexible connections are free section 504.
from paint and grease and in healthy condition.
3) Check O-rings in water connections between

cylinder covers and also between cylinder
covers and front-end box.
08028-0D/H5250/94.08.12
02.20 - ES0
MAN Diesel & Turbo

Page 1 (2) Cooling Water, Thermostatic Valve Edition 04
L21/31

Shut-off fuel oil
Inspection of thermostatic valve and replacement Top / Extension / Ratchet 14 mm

of elements. Combination spanner
Pliers for retaining ring
Sealing paste
Starting position
Cooling water drained from engine.
Related procedure
Manpower
51605 098 6/E

Data

11.11 - ES0
MAN Diesel & Turbo

Edition 04 Cooling Water, Thermostatic Valve Page 2 (2)
L21/31
The thermostatic valves cannot be adjusted, and 5) Mount a new element (4) by wriggling it some-
under normal conditions maintenance is not required. what over side.
However, in some cases it is necessary to clean or
replace elements. 6) Mount lock ring (2) in the recess.
7) Clean the sealing surface of the casing. Apply

Replacement of Elements sealing paste. Mount the casing. Tighten bolts
(A) according to page 500.40.
1) Remove the casing by unscrewing bolts (A),
see fig 2.
2) Remove retaining ring (2) and sleeve (3).
3) Remove element (4) from the casing.
4) Clean the sleeve (3).
Fig 2 Seen from front end of the engine
Fig 1 Cooling water thermostatic valve
11.11 - ES0
MAN Diesel
Page 1 (2) HT and LT Water Pumps Edition 03
L21/31

Shut-off fuel oil
Disassembly, overhaul and assembly of HT and

LT pumps.
Starting position
Cooling water drained from engine (if neces-

sary)
Related procedure

08028-0D/H5250/94.08.12
Capacity : 1 man
51610 010 4/E
51610 022 2/E
Data 51610 095 2/E

03.46 - ES0
MAN Diesel
Edition 03 HT and LT Water Pumps Page 2 (2)
L21/31
After the cooling water thermostat casing is removed, Inspection of the Pump
the cooling water pumps can be dismounted.
6) Inspect the shaft for seizures after removing
1) Remove the screws and pull out the pump by the shaft seal and bearings, also inspect the
means of the spring bolts. impeller for pittings and cavitations. Clean all
parts carefully.
Assembling of the Pump
7) Fit new bearings (13) and (16) together with a

new shaft seal (14).
8) Mount the shaft in the housing and lock it with

the retaining ring (11).
9) Fit the spur gear (4) and washer (3) with

the screw (2) and tight it according to page
500.40.
10) Carefully fit the slide ring joint (10), then fit the
disc (8) and the impeller (9) and tight the nut
(7) according to page 500.40.
11) Mount the cover (6) with the screw (5) and tight
them according to page 500.40.
12) Fit new O-rings on the pump housing and pump

cover, then mount the pump in the front end box
with the screws, and tighten them according
to page 500.40.
HT water pump LT water pump
Fig 1 HT and LT water pumps
Disassembling of the Pump
2) Remove the screw (2), see fig 1 and pull off

the washer (3) and spur gear (4).
08028-0D/H5250/94.08.12
3) Remove the screw (5) and the cover (6).
4) Remove the nut (7) with disc (8), then remove

impeller (9) and the slide ring joint (10).
5) Take out the retaining ring (11), then pull out

the shaft (12) with bearings (13) and (16) and
the shaft seal (14).
Fig 2 HT and LT water pumps
03.46 - ES0
MAN Diesel
Plate
Page 1 (2) Mounting of Cooling Water Thermostatic Elements 51605-05
L21/31
133 145
145 228
216
121 049
074
336
182
098
194 037
086
289 169 204 013
290 170 432 037
444
108 456
133
373
145
170
169
182
062 194
025 241 289
08028-0D/H5250/94.08.12
265 290
253
06.36 - ES0
MAN Diesel
Plate
51605-05 Mounting of Cooling Water Thermostatic Elements Page 2 (2)
L21/31
Item Item
013 2/E Intermediate piece Mellemstykke 444 3/E Blind plug Blindprop
025 12/E Screw Skrue 456 3/E O-ring O-ring
062 1/E Thermostat Termostathus

housing
121 3/E Retaining ring Sikringsring

washer
169 3/E Closing screw Skrue
228 9/E Screw Skrue
336 3/E Thermostatic element Termostatelement for

08028-0D/H5250/94.08.12
for HT cooling water HT kølevand
373 1/E Closing cover Dæksel
432 3/E Screw Skrue
06.36 - ES0
MAN Diesel
Plate
L21/31
133 145
145 133
216
121 049
336 074
289 182 098
420 194 086 037
169 385 013
170 432 037
444
108
456
373
348 133
361 145
182
397 194
025 420
289
08028-0D/H5250/94.08.12
06.36 - ES0
MAN Diesel
Plate
L21/31
Item Item

washer


housing

08028-0D/H5250/94.08.12
432 3/E Screw Skrue
444 3/E Blind plug Blindprop
06.35 - ES0
MAN Diesel
Plate
L21/31
133 145
145 228
216
121 049
074
336
182
098 037
194
086 013
289 169
204 037
290 170
108
133
373
145
170
169
182
062 194
025 241 289
08028-0D/H5250/94.08.12
265 290
253
06.36 - ES0
MAN Diesel
Plate
L21/31
Item Item

housing
133 9/E Screw Skrue

washer
228 9/E Screw Skrue

08028-0D/H5250/94.08.12
06.36 - ES0
MAN Diesel
Plate
L21/31
133 145
145 133
216
121 049
336 074
289 182 098
420 194 037
086
169 385 013
170 037
108
373
348 133
361 145
182
397 194
025 420
289
08028-0D/H5250/94.08.12
06.36 - ES0
MAN Diesel
Plate
L21/31
Item Item

washer


housing

08028-0D/H5250/94.08.12
06.35 - ES0
MAN Diesel & Turbo
Plate
L21/31
11.34 - ES0 - Tier II

MAN Diesel & Turbo
Plate
L21/31
Item Item

housing

washer
228 9/E Screw Skrue

for LT cooling water LT kølevand

11.34 - ES0 - Tier II

MAN Diesel & Turbo
Plate
L21/31
11.34 - ES0 - Tier II

MAN Diesel & Turbo
Plate
L21/31
Item Item

washer

for LT cooling water LT kølevand


housing
11.34 - ES0 - Tier II

MAN Diesel
Plate
High- and Low Temperature Freshwater Pumps
Page 1 (2) Clockwise 51610-09
L21/31
08028-0D/H5250/94.08.12
04.05 - ES0
MAN Diesel
High- and Low Temperature Freshwater Pumps Plate
51610-09 Clockwise Page 2 (2)
L21/31
Item Item
034 1/P Depp groove ball Radialkugleleje

bearing
046 1/P Ball bearing Kugleleje
071 1/P Retaining ring Sikringsring
083 1/P Shaft seal Pakdåse
095 1/P Slide ring joint Roterende pakning
105 2/E Freshwater pump, Ferskvandspumpe,

complete as shown komplet som vist
on front page på forside
117 4/P Screw Skrue
130 1/P Impeller Løbehjul
154 3/P Screw Skrue
166 3/P Lock washer Låseskive
178 1/P Shaft Aksel
191 1/P Screw Skrue
237 1/P Screw Skrue

08028-0D/H5250/94.08.12
04.05 - ES0
MAN Diesel
Plate
Page 1 (2) Freshwater Pump for use without LT pump 51610-14
L21/31
S3
S1
001 S4
S3
S1
004 S4
S4 - S4
007
S3 - S3 S1 - S1
002
003
003
005
09.51 - ES0
MAN Diesel
Plate
51610-14 Freshwater Pump for use without LT pump Page 2 (2)
L21/31
Item Item

complete komplet
004 2/P Screw Skrue
005 1/P Connecting pipe Forbindelsesrør
007 2/P Screw Skrue
09.51 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Freshwater Pump for use without LT pump (long) 51610-17
L21/31
S3
S1
S4
001
S3
S1
004 S4
S3 - S3
S4 - S4
007
003
009
005
S1 - S1
011 010 002 003
012
013
11.11 - ES0
MAN Diesel & Turbo
Plate
51610-17 Freshwater Pump for use without LT pump (long) Page 2 (2)
L21/31
Item Item

complete komplet
002 2/P Round seal ring Tætningsring
003 2/P Round seal ring Tætningsring
004 2/P Screw Skrue
005 1/P Connecting pipe Forbindelsesrør
007 2/P Screw Skrue
010 1/P Freshwater pump, Ferskvandspumpe,

counterclockwise mod uret
011 1/P Gearwheel Tandhjul
013 1/P Bolt Bolt
11.11 - ES0
MAN Diesel
Plate
Page 1 (2) Cooling Water Connections 51630-04
L21/31
08028-0D/H5250/94.08.12
04.05 - ES0
MAN Diesel
Plate
51630-04 Cooling Water Connections Page 2 (2)
L21/31
Item Item

