B32 40-MDO Marine

Service Letters
Engine B32:40 MDO Marine
A Langley Holdings Company

Contents
SLS-2023-001 Woodward W723+ engine controller is now replaced by Large Engine

Control Module (LECM)
SL-RE-2022-009 Oil mist detector flexible support for connection plug
SL-RE-2022-006 New O-ring material
SL-RE-2021-011 Updated service manual instruction
SL-RE-2021-002 Tightening torque for indicator valve (without CPM)
SL-RE-2020-006 Procedure for returning parts
SL-RE-2020-007 Engine panel upgrade
SL-RE-2018-037 Procedure for carrying out big-end and main bearing replacement
SL-RE-2018-030 New service manual instruction for through bolt connecting rod
SL-RE-2018-002 Tool for tensioning of main bearing bolts
SL-RE-2017-056 Updated lube oil chart
SL-RE-2017-046 New pre-tensioning pressures for main bearing bolts
SL-RE-2017-044 Function critical engine parts and systems
SL-RE-2017-024 Replacement interval for big end bearing bolts and connecting rod bolts
SL-RE-2017-030 Maintenance instructions for air bend
SL-RE-2017-008 Overspeed trip test
SL-RE-2017-003 Inspection of big end bearing studs
SL-RE-2017-002 Cooling water quality and additives
SL-RE-2016-024 Exhaust temperature deviation
SL-RE-2016-016 Oil leakages from exhaust gasket
SL-RE-2016-018 Updated RMS and big end bearing lifetime
SL-RE-2015-014 Splash oil monitoring upgrade
SL-RE-2015-008 Replacement of big end bearing studs on oblique split connecting rods
SL-RE-2015-009 Updated service manual instruction 7205
SL-RE-2015-005 Reviewed gearwheel toothflank clearance
SL-RE-2015-003 Updated lubricant for diesel and HFO engines
SL-RE-2014-023 Fuel nozzle upgrades
SL-RE-2014-018 Updated Routine Maintenance Schedule
SL-RE-2014-016 Tool for injector sleeve
SL-RE-2014-015 Improved servicekit for jacket water pumps
SL-RE-2014-002 Adjustments of the cooling water system
SL-RE-2014-001 Installation of additional equipment on the front end PTO
SL-RE-2013-004 Peak Pressure Measuring
SL-RE-2013-003 Guide for Cooling Water Treatment
121213 Replacement of high pressure pipe and injection valve
121119 Improved fuel injection pump drive arrangement
121010 Oil mist detector - shutdown
121107 Inspection of valve rotators
120824 Safety precautions during work on electrical equipment
100105 Defects on pickup
100108 Oil mist detector
090107 Bladder accumulators in fuel system
080703 New generation monitoring operating panel for the B32:40 and C25:33
engines
061013 Fuel Oil High Pressure Pipe, B32:40L
050224 MARPOL 73/78 Annex VI
040226 Pulseconverter
040317 Turbocharger rotor
041006 Removal of carbon cutting ring
031020 Oil mist detector
020417 New SOLAS regulations
010515 Flexible hoses in the fuel oil supply system
980204 Damage report
Ref: SLS-2023-001
SERVICE LETTER AT SEA Date 11 May 2023
Page 1 of 1
Woodward W723+ engine controller is now replaced by Large

Engine Control Module (LECM)
Applicable equipment
All engines equipped with W723+.
Service letter purpose

The Woodward W723+ has been used as our engine controller for more than two
decades, since 1998. This controller has been installed as the main part in our
engine control system and is now out of production.
Description
The Woodward W723+ engine control technology will be superseded by a fully
compatible upgraded LECM system, which can be installed by our Bergen Engines,
Service Team.
The new LECM system will be available within 2023.
Should an instant fault occur with a Woodward W723+ controller, an upgrade to the
current technology will result in an unscheduled outage. We therefore strongly
recommend that you contact us, to schedule an upgrade to the current technology in
due course for a planned and coordinated installation.
Service letter preservation

All service letters should be filed along with the service manual, as they provide updated
and/or additional information which shall prevail over previously issued documentation.
This Service letter gives details of recommended action for the recipients of this letter. The continued operation of the identified equipment without the performance of the
recommended actions and required test procedures is at your own risk. Bergen Engines reserves the right to rely upon the content of this Service Letter and any failure to
perform these actions in the event of any future incident arising as a direct or indirect result of the yard, vessel owner, manager or operator not completing the recommended
actions. Bergen Engines reserves the right to inform the appropriate classification society of the situation which may lead to a conditional class certificate being issued in respect
of the vessel. This Service Letter is issued on the discretion of Bergen Engines, and shall neither be deemed as an extension or change of any limitations on warranty or liability,
nor to establish any other duties on Bergen Engines.
Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway

24/7 Technical Support +47 55 53 64 00 * E-mail: service.bergen@bergenengines.com
Ref: SL-RE-2022-009
SERVICE LETTER MARINE Date 30 December 2022
Page 1 of 2
Oil Mist Detector flexible support for connection plug

For engines with Schaller “VN115/87” and “VN115/87 Plus” Oil Mist Detector

Product up-date
Description
Due to some reported issues on the Oil Mist Detector (OMD), which has been identified
to be related to the OMD connection plug, Bergen Engine has tested a flexible support
for the connection plug. After a long trial period for the flexible support installation, no
issues related to the connector has been reported.
The improved connector support solution is offered as an upgrade and can be ordered
through our spare part department.

Ref: SL-RE-2022-009
Page 2 of 2
Needed parts for the up-grade per engine:
Part description Part no Pcs

SHOCK ABSO./1520 TYPE A SH. 55 B01015977 4
NUT HEX REGULAR/M4-K80 B00016587 8
WASHER SPRING/B Ø4 B00016894 8


Ref: SL-RE-2022-006
SERVICE LETTER MARINE Date 28 February 2022
Page 1 of 1
New O-ring material

All engines

Change in O-ring material
Description
The new material has the same properties and functionalities as the former material, but
the colour will change from green to black
During the transition phase, starting in February 2022, O-rings with the same part
number might have different colours.

perform these actions in the event of any future incident arising as a direct or indirect result of the plant, plant owner, manager or operator not completing the recommended
of the plant. This Service Letter is issued on the discretion of Bergen Engines, and shall neither be deemed as an extension or change of any limitations on warranty or liability,
nor to establish any other duties on

Ref: SL-RE-2021-011
Page 1 of 5
Updated service manual instruction

B32:40
Service manual instruction

1601

Amendment to service manual instruction
Description
Instruction 1601 regarding cylinder liner wear has been updated and the latest
version of the instruction is enclosed to this service letter. The “G” in the table
indicates the new tolerances.
If you have a previous version of the instruction in your service manual, we kindly ask
you to replace it with the enclosed file.

Attachments:
• 1601

1601
CLEARANCES KLARINGER
Draw. no. 662/04 Tegn. nr. 662/04
The clearance in box bearings are measured by I udelte lagre måles klaringen med følerkniv, som
feeler gauge, which gives approx. 0.02-0.03 mm gir ca. 0.02 - 0.03 mm mindre klaring enn den
less clearance than the real. virkelige.
For split bearings measure thickness of used bear- For delte lagre (med lagerskåler) måles godstyk-
ing with micrometer, and measured value to be kelsen av “gammel” lagerskål med mikrometer,
compared with thickness of new bearing. og målt verdi sammenlignes med tykkelsen for
“ny” (ubrukt lagerskål).
Diametrical bearing Diamentrale Max. clearance

Clearance
clearances: lagerklaringer: (Engine in service)
(new engine)
(cold engine) (kald motor) Maks till. klaring
Klaring (ny motor)
(motor i drift)
(mm)
(mm)
A Main bearing Rammelager 0,220 - 0,324 0,40
B Big end bearing Veivlager 0,211 - 0,315 0,40
S Intermediate - gearwheel Mellomhjul - kamakseldrift 0,072 - 0,148 0,20
D Gudgeon pin bearing Krysslager 0,135-0,225 0,30
Gudgeon pin, Kryssbolt

E
piston stempel 0,020 - 0,057 0,12
Camshaft bearing in end Kamaksel - endelager
Q
housing 0,060 - 0,136 0,20
R Camshaft bearing Kamaksellager 0,080 - 0,156 0,20
N Rocker arm bearing Vippearmslager 0,010 - 0,075 0,15
Max. clearance
Axial bearing Aksielle Clearance
(Engine in service)
clearances: lagerklaringer: (new engine)
Maks till. klaring
(cold engine) (kald motor) Klaring (ny motor)
(motor i drift)
(mm)
(mm)
C Crankshaft, thrust washer Veivakselens styrelager 0,80 - 1,24 1,35
F Connecting rod/piston Veivstake/stempel 0,30 - 1,00
L Camshaft, thrust washer Kamakselens styrelager 0,15 - 0,50 0,70
Bearing intermediate Opplagring av mellomhjul,

O
gearwheel, camshaft drive drift av kamaksel 0,6 - 0,8 1,00
Clearances B/E-O 0921 Klaringer

Page 1:4 1:4
1601
Max. clearance
Gear wheel tooth flank Tannhjuls- Clearance
(Engine in service)
clearances flankeklaringer (new engine)
Maks till. klaring
(cold engine) (kald motor) Klaring (ny motor)
(motor i drift)
(mm)
(mm)
Drive of low pressure fuel Drift av lavtrykks 0,20 - 0,60 0,70
oil pump brennstoffpumpe
Drive of lubr. oil pump Drift av smøreoljepumpe 0,20 - 0,60 0,70
Drive of water pump Drift av vannpumpe

(idler gear) 0,20 - 0,60 0,70
Drive of camshaft: Drift av kamaksel:
Wheel on crankshaft- Veivakseltannhjul -
1. intermediate wheel 1. mellomhjul 0,15 - 0,45 0,55
2. intermediate wheel- 2. mellomhjul -
Camshaft wheel kamakseltannhjul 0,15 - 0,45 0,55
Drive of governor: Drift av regulator:
Conical wheels Koniske hjul 0,10 - 0,20 0,40
Cylindrical wheels Sylindriske hjul 0,10 - 0,25 0,40
Max. run-out
Run-out on gear Measured run-out
Kastmåling av (Engine in Service)
wheels
tannhjul Maks till. kast
(cold engine) Målt kast
(kald motor) (motor i drift)
(mm)
(mm)
Flexible gear wheel in front Elastisk tannhjul i
end housing forkanthuset
(to be measured with (måles med sylindrisk 0,15 0,2
cylindrical guiding pin of styrepinne av ø = 8, 9 eller
ø = 8, 9 or 10mm) 10mm)
Gear wheel on lubr. oil Tannhjul smøreoljepumpe
pump
(to be measured with (måles med sylindrisk 0,07 0,1
cylindrical guiding pin of styrepinne av ø = 8, 9 eller
ø = 8, 9 or 10mm) 10mm)

Page 2:4 2:4
1601
Clearance Max. clearance

Other clearances on Diverse klaringer kald (new engine) (Engine in service)
cold engine motor. Klaring (ny motor) Maks till. klaring
(mm) (motor i drift) (mm)
Pusher element, Diametral klaring,
J diametrical clearance, inlet støterelement, drift av luft- 0,072 - 0,101 0.25
and exhaust valves og avgassventiler
Piston / cylinder head Stempel / sylinderdeksel BR-BV.............12,5 ± 0,3
H
Not IMO NOx engine *) Ikke IMO-NOx motor *)
Piston / cylinder head Stempel / sylinderdeksel BR-BV.............10,0 - 10,3
H IMO NOx engine *) IMO-NOx motor *) B32:40............16,0 - 16,3
Clean Design engine *) Clean Design motor *) B32:40CD....12,75 - 13,05
Pusher element, fuel oil Diametralklaring,
K pump drive støterelement, drift av 0,072 - 0,161 0,25
brennstoffpumpe
Ring groove B32:36: Stempelringspor 32:36:
- Upper ring - Øverste ring 0,17 - 0,22 0,5
T - 2. ring - 2. ring 0,15 - 0,19 0,5
- 3. ring - 3. ring 0,15 - 0,19 0,4
- Lower ring (scraper) - Nederste ring (skraper) 0,11 - 0,15 0,4
Ring groove B32:40: Stempelringspor 32:40:
T
- Other ring - Andre ring(er) 0,15 - 0,21 0,5
Piston ring gap: Stempelringgap:
I
- Other ring - Andre ring(er) 1,30 - 1,70 3,5
Cylinder liner, wear. Slitasje sylinderforing.

G Change of cylinder liner should be considered when worn Utskifting av sylinderforing bør overveies ved dia. = 320,3
up to dia. 320.3 mm. Max allowd ovality is 0.15mm mm. Max. tillatt ovalitet er 0.15mm
Valve clearance Ventilklaring
Inlet valves: 0,35 mm Luftventiler: 0,35 mm
M Exhaust valves: 0,70 mm Avgassventiler: 0,70 mm
The valve clearances can be adjusted either on a cold or Ventilklaringene kan instilles til disse verdiene på varm
on a warm engine. eller kald motor.
Drive camshaft, setting axial clearance, see chapter 4. Se drift av kamaksel, kap 4. vedr. innstilling av aksiell
P
klaring.
*) For emission level (IMO-NOx, Clean Design, *) Utslippsnivå (IMO-NOx, Clean Design, World
World Bank), see instr. no. 0101. Bank), se instr. nr. 0101

Page 3:4 3:4
1601

Page 4:4 4:4
Bergen Engines – Marine Services
Service letter Ref. SL-RE-2021-002

Date 19 January 2021
Page 1 of 1
RECOMMENDED ACTION
Tightening torque for indicator valve

B35:40, B32:40

2408
Service Letter purpose

Precaution to avoid any over tightening of the indicator spindle.
Description
Operational experience has shown that overtightening of indicator spindle results in
increased friction to the spindle seat, resulting in damages to the nut during re-
opening of the valve due to a high opening torque.
To avoid this, the tightening torque should be 50 Nm. If opening torque

exceeds 100 Nm, then loosen the two housing-bolts first.
Note: Make sure the spindle is fully open when the two bolts for the housing is
retightened, and subsequently retighten the spindle to 50 Nm.
Service Letter preservation

All service letters should be filed along with the service manual, as they provide updated and/or additional
information which shall prevail over previously issued documentation.
Disclaimer
This Service letter gives details of recommended action for the recipients of this letter. The continued operation of the identified equipment without the performance of the recommended actions
and required test procedures is at your own risk. Rolls-Royce Power Systems reserves the right to rely upon the content of this Service Letter and any failure to perform these actions in the
event of any future incident arising as a direct or indirect result of the yard, vessel owner, manager or operator not completing the recommended actions. Rolls-Royce Power Systems reserves
the right to inform the appropriate classification society of the situation which may lead to a conditional class certificate being issued in respect of the vessel. This Service Letter is issued on the
discretion of Rolls-Royce Power Systems, and shall neither be deemed as an extension or change of any limitations on warranty or liability, nor to establish any other duties on
Rolls-Royce Power Systems.
Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway | A Rolls-Royce Power Systems Company
24/7 Technical Support +47 915 87 241 * E-mail: service.bergen@ps.rolls-royce.com
Bergen Engines AS – Marine Services
Service letter Ref. SL RE-2020-006

Date 04 November 2020
Page 1 of 1
MANDATORY ACTION
Procedure for returning parts

All engines. This service letter applies to all returns including, but not limited to spares, World-Wide Exchange Pool
(WWEP) parts and parts for repair or inspection.

To implement the correct procedure for shipments to Bergen Engines AS and Kongsberg Maritime.
Description
Bergen Engines AS and Kongsberg Maritime are the exclusive distributors of parts for Bergen Engines. If you are
planning to ship any parts to us, it is very important that you arrange the return in advance.
If you are returning a purchased part, it must be returned to the company that sold you the parts. This information is
found in the footer of the order confirmation. It is usually Kongsberg Maritime Helmond or Bergen Engines AS
Hordvikneset.
IMPORTANT: All return shipments must include a Return Order or a Return Material Quotation. You will receive
the correct documents when arranging the return. Copies of this must be included on the outside and inside of the
shipment. If a shipment is made without the necessary documents it will be rejected upon arrival, and additional
taxes and fees might occur.

Disclaimer
This Service letter gives details of mandatory action to be taken. Rolls-Royce reserves the right to rely upon the content of this Service Letter and any failure to perform these actions in the
event of any future incident arising as a direct or indirect result of the engine owner, manager or operator not completing the mandatory actions. Rolls-Royce reserves the right to issue a duty of
care letter and to inform the appropriate classification society of the situation which may lead to a conditional class certificate being issued in respect of the vessel. This Service Letter is a
measure taken on the discretion of Rolls-Royce and shall not be deemed as an extension or change of any limitations on warranty or liability outside the explicit scope of this inspection/action.
Europe: +31 20 700 6474, Americas: +1 312 725 5727, Asia: +65 6818 5665 Or E-mail: marine247support@rolls-royce.com

Date 02 September 2020
Page 1 of 3
RECOMMENDED ACTION
Engine panel upgrade

All engines with Beijer E610, E1101, T70, T100, Siemens TP170 and Hatteland Panel PC.

Engine panels of type Beijer E610, T70, T100, Hatteland Panel PC and Siemens TP170 are out of production and
have been replaced with more user friendly Control panels.
Description
The new panels have a robust die cast aluminum body that makes them more resistant to mechanical stress, heat
and vibrations. Technical improvements such as redesigned electronics have been made to enhance operational
robustness. The panels feature a widescreen color touch panel with faster response times and higher resolution.
Menus are categorized according to the engine systems and are easy to navigate.
We recommend upgrading obsolete engine panels to improve operation and secure the availability of spare parts.
Installation
Installation and testing are normally completed in 1-2 days, and it is not necessary to reclassify the system.
It is recommended to use Rolls-Royce service personnel for installation, but it can be done by customer, using
skilled personnel and basic electrician tools. Rolls-Royce can supply remote support.
Engine specific software must be converted by Rolls-Royce to match the new design, and CAN I/O cards must
either be replaced or updated with latest software revision (must be done by Rolls-Royce).
If installed by customer a pre and post-survey check list needs to be filled in and returned to Rolls-Royce.
Upgrade from E610/T70

The panel includes an integrated new CAN-Master with higher performance and improved capability to handle the
traffic load on the bus. Signal filters have been implemented to reduce noise. Menus and user interface are similar
to the previous version and it is therefore easy to familiarize with the new system.
The touch panel has a wide screen format compared to E610 and T70 panel and comes with an adapter for easy
installation in the junction box on engine.
Upgrade from Panel PC

The increased robustness makes this panel more suitable than the Panel PC as an on-engine display unit. It
includes an integrated new CAN-Master with higher performance and improved capability to handle the traffic load
on the bus. Signal filters have been implemented to reduce noise.
This panel is smaller than the Panel PC and comes with an adapter for easy installation in the instrument casing.
Signal calculations previously done by the Panel PC are now handled by the engine control PLC. A module is
attached to the Control PLC to connect it to the CAN-bus.

Page 2 of 3
RECOMMENDED ACTION
1 - obsolete E610 showing lubrication oil page 2 - New panel showing lubrication oil page
Upgrade from E1101

The panel includes an integrated new CAN-Master with higher performance and improved capability to handle the
amount of traffic on the bus. Signal filters have been implemented to reduce noise. Menus and user interfaces are
similar to the previous version and it is therefore easy to familiarize with the new system.
The touch panel has a widescreen format and it is therefore necessary to use an adapter plate (included in the
upgrade) for easy installation in the ECC.
Upgrade from TP170/177B

Menus and user interface are similar to the previous version and it is therefore easy to become familiar with the
new system.
The touch panel has a widescreen format, and a cut-out has to be done to make the new panel fit.
1 - New panel showing analogue values and engine data 2 - Obsolete TP177B showing analogue values
and engine data

Page 3 of 3
RECOMMENDED ACTION
For further information on this upgrade, please contact your local service office.

Disclaimer
event of any future incident arising as a direct or indirect result of the yard, vessel owner, manager or operator not completing the recommended actions. Rolls-Royce Power Systems reserves
the right to inform the appropriate classification society of the situation which may lead to a conditional class certificate being issued in respect of the vessel. This Service Letter is issued on the
Service letter Ref. SL-RE-2018-037 Rev A

Date 24 June 2020
Page 1 of 3
RECOMMENDED ACTION
Procedure for carrying out big-end and main bearing replacement
All engines and all fuel types.

This service letter will describe and make the technicians working on our engines aware of the importance of a clean
contact surface between the bearing housing and bearing shells backside during assembly, or when replacing main
bearings and big-end bearings.
Description
The aim of obtaining a clean contact surface when mounting a new bearing shell in a housing, is to maintain the friction
that prevents the bearing shell of rotating
A thin layer of lube oil prevents physical contact between the engine’s rotating shaft and bearing shells. When the engine
is running, friction heat is developed, even if no physical contact between the crank pin/main journal and bearing shell
is present. The heat development must therefore be transferred. This is maintained by the constant lube oil flow under
pressure, and by the physical contact between the back side of the bearing shell and the bearing housing.
Operational experience has revealed that a layer of deposit develops between the bearing housing and the back of the
bearing shell. The deposit layer in this area mainly occurs due to a lack of cleaning of the bearing housing surface and
the back side of the bearing shell surface during bearing replacement.
When a layer of deposit starts developing at the backside of the bearing shell, a gap will occur between the bearing
housing and the bearing shell. This gap, combined with a relative movement in the connecting rod housing, between
the bearing shells and the bearing cap housing, results in an easier access for lubricant oil and an escalation of the
deposit area.
If the deposit development is not stopped, it will result in a reduction of clearance between the bearing shell and crank
pin/main journal. This will develop until there is no space left for the required lubrication oil, resulting in a bearing collapse.

Date 24 June 2020
Page 2 of 3
RECOMMENDED ACTION
Recommended procedure for bearing replacement
Scope
To describe the handling of bearing shells and bearing housing during assembly or replacement of main bearings and big-end
bearings. For procedures regarding the complete assembly and disassembly of main bearing cap and connecting rod it is
referred to assembly procedures, procedures for use of the hydraulic tools and instructions in the service manual.
Disassembly of bearing shells

Untighten the bolts for the bearing cap according to the instructions for hydraulic tools. Carefully remove the bearing cap,
making sure no damages are done to the engine parts. Place the cap on a clean spot (using a rag or similar).
Remove the bearing shells by gently rotating/pulling them out of the housing. In case of the upper main bearing this can be
cranked out by fitting a special tool in the crankshaft oil hole and crank the engine. Observe the locating nick in the bearing
and perform cranking in the direction which moves the nick out of the housing notch.
Cleaning of housing
Due to a small amount of relative movement between the bearing shell and the housing, it is normal that some black carbon
deposit will build up on the back side of the bearing. This is most pronounced for the lower main bearing shell half and upper
big-end bearing shell half. Before fitting new bearing shells, the black carbon deposit must be removed from the bearing
housing. This should be done by using a solvent and a rag. An alternative is to use an abrasive pad and carefully rub the
carbon deposit away with angled cross hatch movements. The surface must not be polished, do not use grinding paper. After
cleaning, the metallic surface shall have the rough appearance from either shot-peening, honing with a coarse stone or
coarse abrasive pad. Abrasive scratches shall be in an angled cross hatch pattern for maximum locking of the bearing. The
surface shall be clean with no deposits, dirt or oil.
24/7 Technical Support +47 915 87 241 * E-mail: service.bergen@ps.rolls-royce.com.

Date 24 June 2020
Page 3 of 3
RECOMMENDED ACTION
Cleaning of bearing shells

The new bearing shells must be completely free from oil on the back side before they are mounted. Wipe off all preservation
oil thoroughly with a dry rag. If necessary, use petroleum or kerosene to remove any grease protective layer. Be careful
not to damage the running surface.
Assembly of bearing shells

Press each bearing half into the housing, observing the correct positioning of the locating nick. Also, make sure that the
different upper and lower halves are mounted in the correct place. Some bearing specifications can have different bearing
types on A-bank and B-bank connecting rods (V-engines). Align the bearings both axially and with regards to the bearing split
line. The free spread of the bearing halves will keep them attached to the housing.
Apply engine oil to the running surface of bearings and shaft. Then align the necessary engine parts according to the
instructions before mounting the bearing cap. The assembly must be performed with care, avoiding damages or scratches to
any surface. Tighten the nuts by hand. When the bearing shells are in the correct position, tighten the bolts for the bearing cap
according to the instruction for use of hydraulic tools.
Be aware that the tightening instructions may have special requirements for tightening sequences (cross bolts or similar) and
number of tightenings.
Cranking of the engine with only hand tightened nuts should be minimized, or if possible, completely avoided. If the bolts are
not hydraulically tightened before cranking, there is a risk for the bearing shells to rotate and to be misaligned with the split
line. It may also offset and damage the locating nick.
Perform a last check that the bearing halves are correctly aligned both on the sides and on the split line. If not correctly aligned,
the bolts need to be untightened before realigning the bearing halves and retightening the bolts.

All service letters should be filed along with the service manual, as they provide updated and/or additional information
which shall prevail over previously issued documentation.
Disclaimer
event of any future incident arising as a direct or indirect result of the plant, plant owner, manager or operator not completing the recommended actions. Rolls-Royce Power Systems reserves
the right to inform the appropriate classification society of the situation which may lead to a conditional class certificate being issued in respect of the plant. This Service Letter is issued on the
24/7 Technical Support +47 915 87 241 * E-mail: service.bergen@ps.rolls-royce.com.
Bergen Engines AS - Marine Services

Date 21 June 2018
Page 1 of 8
RECOMMENDED ACTION
New service manual instruction for through bolt connecting rod
B3X:40V and B32:40L engines which has been upgraded or delivered as new with a trough bolt connecting rod
solution.

The following attachment will replace earlier version in the service manual instruction due to an improvement of
drawing.

3201
Description
If your engines are upgraded with through bolt connecting rod, please replace current pages in the service manual
instruction with new instructions.