045 4/E Screw Skrue

082 Safety clamp Sikkerhedsring

116 1/E Elbow Vinkel
128 6/E Screw Skrue
141 Intermediate piece Mellemstykke

153 Intermediate piece Mellemstykke

165 Screw Skrue

08028-0D/H5250/94.08.12
177 - Packing-silicone Pakning-silicone

paste paste
04.05 - ES0
Special equipment
517/617
MAN Diesel
Kit
Page 1 (2) Kit for renewal of Piston Rings 51706-03
L21/31
093*
103*
See Working Card 506-01.05
127*
* Please order item 024
09.12
MAN Diesel
Kit
51706-03 Kit for renewal of Piston Rings Page 2 (2)
L21/31
Item
No Qty Designation Where to find in the engine instruction book
024 1/C Kit for renewal of piston rings,

incl item 093, 103, and 127 Plate 50601
1/C Piston ring Plate 50601 Item 093
1/C Piston ring Plate 50601 Item 103
1/C Oil scraper ring Plate 50601 Item 127
Please Note that this is a kit supply, and that

any exceeding number of o-rings and gaskets
are not accepted as return goods.
Qty/C = Qty/Cylinder
09.12
MAN Diesel & Turbo
Plate
Page 1 (2) Kit for renewal of Piston Rings and Flame Ring 51706-08
L21/31
093*
103*
127*
See Working Card 506-01.05

092*
* Please order item 073
11.03 - EO0
MAN Diesel & Turbo
Plate
51706-08 Kit for renewal of Piston Rings and Flame Ring Page 2 (2)
L21/31
Item
073 Kit per renewal of piston rings and flame ring for one piston/cylinder,
complete consisting of:
1 Piston ring Plate 50601 Item 093
1 Piston ring Plate 50601 Item 103
1 Oil scraper ring Plate 50601 Item 127
1 Flame ring Plate 50610 Item 092
11.03 - EO0
MAN Diesel
Kit
Page 1 (2) Kit for High and Low Temperature Freshwater Pumps 51710-04
L21/31
See Working Card 516-10.00 010*
022*
117*
010*
095*
237*
201* 225*
191*
071*
166* 046*
154*
034*
083* * Please order item 301
10.03
MAN Diesel
Kit
51710-04 Kit for High and Low Temperature Freshwater Pumps Page 2 (2)
L21/31
Item
301 1/P Kit for freshwater pump,

incl item 010, 022, 034, 046, 071, 083, Plate 51610
095, 117, 154, 166, 191, 201, 225 and 237
2/P O-ring Plate 51610 Item 010
1/P O-ring Plate 51610 Item 022
1/P Depp groove ball bearing Plate 51610 Item 034
1/P Ball bearing Plate 51610 Item 046
1/P Retaining ring Plate 51610 Item 071
1/P Shaft seal Plate 51610 Item 083
1/P Slide ring joint Plate 51610 Item 095
4/P Screw Plate 51610 Item 117
3/P Lock washer Plate 51610 Item 166
1/P Self locking nut Plate 51610 Item 191
1/P Disc Plate 51610 Item 201
1/P Washer Plate 51610 Item 225

Please Note that this is a kit supply, and that
any exceeding number of o-rings and gaskets
are not accepted as return goods.
Qty/P = Qty/Pump
10.03
Specific plant
information
519/619
MAN Diesel & Turbo
Description 519.03
Page 1 (2) Resilient Mounting of Generating Sets
Edition 12
L21/31
Resilient Mounting of Generating Sets 2) The support can also be made by means of two
steel shims, at the top a loose steel shim of at
On resiliently mounted generating sets, the diesel least 75 mm and below a steel shim of at least
engine and the alternator are placed on a common 10 mm which are adjusted for each conical
rigid base frame mounted on the ship's/machine mounting and then welded to the foundation.
house's foundation by means of resilient supports,
Conical type.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections and pipes. Gangway etc. must not be wel-
ded to the external part of the installation.
Resilient Support
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The support of the individual conical mounting can
be made in one of the following three ways:
Figure 1: Resilient mounting of generating sets Figure 2: Support of conicals
1) The support between the bottom flange of the 3) Finally, the support can be made by means of
conical mounting and the foundation is made chockfast. It is necessary to use two steel
with a loose steel shim. This steel shim is adjus- shims, the top steel shim should be loose and
ted to an exact measurement (min. 75 mm) for have a minimum thickness of 75 mm and the
each conical mounting. bottom steel shim should be cast in chockfast
with a thickness of at least 10 mm.
2010.08.15 - ES1
MAN Diesel & Turbo
519.03 Description
Resilient Mounting of Generating Sets Page 2 (2)
Edition 12
L21/31
Irrespective of the method of support, the 75 mm
steel shim is necessary to facilitate a possible future
replacement of the conical mountings, which are
always replaced in pairs.
Check of Crankshaft Deflection

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Eventhough engine and alternator have been adjus-
ted by the engine builder, with the alternator rotor
placed correctly in the stator and the crankshaft
deflection of the engine (autolog) within the prescri-
bed tolerances, it is recommended to check the
crankshaft deflection (autolog) before starting up the
GenSet.
2010.08.15 - ES1
MAN Diesel & Turbo
Description 519.03
Page 1 (1) Resilient Mounting of Generating Sets
Edition 10
L16/24, L21/31
Resilient Mounting of Generating Sets
On resiliently mounted generating sets, the diesel
engine and the alternator are placed on a common
rigid base frame mounted on the ship's/machine
house's foundation by means of resilient supports,
Conical type.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections and pipes. Gangway etc. must not be wel-
ded to the external part of the installation.
Resilient Support
The resilient mounting of a generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. The conical mountings are bolted to
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The support of the individual conical mounting can
be made in two ways:
Figure 2: Support of conicals.
Check of Crankshaft Deflection

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Eventhough engine and alternator have been adjus-
ted by the engine builder, with the alternator rotor
placed correctly in the stator and the crankshaft
deflection of the engine (autolog) within the prescri-
bed tolerances, it is recommended to check the
crankshaft deflection (autolog) before starting up the
GenSet.
Figure 1: Resilient mounting of generating sets
1) The support between the bottom flange of the

conical mounting and the foundation is made
with a loose steel shim. This steel shim is adjus-
ted to an exact measurement (min. 10 mm) for
each conical mounting.
2) Finally, the support can be made by means of
chockfast. It is necessary to use one steel shim.
The steel shim should be cast in chockfast with
a thickness of at least 10 mm.
2010.08.15 - ES1
MAN Diesel
Working card 519-03.00
Page 1 (4) Fitting Instructions for Resilient Mounting of GenSets Edition 24
L16/24
L21/31

Shut-off fuel oil
Stopped lub. oil circulation
Mounting and adjustment instruction for new Ring and open-end spanner, 19 mm
GenSet and adjustment instruction for existing Ring and open-end spanner, 24 mm
plants. Ring and open-end spanner, 41 mm
Feeler gauge, 1-2 mm
Measurement tool
Hydraulic jack (if necessary)
Starting position
The foundation should be welded and milled off

on shim surfaces.
Related procedure
Replacement of conicals 519-03.05
Manpower Spare and wearing parts

08028-0D/H5250/94.08.12
Working hours : 2 hours Plate no Item no Qty/

Capacity : 2 men
Data

03.50 - ES1
MAN Diesel
519-03.00 Fitting Instructions for Resilient Mounting of GenSets

Working card
L16/24
L21/31
Mounting and Adjustment Instructions for 5) Position the jacking bolt with a through-going
New Generating Sets (Method 1) of minimum 75 mm.
Make Ready for Adjustment of Conical Ele- 6) Lower the generating set until it rests completely
ments on the foundation.
If the conical elements have not been mounted by 7) Check that all the jacking bolts have full contact
the factory, they must be mounted on the prepared with the foundation.
brackets on the base frame. In case they have been
mounted by the factory, please start with item 4. 8) Loosen the nut (7).
1) Remove nut (7) and ring (6) from the conical 9) Turn all the internal buffers by applying a span-
element. ner to the hexagon (S = 19) to check that they
can move freely.
2) Fit the conical element to the bracket on the
suspended equipment by means of fixing the
central buffer (2), the ring (6) and nut (7). If all internal buffers Then
3) Tighten the nut (7) by hand and simultane- Can move freely Let conical elements
ously block the central buffer (2) by applying settle for 48 hours.
a spanner to the hexagon (S = 19) on the top
of the central buffer (2). Cannot be moved Turn the jacking bolts
freely clockwise to release the
4) Position the four jacking bolts in the tapped internal buffer.
holes (8) in the bottom flange.
08028-0D/H5250/94.08.12
Fig 2 Conical element.
Fig 1 Conical mounting.
03.50 - ES1
MAN Diesel
Working card
Page 3 (4) Fitting Instructions for Resilient Mounting of GenSets 519-03.00
Edition 24
L16/24
L21/31
Adjustment of Conical Elements after 48 Drill the mounting holes in the steel shim according
Hours Settling to the conical base casting dimensions.
After the conical elements have been deflected un-

der static load for 48 hours, the loaded height (H1) Mounting of the Completed Steel Shim
see fig 1, should be measured and compared to the
recommended loaded height. 13) Turn the internal buffer anticlockwise until it
contacts the base casting to secure the loaded
10) Care must be taken, during levelling of the height of each conical element.
installation, to ensure that individual mountings
are not overloaded.The variation in laden height 14) Lift the generating set with crane or hydraulic
should not exceed 2 mm and should ideally jack.
be less. The laden height can be measured
between top and base casting at H, on two 15) Remove all the jacking bolts.
sides (see fig 1).
16) Position each completed steel shim.
H1 + H2 + H3 ----- HN
Ex:Average = Number of conical elements 17) Lower the generating set until it rests completely
in itself.
If Then 18) Number each steel shim together with each

conical element.
Difference exceeds Level the conical element
2 mm. by adjusting the jacking
bolts - commencing with Adjustment of Internal Buffer
the conical element with
the largest deviation. 19) Turn the internal buffer clockwise (downwards)
until it makes contact with the steel shim or
Difference does not ex- The height of the steel foundation.
ceed 2 mm shim can be measured.
20) Turn the internal buffer anticlockwise (upwards)
until it obtains contact with the base casting.
The difference between the two sides of a conical
mounting should not be more than 0.5 mm. This must be four full turns.
21) Turn the internal buffer two full turns clockwise

Measuring of Steel Shim (downwards) and check with a feeler gauge
between the base casting of the conical ele-
11) Measure the steel shim on several points to ment and the steel shim that the internal buffer
obtain the highest possible accuracy during (2), see fig 1, does not touch the steel shim or
08028-0D/H5250/94.08.12
preparation. foundation.
22) Tighten the nut (7) with a torque of 300 Nm

Fabricating Steel Shim and block the central buffer (2) with a spanner
(S = 19) at the same time.
12) Make sure that the minimum height of the steel
shim is 75 mm to secure a future replacement
of the steel shim.
03.50 - ES1
MAN Diesel

Working card
Page 4 (4)
Edition 24
L16/24
L21/31
Mounting of Conical Elements on the Foun- or
dation
b) Drill the mounting holes in the foundation by
23) Drill four mounting holes in the foundation for means of the drilling pattern from the installa-
each conical element, either tion drawing.
a) Mark the positions of the mounting holes on The drilling has to be done on beforehand and
the foundation through the conical element. the set must be aligned with the foundation
holes before the work starts to avoid further
(Re)move the set completely so that the mark- removal of the set.
ings can be reached by drilling with conventional
tools. 24) Fix the conical element and the steel shim to
the foundation with four bolts.
Place the set on its former position by aligning
it with the drilled holes. Note! After completion of all works the buffer clear-
ance must be checked, see points 19, 20, 21 and
22.
08028-0D/H5250/94.08.12
03.50 - ES1
MAN Diesel
L16/24
L21/31

Shut-off fuel oil
Measurement tool
Starting position

on shim surfaces.
Related procedure

08028-0D/H5250/94.08.12

Capacity : 2 men
Data

03.50 - ES1
MAN Diesel

Working card
Page 2 (4)
Edition 25
L16/24
L21/31
Mounting and Adjustment Instructions for for four jacking bolts and mounting holes drilled
New Generating Sets (Method 2) according to conical base casting dimensions, is
required.
Make Ready for Adjustment of Conical Ele-
ments 4) Position the supporting steel shim as per fig
1 and locate the conical element by means of
If the conical elements have not been mounted by dowel pins.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have been 5) Position the jacking bolts in the tapped holes
mounted by the factory, please start with item 4. in the supporting steel shim as per fig 1.
1) Remove nut (7) and ring (6) from the conical 6) Position the jacking bolts with a through-going
element. of minimum 10 mm, see fig 1.
2) Fit the conical element to the bracket on the 7) Lowed generating set until it rests completely
suspended equipment by means of fixing the on the foundation.
central buffer (2), the ring (6) and nut (7).
8) Check that all jacking bolts have full contact
3) Tighten the nut (7) by hand and simultane- with the foundation.
ously block the central buffer (2) by applying
a spanner to the hexagon (S = 19) on the top 9) Loosen the nut (7).
of the central buffer (2).
10) Turn all the internal buffers by applying a span-
A 75 mm supporting steel shim, complete with holes ner to the hexagon (S = 19) to check that they
can move freely.
08028-0D/H5250/94.08.12
Fig 1 Conical mounting. Fig 2 Conical element.
03.50 - ES1
MAN Diesel
Working card
Edition 25
L16/24
L21/31
If all internal buffers Then Measuring of Steel Shim
Can move freely Let conical elements 12) Measure the steel shim on several points to
settle for 48 hours. obtain the highest possible accuracy during
preparation.
Cannot be moved Turn the three jacking
freely bolts in the supporting
steel shim clockwise, or Fabricating Steel Shim
anticlockwise to release
the internal buffer. 13) Make sure that the minimum height of the steel
shim is 10 mm to secure the future replacement
of the supporting steel shim.
Adjustment of Conical Elements after 48
Hours Settling Drill the mounting holes in the steel shim according
to the conical base casting dimensions.
After the conical elements have been deflected un-
der static load for 48 hours, the loaded height (H1)
see fig 1, should be measured and compared to the Mounting of the Completed Steel Shim
recommended loaded height.
14) Lift the generating set 1 mm totally be means
11) Care must be taken, during levelling of the of the three jacking bolts.
are not overloaded.The variation in laden height 15) Position each completed steel shim.
should not exceed 2 mm and should ideally
be less. The laden height can be measured 16) Re-lower the generating set by means of the
between top and base casting at H, on two three jacking bolts until it rests completely in
sides (see fig 1). itself.
H1 + H2 + H3 ----- HN
Ex:Average = Adjustment of Internal Buffer
Number of conical elements
17) Turn the internal buffer clockwise (downwards)
If Then until it makes contact with the steel shim or
foundation.
Difference exceeds Level the conical element
2 mm. by adjusting the jacking 18) Turn the internal buffer anticlockwise (upwards)
bolts - commencing with until it obtains contact with the base casting.
the conical element with
the largest deviation. This must be four full turns.
08028-0D/H5250/94.08.12
Difference does not ex- The height of the steel 19) Turn the internal buffer two full turns clockwise
ceed 2 mm shim can be measured. (downwards) and check with a feeler gauge
between the base casting of the conical ele-
ment and the steel shim that the internal buffer
The difference between the two sides of the conical (2), see fig 1, does not touch the steel shim or
mounting should not be more than 0.5 mm. foundation.
20) Tighten the nut (7) with a torque of 300 Nm

and block the central buffer (2) with a spanner
(S = 19) at the same time.
03.50 - ES1
MAN Diesel

Working card
Page 4 (4)
Edition 25
L16/24
L21/31
Mounting of Conical Elements on the Foun- b) Drill the mounting holes in the foundation by
dation means of the drilling pattern from the installa-
tion drawing.
21) Remove the dowel pins.
The drilling has to be done on beforehand and
22) Drill four mounting holes in the foundation for the set must be aligned with the foundation
each conical element, either holes before the work starts to avoid further
removal of the set.
a) Mark the positions of the mounting holes on
the foundation through the conical element. 23) Fix the conical element and the supporting
steel shim/steel shim to the foundation with
(Re)move the set completely so that the mark- four bolts.
ings can be reached by drilling with conventional
tools. 24) Weld the lowest steel shim to the foundation.
Place the set on its former position by aligning Note! After completion of all works, the buffer clear-
it with the drilled holes. ance must be checked, see points 17, 18, 19
and 20.
or
08028-0D/H5250/94.08.12
03.50 - ES1
MAN Diesel
L16/24
L21/31

Shut-off fuel oil
Measurement tool
Starting position

on shim surfaces.
Related procedure

08028-0D/H5250/94.08.12

Capacity : 2 men
Data

03.50 - ES0
MAN Diesel

Working card
Page 2 (4)
Edition 26
L16/24
L21/31
Mounting and Adjustment Instructions for A 75 mm supporting steel shim, complete with tapped
New Generating Sets (Method 3) holes for three jacking bolts, four mounting holes and
four tapped holes, drilled according to the conical
Make Ready for Adjustment of Conical Ele- base casting dimension, is required see fig 1.
ments
4) Position the supporting steel shim as per fig
If the conical elements have not been mounted by 1 and locate the conical element by means of
the factory, they must be mounted on the prepared four hold-down bolts.
brackets on the base frame. In case they have been
mounted by the factory, please start with item 4. 5) Position the jacking bolts in the tapped holes
in the supporting steel shim as per fig 1.
1) Remove nut (7) and ring (6) from the conical
element. 6) Position the jacking bolts with a through-going
of minimum 10 mm plus permitted thickness,
2) Fit the conical element to the bracket on the as specified from the chockfast supplier, see
suspended equipment by means of fixing the fig 1.
central buffer (2), the ring (6) and nut (7).
7) Lowed the generating set until it rests com-
3) Tighten the nut (7) by hand and simultane- pletely on the foundation.
ously block the central buffer (2) by applying
a spanner to the hexagon (S = 19) on the top 8) Check that all jacking bolts have full contact
of the central buffer (2). with the foundation.
08028-0D/H5250/94.08.12
Fig 2 Conical element.
Fig 1 Conical mounting.
03.50 - ES1
MAN Diesel
L16/24
L21/31
If all internal buffers Then Measuring of Steel Shim and Chockfast
Can move freely Let conical elements 10) The steel shim should be at least 10 mm
settle for 48 hours. heigh.
Cannot be moved Turn the three jacking Check the minimum permitted thickness of chock-
freely bolts in the supporting fast for the load and surface of this application
steel shim clockwise, or with chockfast supplier.
anticlockwise and
slacken the four hold-
down bolts to release Fabricating Steel Shim
the internal buffer.
Make sure that the minimum height of the steel shim
is 10 mm to secure a future replacement of the sup-
Adjustment of Conical Element after 48 porting steel shim.
Hours Settling
11) Drill the mounting holes in the steel shim ac-
After the conical elements have been deflected un- cording to the mounting holes in the supporting
der static load for 48 hours, the loaded height (H1) steel shim.
see fig 1, should be measured and compared to the
recommended loaded height.
Adjustment of Internal Buffer
9) Care must be taken, during levelling of the
installation, to ensure that individual mountings 12) Turn the internal buffer clockwise (downwards)
are not overloaded.The variation in laden height until it makes contact with the steel shim or
should not exceed 2 mm and should ideally foundation.
be less. The laden height can be measured
between top and base casting at H, on two 13) Turn the internal buffer anticlockwise (upwards)
sides (see fig 1). until it obtains contact with the base casting.
H1 + H2 + H3 ----- HN This must be four full turns.