Bergen Engines AS P.O.Box 329, 5804 Bergen, Norway | A Rolls-Royce Power Systems Company
Page 2 of 8
Draw. no. 1011/08 Piston and connecting rod assembly 3201

ER-O
0113
Page 3 of 8
3201
PISTON AND CONNECTING ROD ASSEM- DRIVVERK (STEMPEL OG VEIVSTAKE)

BLY
Draw. no. 1011/08 Tegn. nr. 1011/08
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00, @db!ì_!]`\mdib!nc`gg*!pkk`m 00, T`dqg\b`mnfg*!qm`
01, @db!ì_!]`\mdib!nc`gg*!gjr`m 01, T`dqg\b`mnfg*!i`_m`
('!Go`h!ij,!4!\i_!7!\m`!_`gdq`m`_!\n!\!Qò!jigt, ('!Njn,im,!4!jb!7!]gdm!fpi!g`q`mo!njh!ò!nòo,
General Generelt
Rdh`!ja!jk`m\odji!]òr`ì!kdnoji!jq`mc\pgn!\n! Mq`mc\gdibndio`mq\ggì`!ajm!no`hkgì`!`m!jkkbdoo!d!
no\o`_!di!|R\]g`!ajm!mjpodi`!h\dioì\i^`}*!^c\ko`m! |R\]`gg!jq`m!mpodi`\m]`d_`m}*!f\k,!/*!jb!be`g_`m!
/!\kkgd`n!oj!ijmh\g!mpiidib!^ji_dodjin,!Rcdn! pi_`m!ajmponòidib!\q!ijmh\g`!_mdaonajmcjg_*!h`_!
h`\in!jm_di\mt!bjj_!h\dioì\i^`*!oc`!pn`!ja!gp+ \ghdii`gdb!bj_o!q`_gdf`cjg_*!h`_!nhm`jge`!
]m,jdgn!\kkmjq`_!]t!Pjggn+Pjt^`!\i_!ap`g!jdgn!\^+ \i]à\go!\q!Pjggn+Pjt^`!jb!h`_!]mìijge`m!d!
^jm_dib!oj!nk`^dad^\odji!no\o`_!pi_`m!|Dp`g!Mdg! cìcjg_!odg!nk`ndadf\neji`m!pi_`m!|@mìinojaa+
Em\_`n}*!^c\ko`m!5,!Gi_dqd_p\g!`sk`mdì^`!rdoc!oc`! fq\gdoò`m}*!f\k,!5,!Cma\mdibì!h`_!hjojmì!h!
ìbdi`!hpno*!cjr`q`m*!_ò`mhdi`!oc`!kdnoji!jq`m+ dhd_g`mod_!qm`!\qbemì_`!ajm!no`hk`gjq`mc\gdi+
c\pg!am`lpì^t, bìn!ctkkdbcò,
Csk`mdì^`!ncjrn!oc\o!hjm`!am`lpìo!^ji_dodji! Cma\mdib!qdn`m!\o!ctkkdb`m`!odgno\i_nfjiomjgg`m!ìi!
^c`^fn!oc\i!bdqì!di!|R\]g`!ajm!Pjpodi`!h\dio`+ jkkbdoo!d!|R\]`gg!jq`m!mpodi`\m]`d_`m}!&poì!
i\i^`}*!&rdocjpo!\it!a\dgpm`!di_d^\odji'*!\m`!di! di_df\neji`m!k!a`dg'!q\igdbqdn!`m!pi_qì_db,!Ci!
bì`m\g!pii`^`nn\mt,! ]m!qm`!jkkh`mfnjh!k!\o!jkki__`!bpinodb`!
Mi`!ncjpg_!]`\m!di!hdi_!oc\o!\i!pii`^`nn\mt! |gkn`bìnf\k`m}*!h`ggjh!no`hk`gmdib`m!jb!
^ji_dodji!^c`^f!hdbco!mpdi!bjj_!mpiidib!^ji_d+ ntgdi_`majmdib*!f\i!ajm\i_m`n!q`_!ì!odgno\i_n+
odjin!ja!kdnoji!mdibn!\i_!^tgdi_`m!gdi`m,!@àjm`! fjiomjgg,!Djm!beìqdiidib!\q!|gkn`bìnf\k`m}!]m!
Piston and connecting rod assembly ER-O 0113

Page 1:6 Side 1:6
Page 4 of 8
3201
oc`n`!^ji_dodjin!\m`!m`b\di`_*!\!i`r!mpiidib+di! it!diifemdib!ajmò\`n,!
k`mdj_!dn!i`^`nn\mt,!Rc`!]`no!m`npgo!amjh!mpiidib+ @`no!m`npgo\o!\q!diifemdib*!ìoì!no`hk`gmdib`m!`m!
di*!rcòc`m!oc`!kdnoji!mdibn!\m`!^c\ib`_!jm!ijo*!dn! nfdaoò!`gg`m!dff`*!am!ì!q`_!!cji`!ntgdi_`majmdi+
j]o\di`_!]t!cjidib!oc`!^tgdi_`m!gdi`m, bì,
Rc`!gp]m,jdg!^jinphkodji!rdgg!ijmh\ggt!di^m`\n`! Qhm`jgeàjm]mpfò!qdg!ijmh\go!f`!òo`m!no`hk`g+
\ao`m!\!kdnoji!rdoc_m\r\g*!]po!\n!oc`!kdnoji!mdibn! om`ff*!ajm!nì`m`!!\qo\!òo`m!cq`mo!njh!no`hk`g+
ado!oj!oc`!^tgdi_`m!gdi`m!\ao`m!njh`!odh`!ja!jk`m\+ mdibì`!odgk\nn`m!n`b!ntgdi_`majmdibì,
odji*!oc`!gp]m,jdg!^jinphkodji!rdgg!mòpmi!oj!
ijmh\g,
Connecting Rod with Big End Bearing and Veivstake med veiv- og krysslager
Gudgeon Pin Bearing
Bp`!oj!oc`!m`g\odq`gt!g\mb`!_d\hò`m!ja!oc`!^m\if! N!bmpii!\q!m`g\odq!nojm!q`dqo\kk_d\hò`m!d!ajmcjg_!
ejpmi\g!^jhk\m`_!oj!oc`!^tgdi_`m!]jm`*!oc`! odg!ntgdi_`m_d\hò`mì*!c\m!q`dqno\fì!&4'!nfm_`go!
^jii`ôdib!mj_!&4'!c\n!\!_d\bji\ggt!nkgdo!]db!ì_! q`dqg\b`m,!
]`\mdib,!Rc`!ejdio!npma\^`n!c\q`!n`mm\odjin!rcd^c! B`gdibnag\oì`!c\m!ajmo\iidib!njh!_\ii`m!_ì!
bdq`!\!m\_d\g!bpd_\i^`!ajm!oc`!]`\mdib!^\k!oj!oc`! m\_d`gg`!notmdib!\q!g\b`m_`fn`gò!odg!no\fì,!
^jii`ôdib!mj_,!Rc`!kdin!&5'!bpd_`!oc`!]`\mdib!^\k! Qotm`ctgnì!&5'!notm`m!g\b`m_`fn`gò!\fnd`go!odg!
\sd\ggt!oj!oc`!^jii`ôdib!mj_, no\fì
Driving Gear Drivverk

Rc`!]`\mdib!^\k!&7'!dn!]jgo`_!oj!oc`!^jii`ôdib!mj_! J\b`m_`fn`gò!&7'!`m!]jgoò!odg!q`dqno\fì!h`_!
]t!oc`!]jgon!&/2'!\i_!&/3'*!\i_!oc`!ipon!&/0'!\i_! ]jgoì`!&/2'!jb!&/3'*!jb!hpoo`mi`!&/0'!jb!&/1',
&/1',!
Rc`!]jgo!&/2'!dn!n^m`r`_!dioj!oc`!^jii`ôdib!mj_! @jgoì!&/2'!nfmp`n!odg!\ig`bb!hjo!]pii!\q!beìb`+
\i_!odbcoì`_, cpgg!d!q`dqno\fì!jb!odgnòo`n,
Rc`!]jgo!&/3'!dn!n^m`r`_!dioj!oc`!ipo!&/0'!\i_! @jgoì!&/3'!nfmp`n!dii!d!hpoo`mì!&/0'!jb!odgnòo`n,
odbcoì`_,
M]n`mq`!oc\o!oc`!ipo!&/0'!c\n!oj!]`!adoo`_*!di^gp_+ M]n`mq`m!\o!hpoo`mì!&/0'!h!hjio`m`n*!difgp_`mo!
dib!\!ncdh!pi_`mi`\oc!do*!\i_!n`^pm`_!]t!oc`!bpd_`! ì!ncdh!pi_`m!_ì*!jb!ndfm`n!h`_!notm`q`mfotò!
ojjg!BP!/./5-.2!]àjm`!oc`!kdnoji!rdoc!^jii`ô+ BP!/./5-.2!am!no`hk`g!h`_!q`dqno\f`!nìf`n!
dib!mj_!dn!gjr`m`_!dioj!oc`!^tgdi_`m,! i`_!d!ntgdi_`mì,!
Q``!dinom,!10.0, Q`!dinom,!10.0,
Rc`!]jgon!\m`!km`nom`nn`_!ct_m\pgd^\ggt!pndib!oc`! @jgoì`!ajmnkìi`n!ct_m\pgdnf!h`_!q`mfotò!&BP!
ojjg!&BP!402-03',!Q``!|R\]g`!ja!odbcoìdib!nk`^d+ 402-03',!Q`!|R\]`gg!jq`m!odgnòodibn_\o\!ajm!]jgo`+
ad^\odjin}*!^c\ko`m!/*!m`b\m_dib!_dnh\iogdib!-!\n+ ajm]di_`gn`m}*!f\k,!/*!q`_m,!_`hjio`mdib!-!hjio`m+
n`h]gdib!ja!]db!ì_!]`\mdib!]jgon*!|Udoc_m\r\g!ja! dib!\q!q`dqg\b`m]jgo`m*!|Rm`ff!\q!_mdqq`mf}!&10.0'!
_mdqdib!b`\m}!&10.0'!\i_!|Nmj^`_pm`n!ajm!odbcoì+ jb!|Nmjn`_tm`m!ajm!odgnòodib!+!|!&/2.3',
dib!+}!&/2.3',
Big End Bearing Housing, control for ovality Veivlagerhus, kontroll for ovalitet
?o!`q`mt!mjpodi`!kdnoji!jq`mc\pg*!rc`m`!kdnoji! T`_!cq`m!mpodi`h`nndb`!no`hk`gjq`mc\gdib*!_`m!
\i_!^jii`ôdib!mj_!\m`!kpgg`_*!oc`!]db!ì_!]`\mdib! _mdqq`mfì`!om`ff`n*!nf\g!q`dqg\b`mcpnò!fjiomjgg+
cjpndib!hpno!]`!^c`^f`_!ajm!jq\gdot, hg`n!ajm!jq\gdoò,

Page 2:6 Side 2:6
Page 5 of 8
3201
Rc`!^jii`ôdib!mj_!dn!o\fì!jaa!oc`!kdnoji!\i_! T`dqno\fì!o\n!\q!no`hkgò!jb!g`bb`n!k!ì!
kg\^`_!ji!\i!rjmf!]ì^c, \m]`d_n]ìf,
Rc`!^jii`ôdib!mj_!nop_n!\i_!oc`!]`\mdib!^\k!\m`! T`dqg\b`m]jgoì`!jb!g\b`m_`fn`gò!nòo`n!a\no!h`_!
adoo`_!rdocjpo!]`\mdib!nc`ggn*!\i_!odbcoì`_! _ì!ajm`nfm`qi`!odgnòodibnkmjn`_tmì*!poì!q`dq+
\^^jm_dib!oj!oc`!km`n^md]`_!kmj^`_pm`,!Rc`!mjpi_+ g\b`mnfg`m,!G!_ìi`!odgno\i_ì!hg`n!mpi_còì!\q!
i`nn!ja!oc`!]db!ì_!]`\mdib!cjpndib!dn!h`\npm`_!di! q`dqg\b`mcpnò*!d!_`!kg\i!jb!mòidib`m!njh!`m!
oc`!kg\i`n!\i_!_dm`ôdjin!no\o`_!ji!oc`!_m\rdib!ji! \ibdoo!k!o`bidibì!k!i`no`!nd_`,
oc`!ajggjrdib!k\b`,
Big End bore
*Nominal bore diameter 282.00*

Tolerance: H6 (+0,032 , -0)
*Allowable values*
Max. dia.: 282,100mm
Min. dia.: 281,960mm
Max. ovality: 0,100mm
(Without bearing shells)
Prior to taking measurements as described,

particular care must be taken in order to ascertain
that mating surfaces are clean and free from defects,
and that proper contact of minimum 80% of the
mating surfaces has been verified. Furthermore; Big
End bearing bolts must be tightened to the specified
torque.

Page 3:6 Side 3:6
Page 6 of 8
3201
Big End bearing Shells Veivlagerskåler

Rc`!]db!ì_!]`\mdib!nc`ggn!&00!\i_!01'!\m`!ja!no``g*! T`dqg\b`mò!`m!ponotmo!h`_!gn`!g\b`mnfg`m!\q!nog!
gdi`_!rdoc!\!]`\mdib!h\o`md\g*!\gnj!di^gp_dib!\! &00!jb!01'*!njh!`m!kg\bo!ag`m`!g\b!ajmnfe`ggdb`!
rcdo`!hò\g!jq`mg\t,!Bpmdib!\nn`h]gt!oc`!]`\mdib! g\b`mhò\gg`m,!Qfgì`!c\m!|opib`m}*!njh!q`_!
nc`ggn*!rcd^c!c\q`!ojibp`n*!\m`!bpd_`_!]t!bmjjq`n! hjio`modib!notm`m!d!nkjm!d!q`dqno\fì*!cìcjg_nqdn!
di!oc`!^jii`ôdib!mj_!\i_!oc`!]`\mdib!^\k!m`nk`^+ g\b`m_`fn`gò,!Njndnejiì!odg!notmòpibì!k!_ì!
odq`gt,!Rc`!gj^\odji!ja!oc`!bpd_`!ojibp`!ji!oc`! qm`!nfgì!`m!ajmnfe`ggdb!am\!kjndnejiì!odg!notm`+
pkk`m!nc`gg!dn!_daa`mìo!amjh!oc`!gj^\odji!ja!oc`! opibì!k!_ì!i`_m`!nfgì!ajm!!ajmcdi_m`!
bpd_`!ojibp`!ji!oc`!gjr`m!nc`gg!di!jm_`m!oj!km`qìo! jh]toodib!\q!g\b`mnfgì`,
dio`m^c\ibdib!oc`!pkk`m!\i_!gjr`m!nc`ggn,
Djm!hjm`!_ò\dgn!\]jpo!]`\mdib!nc`ggn*!n``! J\b`mnfg`m!`m!imh`m`!]`nfm`qò!pi_`m!
|Am\ifnc\ao!h\di!]`\mdibn!ocmpno!r\nc`mn!\i_! |P\hh`g\bm`*!notm`g\b`m!jb!nqdibcepgng\b`m}*!
agtrc``g!]`\mdib}*!^c\ko`m!0,! f\k,!0,!
Q``!\gnj!|Ag`\m\i^`n}*!^c\ko`m!/, Q`!jbn!|Ig\mdib`m}*!f\k,!/,
@àjm`!\nn`h]gdib!oc`!]db!ì_!]`\mdibn*!\gg!k\mon! Dm!hjio`mdib!\q!q`dqg\bmì`!h!_`gì`!qm`!
hpno!]`!r`gg!^g`\i`_,!Rj!ìnpm`!\!^jmm`ô!odbcoì+ it`!mìbejmo,!Djm!!ndfm`!mdfodb!odgnòodib!\q!q`dq+
dib!ja!oc`!]db!ì_!]`\mdibn*!oc`!n`mm\odjin!di!oc`! g\bmì`!h!ajmo\iidibnnkjmì`!k!_`gdibnag\oì`!
ejdio!npma\^`n!hpno!]`!nhjjoc!\i_!am``!amjh!_dmo! q•m`!bg\oo`!jb!amd!ajm!bm\_`m!jb!nhpnn,
\i_!]pmmn,
Gudgeon pin bushing Krysslagerforing

Rc`!bp_b`ji!kdi!]pncdib!&0/'!dn!h\_`!ja!no``g! Imtnng\b`majmdibì!&0/'!`m!ì!nogctgn`!h`_!
rdoc!\!mpiidib!g\t`m!ja!g`\_!]mjiu`,!Bdnh\iogdib! ]gt]mjin`g\b`mhò\gg,!B`hjio`mdib!\q!fmtnng\b`m+
ja!oc`!bp_b`ji!kdi!]pncdib!&0/'!m`lpdm`n!np^c!\! ajmdibì!&0/'!fm`q`m!n!nojm!fm\ao!\o!ej]]ì!fpi!
g\mb`!ajm^`!oc\o!do!^\i!jigt!]`!_ji`!di!\!nk`^d\g! f\i!poam`n!k!nk`nd\gq`mfno`_,
rjmfncjk,
Nmdjm!oj!adoodib!\!i`r!bp_b`ji!kdi!]pncdib*!do!c\n! T`_!hjio`mdib!\q!it!fmtnng\b`majmdib!h!_ì!
oj!]`!^jjg`_!di!gdlpd_!idomjbì!ajm!\]jpo!3!hdipo`n! amno!i`_feg`n!d!agtoì_`!idomjbì!d!^\,!3!hdipoo`m,!
&R`hk,!\kkmjs,!+!/73! A', &o`hk,!^\,!+!/73! A',!
Rc`!^jjg`_!]pncdib!hpno!]`!kg\^`_!di!oc`!^ji+ Bì!i`_fego`!fmtnng\b`majmdib!h!am`n!cpmodbno!
i`ôdib!mj_!]jm`!dhh`_d\o`gt*!\i_!f`ko!di!kjndodji! hpgdb!dii!d!no\f`po]jmdibì!jb!kjndneji`m`n!diiodg!
piodg!ncmdif!ado!dn!\^cd`q`_,!?gnj!^c`^f!oc\o!oc`! fmthk`+k\nidibì!cjg_`m!_ì!k!kg\nn,!Ijiomjgg`m!
ì_!npma\^`n!ja!oc`!]pncdib!\m`!di!^jmm`ô!kjndodji! \o!nd_àg\o`m!k!no\f`cj_`!jb!ajmdib!`m!fjhhò!d!
m`g\odq`!oj!oc`!nd_`!npma\^`n!ja!oc`!^jii`ôdib!mj_, dii]tm_`n!mdfodb!nodggdib,
Gi!jm_`m!oj!\qjd_!_daad^pgod`n!rdoc!oc`!adoodib!ja!oc`! Djm!!piib!q\inf`m!pi_`m!hjio`mdibì*!`m!_ò!
]pncdib*!do!dn!dhkjmo\io!oc\o!oc`!bdqì!dinompôdjin! qdfodb!\o!bdoo`!dinompfneji`m!ajm!i`_fegdib!jb!
ajm!^jjgdib!\i_!adoodib!\m`!ajggjr`_!^\màpggt, hjio`mdib!agb`n!it\fodb,!
Rc`!rjmf!c\q`!oj!]`!^\mmd`_!jpo!\o!\!lp\gdad`_! ?m]`d_ò!h!poam`n!q`_!ò!fq\gdadn`mo!q`mfno`_,
rjmfncjk,
Merk: Oppvarming av stakehodet med
Note: We advise against the use of an acetylene gassbrenner eller lignende må frarådes,
burner or similar for heating of the da dette kan medføre at veivstaken blir
connecting rod head, as this may cause deformert pga. varmespenninger.
deformations due to heat stress.

Page 4:6 Side 4:6
Page 7 of 8
3201
Piston with piston rings Stempel med stempelringer

Rc`!ìbdi`!dn!`lpdkk`_!rdoc!\!orj+kd`^`!_`ndbi! Kjojmì!`m!ponotmo!h`_!ò!oj+_`go!no`hk`g!_`m!
kdnoji,!Rc`!kdnoji!c`\_!dn!ja!ajmb`_!^\no!dmji*!\i_! no`hk`gfmjiì!`m!\q!nhd__!n`dbc`m_dibnnog!jb!
oc`!kdnoji!nfdmo!ja!ij_pg\m!dmji,!Rc`!orj!k\mon!\m`! nfemoò!\q!fpg`bm\adooe`mi,!B`!oj!_`gì`!`m!cjg_o!
f`ko!ojbòc`m!rdoc!2!nk`^d\ggt!h\_`!]jgon*!\^^p+ n\hhì!h`_!2!nk`nd\g]jgo`m!njh!`m!h`bò!
m\o`gt!odbcoì`_*!\i_!nc\gg!ijmh\ggt!ijo!]`! it\fodb!odgn\oo!jb!nf\g!ijmh\go!dff`!gni`n,
piodbcoì`_,
Ga!do!ncjpg_!]`!i`^`nn\mt!oj!piodbcoì!oc`!]jgon*! Qfpgg`!_òo`!gdf`q`g!]gd!\fop`go!h!Pjggn+Pjt^`!ndi!
kg`\n`!^jio\ô!Pjggn+Pjt^`{n!Q`mqd^`!B`k\mohìo! n`mqd^`\q_`gdib!fjio\fo`n!jb!m_nkmm`n!jh!_`!
ajm!i`^`nn\mt!kmj^`_pm`n*!jm!nì_!oc`!kdnoji!oj! i_qì_db`!kmjn`_tm`m*!`qìop`go!nì_`n!
Pjggn+Pjt^`,!Q``!dinom,!//./, no`hk`gò!odg!Pjggn+Pjt^`,!Q`!dinom,!//./,
Rc`!kdnoji!c`\_!c\n!dio`mi\g!^c\h]`mn!ajm!jdg! Qo`hk`gfmjiì!`m!diiqì_db!poajmhò!h`_!f\i\g`m!
^jjgdib*!\i_!oc`!orj!pkk`m!kdnoji!mdib!bmjjq`n!\m`! ajm!jge`fegdib*!jb!_`!oj!q`mno`!mdibnkjmì`!c\m!
c\m_ì`_,!|Rc`!kdnoji!nfdmo}!c\n!\!no`kk`_!bp_b+ c`m_ò`!ag\if`m,!Qo`hk`gnfemoò!c\m!|\qom\kkò}!
`ji!kdi!]`\mdib!di!jm_`m!oj!j]o\di!oc`!h\sdhph! jkkg\bmdib!ajm!fmtnn]jgoì!ajm!!bd!nomno!]màg\o`!
]`\mdib!npma\^`!oj!o\f`!oc`!^jh]pnodji!ajm^`n, d!mòidib!h`_!ajm]mìidibn+omtffm\aoì,
Rc`!bp_b`ji!kdi!&/7'!dn!^\n`+c\m_ì`_!\i_! Imtnn]jgoì!&/7'!`m!nòoc`m_ò!jb!ngdko!odg!h`bò!
bmjpi_!oj!\!q`mt!cdbc!_`bm``!ja!npma\^`!nhjjoc+ ct!bm\_!\q!jq`mag\o`+adicò,!Bì!`m!|agtoì_`!
i`nn,!Go!agj\on!di!don!]`\mdibn!\i_!dn!\sd\ggt!gj^f`_! jkkg\bmò}!jb!ndfmò!\fnd`go!q`_!ce`gk!\q!gn`+
]t!oc`!^dm^gdk!&0.', mdibì`!&0.',
Rc`!^jjg\io!dn!gp]m,jdg!amjh!oc`!gp]m,jdg!ntno`h,! Qjh!feg`jge`!itoo`n!nhm`jge`!am\!hjojmìn!
&Q``!|Jp]m,jdg!ntno`h}*!^c\ko`m!6',!Dmjh!m\_d\g! nhm`jge`ntno`h!&n`!|Qhm`jge`ntno`h}*!f\k,!6',!
bmjjq`n!di!oc`!bp_b`ji!kdi!]pncdib!oc`!jdg!agjrn! Dm\!fmtnng\b`majmdibìn!m\_d`gg`!nkjm!g`_`n!jgeì!
ocmjpbc!]jm`n!di!oc`!bp_b`ji!kdi!\i_!dioj!oc`! beìijh!]jmdib`m!d!fmtnn]jgoì!jb!dii!d!no`hk`g+
^jjgdib!^c\h]`m!di!oc`!kdnoji!c`\_,!Rc`!jdg!dn! fmjiì,!F`mam\!_mì`m`n!jgeì!odg!q`dqmjhhò!
_m\di`_!oj!oc`!^m\if^\n`!ocmjpbc!\!^ìom`!]jm`!di! beìijh!nìo`m]jmdibì!d!no`hk`gò,
oc`!kdnoji,?o!kdnoji!jq`mc\pgn!oc`!kdnoji!dn!n`k\+ T`_!no`hk`gjq`mc\gdib!\_nfdgg`n!no`hk`g!jb!
m\o`_!amjh!oc`!^jii`ôdib!mj_!]t!m`hjqdib!oc`! q`dqno\f`!q`_!!ae`mi`!ndfmdibnmdibì`!&0.'!jb!
^dm^gdkn!&0.'*!ocì!oc`!bp_b`ji!kdi!&/7'!dn!_mdqì! ]\if`!po!fmtnn]jgoì!&/7'!h`_!ò!om`notff`!`gg`m!
jpo!]t!\!kd`^`!ja!rjj_,!?gg!_`kjndon!ji!oc`!kdnoji! gdbiì_`,!@`g`bb!k!no`hk`gò!q\nf`n!\q,!Mh!
\m`!oj!]`!r\nc`_!jaa,!Ga!i`^`nn\mt!do!c\n!oj!]`! i_qì_db!h!_ò!nfm\k`n!]jmo*!hì!poì!!mdk`!
n^m\k`_!jaa*!o\fdib!^\m`!ijo!oj!_\h\b`!oc`!kdnoji! no`hk`gjq`mag\oì,
npma\^`,
Ijiomjgg`m!jb!mìbem!mòpmcpggì`!ajm!nhm`jge`!d!
Ac`^f!\i_!^g`\i!oc`!jdg!_m\didib!k\nn\b`n!di!oc`! no`hk`gnfemoò!pi_`m!jge`!nfm\k`mdibì,!B`!nf\g!
kdnoji!nfdmo!pi_`m!oc`!jdg!n^m\k`m!mdib,!Rc`n`!hpno! q•m`!amd!ajm!]`g`bb,!Qo`hk`gmdibì`!jb!mdib+
]`!am``!ja!_dmo!\i_!_`kjndon,!Rc`!kdnoji!mdibn!\i_! nkjmì`!h!fjiomjgg`m`n,
oc`dm!bmjjq`n!\m`!oj!]`!^c`^f`_,
Ga!oc`!mdibn!\m`!am``!\i_!oc`!bmjjq`n!ijo!_\h\b`_*! Jdbb`m!mdibì`!gn`!d!nkjmì`!jb!_dnn`!ajmqmdb!`m!d!
oc`!^g`\idib!ncjpg_!]`!^\mmd`_!jpo!rdocjpo!m`hjq+ jm_ì*!]m!mìbemdibì!poam`n!poì!\o!mdibì`!
dib!oc`!mdibn!amjh!oc`!kdnoji,!Rc`!pkk`m!kdnoji! _`hjio`m`n,!Qjh!jao`no!h!gdf`q`g!_ì!q`mno`!
mdib*!cjr`q`m*!hpno!ijmh\ggt!]`!_dnh\iog`_!ajm! no`hk`gmdibì!o\`n!po!ajm!mìbemdib!\q!mdibnkjmò!
^g`\idib!ja!don!dii`m!a\^`!\n!r`gg!\n!oc`!mdib! jb!mdibìn!diind_`,
bmjjq`,