Ex:Average = Number of conical elements
14) Turn the internal buffer two full turns clockwise
(downwards) and check with a feeler gauge
If Then between the base casting of the conical ele-
ment and the steel shim that the internal buffer
Difference exceeds Level the conical element (2), see fig 1, does not touch the steel shim or
2 mm. by adjusting the jacking foundation.
bolts - commencing with
the conical element with 15) Tighten the nut (7) with a torque of 300 Nm and
08028-0D/H5250/94.08.12
the largest deviation. blocking the internal buffer (2) with a spanner
at the same time, see fig 1.
Difference does not ex- The height of the steel
ceed 2 mm shim and the chockfast
can be measured. Mounting of Conical Elements on the Foun-
dation
The difference between the two sides of the conical 16) Drill mounting holes in the foundation accord-
mounting should not be more than 0.5 mm. ing to the supporting steel shim/steel shim and
chockfast, either
03.50 - ES1
MAN Diesel

Working card
Page 4 (4)
Edition 26
L16/24
L21/31
a) Mark the positions of the mounting holes on b) Drill the mounting holes in the foundation by
the foundation through the supporting steel means of the drilling pattern.
shim.
(Re)move the set completely so that the mark- the set must be aligned with the foundation
ings can be reached by drilling with conventional holes before the work starts to avoid further
tools. removal of the set.
Place the set on its former position by aligning Make sure that the mounting bolts are isolated from
it with the drilled holes. the chockfast.
or Note! After completion of all works, the buffer clear-

ance must be checked, see points 13, 14, 15 and
16.
08028-0D/H5250/94.08.12
03.50 - ES1
MAN Diesel

L16/24
L21/31

Shut-off fuel oil
Ring and open-end spanner, 65 mm
Measurement tool
Starting position Hydraulic jack (if necessary)

on shim surfaces.
Related procedure
Manpower
Spare and wearing parts
08028-0D/H5250/94.08.12
Working hours : 2 hours

Capacity : 2 men Plate no Item no Qty/
Data

04.22 - ES1
MAN Diesel

Working card
L16/24
L21/31
Mounting and Adjustment Instructions for 5) Position the four jacking bolts in the tapped
New Generating Sets holes in the bottom flange (6).
Make Ready for Adjustment of Conical Ele- 6) Lower the generating set until it rests completely
ments on the foundation.
If the conical elements have not been mounted by 7) Loosen the nut (1).
the factory, they must be mounted on the top flange
of the base frame. In case they have been mounted 8) Turn all the central buffers (3) by applying a
by the factory, please start with item 4. spanner to the hexagon (S = 19) to check that
they can move freely.
1) Remove nut (1) and washer (5) from the conical
element. 9) Check with the feeler gauge that central buffer
is not in contact with the foundation.
2) Adjustment nut (2) has to be turned down until
it gets in contact with the upper surface of the
top casting. If all internal buffers Then
3) Fit the conical element to the bracket on the Can move freely Let conical elements
suspended equipment by means of fixing the settle for 48 hours.
central buffer (3), the washer (5) and nut (1).
Cannot be moved Turn the jacking bolts
4) Tighten the nut (1) by hand and simultane- freely clockwise to release the
ously block the central buffer (3) by applying internal buffer.
a spanner to the hexagon (S = 19) on the top
of the central buffer (3).
08028-0D/H5250/94.08.12
1. Nut
2. Adjustment nut
3. Central buffer
4. Jack-up bolt
5. Washer
6. Bottom flange
7. Top casting
8. Rubber element
Fig 1 Conical mounting. Fig 2 Conical element.
04.22 - ES1
MAN Diesel
Working card
Edition 22
L16/24
L21/31
Adjustment of Conical Elements after 48 Adjustment of Internal Buffer
Hours Settling
15) Turn the internal buffer clockwise until it makes
After the conical elements have been deflected un- contact with the foundation.
der static load for 48 hours, the loaded height (H1)
see fig 1, should be measured and compared to the 16) Turn the internal buffer anticlockwise until it
recommended loaded height. obtains contact with the base casting.
10) Care must be taken, during levelling of the This must be four full turns.
are not overloaded.The variation in laden height 17) Turn the internal buffer 2 turn clockwise and
should not exceed 2 mm and should ideally check with a feeler gauge between the bottom
be less. The laden height can be measured flange on the conical element and the founda-
between top and base casting at H, on two tion that the internal buffer (3) does not touch
sides (see fig 1). the foundation.
H1 + H2 + H3 ----- HN 18) Tighten the nut (1) with a torque of 300 Nm

Ex:Average = Number of conical elements and block the central buffer (3) with a spanner
(S = 19) during the tightening.
If Then
Mounting of Conical Elements on the Foun-
Difference exceeds Level the conical element dation
2 mm. by adjusting the jacking
bolts - commencing with 19) Drill four mounting holes in the foundation for
the conical element with each conical element, either
the largest deviation.
a) Mark the positions of the mounting holes on
Difference does not ex- The height between the foundation through the conical element.
ceed 2 mm bottom flange and
foundation can be (Re)move the set completely so that the mark-
meaured. ings can be reached by drilling with conventional
tools.
The difference between the two sides of a conical Place the set on its former position by aligning
mounting should not be more than 0.5 mm. it with the drilled holes.
or
Height adjustment
b) Drill the mounting holes in the foundation by
08028-0D/H5250/94.08.12
11) Turn the internal buffer anticlockwise until it means of the drilling pattern from the installa-
contacts the base casting to secure the loaded tion drawing.
height of each conical element.
12) Lift the generating set with crane or hydraulic the set must be aligned with the foundation
jack. holes before the work starts to avoid further
removal of the set.
13) Turn the adjustment nut (2) to the measured
height (see point 10) max 5 mm above the top 20) Fix the conical element to the foundation with
casting.. four bolts.
14) Lower the generating set until it rests completely Note! After completion of all works the buffer clear-
in itself. ance must be checked, see points 15-18.
04.22 - ES1
MAN Diesel

Page 1 (2) Replacement of Conicals Edition 02
L16/24
L21/31

Shut-off fuel oil
Replacement of conicals. Hydraulic jack
Starting position
Safety precautions.
Related procedure
Fitting instructions for resilient mounting.

08028-0D/H5250/94.08.12
Working hours : hours Plate no Item no Qty/

Capacity : 2 men
51903 013 4/E
Data

98.41 - ES0
MAN Diesel
519-03.05 Working card

Edition 02 Replacement of Conicals Page 2 (2)
L16/24
L21/31
Replacement of Conicals
1) Loosen all the holding down-bolts for the co- 3) Lift the GenSet until the steel shim can be remo-
nicals in one side. ved. This will give enough space for removing
damaged conical.
2) Mount a jack under the base frame, see fig
1. 4) Mount the GenSet conical.
Note: Conicals should only be replaced in pairs, see

fig 2 and plate 51903.
Nut
Conical mounting 5) Lower the GenSet again.
Adjusting screw
Holding down bolts
6) Repeat items 1-5 for the other side.
Steel shim
7) Adjust the conicals, please see working card
Foundation 519-03.00 "Fitting Instructions for Resilient
Bracket Mounting of GenSet.
Deck
Jack
Fig 1 Removal of conicals
08028-0D/H5250/94.08.12
One pair
Fig 2 The conicals must be replaced in pairs
98.41 - ES0
MAN Diesel

Page 1 (2) Replacement of Conicals Edition 04
L16/24
L21/31

Shut-off fuel oil
Replacement of conicals. Hydraulic jack
Starting position
Safety precautions.
Related procedure
Fitting instructions for resilient mounting.

08028-0D/H5250/94.08.12
Working hours : hours Plate no Item no Qty/

Capacity : 2 men
51903 013 4/E
Data

04.22 - ES0
MAN Diesel
519-03.05 Working card

Edition 04 Replacement of Conicals Page 2 (2)
L16/24
L21/31
Replacement of Conicals
The central buffer is divided in two parts and will be

mentioned as central buffer lower part and central
buffer upper part.
1) Loosen all the conicals in one side of the engine

and remove the nut from the central buffer.
2) Use the 19mm. spanner and turn the central

buffer anticlockwise until the buffer hits the
base-casting and divides in two and remove
the upper part.
3) Mount the hydraulic jack under the base

frame.
1. Nut
2. Adjustment nut
4) Lift the GenSet until the conical can be remo- 3. Central buffer
ved. 4. Jack-up bolt
5. Washer
5) Remove the nut and the upper part of the 6. Bottom flange
7. Top casting
central buffer, from the new conical.
8. Rubber element
6) Mount the new conical. Add Loctite 243 to the

tread connection between upper and lower
part of the central buffer. Fig 1 Removal of conicals
7) Lower the Genset from the hydraulic jack.
8) Use the 19mm spanner and turn the central

buffer clockwise until it hits the foundation and
tighten to 300 Nm.
9) Follow the procedure "Loosing central buffer".

Please see the working card 519-03.10 "Main-
tenance of Conical"
10) Repeat items 1-8 for the other side.