Page 5:6 Side 5:6
Page 8 of 8
3201
Rc`!kdnoji!mdibn!\m`!^c\ib`_!]t!`s^`nndq`!r`\m*!da! Qo`hk`gmdibì`!nfdao`n!_`mnjh!_`!`m!ngdoo*!c\m!
oc`t!c\q`!\!nc\mk!r`\m!`_b`*!jm!da!oc`t!c\q`!h\mfn! nf\mk!ngdo`f\io*!nm!`gg`m!h`mf`m!òo`m!_mgdb!\ig`bb!
\i_!rjpi_n!^\pn`_!]t!]\_!npma\^`!^jio\ô!jm! jb!beìijhng\b,!B`!oj!q`mno`!no`hk`gmdib+
]gjr+]t,!Rc`!orj!pkk`m!mdib!bmjjq`n!\m`!di_p^+ nkjmì`!`m!di_pfnejic`m_ò,
odji!c\m_ì`_,
Ucì!jigt!njh`!ja!oc`!mdibn!\m`!m`kg\^`_*!do!dn!`n+ B`mnjh!fpi!ìf`go`!no`hk`gmdib`m!nfdao`n!h!_`!
nìod\g!oc\o!oc`!m`h\didib!mdibn!\m`!f`ko!di!oc`dm! qmdb`!]`cjg_`!ndi`!od_gdb`m`!kg\nn`m,!Lt`!mdib`m!
jg_!bmjjq`n,!L`r!mdibn!\m`!^c`^f`_!di!oc`!^tgdi+ fjiomjgg`m`n!d!ntgdi_`mì!h`_!cìnti!odg!fg\mdib!d!
_`m!gdi`m!rdoc!m`nk`ô!oj!mdib!b\k!^g`\m\i^`,!&Q``! mdib_`gdibì,!&Q`!|Ig\mdib`m}*!f\k,!/',
|Ag`\m\i^`n}*!^c\ko`m!/',
Bdnh\iogdib!\i_!\nn`h]gdib!ja!oc`!kdnoji!mdibn! B`hjio`mdib!jb!hjio`mdib!\q!no`hk`gmdibì`!
\m`!^\mmd`_!jpo!]t!h`\in!ja!\!nk`^d\g!kdnoji!mdib! ajmò\`n!q`_!ce`gk!\q!ì!nk`nd`gg!no`hk`gmdibo\ib!
kgd`m*!&BP!411-42',!Go!dn!ijo!\_qdn\]g`!oj!jkì!\! &BP!411-42',!Bò!am\m_`n!!ki`!no`hk`gmdibì`!
kdnoji!mdib!]t!pn`!ja!\!mjk`*!jm!]t!]ì_dib!do!jq`m! q`_!ce`gk!\q!o\p!`gg`m!!]ì_`!_`h!jq`m!no`hk`gò*!
oc`!kdnoji*!\n!ocdn!hdbco!_\h\b`!oc`!mdib, _\!_òo`!f\i!_àjmh`m`!jb!_`g`bb`!mdibì`,!
CAUTION FORSIKTIGHET
The compression rings (2) and (3) have Kompresjonsringene (2) og (3) har
assymmetrical running faces and must be assymetriske løpeflater og må monteres
assembled correctly. korrekt.
These rings bear a “TOP” marking which must Disse ringene bærer et “Topp” merke som må
point upward. peke opp.
See “Piston ring combination”, (3204). Se “Stempelringkombinasjon” (3204).
Gino\gg\odji!ja!kdnoji!mdibn*!n``!|Ndnoji!mdib!^jh+ Ng\nn`mdib!\q!no`hk`gmdibì`*!Q`!|Qo`hk`gmdib!
]di\odji}*!10.2, fjh]di\neji}*!10.2,
Rc`!^tgdi_`m!gdi`m!hpno!\gr\tn!]`!^c`^f`_!kmdjm! Dm!_mdqq`mfò!hjio`m`n!dii!d!hjojmì*!h!
oj!màdoodib!ja!\!kdnoji!\i_!^jii`ôdib!mj_!\nn`h+ ntgdi_`majmdibì`!fjiomjgg`m`n,
]gt!di!oc`!ìbdi`,!&Q``!|Atgdi_`m!Jdi`m}*!^c\ko`m! &Q`!|Qtgdi_`majmdib}*!f\k,!0',!T`_!hjio`mdib!\q!
0',!Rc`!kdnoji!mdibn!ncjpg_!]`!r`gg!gp]md^\o`_!rdoc! _mdqq`mfò!h!no`hk`gmdibì`!qm`!bj_o!nhpmo`!
^g`\i!gp]m,jdg!]àjm`!oc`!kdnoji!dn!adoo`_!di!oc`!gdi`m,! h`_!mì!nhm`jge`*!&n`!|Rm`ff!\q!_mdqq`mf}!jb!
&Q``!|P`hjqdib!\i_!dino\ggdib!oc`!kdnoji!\i_!^ji+ |B`hjio`mdib!jb!hjio`mdib!\q!q`dqg\b`m|',
i`ôdib!mj_!\nn`h]gt}',
Ucì`q`m!i`r!kdnoji!mdibn!jm!\!i`r!^tgdi_`m!gdi`m! B`mnjh!it`!no`hk`gmdib`m!`gg`m!it!ntgdi_`majmdib!
c\q`!]`ì!dino\gg`_*!jm!da!oc`!gdi`m!c\n!]`ì!m`+ `m!hjio`mo*!`gg`m!ntgdi_`majmdib!`m!cjiò*!`m!_ò!\q!
cji`_*!do!dn!ja!bm`\o!dhkjmo\i^`!oc\o!gp]m,jdg!\i_! q`nìogdb!]òt_idib!\o!nhm`jge`+!jb!feg`q\iin+
^jjgdib!r\o`m!o`hk`m\opm`n!\m`!f`ko!ijmh\g!_pm+ o`hk`m\opm`m!cjg_`n!k!ijmh\go!idq!d!diifemdibn+
dib!oc`!mpiidib+di!k`mdj_,!Q``!|R`^cid^\g!B\o\}*! k`mdj_ì,!Q`!|R`fidnf`!B\o\}*!f\k,!.,
^c\ko`m!.,

Page 6:6 Side 6:6

Date 09 Jan 2018
Page 1 of 1
RECOMMENDED ACTION
Tool for tensioning of main bearing bolts
B32:40V, B35:40V

This service letter introduces a new sealing kit for the hydraulic tool used for tensioning of main bearing bolts.
Description
With reference to service letter SL-RE-2017022/046 indicating new pre-tensioning pressures for main bearing bolts,
changes to the hydraulic tool are required for pre-tensioning up to 800 bar. The current sealing design does not
support the increased pressure.
Below follows a drawing indicating the new sealing kit with POS numbers. An additional support ring shall be fitted
above the upper sealing, and below the lower sealing as shown on the drawing.
Upper support ring

10
11
8
Lower support ring
Sealing kit part number B00713230

POS Item
8 Support ring
9 O-ring
10 Support ring
11 O-ring


Date 22-12-2017
Page 1 of 7
RECOMMENDED ACTION
Updated lubricant guide

K25:30, B32:36, B32:40 MDO/HFO

1503
Description
The lubricant guide is subject to changes due to modifications and improvements in the manufacturers’ product range,
as well as internal testing and research that may lead to the insertion or removal of brands based on the findings.
Enclosed to this document you will find the latest version of the lubricant guide for the engine types indicated above,
and we kindly ask you to replace the old version in your service manual(s) with this one.

Attachment:
• Instruction 1503: Lubricant guide
Bergen Engines AS P.O.Box 329, 5804 Bergen, Norway

Page 2:7
1503
LUBRICANT GUIDE FOR DIESEL AND SMØREOLJEKART FOR DIESEL- OG

HEAVY FUEL OIL ENGINES TYPE K AND B TUNGOLJEMOTORER TYPE K OG B
Fuel category to Base Number (BN) Brennstoffkategori i forhold til basetall (BN)
Gas-oil / Marine diesel 0 - 0.5% Sulphur ~ BN 7-12
Marine diesel / Intermediate fuel 0.5 - 1.0% Sulphur ~ BN 10-16
Intermediate Fuel 1.0 - 2.0% Sulphur ~ BN 15-20
Intermediate Fuel 2.0 - 3% Sulphur ~ BN 30
Intermediate Fuel 3.0 - - % Sulphur ~ BN 40
Oil company Oil product BN VISC.

AGIP CLADIUM 120 SAE 40 12 SAE 40
CLADIUM 300 SAE 40 30 SAE 40
BP ENERGOL DS 3-154 15 SAE 40
ENERGOL HPDX 40 12 SAE 40
ENERGOL IMPROVED IC-HFX 204 20 SAE 40
CASTROL CASTROL HLX 40 12 SAE 40
CASTROL MLC 12 SAE 40
CASTROL MHP 154 15 SAE 40
CASTROL TLX PLUS 204 20 SAE 40
CENTURY CENTLUBE SUPERB 10,6 SAE 40
CENTIMAR DX304 30 SAE 40
CEPSA TRONCOIL 3040 PLUSS 30 SAE 40
TRONCOIL 4040 PLUSS 40 SAE 40
CHEVRON URSA MARINE 40 9 SAE 40
(TEXACO, CALTEX) DELO SHP 40 12 SAE 40
DELO 1000 MARINE 40 12 SAE 40
TARO 16 XD 40 16 SAE 40
TARO 20 DP 40 20 SAE 40
TARO 20 DP 40X 20 SAE 40
TARO 30 DP 40 30 SAE 40
TARO 40 XL 40 40 SAE 40
TARO 40 XL 40X 40 SAE 40
TOTAL LUBMARINE AURELIA TI 4020 20 SAE 40
AURELIA TI 4030 30 SAE 40
CAPRANO MT 40 11 SAE 40
CAPRANO M 40 14 SAE 40
DISOLA MT40 11 SAE 40
DISOLA M4012 12 SAE 40
Lubricant guide for diesel and heavy fuel oil K-O/B32:36/B32:40 Smøreoljekart for diesel- og tungoljemotorer type k
engines type k and b 1117 og b
Page 1:6 Side 1:6
Page 3:7
1503
Oil company Oil product BN VISC.

ENGEN GENMARINE EO 4015 15 SAE 40
GENMARINE EO 4030 30 SAE 40
EXXONMOBIL EXXMAR 30 TP 40 30 SAE 40
EXXMAR 40 TP 40 40 SAE 40
EXXMAR CM SUPER 40 12 SAE 40
MOBIL DELVAC HP 40 / MOBIL DELVAC 1640 12 SAE 40
MOBILGARD ADL 15 SAE 40
MOBILGARD M430 30 SAE 40
IRVING OIL MARINE MTX 1540 15 SAE 40
MARINE MTX 2040 20 SAE 40
LUKOIL NAVIGIO TPEO 20/40 20 SAE 40
NAVIGIO TPEO 30/40 30 SAE 40
PERTAMINA MEDRIPAL 412 12 SAE 40 1 12 SAE 40
PETROBRAS MARBRAX CCD-410 12 SAE 40
DISTRIBUIDORA SA MARBRAX CCD-410-AP 12 SAE 40
MARBRAX CCD-420 20 SAE 40
REPSOL - YPF NEPTUNO NT 1500 15 SAE 40
NEPTUNO NT 2000 20 SAE 40
SHELL GADINIA S3 40 12 SAE 40
GADINIA AL40 15 SAE 40
ARGINA S2 40 20 SAE 40
Fuchs MarWay 1040 10 SAE 40
MarWay 1540 15 SAE 40
This list is given as a guide only, and Rolls-Royce Listen er gitt som veiledende informasjon, og
cannot accept responsibility for problems that Rolls-Royce tar ikke ansvar for vanskeligheter
may be caused by the lubricant. som er forårsaket av smøreolje.
Engines earlier specified with SAE 30, may still Motorer som tidligere er spesifisert med SAE 30,
use same viscosity. kan fortsatt bruke samme viskositet.
If using brands equivalent to those listed here, the Ved bruk av smøreoljer som tilsvarer de
relevant manufacturer should be consulted about ovenfornevnte, vennligst kontakt den aktuelle
affinity between the products. produsent for sammenligning av produktene.
It is strongly recommended to send oil samples to Det anbefales sterkt å sende inn smøreoljeprøver
your lubr.oil supplier at regular intervals for til oljeleverandøren for analyse med jevne
analysis, as this gives valuable information about mellomrom, da dette gir verdifulle opplysninger
the performance both of the oil itself and the både om oljens og motorens driftstilstand.
engine.
All inquiries should be addressed to Rolls-Royce. Eventuelle spørsmål angående smøreoljekartet

adresseres til Rolls-Royce.
Lubricant guide for diesel and heavy fuel oil K-O/B32:36/B32:40 1117 Smøreoljekart for diesel- og tungoljemotorer type k
engines type k and b og b
Page 2:6 Side 2:6
Page 4:7
1503
Selection of Lubricant Valg av smøreolje

Selection of a suitable lubricant for engines may Valg av riktige smøreoljer til motorer kan være et
at times prove complicated and difficult, as a komplisert og omfattende område, fordi det er
number of different factors have to be taken into mange faktorer som det må taes hensyn til.
consideration. This implies that only a general En kan derfor bare gi generelle retningslinjer for
guidance can be given by the engine manufactur- hvilken smøreolje som bør velges.
er, to which lubricating oil is suitable for their
engines.
In engines burning fuels of various quality, the Et av hovedhensynene ved valg av smøreolje er
combustion characteristics of the fuel to a great hvilken type brennstoff den aktuelle motoren
extent dictates the necessary properties of the bruker.
lubricant.
Different fuel qualities contain a varying degree Forskjellige typer brennstoff inneholder i større
of elements that will form acid compounds in the eller mindre grad elementer som danner syre-
combustion process. forbindelser under forbrenningen.
An important function of the lubricating oil is to En av smøreoljens oppgaver er å nøytralisere
neutralize these acids in order to minimise corro- disse syrene, og den er derfor tilsatt alkalier.
sive wear. This is done by adding alkalies to the
lubricant. The “Base Number” (BN) of an oil is a Oljens innhold av slike alkalier angis ved det
measure of the alkalinity or basicity of the oil and såkalte basetallet (BN). Basetallet angir mengden
is expressed in milligrams of potassium hydroxide av alle baser i 1 gram smøreolje uttrykt i mg KOH
per gramme of oil (mg KOH/g). (ekvivalent mengde kalilut).
The “Total Base Number” will for different Basetallet reduseres etter hvert som tilsetningene
engines fall at a varying rate, determined by the blir oppbrukt. Dette, kombinert med varierende
consumption of alkaline additives combined with grad av etterfylling, fører til at basetallet faller
refilling of new oil. med ulike hastighet for forskjellige motorer.
Our list of recommended/approved lubricants Smørekartet antyder i hvilket område basetallet
shows the approximate BN value recommended to for ny olje bør ligge for de forskjellige brenn-
meet different fuel qualities. stoffkvaliteter.
It is inadvisable to use a lubricating oil of En bør ikke velge smøreolje med høyere
higher additive content (BN) than required, as basetall enn nødvendig, da dette kan føre til
this may cause deposits in the combustion ødeleggende avleiringer i forbrenningsrommet
chamber (piston top/cylinder head). (Sylinderdeksel / stempeltopp).
The oil companies are also marketing lubricants Oljeselskapene markedsfører også smøreoljer
of considerably higher BN value than listed by us. med vesentlig høyere basetall enn angitt i
These may come into consideration where smørekartet. Disse kan komme til anvendelse i
extremely poor fuels demand it. tilfeller der ekstremt dårlige brennstoff vil kreve
det.
Page 3:6 Side 3:6
Page 5:7
1503
As the oil companies may change their product Da oljeselskapene fra tid til annen endrer
specifications without previous notice, and spesifikasjonsdata på sine produkter uten
without changing the products name, the varsel og uten at produktbetegnelsen endres, er
information given in the lubricant guide is smørekartet gyldig fra den påførte dato og
valid from the stated date and until further inntil videre.
notice.
This list is given as a guide, and Rolls-Royce Smørekartets innhold er veiledende, og
takes no responsibility for difficulties that may Rolls-Royce tar ikke ansvaret for
be caused by the lubricating oil. vanskeligheter forårsaket av smøreoljen.
Lubricant guide for valve gear lubr. oil system Smøreoljekart for vippearm-smøreoljesystem
(engine type L and K) (Motortype L og K)
The same lubr. oil is used as for diesel engine. Det brukes samme smøreolje som for dieselmotor.
Please see above. Se tabell ovenfor.
Page 4:6 Side 4:6
Page 6:7
1503
Lubricant guide for governor and nozzle Smøreolje for regulator, dysekjøling og
cooling and turning gear tørnemaskin
Oils for Turbocharger, see separate page. Oljer for turbolader, se egen side.
Oil company Oils for governor *) Oils for nozzle cooling **) Turning gear ***)
AGIP BLASIA 320

BHARAT PETROLIUM Turbol 68
Actuma Ultra Oil 30 Hydrol 32
BP Turbine / Engine oil Baratran HV 15, HV 22, HV32 ENERGOL GR-XP 320
CASTROL Engine oil or Perfecto T68 Perfecto T32
Hyspin AWH15
Hyspin AWH32
CHEVRON Engine oil or Regal R&O 68/ Rando HD 32/ Rando HDZ 32/ Meropa 320
(TEXACO, CALTEX) Cetus PAO 68/ GST Oil 68 Regal R&O 32/ Cetus PAO 32
TOTAL LUBMARINE Turbine / engine oil VISGA 22 (EQUIVIS ZS 22)
VISGA 32 (EQUIVIS ZS 32)
EXXONMOBIL Tro - Mar 68 Univis N 15, 32 SPARTAN EP 320
Nuto H 15, H 32
Turbine / engine oil Rarus SHC 1024 MOBILGEAR 632
INDIAN OIL Turbine / engine oil Servo Spin 22
Servo system 32
IP MELLANA OIL 320
PERTO CANADA Turbine / engine oil Harmony AW 22
Harmony HVI 15
Harmony HVI 22
REPSOL Turbine / engine oil Aries 22 / 32
Telex E 22 / 32
SHELL Turbine / engine oil Thermia oil B OMALA 320
Tellus 32
Turbo T32
FUCHS TurbWay 68, 77 HydraWay HV (A) 15, 32
HydraWay HM (A) 15, 32
*) For Hydraulic Governor with separate oil system. *) For hydraulisk regulator med eget oljesystem.
**) On engine type B32:40 the nozzle cooling oil **) For motortype B32:40 er dysekjølingen tilsluttet motorens
system is a part of the engine main lubr. oil system. hovedsmøreoljesystem.
***) Oils for turning gear are relevant for BV and ***) Oljer for tørnemaskin gjelder bare BV og B32:40.
B32:40, only.
Page 5:6 Side 5:6
Page 7:7
1503
*) No US - version
Lubricant guide for turbocharger
NOTE: This table is not applicable to engine
NOTE: This table is not applicable to engine
types where the turbocharger is lubricated by
types where the turbocharger is lubricated by oil
oil from the main lubr.oil system.
from the main lubr.oil system.
LIST 1
LIST 2
Mineral oils (oil basis narrow cut) for oil change
Mineral oils and synthetic *) oils for change
intervals of max 1000 h
Oil company Oil Product

AGIP OTE 68
BP Energol Rc 68
BP Energol THB 77
CEPSA Compresores ES 68
Energol THB 68
Energol HLP 68 CHEVRON (TEXACO, Regal R&O 68/ Cetus PAO
Energol SHF 68 CALTEX) 68
CASTROL Perfecto T 68 REPSOL Merak VDL 68
Hyspin AWS 68
Hyspin AWH 68 VALVOLINE Compressor oil 62
CEPSA HD Turbinas 68
Hidraulico HV 68
Compresores ES 100
LIST 3
CHEVRON (TEXACO, Rando HD 68/ Rando HDZ
CALTEX) 68/ Regal R&O 68/ Cetus Synthetic lubricants for change intervals of
PAO 68
max 5000 h
TOTAL LUBMARINE Turbinet T 68
Preslia 68
Visga 68 Oil company Oil Product
Equivis ZS 68
EXXONMOBIL Teresso 68 - Teressic 68 BP Enersyn TC-S 68
Nuto H 68
DTE Oil heavy medium CEPSA Compresores ARS 68
DTE 16M CHEVRON (TEXACO, Cetus PAO 68
INDIAN OIL CORP. Servoprime 68 CALTEX)
Servoprime 76 EXXONMOBIL MOBIL SHC 626
Servopress 68 MOBIL SHC 1026
Servosystem HLP 68
NYCO Nycolube 3060
PEPSOL Aries 68
Telex E 68 SHELL Corena AS 68
Madrela AS 68
SHELL Turbo oil T 68
Turbo oil T78 Q8 Q8 Shumann 68
Tellus oil 68
FUCHS Statoil TurbWay 68
Statoil HydraWay HMA 68
TOTAL Preslia 68
Page 6:6 Side 6:6

Date 21 Nov 2017
Page 1 of 2
RECOMMENDED ACTION
New pre-tensioning pressures for main bearing bolts and new main bearing
design
Applicable Equipment
B32:40V HFO, MDO

2202,1702,1405, 1601
Service Letter Purpose

This service letter introduces new tightening specifications for the hydraulic tensioning of the main bearing bolts, as
well as a new main bearing standard. Please note that there are two pre-tensioning specifications, based on your
current version of main bearings.
The service letter also provides an updated version of instruction 1405, which is only applicable to engines with the
new main bearing standard installed.
Description
Pre-tensioning specifications for main bearings with part numbers B00705458, B00705459
To ensure a proper function of the main bearings, the pre-tensioning load of all the bolts on the main bearing cap
assembly has been increased.
For future service activities, please refer to the table below with new pre-tensioning pressures:
Table of pre-tensioning loads

Original pre-tensioning New pre-tensioning
Main bearing bolts 640 720
Main bearing bolts flywheel end 500 560
Cross bolts 560 630
New main bearing design

In order to improve the robustness of the main bearing cap assembly, we have introduced a new design of the main
bearings which allows for increased pre-tensioning load. We recommend to change to the new main bearing standard
at the next available opportunity, such as during the next main service of cylinder heads.
Pre-tensioning specifications for improved main bearings with part numbers B00711820 and B00711821
follows on the next page.
Ref. SL-RE-2017-046
Service letter Date 21 Nov 2017

Page 2 of 2
RECOMMENDED ACTION
When the new main bearing type has been installed, please refer to the table below:
Original pre-tensioning New pre-tensioning

Main bearing bolts 720 / 640 bar 800 bar
Main bearing bolts flywheel end 560 / 500 bar 625 bar
Cross bolts 630 / 560 bar 700 bar
Important: do not apply the new pre-tensioning load before the new main bearing type has been installed.
Important: the first time new bearings are installed, two new sign plates (B00444385) indicating new pre-
tensioning pressures must be ordered for each engine. These sign plates must be attached to the engine
block, next to the sign plate indicating tightening sequence of cross bolts.
Attachments:
• Updated instruction 1405 – only applicable when the new main bearing type has been installed

1405
TOOLS IN SERIAL CONNECTION - SERIEKOBLET VERKTØY -

HIGH TENSIONING HØY FORSPENNING
DR 1130/93 DR 1130/93
0.0 General 0.0 Generelt

Test and practical experience has shown that when Tester og praktisk erfaring har vist at når nye bolt-
new studs are repeatedly tensioned, the er blir belastet gjentatte ganger, vil forspenningen
prestress increases the first couple of times before øke de første gangene før det stabiliserer seg.
it stabilises itself.
This is, among other things, caused by a smooth- Årsaken til dette er utjevning av gjengene, samt at
ening of the threads, and in cases where a hydrau- i tilfeller hvor det hydrauliske tiltrekkingsverktøy
lic power tool is used, a gradual squirting of the brukes blir gjengene tilført noe smøremiddel.
lubricant from the treads.
The same effect have been seen when the threads Den samme effekten har også blitt observert når
are re-lubricated, or when studs and nuts have gjengene har blitt oljet på nytt, eller når bolter og
changed places. mutrer har blitt byttet om.
To achieve the prescribed prestress, critical studs For å sikre den oppgitte forspenning må kritiske
have to be tensioned several times. bolter bli tilsatt flere ganger.
When a hydraulic power tool is applied the Når et hydraulisk tiltrekkingsverktøy brukes
studs are to be tensioned 3 times. skal boltene tiltrekkes 3 ganger.
Procedure for mounting of studs Prosedyre for montering av bolter

Add engine oil (or a specific paste if specified) on Tilsett motorolje (eller eventuelt en spesifisert
to the stud ends and screw in the studs firmly by pasta) på bolteendene og skru boltene inn med
hand only for the 3 first revolutions. håndmakt de første 3 omdreiningene.
Then by the help of an Allen screw key. Deretter eventuelt ved hjelp av en sekskantnøkkel/
umbraco.
For other studs than the studs used in connecting For andre bolter enn de som brukes i veivstaker
rods, it is allowed to screw in the studs using a tillates det å bruke håndholdt skrumaskin (uten
handheld drill with a small 'wind in torque' instead mothold) med et lite innskruingsmoment i steden
of the Allen screw key. The purpose is to be sure for sekskantnøkkel.
that the operator would notice any scoring in the Hensikten er å være sikker på at operatøren merk-
threads. The stud is then finally tightened against er om det blir rivning i gjengene.
the bottom of the hole by the stud insertion Til slutt trekkes bolten mot bunn av hullet med
torque given. oppgitt tiltrekkingsmoment.
Maximum wind in torque and stud insertion Maksimalt innskruings- og tiltrekkings-

torque are given in the instruction, for the moment er oppgitt i instruksjonen for den
actual stud type. aktuelle boltetype.
EV-O/BV-G High 1216 Seriekoblet verktøy - høy forspenning

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0.1Procedure for initial adjustment of hydrau- 0.1Prosedyre for startinnstilling av trykk -

lic pressure - Valid only for air driven pump Gjelder kun for luftdrevet pumpe
Before the hydraulic tools are mounted, the air Før montering av hydrauliske verktøy så må
pressure regulator on the pump must be adjusted regulatoren på pumpen stilles inn på riktig trykk
to the correct pressure for the studs to be tight- for verktøyet. Dette gjøres ved at 1 stk. slange
ened. This is done by mounting one hose/pipe kobles fra pumpen og direkte inn på manometeret.
from the pump and directly on to the manometer/ Deretter pumpes det opp til angitt trykk for verk-
pressure gauge. The air valve is opened and the air tøyene som skal brukes, og regulator stilles inn på
pressure regulator is adjusted to give the correct foreskrevet oljetrykk.
oil pressure.
The reason for doing this is to avoid that the regu- Dette må gjøres for å unngå at regulatoren er
lator is adjusted to a higher pressure than what is innstilt på et høyere trykk enn hva som skal
supposed to be used on the tool. This can result in brukes på verktøyet. Det kan føre til overtrekking
overstretching of the studs, if one of the couplings av bolter dersom en kobling ikke er kommet i
has not been properly attached and the manometer skikkelig inngrep, slik at manometeret ikke blir
is not pressurised. trykksatt.
0.2 Procedure for mounting of hydraulic tool 0.2 Prosedyre for montering av hydraulisk
verktøy
The sleeve is placed over the nut and the hydraulic Plasser hylsen over mutteren, og skru det hydrau-
tool is screwed on to the extended threads of the liske verktøyet på de gjenværende gjengene på
stud. bolten.
When all tools are mounted, the hoses are coupled Når alle verktøy er montert på, kobles slangene i
in serial connection as follows: seriekobling som følger:
- from pump to first tool - fra pumpe til første verktøy
- between the tools - mellom verktøyene
- from the last tool and to manometer - fra siste verktøy til manometer
See also details in figure 1 (hand pump) or figure Se også detaljer i figur 1 (for håndpumpe) eller
2 (air driven hydraulic pump). figur 2 (luftdrevet pumpe).
The following must be performed for every Følgende må gjøres for hver bolt som tilsettes:
stud that is tensioned:
By means of the handle (434798 or 434797), Bruk spaken (434798 eller 434797), ved å sette
which is put into one of the holes in the piston, the den inn i ett av hullene i stempelet, til å skru
piston is screwed fully into the cylinder bottom. stempelet helt inn i bunnen av sylinderen.
Then the piston (with the cylinder) is turned ¼ - ½ Stempelet (med sylinderen) blir så skrudd ¼ - ½
revolution outwards. runde ut. For tandemverktøyene (brukes på øvre
For the tandem tools (used on upper studs on bolter veivstake) så er det trekkboltene med
conrod) it is the puller bars with nuts that are mutter som blir skrudd på ved bruk av fastnøkkel
screwed using a spanner (do not use the handle). på trekkbolt (ikke bruk spake).
It is important that the above instructions are Det er viktig at de overstående instruksjoner er
followed, otherwise the parts may be forced apart fulgt, ellers kan delene presses fra hverandre og
and the gasket may burst, or it may become pakningen kan ryke, eller det kan bli umulig å