08028-0D/H5250/94.08.12
11) Adjust the conicals, please see Working Card

519-03.00 "Fitting Instructions for Resilient
Mounting of GenSet.
04.22 - ES0
MAN Diesel
Page 1 (2) Maintenance of Conicals Edition 02
L16/24
L21/31

Shut-off fuel oil
Control and adjustment of conicals. Ring and open-end spanner.

Feeler gauge, 2 mm.
Starting position
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

98.41 - ES0
MAN Diesel
Edition 02 Maintenance of Conicals Page 2 (2)
L16/24
L21/31
Visual Check Result of Clearance Check
What to Check If Then
everything is OK check is completed

1) Check for oil deposits on the rubber element.
everything is not OK adjust conicals which do not
2) Check for loose mounting bolts. comply with the clearance
demands acc. to item 5-10.
Recheck all conicals acc. to
3) Check for damage in the rubber element. item 4.
Result of Visual Check everything is still not OK replace conical acc. to

If Then
everything is OK continue to next conical

Adjustment of Conicals
oil deposits on rubber clean rubber element
element are observed 5) Remove protective cap by loosen the nut (1).
loose mounting bolts fasten mounting bolts
6) Turn internal buffer (2) clockwise until it makes
damage to conicals replace conical according to contact with the steel shim (4).
is observed Working Card 519-03.05
7) Turn internal buffer (2) anti-clockwise until it
makes contact with the conical base casting
Clearance Check (3). This must be done in four full rotations.
What to Check 8) Turn internal buffer (2) two full rotations clock-
wise. This will ensure full vertical movement for
4) Check clearance on all conicals between steel the buffer.
shim and internal buffer through the slot in the
base casting of the conical (see fig 1) with a 9) Check all conicals again.
feeler gauge of approx. 2 mm.
10) Tighten the nut (1), see page 500.40 and at
the same time block the internal buffer (2) with
a spanner.
1. Nut
2. Internal buffer
08028-0D/H5250/94.08.12
2
3. Conical base casting
4. Steel shim
3
Fig 1 Conical
98.41 - ES0S
MAN Diesel

L16/24
L21/31

Shut-off fuel oil
Control and adjustment of conicals. Ring and open-end spanner 19 mm

Ring and open-end spanner 41 mm
Ring and open-end spanner 65 mm
Feeler gauge, 2 mm
Hydraulic jack
Starting position
Related procedure
Manpower
Working time : 2 hours Replacement and wearing parts

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

04.22 - ES0
MAN Diesel
Edition 04 Maintenance of Conicals Page 2 (3)
L16/24
L21/31
Visual Check Result of Clearance Check
What to Check If Then
everything is OK check is completed

1) Check for oil deposits on the rubber element.
everything is not OK adjust conicals which do not
2) Check for loose mounting bolts. comply with the clearance
demands acc. to item 5-10.
Recheck all conicals acc. to
3) Check for damage in the rubber element. item 4.
Result of Visual Check everything is still not OK replace conical acc. to

If Then
everything is OK continue to next conical

Adjustment of Conicals
oil deposits on rubber clean rubber element
element are observed 5) Nut (1) must be loose.
loose mounting bolts fasten mounting bolts
6) Check that the central buffer can be easily
damage to conicals replace conical according to turned. If not see the procedure for "Loosing
is observed Working Card 519-03.05 Central buffer".
7) Measure the compression at each element 48

Clearance Check hours after installation. Maximum deviation ±2
from average is acceptable. Deviation ±1mm
What to Check: is perfect.
4) Check clearance on all conicals between steel 8) If deviation is out of tolerance adjust the height
shim and internal buffer through the slot in the with the adjustment nut (2). Use spanner 65
base casting of the conical (see fig 1) with a mm. It may be necessary to lift the GenSet
feeler gauge of approx. 2 mm. slightly with a hydraulic jack. Make sure that
all Central buffers can be turned freely at all
time.
9) Check compression of element again. If out of

tolerance repeat from 8.
1. Nut
08028-0D/H5250/94.08.12
2. Adjustment nut
3. Rubber element
4. Jacking screw
5. Base casting
6. Central buffer
Fig 1 Conical
04.22 - ES0
MAN Diesel
L16/24
L21/31
10) Turn the central buffer anti clockwise without
restriction until slight contact at top.
11) Turn the central buffer clockwise and check

that it can be turned freely 3½-4 turns.
12) Turn central buffer anticlockwise 2-2½ turns.
13) Tighten top nut (1) without turning the central

buffer. Tighten hard max 300 Nm.
Loosing central buffer

14) Turn the central buffer (6) clockwise until it
makes contact with the foundation and tighten
with 300 Nm.
15) Use the jacking screws (4) to lift the base casting
until the central buffer can be turned freely.
Make sure that there is no contact between
thread of central buffer and the base frame.
16) Turn the central buffer two turns anticlock-

wise.
17) Lovers the base casting by the Jacking screws

and tighten the holding bolts.
18) Check that the central buffer can be turned

freely. If not go to point 14 again.
08028-0D/H5250/94.08.12
04.22 - ES0
MAN Diesel
Plate
Page 1 (2) Flexible External Connections 51902-10
L21/31
Item
Fig. Designation Connection
No
Fuel oil, inlet A1 018
Fuel oil, outlet A2 031
Waste oil, outlet A3 043
Lubricating oil from separator, C3 079

inlet
Lubricating oil to separator, C4 080

outlet
Lub. oil overflow, outlet C15 092
Oil vapour discharge, outlet C13 126

08028-0D/H5250/94.08.12
Venting pipe TC bearings C30 138
03.12 - ES0
MAN Diesel
Plate
51902-10 Flexible External Connections Page 2 (2)
L21/31
Item
Fig. Designation Connection
No
Venting to expansion tank/ F3/F4 163

HT fresh water for preheating
LT freshwater,inlet G1 222
LT freshwater, outlet G2 234
Compressed air, inlet K1 271
08028-0D/H5250/94.08.12
Exhaust gas, outlet (DN 400) P2 329
03.12 - ES0
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-02
L16/24
L21/31
08028-0D/H5250/94.08.12
97.49 - ES0
MAN Diesel
Plate
51903-02 Conical Element Page 2 (2)
L16/24
L21/31
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
025 4/M Screw Skrue
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Qty/M = Qty/Conical montering.
97.49 - ES0
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-05
L16/24
L21/31
013
08028-0D/H5250/94.08.12
04.22 - ES0
MAN Diesel
Plate
51903-05 Conical Element Page 2 (2)
L16/24
L21/31
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Qty/M = Qty/Conical montering.
04.22 - ES0
Tools
520/620
MAN Diesel & Turbo
Work Card 520-01.05
Page 1 (6) Function of the Hydraulic Tools
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Safety hints and function of hydraulic tools.

Related Procedure

Duration in h : - Plate No. Item No. Quantity
Number : -
Data
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Function of the Hydraulic Tools Page 2 (6)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Function of the Bolt Tensioning Device 10) During the pressurization when tensioning or
loosening the bolt connection, always watch the
In order to achieve an optimal result with one or admissible stroke of the device. Exceeding this
several devices, some rules have to be considered. stroke is connected with insufficient generating
We expressly point out that a conscientious han- of tensioning force because the device is ten-
dling of the device as well as the accessories is of sioned in itselve or the hydraulic pressure is
highest importance. To ignore these rules or sepa- bleeded automaticly.
rate hints means danger to life or danger of injuries!
See Safety Hints. 11) On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
tions are correct (see also separate hints).
Safety Hints
12) The hydraulic hoses have to be installed in a
Beside regarding the general accident-prevention way that they are not run over by vehicles or
rules, the safe handling of the device and the unnecessarily walked over by people. Never lay
hydraulic accessories demand especially the con- hoses across sharp objects (danger of cuts)
sideration of the following hints. When disregarding and never bend or jam them in.
even single items, you can cause danger to life
and/or danger of injuries! 13) Never hold or transport the device by using the
high-pressure hoses.
1) When leakages occur during the pressurization,
bleed pressure immediately and seal the leak- 14) An incorrect working manometer that doesn´t
age or replace defect parts. show the right pressure leads to overstressing
of the parts and to an incorrect bolt connection.
2) In case of repair, use exclusively original spare Apart from damaged parts an incorrect bolt
parts. Inexpert substitution of damaged parts by connection can also cause conditions that are
non-original spare parts is prohibited. danger to life. Therefore take care that the man-
3) All assembly parts are to be handled in corre- ometer shows the right value or the tensioning
spondence to the working cards only. A change force is checked in an other way (for example
in the procedure or another operation of the by using a master manometer). Tensioning
device is not allowed. forces can be checked for example by measur-
4) Make sure that the components to be tening the linear deformation. Damaged manome-
sioned do not exceed the admissible strain. ters have to be exchanged immediately.
5) In order to use the device, the thread has to be

sufficiently exceeding in order to avoid that the Working Hints
turn of a thread cracks, see item 4. In order to achieve a bolt connection of high preci-
6) During the pressurization the people involved sion, it is vital to consider the following working
have to remain in an appropriate distance. Stay- hints:
ing in direction towards the bolt axis is forbid- ▪ Prior to setting the device, clean all threads and
den. remove possible damages in order to avoide a
7) Tensioning pressures or tensioning forces are to “freeze on”.
be given or changed by authorized personnel ▪ The base plate for the device must be plain and
only while considering the admissible compo- free of dirt. Further check the squareness
nent loads, see item 4. towards the bolt axis in order to avoid that the
8) The operation and handling of the device are to bolt has a bending stress during the pressuriza-
be carried out by expert staff only. tion (tensioning).
9) The given max. operation pressure is not to be ▪ The stroke of the device may not at any point
exceeded in any case and is to be watched at be exceeded.
the manometer of the pressure generator during ▪ For transporting the device it is necessary to
the complete tensioning or loosening proce- uncouple all high-pressure hoses.
dure. When having achieved the given pressure, ▪ After each pressurization, bring the device back
stop the pressurization immediately. to zero, see also Piston Return Stroke.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