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impossible to unscrew the tool after the pressure demontere verktøyet etter at oljetrykket har blitt
has been relieved. fjernet.
Figure 1: Assembly of hydraulic hand pump Figur 1: Montering av hydraulisk håndpumpe

with tools and pressure gauge med verktøy og manometer
As seen in the figure below, the loose pressure Som vist på figuren under så kan det løse manom-
gauge/manometer can be mounted in two different eter monteres på to ulike måter:
ways:
1) Either connected to the hose coming out from 1) Enten montert til en slange som kommer ut fra
the last hydraulic tool in the serial connection. det siste hydrauliske verktøyet i seriekoblingen.
2) Or alternatively connected on the female 2) Eller alternativt montert på hunkoblingen på
coupling on the last hydraulic tool in the serial det siste hydrauliske verktøyet i seriekoblingen.
connection.
The handpump is equipped with a pressure gauge Håndpumpen er utstyrt med et manometer som
standing fixed on the pump itself. står fast på pumpen. For å følge denne instruksjo-
In order to fulfil this instruction also the extra nen så må også det ekstra løse manometeret
loose manometer must be used as described above brukes, som beskrevet over og også vist på
and also shown on the figure. Both manometers figuren. Begge manometrene skal vise det samme
shall show the same pressure. trykket.
Figure 2: Assembly of air driven hydraulic Figur 2: Montering av luftdrevet hydraulisk

pump with tools and pressure gauge pumpe med verktøy og manometer
0.3Procedure for tensioning of studs 0.3Prosedyre for tiltrekking av bolter
The studs shall be re-tensioned by hydraulic Boltene skal tiltrekkes med hydraulisk tiltrek-
power tool 3 times before the tool is removed. kingsverktøy 3 ganger før verktøyet fjernes.
At the end of the tightening job a visual examina- Før jobben er ferdig skal det visuelt kontrolleres at
tion of the leading marks shall verify that the nuts overettmerkene på mutrene har rotert.
have rotated.
The following stud tension procedure applies: Følgende prosedyre skal overholdes:
1. Tighten the nuts by hand using a tommy bar/
handle. Put leading marks between nut and 1. Mutrene skrues til anlegg for hånd og settes
foundation. til ved hjelp av spaken. Det settes overettmerke
2. Mount the hydraulic tool as described in mellom mutter og underlag.
section 0.1 and 0.2. 2. Verktøyet monteres som beskrevet i seksjon
3. Pressurise the hydraulic tool to specified 0.1 og 0.2.
pressure. 3. Oljetrykket pumpes opp til spesifisert verdi.
Air driven hydraulic pump: Luftdrevet hydraulisk pumpe:

For air driven pump, the air pressure regulator For luftdrevet pumpe må regulatoren justeres til
must be adjusted to the correct oil pressure if eksakt riktig oljetrykk ved behov. Dersom
needed. If available air pressure is too small to tilgjengelig lufttrykk er for lite til å oppnå riktig

Page 5:21 3:19
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Alternative position
of pressure gauge
Hand pump with

fixed pressure gauge
Pressure gauge
achieve correct pressure, the integrated hand trykk, kan den integrerte håndpumpen brukes til å
pump can be used to increase the oil pressure. øke oljetrykket.
The air stop valve must be in the open position Luftventil (air stop valve) må være åpen ved
when tightening. tilsetting.
4. Tighten the nuts by means of the handle. 4. Mutteren dreies til anlegg ved hjelp av
spaken.
5. Relieve the oil pressure. 5. Oljetrykket tas helt ned til null.
6. Pressurise the hydraulic tool to specified 6. Oljetrykket pumpes opp til spesifisert verdi
pressure for the second time. for andre gang.
7. Additionally tighten the nuts by means of the 7. Mutteren settes ytterligere til ved hjelp av
handle spaken.
9. Pressurise the hydraulic tool to specified 9. Oljetrykket pumpes opp til spesifisert verdi
pressure for the third time. for tredje gang.

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10. Additionally tighten the nut by means of the 10. Mutteren settes ytterligere til ved hjelp av
handle. spaken.
11. Relieve the oil pressure and remove the 11. Oljetrykket tas ned til null og verktøyet
hydraulic tool. demonteres.

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12. Verify that all nuts have turned by checking 12. Ved hjelp av overettmerkene kontrolleres det
the leading marks. If one of the nuts shows zero or i tillegg at samtlige mutre har rotert. Dersom en av
small rotation, the stud has not been properly mutrene har rotert lite eller ingenting, så er ikke
pretensioned. In that case the parts and the tool bolten skikkelig forspent.
have to be controlled and remounted before the I så fall må delene og verktøyet kontrolleres og
stud tensioning procedure in monteres igjen før tiltrekkingsprosedyren i 0.3
section 0.3 is repeated. blir gjentatt.
0.4 Procedure for disassembly of studs 0.4Prosedyre for demontering av bolter
The following procedure applies: Følgende prosedyre skal overholdes:
1. Mount the hydraulic tool as described in 1. Verktøyet monteres som beskrevet i seksjon
section 0.1 and 0.2. 0.1 og 0.2.
2. Pressurise the hydraulic tool to specified 2. Oljetrykket pumpes opp til spesifisert tilset-
tightening oil pressure for the actual stud. tingsverdi for den aktuelle boltetypen.
3. The nut is turned approx. ¼ - turn outwards. 3. Mutteren skrues ut ca. 1/4 - omdreining.
4. Relieve the oil pressure. Check that the nut is 4. Oljetrykket tas ned til null. Det kontrolleres at
loose and lightly tighten the nut by hand using the mutteren er løs og den skrues lett til anlegg igjen
handle. ved hjelp av spaken.
5. Remove the hydraulic tool. 5. Verktøyet tas av.
WARNINGS! ADVARSLER!
WARNING ADVARSEL
Protecting glasses, gloves and long sleeved På grunn av høyt oljetrykk må vernebriller,
jacket must be used in order to prevent injuries hansker og langarmet jakke brukes for å
in case of high-pressure hose failure, etc. unngå skader i tilfelle slangebrudd e.l.
Preferably also a face shield should be used if Et visir for å dekke resten av ansiktet bør også
available, but it does NOT replace the brukes hvis det er tilgjengelig, men det
protecting glasses which are mandatory in any erstatter IKKE vernebriller som er påbudt
case. uansett.
Note: All the hydraulically tensioned nuts in a Merk: Alle mutrene som blir tiltrukket i en
connection shall be tightened sammenkobling må trekkes til samtidig
simultaneously if nothing else is dersom ikke annet er spesifisert.
specified.
Note: Before pressurising the tool, make sure Merk: Før trykksetting av verktøyet, sjekk at
the manometer is calibrated and displays manometeret er kalibrert og viser det
the actual pressure. Applied oil pressure reelle trykket. Oljetrykket må være
must be within a range of + /- 5 bar of innenfor + /- 5 bar av det oppgitte trykk
given pressure for each stud type. for hver boltetype.

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1.0 Main bearing bolts (normal) and cross 1.0 Rammelagerbolter (normal) og
bolts tverrbolter
B1, B2:Main bearing studs B1, B2: Rammelagerbolter
S1, S2:Cross bolts S1, S2: Tverrbolter
1 = Camshaft side 2 = Exhaust side -B32/35:40-L 1 = Kamakselside 2 = Eksosside - B32/35:40-L
1 = Bank B 2 = Bank A - B32:40-V 1 = Rekke B 2 = Rekke A - B32:40-V
1 = Bank B 2 = Bank A - B35:40-V 1 = Rekke B 2 = Rekke A - B35:40-V
1.1 Tighten the main bearing bolts B1 & B2 1.1 Skru rammelagerboltene B1 & B2 helt inn i
firmly to the bottom of the threaded hole. motorblokken.
Wind in torque (max): 50 Nm Innskruingsmoment (max): 50 Nm
Stud insertion torque: 150 - 200 Nm Tiltrekkingsmoment: 150 - 200 Nm
Verification: Bolt length above landing face after Kontroller: Bolthøyden fra motorblokk etter
tightening shall be for: tiltrekking skal være for:
B32/35:40-L: L = 438 +/- 1 mm B32/35:40-L: L = 438 +/- 1 mm.
B32:40-V: L = 480 +/- 1 mm B32:40-V: L =480 +/- 1 mm
B35:40-V: L = 480 +/- 1 mm B35:40-V: L = 480 +/- 1 mm
1.2 After the main bearing cap and nuts to bolts 1.2 Etter at rammelagerdeksel og mutter til bolt-
B1 and B2 have been placed in position, hand ene B1 og B2 er satt på plass, så teites disse
tighten these nuts with the pin (434798). mutrene for hånd med verktøypinnen (434798).
Det settes overettmerker på mutre og underlag.
Leading marks is put on nuts and foundation. Monter det hydrauliske verktøyet 434911.
Mount hydraulic tool 434911.
1.3 Skru tverrboltene S1 og S2 fast gjennom
1.3 Tighten the cross bolts S1 and S2 firmly motorblokken og inn i rammelagerdekselet.
through the engine block and into the main
bearing cover. Innskruingsmoment (max): 50 Nm
Wind in torque (max): 50 Nm Tiltrekkingsmoment: 100 - 150 Nm
Stud insertion torque: 100 - 150 Nm Kontroller: Boltlengden fra motorblokken skal
Verification: Bolt-height above engine block shall være L = 113 +/- 1 mm.
be L = 113 +/- 1 mm. Mutrene teites for hånd med verktøypinnen. Det
After hand tightening of the nuts with the pin, put settes overettmerke på mutre og underlag. Monter
on leading marks on nuts and foundation. Put on ett av det hydrauliske verktøyene 434913 på
one of the hydraulic tools 434913 on the bolt S2 bolten S2 på avgass-siden for B32/35:40-L og på
on the exhaust side for B32/35:40-L, and on rekke A for B32/35:40-V, og tilsett denne med
bank A for B32/35:40-V, and fasten the bolt with P=200 bar.
P=200 bar.
1.4 Tilsett boltene B1 og B2 samtidig til full
1.4 Tighten the bolts B1 and B2 simultaneously forspenning, P = 800 bar. Tilsett boltene som
to full tensioning, P = 800 bar. Tighten the bolts as beskrevet i avsnitt 0.1, 0.2 og 0.3.
described in section 0.1, 0.2 and 0.3.
1.5 Monter det andre hydrauliske verktøyet
1.5 Put on the second hydraulic tool 434913 434913 (DR1059/09) på bolten S1.
(DR1059/09) on the bolt S1. Tilsett boltene S1 og S2 samtidig til full forspen-
Tighten the bolts S1 and S2 simultaneously to full ning, P = 700 bar. Tilsett boltene som beskrevet i
tensioning, P = 700 bar. Tighten the bolts as avsnitt 0.1, 0.2 og 0.3.
described in section 0.1, 0.2 and 0.3.

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1.6 Verify that all nuts have turned by checking 1.6 Kontroller at alle mutrene har rotert ved at
that the leading mark on the nut has moved. overettmerke på mutter har flyttet seg.
2.0 Aft main bearing bolts (flywheel end) 2.0 Aktre rammelagerbolter
with cross bolts (svinghjulslager) og tverrbolter
B1, B2: Main bearing bolts B1, B2: Rammelagerbolter
S1, S2: Cross bolts S1, S2: Tverrbolter
1=Camshaft side 2=Exhaust side-B32/35:40-L 1 = Kamakselside 2 = Eksosside -B32/35:40-L
1=Bank B 2=Bank A -B32:40-V 1 = Rekke B 2 = Rekke A -B32:40-V
1=Bank B 2=Bank A -B35:40-V 1 = Rekke B 2 = Rekke A -B35:40-V
2.1 Tighten the main bearing bolts firmly to the 2.1 Skru rammelagerboltene helt inn i
bottom of the threaded hole. motorblokken.
Verification: Bolt length above landing face after Kontroller: Bolthøyden fra motorblokk etter
B32/35:40-L: L = 378 +/- 1 mm. B32/35:40-L: L = 378 +/- 1 mm.
B32:40-V: L = 439 +/- 1 mm B32:40-V: L = 439 +/- 1 mm
B35:40-V: L = 439 +/- 1 mm. B35:40-V: L = 439 +/- 1 mm.
2.2 After the main bearing cap and nuts to bolts 2.2 Etter at rammelagerdeksel og mutter til
B1 and B2 have been placed in position, hand boltene B1 og B2 er satt på plass, så teites disse
tighten these nuts with the pin (434798). mutrene for hånd med verktøypinnen (434798).
Leading marks is put on nuts and foundation. Det settes overettmerker på mutre og underlag.
Mount hydraulic tool 434913 (DR1059/09). Monter verktøyene 434913 (DR1059/09).
2.3 Tighten the cross bolts S1 and S2 firmly 2.3 Skru tverrboltene S1 og S2 fast gjennom
through the engine block and into the main motorblokken og inn i rammelagerdekselet.
bearing cover.
Verification: Bolt-height above engine block shall Kontroller: Boltlengden fra motorblokken skal
be L = 113 +/- 1 mm. være L = 113 +/- 1 mm.
After hand tightening of the nuts with the pin, put Mutrene teites for hånd med verktøypinnen.
on leading marks on nuts and foundation. Put on Det settes overettmerke på mutre og underlag.
one of the hydraulic tools 434913 (DR1059/09) Monter ett av det hydrauliske verktøyene 434913
on the bolt S2 on the exhaust side for B32/35:40- (DR1059/09) på bolten S2 på avgass-siden for
L and on bank A for B32/35:40-V. B32/35:40-L og på rekke A for B32/35:40-V.
Fasten the bolt with P=200 bar. Tilsett denne med P = 200 bar.
2.4 Tighten the bolts B1 and B2 simultaneously 2.4 Tilsett boltene B1 og B2 samtidig til full
to full tensioning, P = 625 bar. Tighten the bolts as forspenning, P = 625 bar. Tilsett boltene som
described in section 0.1, 0.2 and 0.3. beskrevet i avsnitt 0.1, 0.2 og 0.3.
2.5 Put on the second hydraulic tool 434913 2.5 Monter det andre hydrauliske verktøyet
(DR1059/09) on the bolt S1. Tighten the bolts S1 434913 (DR1059/09) på bolten S1. Tilsett boltene

Page 10:21 8:19
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and S2 simultaneously to full tensioning, P = 700 S1 og S2 samtidig til full forspenning, P = 700
bar. Tighten the bolts as described in section 0.1, bar. Tilsett boltene som beskrevet i avsnitt 0.1, 0.2
0.2 and 0.3. og 0.3.
3.0 Counterweight bolts 3.0 Kontravektbolter

For assembly in the factory use also instructions For montering i fabrikken brukes også instruks-
in Appendix 2. joner i App. 2.
3.1 Tighten the bolts firmly to the bottom of the 3.1 Trekk til boltene til bunnen av det opp-
threaded hole. gjengede hullet.
Verification: Bolt length above landing face after Verifikasjon: Boltlengde over plan etter
B32/35:40-L: L = 230 +/- 1 mm B32/35:40-L: L = 230 +/- 1 mm
B32:40-V: L = 205 +/- 1 mm B32:40-V: L = 205 +/-1 mm
B35:40-V: L = 205 +/- 1 mm B35:40-V: L = 205 +/- 1 mm
3.2 Install the counterweight. Tighten the nuts by 3.2 Monter kontravekten. Trekk til mutrene for
hand using the pin (434798). hånd ved hjelp av spaken (434798).
It must be checked that the counterweight has got Det kontrolleres at kontravekten ligger helt inntil
full contact against the crankshaft. This must be veivakslingen ved å bruke et føleblad.
done using a feeler gauge. A feeler gauge with Et føleblad med tykkelse 0,03 [mm] skal ikke
thickness 0,03 [mm] shall not be able to come in komme inn mellom kontravekt og veivaksling på
between the counterweight and the crankshaft at noen steder.
any position.
Put leading marks on the nut and the foundation. Sett overettmerke med tusj på mutter og underlag.
3.3 Note: Different tool-sleeves and tool 3.3 Merk: Det skal brukes forskjellige
pressures shall be used dependent on verktøyhylser og verktøytrykk alt etter
which type of counterweight that is hvilken kontravekt som er montert.
mounted. Read the part number Les av innstemplet nummer på
stamped on the counterweight. kontravekten.
3.3.1 If counterweight no. 101618 or 101027 is 3.3.1 Dersom kontravekt nr. 101618 eller
mounted; 101027 er montert;
Use tool-sleeve no. 306675. Bruk verktøyhylse: 306675.
Install the hydraulic power tool, 434475 Monter det hydrauliske verktøyet 434475
(DR1051/51). (DR1051/51).
Tighten the bolts as described in section 0.1, 0.2 Trekk til boltene som beskrevet i seksjon 0.1, 0.2
and 0.3. og 0.3.
Oil Pressure P = 750 bar. Oljetrykk P = 750 bar.
3.3.2 If counterweight no. 101934 is mounted; 3.3.2 Dersom kontravekt nr. 101934 er
montert;
Use tool-sleeve no. 431108 (DR1026/29). Bruk verktøyhylse: 431108 (DR1026/29).

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Install the hydraulic power tool, 434475 Monter det hydrauliske verktøyet 434475
(DR1051/51). (DR1051/51).
and 0.3. and 0.3.
Oil Pressure P = 850 bar. Oljetrykk P = 850 bar.

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4.0 Big end bearing bolts - 4.0 Veivlagerbolter - Skrådelt veivstake

Oblique split connecting rod
Assembly of upper bolt and nut with tool DR1017/ 04.

Montering av øvre bolt og mutter med verktøy DR1017/ 04.
4.1 Nut for upper bolt 4.1 Mutter for øvre bolt
Before the power unit is lowered into the cylinder, F0r drivverket senkes ned i sylinderen monteres
use Guide Tool DRlOl 7/04 (Pos A in Fig 3) to mutter og underlagsskive med styreverkt0y
mount the upper nut and shim in the upper recess DRlOl 7/04 (Pos Ai Fig 3) i utboringen som vist
as shown above (Fig 4). Tighten the Guide Tool over (Fig 4). Skru fast styreverktøyet (Pos Ai Fig
(Pos A in Fig 3) against the connecting rod using 3) mot veivstaken ved a bruke skruen
the screw (Pos C in Fig 3). (Pos C i Fig 3).
Note: Make sure that the wing screw (Pos B in NB! Påse at vingeskruen (Pos B i Fig 3) ikke er
Fig_3) is not below the inner surface of the skrudd inn forbi den indre overflaten i
Guide Tool (Pos A in Fig 4) styreverktøyet (Pos A i Fig 4).
Note: Make sure the shim (Pos D in Fig 4 and NB! Kontroller at skiven (Pos D i Fig 4 og 5) er
5) is correctly positioned under the nut! riktig plassert under mutteren!
The shim is positioned with the flat side against Skiven skal ligge med den flate siden mot
the conrod and the collar against the nut, as staken og kragen opp mot mutteren som vist på
shown in Fig 4 and 5. Fig 4 og 5.
When the bearing cap is disassembled without re- Når lagerdekselet blir montert uten at veivstaken
moving the connecting rod, special attention must har vært tatt ut av motor må en være spesielt
be made to ensure that the guide tool is correctly

Page 13:21 11:19
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positioned and verify correct assembly of the up- oppmerksom for a sikre at styreverktøyet er riktig
per bolt, nut and shim. posisjonert og at montering av øvre bolt, mutter
og skive blir riktig
Shim to be positioned as shown with

the collar side against the nut.
Skiven plasseres som vist med krage-

siden opp mot mutteren.
Figure 5:
4.2 Lower bolt: 4.2Nedre bolt:

Apply Molykote P74, part no. 706339, on the Gjengene som skrues inn i staken settes inn med
threads that are mounted into the connecting rod. Molykote P74, art.nr. 706339. Olje på bolte-
Remove remaining oil on the threads and apply gjenger tørkes av og pastaen påføres i et jevnt lag
the paste coating smoothly with a rag or brush. med kost eller klut.
The lower threads for the nut are oiled. Screw in De nedre gjengene for mutter påføres olje.
the bolt by hand. Boltene skrus inn for hånd.
Seriekoblet verktøy - høy forspenning

Page 14:21 12:19
1405
Tighten the bolt firmly to the bottom of the Trekk til bolten til bunnen av det oppgjengede
threaded hole. hullet.
Stud insertion torque: 100 Nm Tiltrekkingsmoment: 100 Nm.
Verification: Bolt length above the landing face Verifikasjon: Boltlengde etter tiltrekking skal
after tightening shall be: L = 370 +/- 1 mm. være: L = 370 +/- 1 mm.
4.3 Slide the bearing cap over the bolt until 4.3 La lagerdekselet gli langs bolten til det
landing on serration. Be sure that the cap slides stopper mot fortanningen. Følg med på at dekselet
easily in place without any restrictions, and check glir lett på plass uten motstand, og sjekk at
that the guide sleeve enters properly. styre-hylsen kommer skikkelig på plass.
4.4 Tighten the nuts by hand using the pin 4.4 Trekk til mutteren for hånd ved hjelp av
(434798). verktøypinnen (434798).
4.5 Upper bolt: 4.5 Øvre bolt:

Apply Molykote P74, part no. 706339, on the Gjengene som skrus inn i den øvre mutteren settes
threads that are mounted into the upper nut. inn med Molykote P74, art.nr. 706339. Olje på
Remove remaining oil on the threads and apply boltegjenger tørkes av og pastaen påføres i et
the paste coating smoothly with a rag or brush. jevnt lag med kost eller klut. Gjengene for den
The threads for the lower nut are oiled. nedre mutter påføres olje.
Insert the bolt in the hole and screw by hand until Sett bolten i hullet og skru for hånd til den stopper
it stops in the guide bush. Screw gently to be sure i styrehylsen. Skru forsiktig slik at verktøyet ikke
the tool does not move. forskyver seg.
Note: The bolt top face must be maximum Merk: Endeflaten på bolten må maksimalt
1,0 mm above the nut face, but not below. være 1,0 mm over mutteren, men ikke
See tolerance in Fig 4. under. Setoleranse i Fig 4.
4.6 Tighten the lower nut by hand. If necessary 4.6 Trekk til den nedre mutteren for hånd. Om
use a key on the hexagonal head to avoid the bolt nødvendig bruk en nøkkel på sekskanthodet for å
rotating. unngå at bolten roterer.
4.7 Install the hydraulic power tools 435080 4.7 Monter de hydrauliske verktøyene 435080
(DR1059/11) on upper and lower bolt. Put leading (DR1059/11) på øvre og nedre bolt.
marks on the nut and the foundation. Sett overettmerke på mutter og underlag.
For an initial tightening: Tighten the bolts as Initiell boltetilsetting: Trekk til boltene som
described in section 0.1, 0.2 and 0.3. beskrevet i seksjon 0.1, 0.2 og 0.3.
Oil pressure = 100 bar Oljetrykk = 100 bar
Note: It is important that the lower nut is Merk: Det er viktig at den nedre mutteren
tighten by means of the handle, before dreies til anlegg ved hjelp av spaken før
the oil pressure is relieved to zero. oljetrykket tas ned til null.
4.8 Remove the guide bush (DR1017/04). 4.8 Fjern styrehylsen (DR1017/04).
This in order to avoid that the guide bush is Dette for å unngå at styrehylsen kiler seg fast
becoming locked between the nut and the conrod, mellom veivstaken og mutter, og dermed blir
and thereby difficult to remove.The wing screw vanskelig å ta av. Vingeskrue (Pos B i Fig 3) kan

Page 15:21 13:19
1405
(Pos Bin Fig 3) can be used to help remove the brukes for a lette demontering av styrehylsen (Pos
guide bush (Pos A in Fig 3). A in Fig 3).
4.9 Main tightening: Tighten the bolts as 4.9 Endelig boltetilsetting: Trekk til boltene som
described in section 0.1, 0.2 and 0.3. beskrevet i seksjon 0.1, 0.2 og 0.3.
Oil pressure = 635 bar. Oljetrykk = 635 bar
Ensure that the bearing shells are correctly fitted Kontroller at lagerskålene ligger korrekt både før
both before and after final tightening. og etter endelig tiltrekking.
4.10 Important! Check that bolt top face is maxi- 4.10 Viktig! Kontroller at endeflaten på bolten er
mum 1,0 mm above the and not below the nut face maksimalt 1,0 mm over mutteren og ikke under
(see Fig 4). Use a slide calliper or similar. (se figur 4). Bruk et skyvelære e.l.
This is important to avoid that the bolt crashes Dette er viktig for å unngå at bolten kolliderer
into the engine block or cylinder liner! med motorblokk eller sylinderforing!
Check that the shim is positioned with the collar Kontroller at skiven er plassert riktig vei, med
side against the nut, and that the collar is correctly kragen opp mot mutteren. Kontroller også at
positioned around the nut. Verify that the leading kragen ligger jevnt rundt mutteren. Kontroller at
marks on the nuts have moved. overettmerkene på mutrene har flyttet seg.
5.0 Big end bearing bolts - 3 piece 5.0 Veivlagerbolter - Marinehode

connecting rod veivstake
Upper bolts - 3 piece connecting rod
Øvre bolter - Marinehode veivstake
Big end bearing bolts - 3 piece connect-

ing rod
Veivlagerbolter - Marinehode veivstake
5.1 Screw in the bolts by hand, and tighten the 5.1 Skru inn boltene for hånd, og trekk til boltene
bolts to the bottom of the threaded hole. til bunnen av det oppgjengede hullet.
Stud insertion torque: 100 Nm Tiltrekkingsmoment: 100 Nm.
Verification: Bolt length above the landing face Verifikasjon: Boltlengden over delingsplanet skal
after tightening shall be: etter tiltrekking være:
L = 300 +/-1,3 mm. L = 300 +/- 1,3 mm.

Page 16:21 14:19
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5.2 Slide the bearing cap over the bolts until 5.2 La lagerdekselet gli langs boltene til det
landing. Be sure that the cap slides easily in place stopper. Følg med på at dekselet glir lett på plass
without any restrictions. uten motstand.
5.3 Tighten the nuts by hand using the pin 5.3 Trekk til mutrene for hånd ved hjelp av
(434798). Put leading marks on the nut and the verktøypinnen (434798). Sett overettmerke med
foundation. tusj på mutter og underlag.
5.4 Install the hydraulic power tool 434913 5.4 Monter det hydrauliske verktøyet 434913
(DR1059/09). (DR1059/09).
and 0.3. Oil pressure P = 780 bar. og 0.3. Oljetrykk P = 780 bar. Kontroller at lager-
Ensure that the bearing shells are correctly fitted skålene ligger korrekt både før og etter endelig
both before and after final tightening. tiltrekking.
6.0 Upper bolts (M30x2) - 3 piece 6.0 Øvre Bolt (M30x2) - Marinehode
connecting rod veivstake
6.1 Screw in the bolts by hand, and tighten the 6.1 Skru inn boltene for hånd, og trekk til boltene
bolts firmly to the bottom of the threaded hole. til bunnen av det oppgjengede hullet.
Stud insertion torque: 50 Nm Tiltrekkingsmoment: 50 Nm
Verification: Bolt length above the landing face Verifikasjon: Boltlengden over delingsplanet skal
after tightening shall be: etter tiltrekking være:
L = 146+/-0,8 mm. L = 146 +/- 0,8 mm.
6.2 Slide the shank carefully over the bolts until 6.2 La skaftet gli langs boltene til det stopper.
landing. Be sure that the cap slides easily in place Følg med at skaftet glir lett på plass uten mot-
without any restrictions. stand.
6.3 Tighten all four nuts by hand using the pin 6.3 Trekk til alle fire mutrene for hånd ved hjelp
(434798). Check with a 0,03 [mm] feeler gauge av verktøypinnen (434798). Sjekk med 0,03 [mm]
that the shank bear against the shim at both ends føleblad at skaftet ligger an mot shim på begge
of the contact surface. endene av kontaktflaten.
6.4 Install 2 pcs. of the hydraulic power tool 6.4 Monter 2 stk av det hydrauliske tiltrekkings-
707855. Mount the flexible hoses as described in verktøyet 707855. Fest de fleksible slangene som
section 0.2. beskrevet i seksjon 0.2.
This power tool is equipped with set screws Dette verktøyet er montert med settskruer (pos. 2)
(pos. 2) locking the power tool nuts (pos. 3) to the for låsing av verktøymutter (pos. 3) til verktøyets
puller bars (pos. 1) (ref. Appendix 1). trekkbolt (pos. 1) (ref. Appendix 1).
In order to avoid that the set screws move, a For å unngå at settskruene flytter på seg, så skal
spanner AF22 on the puller bar must be used man bruke fastnøkkel NV22 på trekkbolten når

Page 17:21 15:19
1405
when the pistons shall be screwed/pressed back stemplene skal skrues/presses tilbake i verktøyet
into the tool (i.e. not use torque on the nut). (dvs. ikke bruke moment på mutteren).
Screw the puller bars on to the upper connecting Skru trekkboltene på de øvre veivstakeboltene til
rod bolts until the pistons (pos. 4) reaches the stemplene (pos. 4) er i bunn og mutrene (pos. 3)
bottom and the nuts (pos. 3) is resting against the har anlegg mot stempel.
pistons. Turn the puller bars backwards ¼ to ½ Roter deretter trekkboltene tilbake ¼ til ½
revolution. omdreining.
Tighten the bolts as described in section 0.1 and Trekk til boltene som beskrevet i seksjon 0.1 og
0.3. Oil pressure P = 1150 bar. 0.3. Oljetrykk P = 1150 bar.
Note: The marking on the pistons (pos. 4) must Merk: Merke på stemplene (pos. 4) må aldri
never be visual above top of the tools. See være synlig over kanten på verktøyet. Se
also Appendix 1 for more information. også Appendix 1 for mer informasjon.
7.0 Cylinder head bolts 7.0 Sylinderdekselbolter

7.1 Tighten the bolts firmly into the engine block. 7.1 Trekk til boltene mot motorblokken.
7.2 Install the cylinder head and tighten the nuts 7.2 Monter sylinderdekselet og trekk til mutrene
by hand using the pin (434798). for hånd ved hjelp av verktøypinnen (434798).
7.3 Install hydraulic power tool 434475 (DR1051/ 7.3 Monter det hydrauliske tiltrekkingsverktøyet
51). 434475 (DR1051/51).
Generally used tool-sleeve 306668, 306671 and Generelt brukes verktøyhylse 306668, 306671 og
bolt extends DR977/02. bolteforlenger DR977/02.
For B35:40L (marine gas with effect from engine For B35:40L (marine gass, fra og med motor-
number 21000 —›) is used: nummer 21000 —›) brukes:
4 pcs. tool-sleeve numbered 309242 4 stk. verktøyhylser med nummer 309242
(or tool-sleeve 307945) (eventuelt verktøyhylse 307945)
1 pcs. tool-sleeve 306668 1 stk. vektøyhylse 306668
1 pcs. bolt extends DR 977/02 1 stk. bolteforlenger DR 977/02
Used with lever 438665. Brukes sammen med spake 438665.
B35:40V (marine gas, with effect from engine B35:40V (marine gass, fra og med motornummer
number 19004 —›) is used: 19004 —›) brukes:
4 pcs. tool-sleeve with number 309242 4 stk. verktøyhylser med nummer 309242
1 pcs. bolt extends DR 977/02 1 stk. bolteforlenger DR 977/02
Used with lever 438665. Brukes sammen med spake 438665.

Page 18:21 16:19
1405
and 0.3. og 0.3.
Oil pressure: Oljetrykk:

P = 850 bar for B3X:40 P = 850 bar for B3X:40
For mounting of hydraulic tools, see drawing For montering av hydraulisk tiltrekkingsverktøy,
DR1063/90. se instruksjonstegning DR1063/90
For B35:40L and B35:40V use drawing For B35:40L og B35:40V brukes instruksjons-
DR1140/15. tegning DR1140/15.

Page 19:21 17:19
1405
Appendix 1 Appendix 1
Drawing of hydraulic power tool 707855 Tegning av hydraulisk verktøy 707855
Position and torque data needed in order to Posisjonsdata og tiltrekkingsmoment som må
assembly the tool after replacement of seals. brukes ved montering av verktøy etter skifte av
tetninger.
This power tool is equipped with set screws lock- Dette verktøyet er utstyrt med settskruer for låsing
ing the power tool nut to the puller bar. This in av verktøymutter til verktøyets trekkbolt. Dette
order to assure correct position of the threads in for å sikre korrekt posisjon for gjengene i
the puller bar versus the threads on the upper trekkbolt mot gjenger på de øvre veivstake-
connecting rod studs. boltene.
Set screws (pos. 2) shall be screwed into same Settskruer (pos. 2) skal skrues fast på samme plass
position as before dismantling. Normally a som før demontering. Vanligvis er det
hole is drilled in the puller bar (ref. picture). boret et hull i trekkbolten (ref. bilde). Tilsettings-
Torque to be used shall be 7 [Nm] and "Loctite moment skal være 7 [Nm] og låsemiddel som
243" to be used for thread locking on the brukes på settskrue-gjengene er "Loctite 243".
set screw threads.
Check then that the distance to the puller bar Kontroller deretter at avstanden til trekkbolt fra
from bottom of the tool is 36 ± 0,4 [mm] when : bunn av verktøy er 36 ± 0,4 [mm] når :
- pistons are positioned in bottom of tool (i.e. - stemplene er i bunn i verktøyet (dvs. skrudd
pressed together). sammen).
- nut (on puller bar) bear against the piston. - mutter (på trekkbolt) ligger an mot stempelet.

Page 20:21 18:19
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Working length for piston Arbeidslengde for stempel

Max working length for the piston is 6 mm. When Største arbeidslengde for stempelet er 6 mm. Når
the piston is in the extreme position (i.e. after a stempelet er i sin ytterste posisjon så vil sporet i
movement of 6 mm) the groove in the piston will stempelet ligge i samme plan som topplanet på
be at the same level as the top plane of the tool. verktøyet.

Page 21:21 19:19

Date 31 Oct 2017
Page 1 of 3
RECOMMENDED ACTION
Function critical engine parts and systems

B32:36, K25:30, B32:40, B35:40 All fuel types

To ensure safe and stable operation, it is important to inspect function critical engine components and systems
regularly, as specified in the service manual and on the routine maintenance schedule (RMS). A malfunction of a
function critical component or system may cause severe and costly consequential damages to the machinery. Such
damages are often irreversible, meaning that major components such as crankshaft, engine block and power pack
must be completely replaced.
This service letter provides a summary of the parts and systems that require special attention, to make it is easier
for the plant personnel to prioritize tasks and service the equipment correctly. By keeping these areas under control
with proper maintenance, the likelihood for a breakdown is significantly reduced, while engine availability is
optimized.
Parts and systems that require special attention include, but are not limited to, the following:
Instr. Component Task Severe consequences if not done

Check for possible ovality, fretting or Any irregularities may lead to reduced clearances with
damaged bolts and threads, control consequential bearing seizures and potentially an uncontained
3201
Connecting rods the bearing house surface finish crankshaft breakdown. Any bolt/thread breakages will release the
3202
(cleanliness/roughness) according to connecting rod from the engine leading to uncontained* damages
RMS. with hazardous situations.
Always replace bearings at indicated
RMS intervals, and install as specified
in the service manual. Any indication
of a starting bearing problem such as
Defect bearings will lead to reduced clearances, bearing seizures
increased splash oil temperature/high
3202 Big end and main and potentially consequential damage to crankshaft beyond repair.
oil mist concentration must be taken
2201 bearings Any bolt/thread breakages will release the connecting rod from the
seriously and followed up with a
engine, causing uncontained* damages and hazardous situations.
bearing inspection. Do not restart the
engine before the root cause of the
alarm situation has been detected
and rectified.
If refitting/modification during the
plant’s service life is required: pipes
External pipes on
must be perfectly clean (no traces of Contaminated lube oil can enter the engine and damage bearings.
Instr. clean side of the lube
grinding fragments, dust, debris, This may potentially lead to an uncontained* engine breakdown
manual oil system (after lube
welding slag) before refitting the requiring crankshaft and/or engine block replacement.
oil filter)
piping system. Open pipes/flanges
must be sealed during service works.
When operating close to or above max differential pressure,
Monitor differential pressure: filter
contaminated lube oil can enter the engine and damage bearings.
8206 Lube oil filter inserts must be replaced well before
This may potentially lead to an uncontained* engine breakdown
reaching max differential pressure.
requiring crankshaft and/or engine block replacement.
Ref. SL-RE-2017-044
Service letter Date 31 Oct 2017

Page 2 of 3
RECOMMENDED ACTION

Wrong lube oil can cause soothing, corrosion of engine
Perform regular lube oil analysis and components (bearings, gear wheels), and blocking of the lube oil
make use of lube oil recommended filter (caused by high lube oil viscosity and sludge). If the lube oil
1502 Quality of lube oil fed
by Rolls-Royce. The lube oil filter is blocked, the temperatures will increase, lube oil pressures
1503 to the engine
composition and quality must always will decrease, and the by-pass will open/filter will collapse. This will
match operational parameters. lead to bearing seizures with potential uncontained* damages to
crankshaft, engine block and turbocharger.
A defect shutdown system may cause hazardous situations and
Regular function testing of all
potentially an engine breakdown. For HFO engines in particular,
Automatic shutdown automatic/manual safety functions
1501 the last overspeed barriers/pneumatic shutdown cylinders on the
systems must be done according to the
fuel pumps are vital to avoid an uncontrolled overspeed situation
service manual instruction.
and an uncontained* major breakdown.
Leaking fuel/lube oil/gas can cause fire and/or explosions. Water
Inspect regularly to detect any crack
All flexible leakage can cause scolding and personal injuries. A damaged
- development in the steel, or
connections turbocharger air intake can cause a contained turbocharger
porosity/cracks in rubber parts.
breakdown requiring replacement of the complete unit.
Cylinder head valve Damaged valves will cause excessive temperatures, mechanical
4301 clearance/valve gear Check clearances and make sure the forces, stress and vibrations that may eventually damage
2401 system (rocker arm assembly is correctly adjusted. camshaft, pistons, cylinder heads, cylinder liners and the
assembly) turbocharger.
Wrong adjustment may cause local boiling of HT water that will
cause erosion, premature wear and reduced lifetime of cylinder
Ensure correct adjustment of the
8501 Cooling water system heads, the engine block, pumps, valves (thermostatic/regulating
cooling water flow.
valves) and plastic deformation of the cylinder head valve and
valve seats due to excessive heat.
Make sure that a stable and
controllable non-corrosive
environment in the cooling water
A corrosive cooling water environment will cause gradual
jacket is established from day one,
degradation of surfaces in contact with coolant. This will lead to
and maintained during the entire
reduced heat transfer and local overheating which will accelerate
service life of the engine. Monitor the
further degradation and cause water leakages, hammering of
Jacket cooling water coolant quality regularly by coolant
8501 valve seats, waterlock, damaged O-rings, corroded water pumps,
quality analysis and condition control to
water penetration in lube oil, and in general, corrosive wear of all
ensure the non-corrosive
components in contact with the cooling water. Such wear will
environment is maintained. Consult
reduce the lifetime of critical engine components significantly and
the local specialized coolant provider
may eventually lead to a major breakdown.
regularly to ensure that the coolant
composition is optimized for the local
conditions of the specific plant.
Impurities will lead to premature wear of nozzles and fuel pumps,
clogged piston rings, damaged inlet/exhaust valves by hot
corrosion. The result of these abnormalities will be increased
Make sure that HFO viscosity is
Quality of fuel oil fed exhaust temperatures and increased fuel consumption. The
7202 correct and that the quality of fuel fed
to the engine (HFO turbocharger will be exposed to carbon build-up which will reduce
7401 to the engine is according to
engines) its efficiency. Too high viscosity will lead to excessive mechanical
specifications.
stress that will damage the fuel pump drive, which may lead to a
cam lobe surface breakdown. Lifetime of costly components is
significantly reduced.
Ref. SL-RE-2017-044
Service letter Date 31 Oct 2017

Page 3 of 3
RECOMMENDED ACTION

Electronical parts, wires and control shaft/fuel rack bearings can
be burnt/overheated and lead to unscheduled stops and costly
Look for exhaust leakages during the
7301 Exhaust system repairs. Consequential excessive surface temperatures on
daily inspection.
external covers and heat radiation from escaped exhaust gases
can represent an HSE risk.
Monitor the back pressure and look The engine can be exposed to thermal overload and increased
Exhaust back for rising trends. Always operate fuel consumption. Instability in the air/fuel ratio may in a worst
7301
pressure compliant to Bergen Engines case scenario lead to uncontrolled combustion in the exhaust
specifications. system.
A malfunctioning/unbalanced ventilation system may lead to a
series of consequential situations that will shorten lifetime and
performance of the plant:
Do not override an automatic 1. Overheated generator
ventilation system, unless 2. Overheated combustion air
Engine room
- temporarily, in consultation with the 3. Overheated instrumentation
ventilation
supplier. Always operate compliant to 4. Overheated engine room
Bergen Engines specifications. 5. Oil leakages (caused by excessive delta pressure engine
room versus crankcase)
6. In arctic climates overriding may cause crankcase oil
leakages and engine overload
Please note that the list may not include every possible scenario and is limited to the core engine only. Any
consequential damages, premature wear or malfunction/defects to systems and components, may release Bergen
Engines from their obligations under an open contract with the client if negligence by the operator has been a
contributing factor. The operators must at any time operate in full compliance to the entire set of service instructions
provided by Bergen Engines AS and maintain a set of documentation (logbook) where the daily activities are
written down item by item.
*RR is always striving to minimize the risk of uncontained incidents when designing our products. However, in
general, a reciprocating engine incorporates oscillating/rotating parts hence the risk cannot be ruled out completely
in a situation where the engine is operated with a defective function critical part or a malfunctioning safety system.
Therefore the main purpose of this bulletin is to emphasize the importance of earliest possible detection of
defects/malfunction related to function critical parts and systems.
IMPORTANT: DO NOT RUN THE ENGINE BEFORE THE DEFECT/MALFUNCTION IS RECTIFIED!

Ref. SL-RE-2017-024
Service letter Date 21-Sep-2017

Page 1 of 1
RECOMMENDED ACTION
Replacement intervals for big end bearing bolts and connecting rod bolts
B32:40 HFO/MDO with three-piece connecting rod

1502, 1405

This service letter is to inform you about the introduction of a replacement interval for
function critical bolts on the three-piece connecting rod.
Connecting rod
bolts
Description
The service manual highlights the importance of inspecting the big end bearing bolts and
connecting rod bolts to ensure that they are “absolutely clean and flawless” before assembly.
A malfunction of a function critical component may cause serious consequential

damages to the machinery.
Big end bearing
bolts
To increase safety, and remove the need for a highly requiring inspection of all bolts, we
have introduced a default replacement for both big end and connecting rod bolts as follows:
Service task Replace

Big end bearing bolts 20.000 hrs
Connecting rod bolts and shims 40.000 hrs
Important: If removal of the bolts is required in between the RMS intervals, it is of utmost importance to ensure that
they are in flawless condition before reuse. If in doubt, the components must be replaced with new bolts, and we
therefore recommend to have extra bolts in the contingency stock.
An updated RMS (Routine Maintenance Schedule) reflecting the above, will be distributed shortly.


Date 29 Aug 2017
Page 1 of 2
RECOMMENDED ACTION
Maintenance instructions for air bend

B35:40V, B32:40V with air bend collector PN 600649

7105

Feedback from service indicates that there is a need for a more detailed description of maintenance related to the air
bend assembly.
Description
During maintenance it is sometimes necessary to dismantle the turbocharger air bends. The air bends are made of
aluminum alloy, and the bolt thread inserts in the bolted connection between the air bend
and the collector are made with Helicoils (shown on the picture). It is important to always
inspect the Helicoil inserts and replace them if they are damaged.
If the bolted connection between the air bend and the collector has been loosened and
retightened many times and/or the bolt connection has been overtightened, the bolt
connection must be inspected, and the Helicoil inserts must be replaced if required. It is of
utmost importance that correct tightening torque is applied to the bolts when the air bends
are re-assembled. Overtightening of bolts and Helicoils will eventually loosen the Helicoil
inserts, causing the air bend to detach from the engine. The mating surfaces between the air bend and the collector
must be aligned and in a good condition. If any misalignment is found, the defect part must be replaced.
Important: the gasket must be replaced every time the air bend assembly is dismantled.
WARNING: The bolted connection between the air bend and collector, including the Helicoil inserts, must be in a good
condition to avoid that the Helicoil inserts are pulled out of the aluminum material of the collector. If the air bend
loosens, the air pressure can potentially lift the air bend off the engine and expose personnel close to the engine to
danger.
The tightening torque for the bolted connection between the air bend and the collector is 70Nm.
If it becomes necessary to replace parts of the air bend assembly, we recommend to upgrade to the current BV-G2
standard made from cast iron. Please contact your local service office for further information.
An illustration of the air bend assembly follows on the next page.

Europe: +31 20 700 6474, Americas: +1 312 725 5727, Asia: +65 6818 5665 Or E-mail: service.bergen@rolls-royce.com
Ref. SL-RE-2017-030
Service letter Date 29 Aug 2017

Page 2 of 2
Page 2 of 2
RECOMMENDED ACTION
The illustration below indicates the positioning of the bolted connection between the air bend and the collector.
The turbocharger assembly differs based on cylinder configuration.
Bolted connections between

air bend and collector


Date 21 Mar 2017
Page 1 of 3
RECOMMENDED ACTION
Test of overspeed protection

B32:40, C25:33 Liquid fuel

The applicable equipment is equipped with an electrically activated pneumatic emergency and overspeed shutdown
system. The proper function of the emergency shutdown system is safety critical in order to protect the engine from
overspeeding in case of lost load/speed control or in case there is a need to stop the engine due to an emergency
situation. It is of imperative importance for safe operation of the generator set that the emergency shutdown system is
kept operational and in a good working order at any time.
If there are any doubts about the system’s condition at any stage in the operational life of the engines, the following
four-steps procedure must be performed to validate proper function of the safety barriers in order to minimize the risk
of excessive consequential damages.
Description
1. Test of emergency stop: this will test the solenoid valve 77SA and fuel injection pump pneumatic shut down
cylinders while the engine is stationary.
2. Test of pneumatic actuation system with the engine running.
3. Test of overspeed trip: this is required to verify speed measurement and the electronic/electrical part of the
safety system with the engine running.
4. Final verification that the overspeed trip was triggered by the safety system, and that it engaged 77SA to fully
close all injection pumps.
Step 1 – Test of emergency stop function

1. The engine must be stopped during this test.
2. Move the switch on the safety PLC from RUN to STOP.
3. Make sure fuel racks with linkages are moving freely without friction and backlash for all injection pumps.
4. Set the fuel rack manually to 15-20 mm pump index. Verify that each injection pump is approximately in this
position. Any pump deviating from this may have a sticking control rack, if so this must be rectified before the
engine is restarted.
5. Push the emergency stop button.
6. Check that all pumps are forced to 0 mm control rack index (CRI). Try to move the fuel rack on each individual
injection pump. It should require substantial force to overcome the force from the built-in pneumatic shutdown
cylinders.
7. Deactivate the emergency stop button.
8. Repeat for all relevant emergency stop buttons.
9. Move the switch on the safety PLC from STOP to RUN.
Ref. SL-RE-2017-008
Service letter Date 21 Mar 2017

Page 2 of 3
RECOMMENDED ACTION
Step 2 – Test of pneumatic actuation system

This test will verify that the pneumatic actuation is functional whilst working against
the fuel rack actuator force.
1. Run the engine at rated speed with no load (i.e. generator breaker open).
The engine may also run at idle speed for this test.
2. Flip the red manual override switch on 77SA (see figure to the right). This
should provide air pressure to the pneumatic shut down cylinders in each
injection pump.
3. Verify that the engine stops rotating by looking at the flywheel.
4. Press the emergency stop button to issue a “Stop” command in order to
reset the control system.
5. Flip the red, manual override switch back to normal operating position.
Step 3 – Test of overspeed protection system

In this test, speed is increased to 115% of rated speed by manually increasing
fuelling, by pulling the lever on the control shaft. This is done to trigger the overspeed
protection system. The engine speed should under no circumstance be increased to
more than 120% of rated speed when performing this test.
It is very important that the person performing the test simultaneously monitors the speed at the engine console to
make sure that the overspeed protection is working correctly. If there are no practical means to read engine speed
from the position of the control shaft lever, the test requires one additional person monitoring the speed from the
engine control room panel (ERC), and adequate means of communication between the two persons. This precaution
ensures that the engine is not exposed to critical overspeed during the test in case of a defective overspeed protection
system.
WARNING
When testing the overspeed protection system, it is very important to be prepared to manually stop the fuel supply in
case of an emergency. The lever on the control shaft should be used for this purpose. See sign beneath lever for
direction. The emergency stop button(s) can also be used to shut off fuel if moving the control shaft is not successful.
The overspeed protection system should be tested as follows:

1. Run the engine at rated speed with no load (i.e. generator breaker open).
2. Verify that the analogue dial indicator, and the digital speed indicator on the governor page (see pictures on
next page), are both reading approximate rated speed before starting the test. Monitor both indicators as
speed increases during the test.
3. Carefully increase the fuel rack manually until engine speed reaches set point for overspeed shutdown (115%
of rated speed).
4. If the (electro) pneumatic overspeed mechanism is not activated at the specified speed, reduce the speed of
the engine back to normal and stop the engine. The overspeed protection system fault must be found and
rectified before restarting the engine.
Ref. SL-RE-2017-008
Service letter Date 21 Mar 2017

Page 3 of 3
RECOMMENDED ACTION
Step 4 - Final verification

Note that for additional safety, the governor system has a separate overspeed Major Alarm. The governor is normally
capable of stopping the engine by commanding the fuel actuator to fuel rack position zero. Consequently, it must be
verified that the overspeed trip test really did trigger the overspeed protection system, and that it did engage the
pneumatic solenoid valve 77SA.
Immediately after successfully performing step 3 above, check the following:

1. To verify that the safety system’s digital output and associated relay is fully functional: check that all fuel racks are
forced to 0 mm. Try to move the fuel rack on each injection pump. It should require substantial force to overcome
the force from the pneumatic shutdown cylinders.
2. To verify that the speed measurement and overspeed protection logic are functioning correctly: check that the
overspeed alarm from the safety system has been recorded on the “shutdown page” of the local panel on the
engine – 61XS must indicate the status “shutdown”.
3. Press the “Reset” button to reset alarms and release the fuel pump shutdown cylinders.


Date 17-FEB-2017
Page 1 of 1
RECOMMENDED ACTION
Inspection of big end bearing studs

B32:40, B35:40, K25:30 gas and liquid fuel

3202

To ensure safe and stable operation, it is important to inspect function critical engine components regularly as
specified in the service manual and on the routine maintenance schedule (RMS). This service letter is to emphasize
the importance of inspecting the big end bearing studs before reassembly after service.
Description
The big end bearing studs are function critical and highly stressed components in a reciprocating engine.
Note: a malfunction on a function critical component may cause serious consequential damages to the
machinery.
The service manual instruction “Removing and installing the piston and connecting rod assembly” (3202)
emphasizes that it is important to ensure that the big end bearing studs and the threaded holes in the big end
bearing caps are “absolutely clean and flawless before assembly” since damaged or scored threads may give rise to
fatigue failure. This means that the components must not present any non-conformities such as scratches, rust,
fretting, cavitation or handling damages in order to be 100% fit for further service. If in doubt the components must
be replaced, and we therefore recommend to have extra studs in the contingency stock. Another alternative to
consider could be to include stud renewal in the standard routine when reassembling the big end after service.
Inspection guidelines for big end bearing studs

Typically, the first engaged threads are exposed to the highest load and are therefore most critical to inspect
thoroughly. During inspection, a full 360 degrees sweep of the first 3 threads is recommended. Below follows some
examples of non-conformities. Note that the pictures are enlarged and that the actual thread pitch is 3 mm.
Thread pitch is 3 mm


Date 25 Jan 2017
Page 1 of 3
RECOMMENDED ACTION
Cooling water quality and additives

B35:40, B32:40, C25:33, C26:33, K25:30, B32:36 Gas and liquid fuel

B35:40, B32:40, K25:30, B32:36: 8501
C25:33, C26:33: 1136

Our instruction on cooling water quality and additives has been reviewed and is standardized to apply for all engine
types and fuel types. The information in this service letter replaces the service manual instruction on the same topic.
Description
1. Introduction
Fresh water is used as the cooling water medium in both Low Temperature (LT) and High Temperature (HT) cooling
systems.
1.1 Cooling water quality
▲ CAUTION
The water quality must satisfy the requirements in Table 1. When supplement substances are used, the
service instructions have to be followed strictly with respect to the water quality, supplement volume
treatment and storage.
1.1.1 Cooling water treatment

To prevent corrosion, sediments and surface growth, it is vital to use inhibitors in the cooling water systems. See
Table 2.
1.1.2 Antifreeze
If a glycol and water solution of a given percentage is used as antifreeze, it will reduce the coolers capacity due to a
lower heat transfer coefficient of the fluid. Note that also when glycol is used, a corrosion inhibitor must be added.
See Table 2.
1.1.3 General
Table 2 is given as a guide, and BEAS cannot accept responsibility for problems that may be caused by the
inhibitors. If using brands equivalent to those listed here, the relevant manufacturer should be consulted about
affinity between the products.
▲ CAUTION
If just starting the treatment of cooling water, or after overhauls that might have contaminated the cooling
water system, empty and flush the cooling water system before commencing treatment to remove as much
rust as possible. If the system is exceptionally rusty it is advisable to repeat this procedure after the first
week of the treatment.
Ref. SL-RE-2017-002
Service letter Date 25 Jan 2017

Page 2 of 3
Page 2 of 3
RECOMMENDED ACTION
Table 1: Cooling water quality
Notes:
A: Jacket cooling water and closed circulating water system for radiators. It is very important to
use inhibitors in the cooling system. See “Cooling water treatment”.
B: Open recirculating cooling water in the cooling tower or the pond. (raw water system).
C: Straight through cooling water. (raw water system).
(1) ppm = mg/litre.
(2) Asterisk (*) in place of a value indicates an analysis item that must be considered in relation to all other items in
water analysis.
Ref. SL-RE-2017-002
Service letter Date 25 Jan 2017

Page 3 of 3
Page 3 of 3
RECOMMENDED ACTION
Table 2: Antifreeze and cooling water treatment: product selection guide
1.1.4 Cooling water quality for the sea water system

In order to prevent excessive fouling in the heat exchangers, algae growth inhibitors should be
introduced through the sea chest.
1.1.5 Control of cooling water quality

To ensure that the cooling water meets these Fig. 1: Control of cooling water quality
requirements care must be taken over the quality of the
raw water. Cooling water control inspections should be
made at the frequency specified in the RMS. Samples of
cooling water are to be drained from the engine for
laboratory analysis.
The RMS describes minimum frequency of sampling of

cooling water.