▪ For oiling the parts, use exclusively hydraulic oil.
Turnable Connection Unit ▪ For replacements, use exclusively new seals.
In order to simplify the connection of the hydraulic
hose, a turnable connection unit is mounted on Coupling of the High-Pressure Hoses
some devices. ▪ Only couple when the hydraulic system is in a
The turnable connection unit consists of the follow- pressureless condition.
ing components:
▪ To produce a high-pressure connection, put
▪ bolt nipple one coupling and one nipple into each other
▪ disc while the coupling socket is pulled back. When
▪ seal letting the coupling socket go, there is a form fit
barring the connection.
▪ securing ring
▪ By drawing the hose with a manual force of
Furthermore, an entry guide is available or con- about 100 N make sure that the connection is
tained in the scope of supply, see fig.1. correctly barred.
▪ For decoupling the high-pressure hose in a
pressureless condition, first pull back the cou-
pling 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
Figure 1: Turnable connection unit ▪ To avoid a contamination use protecting caps
for the sockets.
Exchange of the Seals Tensioning Procedure

Should leakages show up at the connection unit, it Prior to the tensioning procedure make sure that
might be necessary to exchange the seals. the components to be tensioned are correctly posi-
For doing so, loosen the securing ring and take the tioned towards each other. Then screw the device
disc off the bolt nipple. Having removed the seals, onto the bolt.
clean the components with fluff-free cleaning mate- First put the support sleeve on the bolt and align it
rial. You can also apply compressed air. Having centrically to the bolt axis. When screwing on the
checked the components for damages and oiled device take care that the support sleeve at the cyl-
them slightly, apply new seals by help of the entry inder is correctly centered (consider centering
guide and reassemble the turnable connection unit. shoulder).
Hint:
▪ For the cleaning, never use aggressive cleaning
liquids.
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Screw the device until the support sleeve or the During the pressurization, a slight turn-back
support cylinder fits exactly to the flange. The piston momentum is applied to the main nut with the
of the device must be at its zero position. Further- adjusting rod. At the moment, when the main nut
more, take care that the hydraulic connector and can be loosened, interrupt the pressurization.
the window for the adjusting rod is well accessible. Should it not be possible to loosen the main nut
If necessary, turn back the device, but make sure when achieving the original tensioning pressure,
that the max. admissible stroke of the device is not interrupt the pressurization immediately. Find the
exceeded. Beside that, it has to be ensured that the cause with expert staff.
cylinder and the support sleeve remain centrically Having achieved the loosening pressure, turn back
towards each other (consider centering shoulder). the main nut by the value that the bolt and the com-
Having made all hydraulic connections correctly, ponents spring back during the loosening proce-
see fig. 2, start the pressurization for the tensioning dure. The slit measure, however, must be lower
procedure. If the necessary pressure is achieved than the slit measure adjusted at the device before,
stop pressurization. The inducted force causes the see also hint b.
bolt to extend or an edging of the components to The main nut may never be turned back until it fits
be tensioned so that the main nut is lifted from the to the piston or the cylinder since then the device
flange. Screw it back to the flange, see fig. 3. can be tensioned in itself.
Check by help of a feeler gauge leaf whether the Having turned back the main nut, the pressure can
main nut really fits tight to the flange. After that, be bled. The bolt connection is loosened. Before
bleed hydraulic pressure. Now the connection is unscrewing the device, bring the piston back to its
tensioned. zero position, see fig. 4. After that, the hydraulic
Having brought the piston to its zero position, see hoses can be decoupled. In order to prevent impur-
fig. 4, the hydraulic hoses can be decoupled. In ities, it is advisable to close coupling sockets and
order to prevent impurities, it is advisable to close coupling nipples at once by protecting caps. The
coupling sockets and coupling nipples at once by device can be unscrewed from the bolt.
protecting caps. The device can be unscrewed ▪ Make sure that no operational forces (e.g. inner
from the bolt. pressure) affect the components to be loosened
▪ Always consider the safety and working hints! since only part of the bolts take over these
forces and thus the bolts, which are not yet
Loosening Procedure loosened, might be overburdened.
▪ The pressure when the main nut can be loos-
In order to loosen an existing bolt connection,
ened may never exceed the tensioning pressure
screw the device onto the bolt. First put the support
by help of which the connection was tensioned!
sleeve on the bolt and align it centrically to the bolt
Should it not be possible to loosen the main nut
axis. When screwing on the device take care that
when reaching the original tensioning pressure
the support sleeve at the cylinder is correctly cen-
interrupt the pressurization immediately. Find
tered (consider centering shoulder).
the cause with expert staff.
The piston of the device must be at its zero posi-
▪ Always consider the safety and working hints!
tion. Having screwed the device down until the sup-
port sleeve or the support cylinder fits tight to the Hint:
flange, turn back the device by at least the value (slit 1. Should it be impossible to unscrew the device
measure) which the bolt and the components after the depressurization, it has been turned
spring back elastically during the loosening proce- back by a too low measure prior to the pressur-
dure. ization. Pressurize again until the original ten-
Hint: sioning pressure is reached, turn the main nut
The adjusted slit measure may never exceed the and bleed the pressure again (tensioning proce-
admissible stroke of the 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 pressurization.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

dure). Now you can turn back the device fur- Piston Return Stroke
ther. (Attention: consider the admissible stroke
of the device!) Now repeat the loosening proce- After each pressurization it must be ensured that
dure explained above. the piston of the device is brought back to its zero
position. On principle, it has to be considered that
2. Should it be impossible to loosen the main nut hydraulic oil is being displaced from the piston area.
after the depressurization, it has been turned In order to enable the oil to flow back to the tank of
back by a too low measure prior to the pressur- the pressure generator, the corresponding hydraulic
ization. Pressurize again and turn the main nut connections must be done.
further back. Bleed the pressure again.
The piston return stroke is done by a screw-down
Hint: at the bolt itself before the device is taken off.
Never screw the main nut back until it fits to the pis-
ton since the device can be tensioned in itself. Hint:
When using fast lock coupling elements, the oil’s
running out and thus a piston return stroke in an
Adjustment and Turn Back of the Main Nut uncoupled condition is impossible!
During the pressurization of the device, the bolt is During the piston return stroke, considerable back-
being extended by the tensioning force and the pressures can occur in the piston area of the device
components are being edged. The result is that the since quite large quantities of oil have to flow back
main nut does no longer fit to the flange. through the small cross sections of the high-pres-
Having achieved the necessary pressure, adjust the sure connections.
main nut - when tensioning - until it fits to the flange In order not to unnecessarily increase the force for
again before bleeding the pressure, see Tensioning the piston return stroke turn the piston slowly. On
Procedure. When loosening the bolts, turn back the principle the piston of the device has to be pushed
main nut after the pressurization according to the back until it fits to the cylinder again.
bolt and component deformations, (see Loosening
Procedure.
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 4: Piston return stroke
Exchange of the Seals

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 ham-
mer while using a plastic spacer in order to protect
the device from unnecessary damages. After
removing the hydraulic connector, you can also
Figure 3: Adjustment and turn back of the main nut. carefully lead compressed air into the piston area.
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention: coupling nipples, coupling sockets and also
Sudden input of compressed air can lead to the pis- loosened screw connections are to be
ton’s uncontrolled outlet. closed by protecting caps.
After removal of the piston, the seals and the – In addition, check the components of the
backup rings can be removed from the piston and device and its accessories for completion.
the cylinder. Keep the device in the tool box also offering
Carefully clean the components with fluff-free mate- protection from mechanical damages.
rial and check them for damages. If necessary, use The temperature must be between -20 C
compressed air for the cleaning, but never aggres- and +70 C in order to exclude a damage of
sive cleaning liquids. After that, slightly oil these the seals.
components with hydraulic oil and assemble new ▪ Start-up of the device
backup rings as well as new seals to the piston and
the cylinder according to the drawing. – Prior to the device’s operation, repair possi-
ble damages and clean the device.
– Check the components of the device and
its accessories for completion.
– The operating manual has to be read by all
users.
Figure 5: 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 put-
ting the components together. By slightly hammer-
ing 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 neces-
sary, but you should consider the following points:
▪ Storage
– After each operation, repair possible dam-
ages 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
1999.10.18. - ES0
MAN Diesel & Turbo

Page 1 (4) Application of Hydraulic Tools Edition 09
L21/31

Shut-off cooling water See page 2-4
Shut-off fuel oil
Application of hydraulic tools.
Starting position
Related procedure
Working time : hours Plate no Item no Qty/

Capacity : men
Data

11.06 - ES0
MAN Diesel & Turbo

Edition 09 Application of Hydraulic Tools Page 2 (4)
L21/31
This working card gives the information for applica-

tion of hydraulic tools, to be used in connection with
Pressure part
52000-371
Hydraulic tightening
52000-275
Pressure pump
52000-011
Hose with union

52000-202
Fig 1 Contra weight.
Fig 2 Cross bolt and tierod.
11.06 - ES0
MAN Diesel & Turbo

Page 3 (4) Application of Hydraulic Tools Edition 09
L21/31
Assembling tension screw, 52000-118