Page 1 of 2
RECOMMENDED ACTION
Fire hazard prevention

All MDO/HFO engines
Description
Maintenance is an important action to prevent fire hazards.
To prevent fatal fire hazards it is important for operating personnel to perform regular inspections of all engine
equipment and components. Correct use includes observation of and compliance with the operating instructions and
maintenance and repair specifications. Unauthorized modifications to the engine represent a safety risk.
CAUTION
In order to obtain maximum performance and safe operation of the engine under all running conditions, proper care and
maintenance are required. Should, however, a fault occur during operation, it must be corrected, even if the fault seems
minor.
Fuel System
For various reasons such as age and wear, all parts of the fuel system needs to be checked regularly.
• It is important to perform regular inspection of all fuel pipes, both low pressure and high pressure pipes.
• It is important to inspect fuel pipe clamps to make sure that no wear can be spotted. If wear on pipes or clamps
are detected they need to be replaced.
• Tightening of bolts on the fuel pumps must be checked regularly, this is critical to make sure that leakages and
fire hazards are prevented.
• If leakages are detected it is important to detect the cause and replace defected components.
WARNING
Any fuel oil leakage in the high pressure fuel system can be dangerous. In addition to the fire hazard, operators must be
aware of the high pressure in the system. It is therefore important that the correct procedures and instructions are followed
carefully!
WARNING
Flexible hoses must be inspected and replaced as specified. A leaking fuel hose increases the risk of
an engine room fire! Polymer (rubber) hoses may also fail in the inner lining, shedding rubber pieces, clog the fuel supply
and cause engine shut-down.
Checking for hot spots

It is critical that all insulation and protection are functional at all times. All insulation and hot spots needs to be checked
regularly.
Keep the engine in a clean condition

Rectify any fuel or oil leaks immediately; even splashes of oil or fuel on hot components can cause fires – therefore
always keep the engine in a clean condition. Do not leave clothes soaked with fluids and lubricants lying on or near the
assembly or unit. Do not store inflammable material near the assembly or unit.
Firefighting equipment
Proper firefighting installation must be in place and maintained. Always keep suitable firefighting equipment (fire
extinguishers) at hand and familiarize yourself with their use.

Ref. SL-RE-2016-029
Service letter Date 14 September 2016

Page 2 of 2
RECOMMENDED ACTION
Control instruments
Make sure that all control and display instruments as well as the signaling and alarm systems work properly.
In addition to the instructions in this publication and in the service manual, the applicable country-specific legislation and
other compulsory regulations regarding accident prevention and environmental protection must be observed.
WARNING
The engine may present a risk of injury or damage in the following cases:
• Incorrect use
• Operation, maintenance and repair by unqualified personnel
• Modifications or conversions not developed by Bergen Engines
• Noncompliance with the Safety Instructions
If there are any insecurities regarding procedures, upgrades or other queries please do not hesitate to contact your
local Rolls-Royce representative.
To prevent fire hazard there are various actions that can be carried out. Please see earlier issued service letters with
recommended actions.
C25:33 engine:
Service Letter 120924 (MDO/HFO) Replacement of high pressure pipe and injection valve
Service letter 020417 New SOLAS regulations regarding fire protection of engine rooms
B32:40 engine:
Service Letter 121213 (MDO/HFO) Replacement of high pressure pipe and injection valve
Service Letter 061013 (B32:40L) Fuel oil high pressure pipe
B32:36 engine:
Service Letter Ref. SL-RE-2016-023 (MDO/HFO) Upgrade of LP fuel pipes
Service Letter Ref. SL-RE-2016-013 (HFO) Marine – Updated RMS
Service Letter Ref. SL-RE-2016-012 (MDO) Marine – Updated RMS
K engine:
Service Letter 000112 (MDO/HFO) HP fuel pipes and sealing collars assembly
Service Letter 000824 (L-MDO) New HP fuel pipes
Service Letter Ref. SL-RE-2016-015 (K25:30 HFO) Marine – Updated RMS
Service Letter Ref. SL-RE-2016-014 (K25:30 MDO) Marine – Updated RMS
Improved instructions for KV and KR:

Service Letter SL-RE-2016-28 Replacement of high pressure pipe and injection valve

Bergen Engines AS – Marine Services

Date 0000
Page 1 of 1
RECOMMENDED ACTION
Lubricating oil pressure values
B32:40V, B35:40V, B32:40L, B35:40L

8204
Description
This service letter is intended to ensure that all customers have the latest values for lube oil pressure. The lube oil
pressure should be set to 3.8 – 4.0 bar. This pressure range will reduce the possibility for cavitation in the big end and
main bearing surface, and also slows down any developing cavitation.
The adjustment needs to be carried out with engine in normal running condition, at normal oil temperature and at
engine rated speed. After adjustment, the rocker arm lube oil pressure needs to be verified to be at normal level but
not below 0.8 bar. If the rocker arm pressure is below 0.8 bar after the main lube oil pressure adjustment, please
contact Rolls-Royce service office for further instructions.
In case of pressure adjustment, the following must be observed:

1. Remove cap nut (Item 2) 3
2. Loosen sealing hexagon nut (Item 3)
3. Make pressure setting by adjusting the spindle (Item 1) 4
Pressure increase = Clockwise
Pressure decrease = Counter clockwise
4. Tighten sealing hexagon nut (Item 3)
Tightening torque: 35 Nm
5. Tighten cap nut (Item 2)
Tightening torque: 120 Nm

Ref. SL-RE-2013-27
Service letter Date 0000

Page 2 of 2
Page 2 of 2
RECOMMENDED ACTION
Pressure limitation (Safety valve) Pressure control valve (pilot valve)
Note: For B32:40 and B35:40 cyl. 8, 9, 16 and 20 with TPL Turbocharger
The lube oil pressure in the turbocharger may change after adjusting the main lube oil pressure. This needs to be
checked and the pressure should not be below 1.6 bar, if the value is not within the limit, please contact Rolls-Royce
service office for further instructions.
For generator sets where the generator bearings are lubricated by the main lube oil system
The lube oil pressure in the alternator may change after adjustments of the main lube oil pressure. It is therefore
important to make sure that the lube oil pressure/flow on the generator corresponds to the supplier’s specifications.


Date 15 April 2016
Page 1 of 1
RECOMMENDED ACTION
New service manual instruction for through bolt connecting rod
B32:40V and B32:40L which has been upgraded with new trough bolt connecting rod.

The following attachments will replace earlier version in the service manual instruction.

1502
Description
If your engines are upgraded with through bolt connecting rod, please replace current pages in the service manual
instruction with new instructions.
For B32:40V engine use the B32:40V package.
For B32:40L engine use the B32:40L package.


Europe: +31 20 700 6474, Americas: +1 312 725 5727, Asia: +65 6818 5665 Or E-mail: Service.bergen@rolls-royce.com
Engine B32:40L Marine
Upgrade / Oppgradering 1401
SPECIAL TOOLS FOR THROUGH BOLT CONNECTING ROD/

SPESIALVERKTØY FOR GJENNOMGÅENDE BOLT
429978 Guide Tool for Connecting Rod Nut

DR1017/04
429418 Tool for positioning Cylinder liner

DR1004/57
Extra page for through bolt connecting rod B32:40-R Special tools / Spesialverktøy
Ekstra side for veivstake med gjennomgående bolt
1405
USE OF HYDRAULIC POWER TOOL FOR BRUK AV HYDRAULISK VERKTØY FOR

TENSIONING OF BOLTS TILSETTING AV BOLTER
0.0 General A2 0.0 Generelt A2
Test and practical experience have shown that Tester og praktisk erfaring har vist at når nye
when new bolts are repeatedly tensioned, the bolter blir belastet gjentatte ganger, vil
prestress increases the first couple of times forspenningen øke de første gangene før det
before it is stabilised. This is, among other stabiliserer seg. Årsaken til dette er utjevning
things, caused by a smoothening of the av gjengene, samt at i tilfeller hvor
threads, and in cases where a hydraulic power hydrauliske tiltrekkingsverktøy brukes, blir
tool is used, a gradual squirting of the gjengene tilført noe smøremiddel.
When a hydraulic power tool is used, there Den samme effekten har også blitt observert
have been examples of similar effects as for ved bruk av hydraulisk verktøy når gjengene
new bolts also when the threads are har blitt oljet på nytt, eller når bolter og
relubricated, or when bolts and nuts have mutrer har blitt byttet om.
changed places.
To achieve the prescribed prestress, critical For å sikre den oppgitte forspenning må
bolts have to be tensioned several times. kritiske bolter bli tilsatt flere ganger. Når et
When a hydraulic power tool is applied, the hydraulisk tiltrekkingsverktøy brukes, skal
bolts are to be tensioned 3 times. boltene tiltrekkes 3 ganger.
Add engine-oil on to the bolt-ends and tighten Tilsett motorolje på gjengene i boltenes ende
the bolts firmly by hand. og trekk boltene til med håndmakt.
verktøy
A1 A1
The supporting sleeve is placed over the nut Plasser støttehylsen over mutteren, og skru
and the hydraulic tool is screwed on to the det hydrauliske verktøyet på de gjenværende
extended threads of the bolt. By means of the gjengene på bolten. Bruk spaken, ved å sette
handle, which is put into one of the holes in den inn i ett av hullene i stempelet, til å skru
the piston, this is screwed fully into the stempelet helt inn i bunnen av sylinderen
cylinder bottom. (The air vent screw must be (Avluftingsskruen må være åpen under
open during the compression). Then the kompresjonen). Stempelet (med sylinderen)
piston (with the cylinder) is turned ¼ - ½ blir så skrudd ¼ - ½ tørn ut.
revolution outwards.
It is important that the above instructions are Det er viktig at de ovenstående instruksjoner
followed, otherwise the parts may be forced er fulgt, ellers kan delene presses fra
apart and the gasket may burst, or it may hverandre og pakningen kan ryke, eller det
become impossible to unscrew the tool after kan bli umulig å demontere verktøyet eller at
the pressure has been relieved. oljetrykket har blitt fjernet.
Connect the flexible hoses to the hydraulic Fest de fleksible slangene til det hydrauliske
Use of hydraulic power tool for tensioning of bolts B/E 0304 Bruk av hydraulisk verkt y for tilsetting av bolter
Page 1:3 1:3
1405
tools, close the air vent screw, and pressurize verktøyet, lukk lufteskruen og sett oljetrykket
the oil to specified value. til den spesifiserte verdi.
Note: Protecting glasses and gloves must be Merk: På grunn av høyt oljetrykk må
used in order to prevent injuries in case øyebeskyttelse og hansker brukes for å
of highpressure pipe failure, etc. unngå skader i tilfelle slangebrudd e.l.
connection should be tightened sammenkobling må trekkes til samtidig
simultaneously if nothing else is dersom ikke annet er spesifisert. Benytt
specified! Use distribution block. fordelerblokk.
Note: Never pressurize an un-connected male Merk: Trykksett aldri en ikke tilkoblet
connector! hannkobling!
Note: Before pressurizing the tool, make sure Merk: Før trykksetting av verktøyet, sjekk at
must be within a range of ± 5 bar of given innenfor ± 5 bar av det oppgitte trykk for
pressure for each bolt-type. hver boltetype.
0.2 Procedure for tensioning of bolts 0.2 Prosedyre for tiltrekking av boltene
A2 A2
The bolts shall be re-tensioned by hydraulic Boltene skal tiltrekkes med hydraulisk
power tool 3 times before the tool is removed. tiltrekkingsverktøy 3 ganger før verktøyet
During the tightening procedure a control of fjernes. Under tiltrekkingen skal det spesielt
proper pipe attachment is required. At the end kontrolleres at slanger er skikkelig tilkoblet.
of the tightening job a visual examination of Før jobben er ferdig skal det ved å visuelt
the leading marks shall verify that the nuts kontrollere overettmerkene verifiseres at
have rotated. The following bolt tension mutrene har rotert. Følgende prosedyre skal
procedure applies: overholdes:
1. Tighten the nuts by hand and put leading 1. Mutrene skrues til anlegg for hånd og det
marks between nut and foundation. settes overettmerke mellom mutter og
underlag.
2. Mount the hydraulic tool as described in 2. Verktøyet monteres som beskrevet i avsnitt
section 0.1. 0.1.
3. Pressurize hydraulic tool to specified 3. Oljetrykket pumpes opp til spesifisert
presssure. verdi.
spaken.
6. Pull at the pipes near the tools to verify 6. Dra i slangene for å kontrollere at de er
proper connection. When tightening the big skikkelig tilkoblet. Ved tilsetting av
end bearing bolts and counterweight bolts, veivlagerbolter og kontravektbolter skal
disconnect the pipes from the tools and som en ekstra sikkerhet slangene
remount them on the opposite tool as a demonteres fra de to verktøyene og
special precaution. monteres på nytt, denne gang på motsatt
verktøy.
7. Pressurize hydraulic tool to specified 7. Oljetrykket pumpes opp til spesifisert verdi
Page 2:3 2:3
1405

8. Mutteren settes ytterligere til ved hjelp av
8. Additionally tighten the nut by means of spaken.
the handle. 9. Oljetrykket tas helt ned til null.
9. Relieve the oil pressure. 10. Oljetrykket pumpes opp til spesifisert
10. Pressurize hydraulic tool to specified verdi for tredje gang.
pressure for the third time. 11. Mutteren settes ytterligere til ved hjelp av
the handle. 12. Oljetrykket tas ned til null og verktøyet
12. Relieve the oil pressure and remove the demonteres.
hydraulic tool. 13. Ved hjellp av overettmerkene kontrolleres
13. Verify that all nuts have turned by det at samtlige mutre har rotert. Dersom en
checking the leading marks. If one of the mutter har liten eller ingen rotasjon, har
nuts shows zero or small rotation, the bolt bolten ikke fått den korrekte forspenning. I
has not been properly pretensioned. In that så fall må verktøy og montering av dette
case the tool has to be controlled and kontrolleres før tilsettingsprosedyren i
remounted before the bolt tensioning avsnitt 0.2 gjentas.
procedure in section 0.2 is repeated.
1.0 Vedlikehold av hydraulisk verktøy
1.0 Maintenance of the hydraulic tool
For at det hydrauliske verktøyet med utstyr skal
For the hydraulic tool to work satisfactory at any virke tilfredstillende, er det viktig at det brukes og
time it is very important that it is used and stored oppbevares på en betryggende måte.
properly.
Etter bruk skal verktøyene rengjøres og innven-
After use, the hydraulic tool must be cleaned and dige gjenger smøres inn med grease. Delene opp-
internal threads inserted with grease. The parts are bevares samlet i en verktøykasse, og må ikke
stored in a tool box, and must only be used for the benyttes til andre formål enn de foreskrevne.
prescribed purpose.
Som trykkolje kan vanlig smøreolje benyttes.
Ordinary lub.oil can be used as pressure oil, but it Denne må være fri for vann og urenheter som kan
must be free of water and impurities which can skade tetningsringene. Blir det behov for utskift-
damage the sealing rings. If it is neccessary to ing av O-ringer og støtteringer, må stemplet
change the O-rings and the supporting rings, the pumpes ut av sylinderen. Ved montering av støt-
piston must be pumped out of the cylinder. The teringene må disse først oppvames i olje til 75 - 80
supporting rings must be heated in an oil bath to °C.
75 - 80 °C before they are installed.
Manometeret på den hydrauliske pumpen må
The pressure gauge must at any time show the være kalibrert og vise riktig trykk, og det bør der-
correct pressure, and it ought to be checked at for kontrolleres minst hvert annet år. Dersom det
least every second year. If the pressure gauge has viser feil eller er blitt skadet, må det skiftes.
any defects, it must be replaced.
Høytrykkspumpen etterfylles med olje gjennom
Refill the high pressure pump and check the oil plugghull i oljebeholderen. Oljemengden kontrol-
level by means of the oil level control stick. See leres ved hjelp av peilepinnen. Se separat instruk-
separate instruction in Chapter 9. sjon i kap. 9.
Page 3:3 3:3
1702
TABLE FOR TIGHTENING SPECIFICATIONS FOR BOLTS (B32:40) 432763

See also “ Tightening of bolts in general” (1703)
TABELL OVER TILSETTINGSDATA FOR BOLTEFORBINDELSER (B32:40) 432763
Se også “Tilsettingsdata for bolteforbindelser, generelt” (1703)
Torque/
Lubr./ +degs.of
angular
locking
rotation Ref. instr.no.
Ref. Bolts connections / Screw Bolteforbindelser/ Adhesive Moment/ Ref. instr.nr.
no. joints Skrueforbindelser Smøre-/ +dreining i
låsemiddel grader
Nm
1 Main bearing bolts: Rammelager bolter: See See 2203/
Instruction, see chapt. 2 Instruksjon, se kap. 2 prosedure prosedure (1405)
2 Cross bolts: Tverrbolter: See See 2204/

Instruction, see chapt. 2 Instruksjoner, se kap. 2 prosedure prosedure (1405)
3 Cylinderhead bolts: Sylinderdekselbolter: See See 2404/

4 Big end bearing bolts: Veivlagerbolter: See See 3203/

5 Upper bolt of connecting Øvre bolt marinehode - See See

rod: Veivstake: prosedure prosedure
(Only if three part connecting (Kun dersom Marinehode)
rod) Instruction, see chapt. 3 Instruksjoner, se kap. 3
6 Counterweight bolts: Kontravektbolter: See See 3106/
7 Crankshaft flange pump end: Veivakselflens pumpeende:

Engine with power take-off and Motor med kraftuttak og 3103
Engine without power take-off Motor uten kraftuttak: 3101
7.1 Fitted bolts (Electroplated nuts) Passbolter (Elektrofors.
muttere) Lubr. oil
B32:40L M30 B32:40L M30 Smøreolje 900
B32:40V B32:40V 800
7.2 Bolts Strekkbolter (Elektroforsinkede
Lubr. oil
(Electroplated nuts) muttere) Smøreolje
B32:40L (Loctite 243 on B32:40L (Loctite 243 på 1700
threads) gjenger)
B32:40V M30 B32:40V M30 2000
8 Crankshaft flange, flywheel Veivakselflens, 3104
end: svinghjulsende:
8.1 Fitted bolts (Electroplated, self- Passbolter, (Elektroforsinkede,
locking nuts) selvlåsende muttere) Lubr. oil
B32:40V M33 B32:40V M33 1200
8.2 Tension bolts (Electroplated Strekkbolter (Elekroforsinkede
Lubr. oil
nuts) muttere) Smøreolje
B32:40L M39 B32:40L M39 1700
B32:40V M33 B32:40V M33 2000
B32:40(E-O) DR1034/79 H3 0613

Page 1:6 Side 1:6
1702

Torque/
Lubr./ +degs.of
angular
locking
låsemiddel grader
Nm
9 Gear wheel crankshaft Tannhjul på veivaksel 3101
Camshaft drive: drift av kamaksel
9.1 Screws on flange M20 Skruer i flens M20 Loctite 270 300
9.2 Screws on M22 Skruer M22 Loctite 270 400
gear wheel (sammenskruing tannhjul
10 Flexible gear wheel Elastisk tannhjul, 3101
Pump drive: drift av pumper:
10.1 Screws M20 Skruer M20 Lubr. oil 320
Smøreolje
11 Intermediate wheel Mellomhjul, drift av 4102

Camshaft drive: kamaksel, delmont.
11.1 Screws M24 Skruer M24 Loctite 270 650
12 Camshaft gear wheel: Tannhjul på kamaksel 4101

12.1 Screws/Selflocking Nuts M24 Skruer/Selvlåsende muttere Lubr. oil 625
Smøreolje
M24 with torque
wrench on the
(Electroplated) (Elektroforsinkede) screw head.
Med
mom.nøkkel på
skruehodet
13 Gear wheel, camshaft Tannhjul, 4101

extension kamakselforlengelse,
Governor drive: drift av regulator
14 Shaft for support of Aksel for opplagring av 4102
intermediate wheel: mellomhjul
14.1 Flange to cylinder block Flens mot motorblokk Lock washer
Lubr. oil
Screws M16 Skruer M16 Sikr.skive m/tunge
180
Smøreolje
14.2 Flange to shaft Flens mot aksel Loctite 243

Screws M16 Skruer M16 180
15 End cover with camshaft Endedeksel med kamaksel, 4101
support bearing: støttelager
16 Governor drive. Regulatordrift. 5201

Fitting of wheel to shaft: Feste av tannhjul til aksel
B32:40(E-O) DR1034/79 H3
Page 2:6 Side 2:6
1702

Torque/
Lubr./ +degs.of
angular
locking
låsemiddel grader
Nm
16.1 Selflocking nut Selvlåsende mutter
(Electroplated) M20 (Elektroforsinket) M20 250
17 Camshaft bearing: Kamaksellager: 4101

17.1 Screws M22 Skruer M22 Lubr. oil
Smøreolje
450
18 Camshaft, Clamp coupling: Klemkobling, kamaksel: 4101
18.1 Screws M20 Skruer M20 Loctite 243 See 1405

Grade 12.9 / 14.9 fasthetsklasse 12.9 / 14.9 Procedure DR 1045/46
19 Fuel oil injection pump: Innsprøytningspumpe: 7206

19.1 Socket head screw on pump Sylinderskruer på toppen av Lubr. oil
Smøreolje
top, inner M 12 pumpen, indre M12 100

Smøreolje
top, outer M 10 pumpen, ytre M10 70
19.3 Erosion plugs Erosjonsplugger 200
20 Fuel oil injection pump, Innsprøytningspumpe, 7207

mounting: montering:
20.1 Selflocking nuts M18 Selvlåsende muttere M18 Lubr. oil

Smøreolje
(Electroplated) (Elektroforsinkede) 250
21 Fuel oil injection pump drive: Innsprøytningspumpe drift: 7207
21.1 Socket head screw in clamp Sylinderskruer i klemring for Smøreolje

Lubr. oil
ring for locking the Impact låsing av støterskrue 25
screw M8 M8
21.2 Hexagon head screws for fixing Sekskantskruer for å feste Loctite 243
the guide key to the cam styrekile til støterstyring Do not spill Loctite
25
follower housing onto cam follower
piston.
22 High pressure pipe: Høytrykksrør:

22.1 Hexagon on pipe connected to Sekskant på rør festet til Lubr. oil 85 7215
Smøreolje
cylinder head (Hex 32) sylinderdeksel NV 32 DR1082/69
B32:40(E-O) DR1034/79 H3
Page 3:6 Side 3:6
1702

Torque/
Lubr./ +degs.of
angular
locking
låsemiddel grader
Nm
22.2 Nut connected to pump Mutter festet til pumpe NV 41 Lubr. oil 100 7215
Smøreolje
(Hex 41)
23 Fuel oil injection valve: Innspr.ventil: 2401
23.1 Nuts for fastening M16 Muttere for fastskruing M16 Lubr. oil 100
Smøreolje
23.2 Nozzle nut Dysemutter Chesterton 350

Ultra 785
24 Fuel oil injection valve Hylse for innspr.ventil i Nova Lube. 350 2401
sleeve, in cylinder head sylinderdekselet
25 Indicator valve: Indikatorventil: 2408
25.1 Shut off valve Stengeventil Lubr. oil 120
Smøreolje
25.2 Connecting pipe Tilslutningsrør, indikatorventil Lubr. oil 85

Smøreolje
25.3 Safety valve Sikkerhetsventil Loctite 648 200

25.4 Nuts, for fastening M12 Muttere, Lubr. oil 80
Smøreolje
for fastskruning M12
26 Starting air valve: Starteluftventil:

26.1 Clamp screwed on valve Klamp skrudd på ventil Lubr. oil 300 2410
Smøreolje
26.2 Screws for fastening M16 Skruer for fastskruing M16 Lubr. oil 120 2401
Smøreolje
27 Main lubr. oil pump, Gear Hovedsmøreoljepumpe, 8204

wheel: tannhjul:
27.1 Locking screws M8 Låseskruer M8 Lubr. oilSmøreolje 35
(Rickmeier pump) (Rickmeier pumpe)
28 Rockerarm brackets: Vippearmsbrakett: 2401
28.1 Selflocking nuts M20 Selvlåsende muttere M20 Lubr. oil 250
Smøreolje
29 Cooling water pump: Kjølevannpumpe: : 8503
B32:40(E-O) DR1034/79 H3
Page 4:6 Side 4:6
1702

Torque/
Lubr./ +degs.of
angular
locking
låsemiddel grader
Nm
29.1 B32:40L - Impeller nut B32:40L - Mutter Loctite 243 40 + 90°
(do not apply on
(Terex-Pegson pump) (Terex-Pegson pumpe shaft/imp. taper)
(Anvendes ikke
på aksel/imp. kon)
29.2 B32:40V - Impeller nut B32:40V - Mutter Loctite 243 130

(do not apply on
(Anvendes ikke
på aksel/imp. kon)
29.3 B32:40L/V - Impeller nut B32:40L/V - Mutter(RREB Molycote 1000

(do not apply on
(RREB pump) M24 pumpe shaft/imp. taper)
500
(Anvendes ikke
på aksel/imp. kon)
29.4 B32:40L - Gear wheel B32:40L - tannhjul