Pressure part, 52000-059
Hydraulic tightening, 52000-263
Pump
52000-011
Hose with union

52000-202
Fig 3 Cylinder head.
Fig 4 After main bearing.
11.06 - ES0
MAN Diesel & Turbo

Edition 09 Application of Hydraulic Tools Page 4 (4)
L21/31
Pressure pump
52000-011
52000-287
Pressure part
52000-096
Tension screw
Hose with union 52000-131
52000-202
Pressure part Hose with union

52000-371 52000-202
52000-275 Pressure pump
Angle piece 52000-011
52000-358
Fig 5 Connection rod.
11.06 - ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 1 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Application of hydraulic tools.
Related Procedure

Duration in h : - Plate No. Item No. Quantity
Number : -
Data
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 2 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Description Turn the carrying handle with counter-clockwise
rotation out of his fixing. Then turn it into the hand
Warning: lever of the pump against the stopping face.
The hand lever pump is not equipped with a pres-
sure relief valve. Attention:
Never use the pump without a mounted manome- If the carrying handle is not srewed-in into the hand
ter. Always pay attention to the given pressure of lever, it can cause injuries while using the pump.
the connected pressure consumers. Do never Open the oil filler cap and check the oil level. If nec-
exceed this pressure or the max. pressure of the cessary, fill up the tank with hydraulic oil according
hand lever pump. to IS0 VG 32. Never overfill the tank. Close the oil
Important: filler cap.
Except for hydraulic oil, never use different liquids Open the tank breather with the square wrench
such as petrol, water, diesel oil, alcohol or brake liq- (included in the scope of supply) by about one turn.
uid, since these can lead to damages or even to Now loosen the breather screw at the pump on the
destruction of the pump and/or the parts connected left side on the pump housing with an allen key SW
with it. Choose a place of assembling and operation 2,5 by about one turn. Close the depressurization
where the pump can always stand safe and firm on valve tightly. Seal the nipple on the pump with a
a horizontal plain. There should always be sufficient hose and pump at the hand lever until oil flows out
space for operating the pump. of the breather screw bladder-free. Only then are
Never handle the pump lever with oiled hands and you allowed to close the breather screw. The pump
never use hand lever extensions. Never expose the is now vented and ready for operation.
pump to great heat, fire or extreme coldness, since After each operation and for the transport, close the
this leads to damages or even destruction. Protect tank breather in order to avoid the hydraulic oil’s
the pump from falling objects and avoid hard blows running out.
or pushes.
Attention - Danger to life Pressurization
Check the manometer of the pump for the needed
▪ Open the tank breather with the square wrench
hydraulic pressure, given by an authorized person,
approx. one turn.
not to be exceeded. Make sure that the pressure
you want to generate is also admissible for all con- Remark:
nection parts. The pump is only to be operated with open tank
breather.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure ▪ Close the depressurization valve at the pump
connections from the pump to the tools have to be when turning clockwise by handoperation.
established correctly prior to any pressurization. Remark:
Disregard leads to danger to life. Please see work- The depressurization valve is designed for manual
ing card 520-01.06. operation. The use of any tools at the depressuriza-
Attention - Danger on injuries tion valve could cause damages of the valve or the
Loads being lifted by the pump may never be held valve seat.
by the pump valves alone. Use additional non- ▪ Pump at the hand lever until the wanted pres-
return valves or safety relief valves and secure the sure is achieved. Check the pressurization at
load by sufficient support against falling. the manometer and take care of possible leak-
ages.
Initial Start-up and Venting Remark:
In general and venting The pump works with two stages. The change from
the first stage to the second stage happens auto-
Please make sure that all parts of the pump, espe-
matical at a system pressure of about 30 bar.
cially the manometer and the pressure port, are in a
perfect condition. Defect parts are to be exchanged
against new ones immediately.
2008.08.25. -ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 3 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention: Analysis and Correction of Malfunction
The pump is not equipped with an internal pressure
relief valve. The use of a manometer and the control Correction of malfunctions
of the system pressure during pressurization is In case of malfunctions at the pump, the following
indispensable. points are to help you with the analysis of the prob-
lem and correcting it yourself.
Attention: For this, uncouple or unscrew all consumer and
Do not stand directly over the moving line of the high-pressure hoses from the pump.
pump lever. Under arising circumstances the lever
can “hit back”. To avoid accidents stand sideways Malfunction Correction
the pump. No pressurization 1. Check the oil level and, if
Attention - High-pressure hydraulic necessary, fill it up as descri-
On principle, tihen leakages occur during the pres- bed in chapter maintenance
surization, immediately release the hydraulic pres- and storage.
sure and seal the leakage or renew defect parts. 2. Close depressurization
valve.
Depressurization 3. Visual inspection whether
there are leakages. If so, seal
▪ Open the depressurization valve slowly by a them.
turn to the left.
4. Vent the pump as descri-
▪ Make sure that the hydraulic pressure at the bed in chapter initial start-up
manometer has been completely released. and venting.
Consider the returning time of the hydraulic oil.
Insufficient pressurization 1. Check the oil level and, if
(prior to any corrections, necessary, fill it up, as
Adjustment of change-over pressure from
open de-pressurization valve described in chapter main-
stage 1 to stage 2 and release hydraulic pres- teance and storage.
sure completely) 2. Close depressurization
In exeptional case, it can be useful to adjust the
change-over pressure from stage 1 to stage 2 (fac- valve.
tory adjusted at approx. 30 bar). 3. Visual inspection whether
ther are leakages. If so, seal
Below of the pressure relief valve is an adjusting
them.
screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw 4. Vent the pump as descri-
minimizes the change-over pressure, turning in bed in chapter initial start-up
clockwise maximizes the change-over pressure. and venting.
Attention: Pressure drop 1. Visual inspection whether

Inside of the adjusting screw is another grub screw (prior to any corrections, there are leakages. If so, seal
with inner hexagon (wrench size 4 mm) to limit the open de-pressurization valve them.
stroke of the change-over piston inside of the pump and release hydraulic pres- 2. Close depressurization
block. It is absolutely necessary, to screw out the sure completely) valve.
grub screw approx. 2 times before turning the If the problem cannot be solved, please contact MAN Die-
adjusting screw! sel & Turbo
The regulation of the adjusting screw follows gradu-
ally in approx. 10° - steps. After everv adjusting
step the grub screw is to screw in until it fits closely Pressure Port
and approx. a l/4 turn to loosen. The pressure port of the pump is produced accord-
Check by carefully pumping if the change-over ing to our customers’ wishes. In addition, there is a
pressure wanted has been reached. If necessary, variety of possibilities to connect the pump with one
repeat the procedure as described above. or more pressure consumers.
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 4 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention - Danger to life
Prior to the pump’ s start-up please make sure that,
no matter which pressure port you chose, all con-
nection elements are in a perfect condition. Con-
vince yourself of the fact that these are correctly
connected and suitable for the necessary pressure.
Attention - High-pressure hydraulic
On principle, when leakages occur during the pres-
surization, immediately release the hydraulic pres-
sure and seal the leakane or renew defect parts.
Maintenance and Storage

The pump should be lubricated frequently at the
movable parts. Protect it from contamination
because dirt in the oil or in the pressure port can
lead to the pump’ s failure. A dry storage avoids the
steel parts’ getting rusty.
The storage and transport of the pump should
always be done in a horizontal position. Thus, you
avoid a possibly necessary venting of the pump
during its start-up.
For checking the oil level, please open the depres-
surization valve and let the oil completely flow back
into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
Do not overcharge the tank. Close the oil filler cap.
The use of the pump in a dirty area requires a regu-
lar oil change. Fill the pump with clean hydraulic oil
and lubricate all moving parts (hinges) regulary.
2008.08.25. -ES0
MAN Diesel & Turbo
Plate
Page 1 (11) Standard Tools for Normal Maintenance 52000-11
L21/31
Supply per Ship

Name Sketch Plate Item no Remarks
Working Spare
Valve spring 1 52000 014

tightening device
8
27
312
178
Lifting tool for cylinder 1 52000 038

unit and cylinder head 170
850
ø209
Removing device 1 52000 021

for flame ring
Guide bush for piston 1 52000 045
ø299
11.33 - ES1 - Tier II - GenSet

MAN Diesel & Turbo
52000-11 Standard Tools for Normal Maintenance Plate

Page 2 (11)
L21/31
Supply per Ship

Working Spare
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs) 13
80
Lifting device for 1 52000 082

cylinder liner
352
948
Lifting device for piston 1 52000 104

and connecting rod
0
20

MAN Diesel & Turbo
Plate
L21/31
Supply per Ship

Working Spare
Piston ring opener 1 52000 190
ø250
Supporting device for 1 52000 212

connecting rod and
130
piston in the cylinder

liner, incl. fork
Feeler gauge, 0.6-0.7 mm 0.6 mm CORRECT 1 52000 010

0.7
mm
INC
OR
RE
CT
311
Socket wrench 1 52000 652

218
456
Socket wrench and 1 52000 664
Torque Spanner 1 52000 676

MAN Diesel & Turbo

Page 4 (11)
L21/31
Supply per Ship

Working Spare
Dismantling tool for 1 52000 035

main bearing upper
shell
Fit and removing device 1 52000 047

for main bearing cap
Eye screw for lifting 2 52000 036

of charge air cooler/lubri-
cating oil cooler
M12
Container complete 1 51205 318

for water washing
of compressor side
480
ø200

MAN Diesel & Turbo
Plate
L21/31
Supply per Ship

Working Spare
Blowgun for dry cleaning 1 51210 136

of turbocharger
172
Broad chissel 1 52000 473
Cleaning tool for 84 1 52000 013

fuel injector
ø22.5
Bow (for presure 1 52000 711

testing tool)
Delivery pipe (for 1 52000 723

pressure testing tool)
Pressure testing tool 1 52000 050

MAN Diesel & Turbo

Page 6 (11)
L21/31
Supply per Ship

Working Spare
Grinding device for 1 52000 074

nozzle seat 0
38
Grinding paper 1 52000 747
Plier 747 1 52000 759
Loctite 759 1 52000 760