Lubr. oil
screws M10 skruer Smøreolje
65
(Terex-Pegson) M10(Terex-Pegson)
29.5 B32:40V - Gear wheel B32:40V - tannhjul
Loctite 270
screws M10 skruer M10 40
(Terex-Pegson) (Terex-Pegson pumpe
29.6 B32:40L/V - Gear wheel Vannpumpe, tannhjul, skruer
Molycote 1000
screws M10 M10 50
(RREB pump) (RREB pumpe
30 Guide rod for valve yoke: Styrestang for ventilåk Loctite 243 250 2401
M30x2 M30x2
31 Fitting turbocharger: Montering turbolader: 7105
31.1 B32:40L6 (TPL 65) M20 B32:40L6 (TPL 65) M20 Loctite 243 150/ + 60°
31.2 B32:40L8 and -L9 (TPL 69) B32:40L8 og -L9 (TPL69) Loctite 243 250/ + 30°
M24 M24
31.3 B32:40V12 (TPS 61) M24 B32:40V12 (TPS 61) M24 Loctite 243 780
31.4 B32:40L6CD (TPS 61) M24 B32:40L6CD (TPS 61) M24 Loctite 243 780
31.5 B32:40L8CD and -L9CD B32:40L8CD and -L9CD See 1405
(TPL 67) (TPL 67) procedure DR 1019/76
31.6 B32:40V16 (TPL67) B32:40V16 (TPL67) See 1405

procedure DR 1019/76
32 Nut, turbocharger bracket: Mutter turboladerbrakett:

32.1 B32:40L6, -L8 and -L9 M16 B32:40L6, -L8 og -L9 M16 Loctite 243 250
B32:40(E-O) DR1034/79 H3
Page 5:6 Side 5:6
1702

Torque/
Lubr./ +degs.of
angular
locking
låsemiddel grader
Nm
33 Exhaust and inlet valve Drift av luft- og 4301
drive: avgassventiler:
Do not spill Loctite
the guide key to the cam styrekile til støterstyring onto cam follower
25
follower housing M8 M8 piston.
34 Fuel oil injection pump Brennstoff

Loctite 243
Low pressure pipes Innsprøytningspumpe 40 7201
Lavtrykksrør
B32:40(E-O) DR1034/79 H3
Page 6:6 Side 6:6
2301
CYLINDER LINER SYLINDERFORING

Draw. no. 940/57 Tegn. nr. 940/57
1. Tool for removing the cylinder liner, 1. Verktøy for trekk og transport av
DR 626/99 for BR- and sylinderforing, DR 626/99 for BR- og
DR 937/11 for B32:40L engine DR 937/11 for B32:40L motor
2. Soft steel gasket with copper overlay 2. Stålpakning med kobberbelegg
3. O-ring, black *) 3. O-ring, sort *)
4. O-ring, black *) 4. O-ring, sort *)
5. Cylinder liner 5. Sylinderforing
6. Locking piece 6. Låsebrikke
7. Screw 7. Skrue
8. Positioning tool DR 1004/57 8. Posisjoneringsverktøy DR 1004/57
9. Carbon cutting ring 9. Koksring
10. Guide Pin 10. Styrepinne
*) Item no. 4, green earlier, is now identical to *) Pos. nr. 4, tidligere grønn, er nå identisk med
item no. 3, and they are delivered as a set only. pos. nr. 3, og de leveres kun som et sett.
For gasket between cylinder liner and cylinder For pakning mellom sylinderforing og sylinder-
head also see “Removing and installing the cylin- deksel, se “Demontering og montering av sylin-
der head”, 2403. derdeksel”, 2403.
The cylinder liner (5) is made of special cast iron Sylinderforingen (5) er av spesial-støpejern som
which is exactly matched to the material in the er nøye tilpasset materialene i stempelringene og
piston rings and the carbon cutting ring (9). koksringen (9). Derfor bør det kun nyttes sylin-
Therefore only cylinder liners, piston rings and derforinger, stempelringer og koksringer som er
carbon cutting rings supplied by Rolls-Royce levert fra Rolls-Royce.
should be used.
A soft steel gasket with copper overlay (2) serves Som tetning mellom sylinderforingens øvre del og
as sealing between the upper part of the cylinder motorblokken brukes stålpakning med kobberbe-
liner and the engine block. The thickness of the legg (2). Pakningens tykkelse er tilpasset for å gi
gasket is adjusted to obtain correct distance be- riktig klaring mellom stempeltopp og sylinderdek-
tween the piston top and the cylinder head. See sel.
“Clearances” 1601, and “Manufacture Data”, Se “Klaringer” 1601, og “Fabrikasjonsdata”,
0102. 0102.
If the gasket between the cylinder liner and the Dersom pakningen mellom sylinder-foringen
engine block and / or the cylinder liner have / og blokken, og / eller sylinderforingen er
has been renewed, the clearance between skiftet, må klaringen mellom stempeltopp og
piston top and cylinder head must be checked sylinderdeksel kontrolleres før prøvekjøring.
prior to starting.
After test run the tightening of the cylinder Etter prøvekjøring bør forspenningen av
head bolts should be checked. sylinderdekselboltene kontrolleres.
Cylinder liner BR/ER-O 0406 Sylinderforing

Page 1:3 1:3
2301
The two lower joints (II and III) between cylinder For de to nederste tetningspunkt (II og III) mellom
liner and engine block is sealed by four O-rings, sylinderforing og motorblokk brukes fire O-ringer
and these are delivered in one set as spare parts. som tetning, og disse leveres i et sett som re-
servedeler.
The set contains 4 identical O-rings. For BV- Settet inneholder 4 identiske O-ringer. Til BV-
engines one O-ring is redundant. O-rings and motorer er det en O-ring til overs. O-ringene
grooves must be lubricated thoroughly with og sporene skal settes inn med rikelige
grease prior to fitting. Oil is not sufficient. mengder fett før montering. Olje er ikke
Do not stretch O-rings before or during fitting. tilstrekkelig.
O-rings should be rolled evenly onto the Ikke strekk O-ringene før eller under
cylinder liner. Make sure that O-rings are montering. O-ringene bør rulles jevnt på
untwisted after entering the groove. foringen. Se til at O-ringen ikke ligger vridd i
sporet.
To prevent the O-rings from swelling, the For å unngå at O-ringene skal svelle, må
contact surfaces in the engine block and the støttebeltene i motorblokken og
cylinder liner must be cleaned free of oil and sylinderforingen tørkes helt fri for olje og
grease before fitting. mineralfett, før montering.
Apply silicon grease, type DOW CORNING- Før montering må alle fire O-ringer smøres inn
MOLYCOTE 55M, to all four O-rings before med silikonfett, type: DOW CORNING-
fitting. MOLYCOTE 55M.
When replacing the piston rings, any wear edge Ved utskifting av stempelringer må eventuelle
at the upper part of the cylinder liner must be slitekanter i sylinderforingen slipes vekk.
removed; otherwise the upper piston ring will Dersom slitekanten ikke fjernes, vil den øverste
be damaged. stempelringen bli ødelagt.
We recommend inspection of the liner after each Forøvrig anbefales det å inspisere sylinderforin-
piston withdrawal. gen ved hvert stempeltrekk.
If it is found that the honing marks from earlier Dersom en finner at ripene fra tidligere honing er
honing operations have disappeared on larger slitt vekk på større felter av sylinderens overflate,
parts of the liner surface, the whole surface must bør hele overflaten rues på nytt ved hjelp av hon-
be roughened by means of honing. ing.
The purpose of the honing is to remove the Hensikten med honing av en sylinderforing er å
smooth surface which can cause problems in the fjerne den hårde og blanke overflaten som forår-
running-in period for piston rings. A honing pat- saker problemer ved “innkjøring” av stempelring-
tern all over the liner surface, ensures a good run- er. En honet overlate vil sikre en bra innkjøring av
ning-in of the piston rings. stempelringer.
If the cylinder liner must be honed, please contact Dersom sylinderforingen må hones, vennligst
Rolls-Royce. kontakt Rolls-Royce.
The cylinder liner should be replaced when the Sylinderforingen bør skiftes når verdier for maksi-
ovality or wear limit values are reached. See mum tillatt slitasje eller ovalitet er nådd, se “Klar-
“Clearances”, 1601. inger”, 1601.

Page 2:3 2:3
2301
When fitting or removing the cylinder liner the Til demontering / montering av sylinderforingen
special tool (1) should be used. The locking pieces brukes verktøyet (1), som er vist på tegningen. .
(6) are to be removed first. When a cylinder liner Låsebrikken (6) må fjernes først. Når sylinderfor-
is removed, the cooling water space in the engine ingen er demontert bør rom for kjølevannet i mo-
block ought to be inspected. torblokken inspiseres.
Prior to installing the cylinder liner for B32:40L Før montering av sylinderforingen for B32:40L
the guide tool DR 1004/57 has to be screwed to må styreverktøyet DR 1004/57 skrues fast på
the empty holes for locking pieces (6). The cylin- samme sted som låsebrikken (6) ellers står. Sylin-
der liner will then be exactly positioned, such that derforingen blir da nøyaktig posisjonert slik at
the nut on upper big end bearing bolt will be locat- mutteren på øvre veivlagerbolt treffer midt i en ut-
ed in the middle of a cutout in the cylinder liner. sparing i sylinderforingen. Kontroller at mutteren
Check that the nut has a clearance to the cylinder har klaring til sylinderforingen etter at stempelet
liner after the piston has been fitted. er montert.
The cylinder liner should slide easily into posi- Ved montering skal sylinderforingen gli på plass i
tion, but if necessary give it a light push. The motorblokken, eventuelt med et lett press. Låse-
locking pieces (6) are fitted to prevent the cylinder brikken (6) er montert for å hindre at foringen
liner from coming loose when the cylinder head is følger med opp ved demontering av sylinderdek-
removed. It is not necessary to replace the carbon selet. Det er ikke nødvendig å skifte koksring hvis
cutting ring if the ring is not scuffed or deformed. denne ikke er revet eller på annen måte deformert.
When removing the carbon cutting ring, a piston Ved demontering av koksring benyttes en stem-
ring is put on top of the piston. It can be a used pelring som legges på toppen av stempelet. Det
ring, but the ring can not be used as a piston ring kan være en brukt ring, men den må ikke brukes
afterwards. som stempelring etterpå.
The engine is turned manually to force out the car- Motoren tørnes for hånd slik at koksringen presses
bon cutting ring. ut.
The carbon cutting ring and the recess in the cyl- Koksringen og sporet i sylinderforingen skal være
inder liner must be cleaned and dried before fit- rengjort og tørre når koksringen monteres.
ting the ring.

Page 3:3 3:3
E-O/BV-G
0306
3201

BLY
Draw. no. 1011/08 Tegn. nr. 1011/08
1. Piston 1. Stempel
2. Compression ring 2. Kompresjonsring
4. Conformable oil scraper ring 4. Skrapering med fjær
5. 5.
6. Connecting rod *) 6. Veivstake *)
7. Guide sleeve 7. Styrehylse
8. 8.
9. Big end bearing cap. *) 9. Lagerdeksel *)
10. 10.
11. 11.
12. Nut 12. Mutter
13. Nut 13. Mutter
14. Big end bearing bolt, lower 14. Veivlagerbolt, nedre
15. Big end bearing bolt, upper 15. Veivlagerbolt, øvre
16.
16. 17. Plugg
17. Plug 18.
18. 19. Kryssbolt
19. Gudgeon pin 20. Sikringsring
20. Circlip 21. Krysslagerforing
21. Gudgeon pin bushing 22. Veivlagerskål, øvre
22. Big end bearing shell, upper 23. Veivlagerskål, nedre
23. Big end bearing shell, lower
*) Pos.nr. 6 og 9 blir kun levert som et sett.
*) Item no. 6 and 9 are delivered as a Set only.
Generelt
General Overhalingsintervallene for stemplene er oppgitt i
Time of operation between piston overhauls as “Tabell over rutinearbeider”, kap. 1, og gjelder
stated in “Table for routine maintenance”, chapter under forutsetning av normale driftsforhold, med
1 applies to normal running conditions. This alminnelig godt vedlikehold, med smøreolje an-
means ordinary good maintenance, the use of lu- befalt av Rolls-Royce og med brennoljer i hen-
br.oils approved by Rolls-Royce and fuel oils ac- hold til spesifikasjoner under “Brennstoff-
cording to specification stated under “Fuel Oil kvaliteter”, kap. 7. Erfaringen med motoren må
Grades”, chapter 7. Individual experience with the imidlertid være avgjørende for stempel-overhalin-
engine must, however, determine the piston over- gens hyppighet.
haul frequency.
Erfaring viser at hyppigere tilstandskontroller enn
Experience shows that more frequent condition oppgitt i “Tabell over rutinearbeider” (uten indi-
checks than given in “Table for Routine mainte- kasjoner på feil) vanligvis er unødvendig. En bør
nance”, (without any failure indication), are in være oppmerksom på at oppnådde gunstige
general unnecessary. One should bear in mind that “løpsegenskaper”, mellom stempelringer og sylin-
an unnecessary condition check might ruin good derforing, kan forandres ved en tilstandskontroll.
running conditions of piston rings and cylinder For gjenvinning av “løpsegenskaper” bør ny inn-
Piston and connecting rod assembly E-O/BV-G 0306 Drivverk (stempel og veivstake)
Page 1:6 1:6
3201
liner. Before these conditions are regained, a new kjøring foretaes. Best resultat av innkjøring, enten
running-in period is necessary. The best result stempelringer er skiftet eller ikke, får en ved å
from running-in, whether the piston rings are hone sylinderforingen.
changed or not, is obtained by honing the cylinder
liner.
Smøreoljeforbruket vil normalt øke etter stempel-
The lubr.oil consumption will normally increase trekk, for senere å avta etter hvert som stempelrin-
after a piston withdrawal, but as the piston rings gene tilpasser seg sylinderforingen.
fit to the cylinder liner after some time of opera-
tion, the lubr.oil consumption will return to nor-
mal.
Veivstake med veiv- og krysslager
Connecting Rod with Big End Bearing and
Gudgeon Pin Bearing På grunn av relativ stor veivtappdiameter i forhold
Due to the relatively large diameter of the crank til sylinderdiameteren, har veivstaken (6) skrådelt
journal compared to the cylinder bore, the con- veivlager. Delingsflatene har fortanning som dan-
necting rod (6) has a diagonally split big end bear- ner den radielle styring av lagerdekselet til staken.
ing. The joint surfaces have serrations which give Se detalj (I). Styrehylsen (7) styrer lagerdekselet
a radial guidance for the bearing cap to the con- aksielt til staken
necting rod. See detail “I”. The pins (7) guide the
bearing cap axially to the connecting rod.
Drivverk
Driving Gear Lagerdekselet (9) er boltet til veivstaken med
The bearing cap (9) is bolted to the connecting rod boltene (14) og (15), og mutterne (12) og (13).
by the bolts (14) and (15), and the nuts (12) and
(13). Bolten (14) skrues til anlegg mot bunn av gjenge-
The bolt (14) is screwed into the connecting rod hull i veivstaken og tilsettes.
and tightened. Bolten (15) skrues inn i mutteren (12) og tilsettes.
The bolt (15) is screwed into the nut (12) and
tightened. Observer at mutteren (12) må monteres, inkludert
Observe that the nut (12) has to be fitted, includ- en shim under den, og sikres med styreverktøyet
ing a shim underneath it, and secured by the guide DR 1017/04 før stempel med veivstake senkes
tool DR 1017/04 before the piston with connect- ned i sylinderen.
ing rod is lowered into the cylinder. Se instr. 3202.
See instr. 3202.
Boltene forspennes hydraulisk med verktøyet (DR
The bolts are prestressed hydraulically using the 624/25). Se “Tabell over tilsettingsdata for bolte-
tool (DR 624/25). See “Table of tightening speci- forbindelser”, kap. 1, vedr. demontering / monter-
fications”, chapter 1, regarding dismantling / as- ing av veivlagerbolter og “Trekk av drivverk”.
sembling of big end bearing bolts and
“Withdrawal of driving gear”.
Ved hver rutinemessige stempeloverhaling, der
At every routine piston overhaul, where piston drivverkene trekkes, skal veivlagerhuset kon-
and connecting rod are pulled, the big end bearing trollmåles for ovalitet.
housing must be checked for ovality.
Veivstaken tas av stemplet og legges på en ar-
The connecting rod is taken off the piston and beidsbenk.
placed on an work bench.
Page 2:6 2:6
282,
100
282,
100 281,
960
281,
960 0,
100
0,
100
3201
For more details about bearing shells, see “Crank- Se også “Klaringer”, kap. 1.
shaft main bearings thrust washers and flywheel
bearing”, chapter 2. See also “Clearances”, chap-
ter 1. Før montering av veivlagrene må delene være
nøye rengjort. For å sikre riktig tilsetting av veiv-
Before assembling the big end bearings, all parts lagrene må fortanningssporene på delingsflatene
must be well cleaned. To ensure a correct tighten- være glatte og fri for grader og smuss.
ing of the big end bearings, the serrations in the
joint surfaces must be smooth and free from dirt
and burrs. Krysslagerforingen (21) er en stålhylse med bly-
bronselagermetall. Demontering av krysslagerfor-
The gudgeon pin bushing (21) is made of steel ingen (21) krever så stor kraft at jobben kun kan
with a running layer of lead bronze. Dismantling utføres på spesialverksted.
of the gudgeon pin bushing (21) requires such a
large force that it can only be done in a special
workshop. Ved montering av ny krysslagerforing må den
først nedkjøles i flytende nitrogen i ca. 5 minutter.
Prior to fitting a new gudgeon pin bushing, it has (temp. ca. - 195 °C).
to be cooled in liquid nitrogen for about 5 minutes
(Temp. approx. - 195 °C). Den nedkjølte krysslagerforing må føres hurtigst
mulig inn i stakeutboringen og posisjoneres inntil
The cooled bushing must be placed in the con- krympe-pasningen holder den på plass. Kontroller
necting rod bore immediately, and kept in position at sideflater på stakehode og foring er kommet i
until shrink fit is achieved. Also check that the innbyrdes riktig stilling.
end surfaces of the bushing are in correct position
relative to the side surfaces of the connecting rod. For å unngå vansker under monteringen, er det
viktig at gitte instruksjoner for nedkjøling og
In order to avoid difficulties with the fitting of the montering følges nøyaktig.
bushing, it is important that the given instructions Arbeidet må utføres ved et kvalifisert verksted.
for cooling and fitting are followed carefully.
The work have to be carried out at a qualified
workshop. Merk: Oppvarming av stakehodet med
gassbrenner eller lignende må frarådes,
Note: We advise against the use of an acetylene da dette kan medføre at veivstaken blir
burner or similar for heating of the deformert pga. varmespenninger.
connecting rod head, as this may cause
deformations due to heat stress. Stempel med stempelringer
Motoren er utstyrt med et to-delt stempel (1) der
stempelkronen er av smidd seigherdingsstål og
Piston with piston rings skjørtet av kulegrafittjern. De to delene er holdt
The engine is equipped with a two-piece design sammen med 4 spesialbolter som er meget nøyak-
piston. The piston head is of forged cast iron, and tig tilsatt og skal normalt ikke løsnes.
the piston skirt of nodular iron. The two parts are
kept together with 4 specially made bolts, accu-
rately tightened, and shall normally not be un- Skulle dette likevel bli aktuelt må Rolls-Royce sin
tightened. serviceavdeling kontaktes og rådspørres om de
nødvendige prosedyrer, eventuelt sendes stempe-
If it should be necessary to untighten the bolts, let til Roll-Royce. Se instr. 1101.
please contact Rolls-Royce’s Service Department
Page 4:6 4:6
3201
for necessary procedures, or send the piston to Stempelkronen er innvendig utformet med kanaler
Rolls-Royce. See instr. 1101. for oljekjøling, og de to øverste ringsporene har
herdete flanker. Stempelskjørtet har “avtrappet”
The piston head has internal chambers for oil opplagring for kryssbolten for å gi størst bæreflate
cooling, and the two upper piston ring grooves are i retning med forbrennings-trykkraften.
hardened. “The piston skirt” has a stepped gudg-
eon pin bearing in order to obtain the maximum Kryssbolten (19) er settherdet og slipt til meget
bearing surface to take the combustion forces. høy grad av overflate-finhet. Den er “flytende op-
plagret” og sikret aksielt ved hjelp av låseringene
The gudgeon pin (19) is case-hardened and (20).
ground to a very high degree of surface smooth-
ness. It floats in its bearings and is axially locked Som kjøleolje nyttes smøreolje fra motorens
by the circlip (20). smøreoljesystem (se “Smøreoljesystem”, kap. 8).
Fra krysslagerforingens radielle spor ledes oljen
The coolant is lubr.oil from the lubr.oil system. gjennom boringer i kryssbolten og inn i stem-
(See “Lubr.oil system”, chapter 8). From radial pelkronen. Herfra dreneres oljen til veivrommet
grooves in the gudgeon pin bushing the oil flows gjennom senterboringen i stempelet.
through bores in the gudgeon pin and into the
cooling chamber in the piston head. The oil is
drained to the crankcase through a centre bore in Ved stempeloverhaling adskilles stempel og
the piston. veivstake ved å fjerne sikringsringene (20) og
banke ut kryssbolten (19) med et trestykke eller
At piston overhauls the piston is separated from lignende. Belegg på stempelet vaskes av. Om nød-
the connecting rod by removing the circlips (20), vendig må det skrapes bort, men uten å ripe stem-
then the gudgeon pin (19) is driven out by a piece peloverflaten. Kontroller og rengjør returhullene
of wood. All deposits on the piston are to be for smøreolje i stempelskjørtet under olje skraper-
washed off. If necessary it has to be scraped off, ingen. De skal være fri for belegg. Stempelringene
taking care not to damage the piston surface. og ringsporene må kontrolleres.
Check and clean the oil draining passages in the
piston skirt under the oil scraper ring. These must
be free of dirt and deposits.The piston rings and Ligger ringene løse i sporene og disse forøvrig er i
their grooves are to be checked. orden, bør rengjøringen utføres uten at ringene de-
monteres. Som oftest må likevel den øverste stem-
If the rings are free and the grooves not damaged, pelringen taes ut for rengjøring av ringsporet og
the cleaning should be carried out without remov- ringens innside.
ing the rings from the piston. The upper piston
ring, however, must normally be dismantled for
cleaning of its inner face as well as the ring Stempelringene skiftes dersom de er slitt, har
groove. skarp slitekant, sår eller merker etter dårlig anlegg
og gjennomslag. De to øverste stempelring-
The piston rings are changed by excessive wear, if sporene er induksjonherdet.
they have a sharp wear edge, or if they have marks
and wounds caused by bad surface contact or
blow-by. The two upper ring grooves are induc- Dersom kun enkelte stempelringer skiftes må de
tion hardened. øvrige beholde sine tidligere plasser. Nye ringer
kontrolleres i sylinderen med hensyn til klaring i
When only some of the rings are replaced, it is es- ringdelingen. (Se “Klaringer”, kap. 1).
sential that the remaining rings are kept in their
old grooves. New rings are checked in the cylin-
Page 5:6 5:6
3201
der liner with respect to ring gap clearance. (See Demontering og montering av stempelringene
“Clearances”, chapter 1). foretaes ved hjelp av en spesiell stempelringtang
(DR 633/64). Det frarådes å åpne stempelringene
Dismantling and assembling of the piston rings ved hjelp av tau eller å bende dem over stempelet,
are carried out by means of a special piston ring da dette kan deformere og ødelegge ringene.
plier, (DR 633/64). It is not advisable to open a FORSIKTIGHET
piston ring by use of a rope, or by bending it over
Kompresjonsringene (2) og (3) har
the piston, as this might damage the ring.
assymetriske løpeflater og må monteres
CAUTION korrekt.
The compression rings (2) and (3) have Disse ringene bærer et “Topp” merke som må
assymmetrical running faces and must be peke opp.
assembled correctly. Se “Stempelringkombinasjon” (3204).
These rings bear a “TOP” marking which must
point upward. Plassering av stempelringene, Se “Stempelring
See “Piston ring combination”, (3204). kombinasjon”, 3204.
Installation of piston rings, see “Piston ring com- Før drivverket monteres inn i motoren, må sylin-
bination”, 3204. derforingene kontrolleres. (Se “Sylinderforing”,
kap. 2). Ved montering av drivverket må stempel-
The cylinder liner must always be checked prior ringene være godt smurte med ren smøreolje, (se
to refitting of a piston and connecting rod assem- “Trekk av drivverk” og “Demontering og monter-
bly in the engine. (See “Cylinder Liner”, chapter ing av veivlager“).
2). The piston rings should be well lubricated with
clean lubr.oil before the piston is fitted in the liner.
(See “Removing and installing the piston and con- Dersom nye stempelringer eller ny sylinderforing
necting rod assembly”). er montert, eller sylinderforing er honet, er det av
vesentlig betydning at smøreolje- og kjølevanns-
Whenever new piston rings or a new cylinder liner temperaturer holdes på normalt nivå i innkjøring-
have been installed, or if the liner has been re- sperioden. Se “Tekniske Data”, kap. 0.
honed, it is of great importance that lubr.oil and
cooling water temperatures are kept normal dur-
ing the running-in period. See “Technical Data”,
chapter 0.
Page 6:6 6:6
Draw. no. 1011/11 Removing and installing the piston and connecting 3202
ER-O 0406
rod assembly
3202
REMOVING AND INSTALLING THE PISTON TREKK AV DRIVVERK (STEMPEL OG

AND CONNECTING ROD ASSEMBLY. VEIVSTAKE). INSPEKSJON AV VEIVLAGER
INSPECTION OF THE BIG END BEARING
Draw. no. 1011/11 Tegn. nr. 1011/11
1. Supporting tool DR 626/68 1. Støtteverktøy DR 626/68