530
760
Loctite
1 52000 407
Extractor device
for injector valve
258
ø65
1 52000 772
Combination spanner,
36 mm

MAN Diesel & Turbo
Plate
L21/31
Supply per Ship

Working Spare
Crow foot, 36 mm 1 52000 784

bearing shell

MAN Diesel & Turbo

Page 8 (11)
L21/31
Supply per Ship

Working Spare
Hydraulic tools complete 52000 806

consisting of the following
3 boxes:
Hydraulic tools box 1 52000 633

consisting of:

MAN Diesel & Turbo
Plate
L21/31
Supply per Ship

Working Spare
Pressure pump, 1 52000 011

complete
manometer 52000 023
Quick coupling 52000 405
Rubber buffers 52000 507
Hose with unions 4 52000 202
Hose, 4000 mm 52000 537
Quick coupling 52000 549
Adapter 52000 836
Nipple 52000 519
Force-off device 1 52000 424
Storage tank 1 52000 520
Set of spare parts 1 52000 532

MAN Diesel & Turbo

Page 10 (11)
L21/31
Supply per Ship

Working Spare
Hydraulic tools box 2 1 52000 544

consisting of:
cylinder M33 x 2 2 52000 275
Pressure part
M33 x 2 2 52000 371
cylinder M30 x 2 2 52000 287
Pressure part, short

M22 x 2 2 52000 383
Pressure part, long

M22 x 2 2 52000 096
Tension screw
M22 x 2 2 52000 131
Turn pin 1 52000 556
Turn pin 1 52000 568
Turn pin 1 52000 334
Angle piece 2 52000 358
Measuring device 1 52000 448

MAN Diesel & Turbo
Plate
L21/31
Supply per Ship

Working Spare
Hydraulic tools box 3 1 52000 581

consisting of:
Hydraulic tightening 4 52000 263

cylinder M30 x 2
Pressure part, short 2 52000 072

M30 x 2
Pressure part, long 4 52000 059

M30 x 2
Tension screw 4 52000 118
Set of spare part 1 52000 226
Turn pin 1 52000 593
Turn pin 1 52000 603
Turn pin 1 52000 334

MAN Diesel & Turbo
Plate
Page 1 (8) Additional Tools 52002-05
L21/31
Supply per Ship Drawing Remarks

Name Sketch
Working Spare Plate no Item no
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs) 13
80
Lifting device for 1 52000 082

cylinder liner
352
948
Lifting device for piston 1 52000 104

and connecting rod
0
20
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plates
52002-05 Additional Tools Page 2 (8)
L21/31

Name Sketch
Plier for piston pin 1 52000 759

retaining ring
Piston ring opener 1 52000 190
ø250
Supporting device for 1 52000 212

connecting rod and
piston in the cylinder
130
liner, incl. fork

main bearing upper
shell

for main bearing cap
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L21/31

Name Sketch
Eye screw for lifting 2 52000 036

of charge air cooler/
lubricating oil cooler
M12
Crankshaft alignment 1 52002 067

gauge (autolog)
Resetting device for 1 52002 092

hydraulic cylinder
Turning device 1 52002 114

for cylinder unit
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plates
L21/31

Name Sketch
Grinding tool for 1 52002 126

cylinder head/liner
Max. pressure 1 52002 138

indicator 0-220 bar
appr. 87
Handle for indicator 1 52002 498
valve
appr. 230
Testing mandrel for 1 52002 151

piston ring grooves,
6.43 mm
Testing mandrel for 1 52002 163

piston ring grooves,
5.43 mm
Tool for fixing of 1 52002 187

marine head for
counterweight
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L21/31

Name Sketch
Grinding machine 1 52002 199

for valve seat rings
Mandrel 1 52002 209
Cutting tool 209 1 52002 210
Carbide cutting insert 1 52002 211
210 211
Wooden box
L x B x H = 450 x 380 x 190 mm
Grinding machine 1 52002 222

for valve seat rings
Stone 1 52002 234
Guide 234 1 52002 246

246
Fit and removing 1 52002 258

device for valve
guides
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plates
L21/31

Name Sketch
Grinding tool for 1 52002 283

valves
Fitting device for 1 52002 295

valve seat rings
Plate 1 52002 317

(used with item 181)
Extractor for valve 1 52002 329

seat rings
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L21/31

Name Sketch

for fuel injection pump
Setting device for 1 52002 366

fuel injection pump
Cleaning needles 1 52002 378

for fuel injector
(5 pcs)
Fit and removing 1 52002 401

device for cooler
insert
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plates
L21/31

Name Sketch
Measuring device for 1 52002 425

cylinder liner
Closing cover (TCR16) 1 52002 449

(standard with only one
propulsion engine)
Closing cover (TCR18) 1 52002 450

(standard with only one
propulsion engine)
Lifting tool for 1 52002 474

cylinder unit
(low dismantling height)
11.37 - ES1 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Hand Tools 52004-02
L16/24
L21/31, L27/38
Socket spanner set

019 Designation Size [mm]
Rachet
Extension 125
Extension 250
Universal
Socket - double hexagon 10
Socket for internal hexagon 5
Socket - screwdriver 1.6 x 10
Socket - cross head screw 2
Socket - cross head screw 3
Item Size [mm] Socket - cross head screw 4
331 7
343 8
355 Hexagon key Combination spanner
10
367 12
379 14 Item Size [mm]
380 17 032 10
392 19 044 12
056 13 139
068 14
223 16
081 17
235 18
093 19
103 22
140 272 115 24
284 127 30
296
152
164 176 188 247 259 260
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01 - ES0
MAN Diesel & Turbo
Plate
52004-02 Hand Tools Page 2 (2)
L16/24
L21/31, L27/38
Item Item
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12 0
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle, 0
20-120 Nm - 1/2" 20-120 Nm - 1/2"
40-200 Nm - 1/2" 40-200 Nm - 1/2"
30-320 Nm - 1/2" 30-320 Nm - 1/2"
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm 0
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm 0
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm 0
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm 0
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm 0

30 mm 30 mm
139 1/E Tee handle 1/2" square T-greb 1/2"

drive
140 1/E Ratchet, 20 mm Skralde, 20 mm
152 1/E Extension bar Forlænger
164 1/E Socket spanner, squa- Top, str 24

re drive, size 24
176 1/E Socket spanner, squa- Top, str 30

re drive, size 30
188 1/E Socket spanner, squa- Top str 36

re drive, size 36

16 mm 16 mm

18 mm 18 mm
247 1/E Bit, hexagon socket Unbrakotop, str 8

screw, square drive
259 1/E Bit, hexagon socket Unbrakotop, str 10

screw, square drive
11.01 - ES0

L21-31 GenSet TierII

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L21-31 GenSet TierII

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L21/31

Instruction Manual - Marine

Text Index Drawing No.

Engine data 500/600

Preface Description A5000

Operation of engine 501/601

Operation Description 501.01 (20)

Performance and condition 502/602

Engine performance and condition Description 502.01 (08)

Trouble shooting 503/603

Starting failures Description 503.01 (02)

Media specification 504/604

Text Index Drawing No.

Cylinder head 505/605

Cylinder head Description 505.01 (05)

Piston/connecting rod 506/606

Piston, connecting rod and cylinder liner Description 506.01 (08)

Text Index Drawing No.

Inspection of cylinder liner Working card 506-01.35 (10)

Camshaft and camshaft drive Description 507.01 (06)

Operating gear 508/608

Safety, control and monitoring system Description 509.01 (16)

Crankshaft and main bearings Description 510.01 (06)

Text Index Drawing No.

Vibration damper with attachment Plate 51004-14

Engine frame/Oil pan 511/611

Engine frame and base frame Description 511.01 (06)

Turbocharger system Description 512.01 (11)

Compressed air system 513/613

Compressed air system Description 513.01 (23)

Text Index Drawing No.

Air starter Plate 51309-17

Fuel oil system 514/614

Internal fuel oil system Description 514.01 (15)

Lubricating oil system 515/615

Internal lubricating oil system Description 515.01 (07)

Text Index Drawing No.

Cooling water system 516/616

Cooling water system Description 516.01 (10)

Special equipment 517/617

Kit for renewal of piston rings Kit 51706-03

Specific plant information 519/619

Resilient mounting of generating sets Description 519.03 (12)

Function of the hydraulic tools Working card 520-01.05 (02)

Instruction Manual for:

MAN Diesel & Turbo Identification No. for Instruction Manual.

Identification No. for Description: 000 . 00

Identification No. for Working Card: 000 - 00 . 00

Identification No. for Plates: 00000 - 00 H

Section No. and Function

For ordering of spare parts, see page 500.50 / 600.50

MAN Diesel & Turbo | PrimeServ

24-hour hotline number:

(Marine engines only)

It is important that all MAN Diesel & Turbo engines

In accordance with Chapter I of the Code of Federal

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.)

Turbocharging principle : Constant pressure system and intercooling