2. Lifting tool DR 728/11 2. Løfteverktøy DR 728/11
3. Guide ring DR 831/17 3. Styrering DR 831/17
5. Big end bearing cap 5. Veivlagerdeksel
7. Nut 7. Mutter
8-23.Hydraulic power tool DR 624/25 8-23.Hydraulisk verktøy DR 624/25
26. Screw 26. Skrue
27. Guide tool for fitting of big end 27. Styrerør for montering av veivlagerdeksel
bearing cap DR 715/95 DR 715/95
28. Lifting tool DR 715/95 28. Løfteverktøy DR 715/95
29. Nut on bolt 29. Mutter på bolt
Removing the piston and connecting rod as- Demontering av drivverk

sembly
When the cylinder head is removed from the en- Etter at sylinderdekselet er demontert fra motor
gine, the carbon cutting ring must be disassem- tas koksringen ut av sylinderforingen. Se “Sylin-
bled from the cylinder liner. See “Cylinder liner”. derforing”. Deretter tørnes veivakselen til stempe-
Thereafter, the crankshaft is rotated until the pis- let står i TDC (dvs. stempel i øvre dødpunkt).
ton is in T.D.C. position i.e. top dead centre. The Løfteverktøy (2) og løftestropp monteres.
lifting tool (2) and a sling are attached to the pis-
ton.
Note: The crank shaft must be rotated to Merk:Veivakselen må tørnes til ca. 21°etter
approx. 21° after TDC (shown in fig. II), TDC (som vist i fig.II) for at det
to be able to use the hydraulic tool (8-23) hydrauliske verktøyet (8-23) skal kunne
to loosen the big end bearing nuts, and monteres for losing av veivlagermutrene,
remove the big end bearing cap through og veivlagerdekselet skal kunne
the crankcase opening. demonteres gjennom veivlukeåpningen.
The prestressed big end bearing bolts (6) and (30) Forspenningen i veivlager-boltene (6) og (30) av-
are released by using the hydraulic power tool (8- lastes ved hjelp av de hydrauliske verktøymutrene
23). (See “Instruction for use of hydraulic power (8-23) som deretter fjernes. (se “Bruk av hy-
tool for tensioning of big end bearing bolts”). The draulisk verktøy for tilsetting av veivlagerbol-
lower big end bearing bolt is then removed by us- ter”). Den nederste veivlagerbolt skrues ut (NV 14
ing a hexagon key (14 mm). for innvendig sekskant hull).
Observe that upper big end bearing bolt (6), which Obervér at øvre veivlagerbolt (6), som tidligere
used to be identical to the bolt (30), now goes var identisk med bolten (30), nå går gjennom
through the connecting rod. veivstaken.
Removing and installing the piston and connecting ER-O 0406 Trekk av drivverk (stempel og veivstake). inspeksjon
rod assembly. inspection of the big end bearing av veivlager
Page 1:5 1:5
3202
Fit the guide tool DR 1017/04 over the upper nut Montér styreverktøyet DR 1017/04 over øvre
on the upper big end bearing bolt (6) and tighten mutter på øvre veivlagerbolt (6) og spenn fast
the bush against the connecting rod, see drawing (skru hylsen mot veivstaken), se tegning nedenfor.
below.
Unscrew the lower nut on the upper bearing bolt Skru av nedre mutter på øvre veivlagerbolt (6).
(6). Then unscrew the upper bolt, and move the Skru deretter ut øvre bolt og trekk veivlagerdekse-
bearing cap through the crankcase opening as let ut gjennom veivlukeåpningen som vist på fig.
shown on fig. II. II.
The threads of big end bearing bolts and the mat- Gjengene på veivlagerboltene og innskruings-
ing threads in the connecting rods must be perfect, gjengene i veivstaken må være perfekte, ettersom
since scored threads may initiate micro cracks that rivninger i gjengene i veivstaken kan være ut-
may give raise to fatigue failure of connecting gangspunktet for mikrosprekker som kan gi ut-
rods. mattingsbrudd.
When big end bearing bolts are dismantled, they Når veivlagerboltene demonteres, skal de oppbev-
must be stored so the threads are not damaged or ares slik at gjengene ikke skades eller tilsmusses.
soiled.
Protective plug is fitted in hole for upper big end Beskyttelsesplugg monteres i hull for øvre veiv-
bearing bolt. lagerbolt.
Rotate the crankshaft until free of the connecting Veivakselen tørnes ut av overskålen og drivverket
rod, and pull out the connecting rod assembly heises forsiktig opp, samtidig som veivstaken
støttes inntil den får styring i sylinderforingen.
Page 2:5 2:5
3202
carefully as it is supported until guided by the cyl-

inder liner.
Installing the piston and connecting rod assem- Montering av drivverk

bly
Before the piston and connecting rod is lowered Før drivverket senkes ned i sylinderen, monteres
into the cylinder, use guide tool DR 1017/04 to fit mutter og underlagsskive for øvre veivlagerbolt
the upper nut and shim for upper big end bearing med styreverktøy DR 1017/04 i utboringen som
bolt in the upper recess as shown below. vist nedenfor.
Tighten the bush against the connecting rod. Skru fast hylsen mot veivstaken.
Note: Make sure the shim is correctly Merk: Kontrollér at skiven er riktig plassert
positioned under the nut! under mutteren!
The shim is positioned with the flat side Skiven skal ligge med den flate siden mot
against the connecting rod and the collar veivstaken og kragen opp mot mutteren
against the nut, as shown on the drawing som vist på tegningen ovenfor.
above.
Inspect piston rings and ring grooves. If the rings Stempelringene og ringsporene må kontrolleres.
are free in their grooves and otherwise not dam- Dersom ringene ligger løse i sporene og forøvrig
aged, the piston is cleaned with the rings in place. er i orden, bør rengjøring utføres med ringene på
However, it is often necessary to remove the up- plass. Imidlertid er det ofte nødvendig å fjerne
per piston ring for cleaning of the ring groove and øvre stempelring for rengjøring av ringsporet og
the ring. ringens innside.
Before installation, the piston and cylinder liner Før nedsetting av drivverk må stempel og sylin-
should be coated with lubr.oil. The serrations of derforing innsettes med olje. Fortanningspor i
connecting rod and big end bearing cap must be stakehodet og lagerdekselet, samt anleggsflater
for lagerskåler må rengjøres grundig. Baksider av
Page 3:5 3:5
3202
thoroughly cleaned. The backs of the bearing skåler må være absolutt rene og så fettfrie som
shells should also be free of grease. mulig.
Install the upper bearing shell in such a position, Øvre lagerskål legges i sitt lagerleie, slik at styre-
that the guide tab fits into its groove, and the bear- tungen passer i styresporet og lagerskålen flukter
ing shell is flush with the serration plane. The med fortanningsplanet. Lagerskålen i dekselet
bearing shell in the bearing cap is installed the monteres på samme måte.
same way.
Assembling of the big end bearing Montering av veivlager

• Rotate the crank journal to 21° after TDC • Veivtappen stilles i ca. 21° etter TDC (se fig.
(See fig. II). II).
• Clean the bolts and coat the threads with • Boltene rengjøres og gjengene smøres med
lubr.oil. smøreolje
• Use the lifting tool (28) and the tool (27) to • Lagerdekselet henges etter løfteverktøyet
guide the bearing cap into the position shown (28) og ved hjelp av styrerør (27) føres det
on fig II. inn gjennom luken.
• Enter the upper bolt and tighten until it stops • Styrerøret skyves inn i gjengehull for nedre
against the guide tool, DR 1017/04. (See bolt. Øvre bolt settes inn og skrues til anlegg
“Table of tightening specification”, chapter mot styreverktøyet DR 1017/04. (Se “Tabell
1). over tilsettingsdata for bolteforbindelser”,
kap. 1).
• Check that the bolt is in the correct position. • Kontroller at bolten ligger i riktig posisjon.
Check Kontroll
Length of bolt to the serration plane shall be; Boltelengde til fortanningsplan skal være:
“B” = 370 ± 1 mm. “B” = 370 ± 1 mm.
See fig. (III). Se fig. (III).
• Slide the bearing cap (5) on the upper bolt. Be • Lagerdekselet (5) føres inn over bolten til
sure that the cap slides easily in place without anlegg i fortanning sporene. Se etter at
any restrictions, and check that the guide dekselet glir lett på plass, og at styrehylsen
sleeve (4) enters properly. (4) entrer som den skal.
Replace the upper nut and tighten slightly. Den øvre mutteren skrues lett til anlegg.Den
Enter the lower bolt and replace the lower nut nederste bolten skrues til anlegg mot bunn av
and tighten slightly. gjengehull. Mutteren monteres lett til anlegg
mot lagerdekselet.
• Install the hydraulic power tool and tension to • Det hydrauliske verktøyet monteres og
specified value as stated in “Table of veivlagerboltene forspennes i henhold til
tightening specifications”, chapter 1. “Tabell over tilsettingsdata for
See “Instructions for use of hydraulic power bolteforbindelser”, kap. 1. Se også “Bruk av
tool for tensioning of big end bearing bolts”. hydraulisk verktøy for tilsetting av
Page 4:5 4:5
3202
veivlagerbolter”.
Inspection of the big end bearing Inspeksjon av veivlager

See also “Crankshaft main bearings, thrust wash- Se også “Rammelagre, styrelager og svinghju-
ers and flywheel bearing”, chapter 2. lslager”, kapittel 2.
When inspecting the big end bearing, the crank Ved inspeksjon av veivlager tørnes veivakselen til
shaft is rotated to approx. 21° after TDC and the ca. 21° etter TDC og støtteverktøyet (1) monteres.
supporting tool (1) is used as shown in fig. II. Fig. II.
When the connecting rod assembly is resting on Med verktøyet justert slik at drivverket hviler på
the supporting tool, the big end bearing cap can be verktøyet, taes lagerdekselet ut som beskrevet
removed. With the connecting rod assembly in foran. Med lagerdekselet ute og drivverket under-
this position, and with support for the big end, the støttet av verktøyet (1) kan veivtappen tørnes ut
crankpin can be turned out of the big end bearing. av veivlageret.
Page 5:5 5:5
3203

TENSIONING OF BIG END BEARING BOLTS TILSETTING AV VEIVLAGERBOLTER
Draw. no. 1011/11 Tegn. nr. 1011/11
9. Flexible hose L = 1500mm, with rapid 9. Fleksibel slange L = 1500mm, med hurtig-
coupling DR 639/36 kopling DR 639/36
10. Distribution block DR 612/16 10. Fordelingsblokk DR 612/16
Art.no. 18545 Art nr. 18545

11. Flexible hose 11. Fleksibel slange12.
12. Pressure gauge, 0-1500 bar 12. Manometer 0-1500 bar
13. Hydraulic pump (See ch. 9, instr. 9503 if air 13. Hydraulisk pumpe (Se kap. 9, instr. 9503 hvis
driven pump). luftdrevet pumpe).
DR 624/25 DR 624/25
14. Supporting ring 14. Støttering
15. O-ring 15. O-ring
16. Cylinder 16. Sylinder
20. Steal ball 20. Stålkule
21. Air vent screw 21. Lufteskrue
22. Washer “USIT” 22. Pakning “USIT”
23. Nipple for rapid coupling 23. Nippel for hutigkopling
24. Supporting sleeve 24. Støttehylse
25. Handle 25. Verktøyspake
• Item no. 14, 15, 17 & 18 are delivered as a set • Pos.nr. 14, 15, 17 & 18 blir levert som et sett
(Part.no. 403890). (Art.nr. 403890).
It is of great importance to tighten the big end Det er av største viktighet at veivlagerboltene får
bearing bolts to equal torque and correct tension- lik tilsetting og blir tilsatt med korrekt for-spen-
ing. ning.
To attain a safe and rational tensioning of the big For å oppnå en sikker og rasjonell forspenning av
end bearing bolts, two hydraulic power tools DR veivlagerboltene nyttes 2 stk. hydrauliske tilset-
624/25 are used. tingsverktøy DR 624/25.
These tools are interconnected by means of the Verktøyene kobles innbyrdes sammen med to fle-
flexible hoses (9) to the distributing block (10), ksible slanger (9) til fordelingsblokken (10) som
which is connected to the hydraulic pump (13) by med slangen (11) tilkobles pumpen (13).
means of the hose (11).
The hydraulic tool DR 624/25 consist of a cylin- Verktøyet DR 624/25 er bygget sammen av en syl-
der (16) and a piston (19). The O-rings (15) and inder (16) og et stempel (19). O-ringene (15) og
(17), and the supporting rings (14) and (18) form (17) danner sammen med støtteringene (14) og
the sealing between the cylinder and the piston. (18) tetningen mellom sylinder og stempel. For å
Use of hydraulic power tool for tensioning of big ER-O 0506 Bruk av hydraulisk verkt y for tilsetting av
end bearing bolts veivlagerbolter
Page 1:2 1:2
3203
For venting of the system, the piston has a bore, kunne avlufte verktøyet er stempelet utført med
which during operation is sealed with a steel ball luftehull som under bruk er tettet med stålkulen
(20) and a screw (21). (20) og skruen (21).
See “Use of hydraulic power tool” (1405) and Se “Bruk av hydraulisk verktøy” (1405) og
“Table of tightening specifications for bolts” “Tabell over tilsettingsdata for bolteforbindelser”
(1702). (1702).
WARNING ADVARSEL
Protecting glasses should be used in order to På grunn av høyt oljetrykk bør operatøren
prevent injuries in case of high pressure pipe bruke beskyttelsesbriller for å unngå skader i
failure etc. tilfelle slangebrudd eller lignende.
Page 2:2 2:2
Engine B32:40V Marine
Upgrade / Oppgradering 1401
SPECIAL TOOLS FOR THROUGH BOLT CONNECTING ROD/

SPESIALVERKTØY FOR GJENNOMGÅENDE BOLT
429978 Guide Tool for Connecting Rod Nut

DR1017/04
Extra page for through bolt connecting rod B32:36/B32:40 V Special tools / Spesialverktøy
Ekstra side for veivstake med gjennomgående bolt
1405

TENSIONING OF BOLTS TILSETTING AV BOLTER
0.0 General A2 0.0 Generelt A2
Test and practical experience have shown that Tester og praktisk erfaring har vist at når nye
when new bolts are repeatedly tensioned, the bolter blir belastet gjentatte ganger, vil
prestress increases the first couple of times forspenningen øke de første gangene før det
before it is stabilised. This is, among other stabiliserer seg. Årsaken til dette er utjevning
things, caused by a smoothening of the av gjengene, samt at i tilfeller hvor
threads, and in cases where a hydraulic power hydrauliske tiltrekkingsverktøy brukes, blir
tool is used, a gradual squirting of the gjengene tilført noe smøremiddel.
When a hydraulic power tool is used, there Den samme effekten har også blitt observert
have been examples of similar effects as for ved bruk av hydraulisk verktøy når gjengene
new bolts also when the threads are har blitt oljet på nytt, eller når bolter og
relubricated, or when bolts and nuts have mutrer har blitt byttet om.
changed places.
To achieve the prescribed prestress, critical For å sikre den oppgitte forspenning må
bolts have to be tensioned several times. kritiske bolter bli tilsatt flere ganger. Når et
When a hydraulic power tool is applied, the hydraulisk tiltrekkingsverktøy brukes, skal
bolts are to be tensioned 3 times. boltene tiltrekkes 3 ganger.
Add engine-oil on to the bolt-ends and tighten Tilsett motorolje på gjengene i boltenes ende
the bolts firmly by hand. og trekk boltene til med håndmakt.
verktøy
A1 A1
The supporting sleeve is placed over the nut Plasser støttehylsen over mutteren, og skru
and the hydraulic tool is screwed on to the det hydrauliske verktøyet på de gjenværende
extended threads of the bolt. By means of the gjengene på bolten. Bruk spaken, ved å sette
handle, which is put into one of the holes in den inn i ett av hullene i stempelet, til å skru
the piston, this is screwed fully into the stempelet helt inn i bunnen av sylinderen
cylinder bottom. (The air vent screw must be (Avluftingsskruen må være åpen under
open during the compression). Then the kompresjonen). Stempelet (med sylinderen)
piston (with the cylinder) is turned ¼ - ½ blir så skrudd ¼ - ½ tørn ut.
revolution outwards.
It is important that the above instructions are Det er viktig at de ovenstående instruksjoner
followed, otherwise the parts may be forced er fulgt, ellers kan delene presses fra
apart and the gasket may burst, or it may hverandre og pakningen kan ryke, eller det
become impossible to unscrew the tool after kan bli umulig å demontere verktøyet eller at
the pressure has been relieved. oljetrykket har blitt fjernet.
Connect the flexible hoses to the hydraulic Fest de fleksible slangene til det hydrauliske
Page 1:3 1:3
1405
tools, close the air vent screw, and pressurize verktøyet, lukk lufteskruen og sett oljetrykket
the oil to specified value. til den spesifiserte verdi.
Note: Protecting glasses and gloves must be Merk: På grunn av høyt oljetrykk må
used in order to prevent injuries in case øyebeskyttelse og hansker brukes for å
of highpressure pipe failure, etc. unngå skader i tilfelle slangebrudd e.l.
connection should be tightened sammenkobling må trekkes til samtidig
simultaneously if nothing else is dersom ikke annet er spesifisert. Benytt
specified! Use distribution block. fordelerblokk.
Note: Never pressurize an un-connected male Merk: Trykksett aldri en ikke tilkoblet
connector! hannkobling!
Note: Before pressurizing the tool, make sure Merk: Før trykksetting av verktøyet, sjekk at
must be within a range of ± 5 bar of given innenfor ± 5 bar av det oppgitte trykk for
pressure for each bolt-type. hver boltetype.
0.2 Procedure for tensioning of bolts 0.2 Prosedyre for tiltrekking av boltene
A2 A2
The bolts shall be re-tensioned by hydraulic Boltene skal tiltrekkes med hydraulisk
power tool 3 times before the tool is removed. tiltrekkingsverktøy 3 ganger før verktøyet
During the tightening procedure a control of fjernes. Under tiltrekkingen skal det spesielt
proper pipe attachment is required. At the end kontrolleres at slanger er skikkelig tilkoblet.
of the tightening job a visual examination of Før jobben er ferdig skal det ved å visuelt
the leading marks shall verify that the nuts kontrollere overettmerkene verifiseres at
have rotated. The following bolt tension mutrene har rotert. Følgende prosedyre skal
procedure applies: overholdes:
1. Tighten the nuts by hand and put leading 1. Mutrene skrues til anlegg for hånd og det
marks between nut and foundation. settes overettmerke mellom mutter og
underlag.
2. Mount the hydraulic tool as described in 2. Verktøyet monteres som beskrevet i avsnitt
section 0.1. 0.1.
3. Pressurize hydraulic tool to specified 3. Oljetrykket pumpes opp til spesifisert
presssure. verdi.
spaken.
6. Pull at the pipes near the tools to verify 6. Dra i slangene for å kontrollere at de er
proper connection. When tightening the big skikkelig tilkoblet. Ved tilsetting av
end bearing bolts and counterweight bolts, veivlagerbolter og kontravektbolter skal
disconnect the pipes from the tools and som en ekstra sikkerhet slangene
remount them on the opposite tool as a demonteres fra de to verktøyene og
special precaution. monteres på nytt, denne gang på motsatt
verktøy.
7. Pressurize hydraulic tool to specified 7. Oljetrykket pumpes opp til spesifisert verdi
Page 2:3 2:3
1405

8. Mutteren settes ytterligere til ved hjelp av
the handle. 9. Oljetrykket tas helt ned til null.
9. Relieve the oil pressure. 10. Oljetrykket pumpes opp til spesifisert
10. Pressurize hydraulic tool to specified verdi for tredje gang.
pressure for the third time. 11. Mutteren settes ytterligere til ved hjelp av
the handle. 12. Oljetrykket tas ned til null og verktøyet
12. Relieve the oil pressure and remove the demonteres.
hydraulic tool. 13. Ved hjellp av overettmerkene kontrolleres
13. Verify that all nuts have turned by det at samtlige mutre har rotert. Dersom en
checking the leading marks. If one of the mutter har liten eller ingen rotasjon, har
nuts shows zero or small rotation, the bolt bolten ikke fått den korrekte forspenning. I
has not been properly pretensioned. In that så fall må verktøy og montering av dette
case the tool has to be controlled and kontrolleres før tilsettingsprosedyren i
remounted before the bolt tensioning avsnitt 0.2 gjentas.
procedure in section 0.2 is repeated.
1.0 Vedlikehold av hydraulisk verktøy
1.0 Maintenance of the hydraulic tool
For at det hydrauliske verktøyet med utstyr skal
For the hydraulic tool to work satisfactory at any virke tilfredstillende, er det viktig at det brukes og
time it is very important that it is used and stored oppbevares på en betryggende måte.
properly.
Etter bruk skal verktøyene rengjøres og innven-
After use, the hydraulic tool must be cleaned and dige gjenger smøres inn med grease. Delene opp-
internal threads inserted with grease. The parts are bevares samlet i en verktøykasse, og må ikke
stored in a tool box, and must only be used for the benyttes til andre formål enn de foreskrevne.
prescribed purpose.
Som trykkolje kan vanlig smøreolje benyttes.
Ordinary lub.oil can be used as pressure oil, but it Denne må være fri for vann og urenheter som kan
must be free of water and impurities which can skade tetningsringene. Blir det behov for utskift-
damage the sealing rings. If it is neccessary to ing av O-ringer og støtteringer, må stemplet
change the O-rings and the supporting rings, the pumpes ut av sylinderen. Ved montering av støt-
piston must be pumped out of the cylinder. The teringene må disse først oppvames i olje til 75 - 80
supporting rings must be heated in an oil bath to °C.
75 - 80 °C before they are installed.
Manometeret på den hydrauliske pumpen må
The pressure gauge must at any time show the være kalibrert og vise riktig trykk, og det bør der-
correct pressure, and it ought to be checked at for kontrolleres minst hvert annet år. Dersom det
least every second year. If the pressure gauge has viser feil eller er blitt skadet, må det skiftes.
any defects, it must be replaced.
Høytrykkspumpen etterfylles med olje gjennom
Refill the high pressure pump and check the oil plugghull i oljebeholderen. Oljemengden kontrol-
level by means of the oil level control stick. See leres ved hjelp av peilepinnen. Se separat instruk-
separate instruction in Chapter 9. sjon i kap. 9.
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låsemiddel grader
Nm
1 Main bearing bolts: Rammelager bolter: See See 2203/
Instruction, see chapt. 2 Instruksjon, se kap. 2 prosedure prosedure (1405)
2 Cross bolts: Tverrbolter: See See 2204/

3 Cylinderhead bolts: Sylinderdekselbolter: See See 2404/

4 Big end bearing bolts: Veivlagerbolter: See See 3203/

5 Upper bolt of connecting Øvre bolt marinehode - See See

rod: Veivstake: prosedure prosedure
(Only if three part connecting (Kun dersom Marinehode)
rod) Instruction, see chapt. 3 Instruksjoner, se kap. 3
6 Counterweight bolts: Kontravektbolter: See See 3106/
7 Crankshaft flange pump end: Veivakselflens pumpeende:

Engine with power take-off and Motor med kraftuttak og 3103
Engine without power take-off Motor uten kraftuttak: 3101
7.1 Fitted bolts (Electroplated nuts) Passbolter (Elektrofors.
muttere) Lubr. oil
B32:40V B32:40V 800
7.2 Bolts Strekkbolter (Elektroforsinkede
Lubr. oil
(Electroplated nuts) muttere) Smøreolje
B32:40L (Loctite 243 on B32:40L (Loctite 243 på 1700
threads) gjenger)
B32:40V M30 B32:40V M30 2000
8 Crankshaft flange, flywheel Veivakselflens, 3104
end: svinghjulsende:
8.1 Fitted bolts (Electroplated, self- Passbolter, (Elektroforsinkede,
locking nuts) selvlåsende muttere) Lubr. oil
B32:40V M33 B32:40V M33 1200
8.2 Tension bolts (Electroplated Strekkbolter (Elekroforsinkede
Lubr. oil
nuts) muttere) Smøreolje
B32:40L M39 B32:40L M39 1700
B32:40V M33 B32:40V M33 2000
B32:40(E-O) DR1034/79 H3 0613

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låsemiddel grader
Nm
9 Gear wheel crankshaft Tannhjul på veivaksel 3101
Camshaft drive: drift av kamaksel
9.1 Screws on flange M20 Skruer i flens M20 Loctite 270 300
9.2 Screws on M22 Skruer M22 Loctite 270 400
gear wheel (sammenskruing tannhjul
10 Flexible gear wheel Elastisk tannhjul, 3101
Pump drive: drift av pumper:
10.1 Screws M20 Skruer M20 Lubr. oil 320
Smøreolje
11 Intermediate wheel Mellomhjul, drift av 4102

Camshaft drive: kamaksel, delmont.
12 Camshaft gear wheel: Tannhjul på kamaksel 4101

12.1 Screws/Selflocking Nuts M24 Skruer/Selvlåsende muttere Lubr. oil 625
Smøreolje
M24 with torque
wrench on the
(Electroplated) (Elektroforsinkede) screw head.
Med
mom.nøkkel på
skruehodet
13 Gear wheel, camshaft Tannhjul, 4101

extension kamakselforlengelse,
Governor drive: drift av regulator
14 Shaft for support of Aksel for opplagring av 4102
intermediate wheel: mellomhjul
14.1 Flange to cylinder block Flens mot motorblokk Lock washer
Lubr. oil
Screws M16 Skruer M16 Sikr.skive m/tunge
180
Smøreolje
14.2 Flange to shaft Flens mot aksel Loctite 243

Screws M16 Skruer M16 180
15 End cover with camshaft Endedeksel med kamaksel, 4101
support bearing: støttelager
16 Governor drive. Regulatordrift. 5201

Fitting of wheel to shaft: Feste av tannhjul til aksel
B32:40(E-O) DR1034/79 H3
Page 2:6 Side 2:6
1702

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angular
locking
låsemiddel grader
Nm
16.1 Selflocking nut Selvlåsende mutter
(Electroplated) M20 (Elektroforsinket) M20 250
17 Camshaft bearing: Kamaksellager: 4101

17.1 Screws M22 Skruer M22 Lubr. oil
Smøreolje
450
18 Camshaft, Clamp coupling: Klemkobling, kamaksel: 4101
18.1 Screws M20 Skruer M20 Loctite 243 See 1405

Grade 12.9 / 14.9 fasthetsklasse 12.9 / 14.9 Procedure DR 1045/46
19 Fuel oil injection pump: Innsprøytningspumpe: 7206

Smøreolje
top, inner M 12 pumpen, indre M12 100

Smøreolje
top, outer M 10 pumpen, ytre M10 70
19.3 Erosion plugs Erosjonsplugger 200
20 Fuel oil injection pump, Innsprøytningspumpe, 7207

mounting: montering:
20.1 Selflocking nuts M18 Selvlåsende muttere M18 Lubr. oil

Smøreolje
(Electroplated) (Elektroforsinkede) 250
21 Fuel oil injection pump drive: Innsprøytningspumpe drift: 7207
21.1 Socket head screw in clamp Sylinderskruer i klemring for Smøreolje

Lubr. oil
ring for locking the Impact låsing av støterskrue 25
screw M8 M8
the guide key to the cam styrekile til støterstyring Do not spill Loctite
25
follower housing onto cam follower
piston.
22 High pressure pipe: Høytrykksrør:

22.1 Hexagon on pipe connected to Sekskant på rør festet til Lubr. oil 85 7215
Smøreolje
cylinder head (Hex 32) sylinderdeksel NV 32 DR1082/69
B32:40(E-O) DR1034/79 H3
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låsemiddel grader
Nm
22.2 Nut connected to pump Mutter festet til pumpe NV 41 Lubr. oil 100 7215
Smøreolje
(Hex 41)
23 Fuel oil injection valve: Innspr.ventil: 2401
23.1 Nuts for fastening M16 Muttere for fastskruing M16 Lubr. oil 100
Smøreolje
23.2 Nozzle nut Dysemutter Chesterton 350

Ultra 785
24 Fuel oil injection valve Hylse for innspr.ventil i Nova Lube. 350 2401
sleeve, in cylinder head sylinderdekselet
25 Indicator valve: Indikatorventil: 2408
25.1 Shut off valve Stengeventil Lubr. oil 120
Smøreolje
25.2 Connecting pipe Tilslutningsrør, indikatorventil Lubr. oil 85

Smøreolje
25.3 Safety valve Sikkerhetsventil Loctite 648 200

25.4 Nuts, for fastening M12 Muttere, Lubr. oil 80
Smøreolje
for fastskruning M12
26 Starting air valve: Starteluftventil:

26.1 Clamp screwed on valve Klamp skrudd på ventil Lubr. oil 300 2410
Smøreolje
26.2 Screws for fastening M16 Skruer for fastskruing M16 Lubr. oil 120 2401
Smøreolje
27 Main lubr. oil pump, Gear Hovedsmøreoljepumpe, 8204

wheel: tannhjul:
27.1 Locking screws M8 Låseskruer M8 Lubr. oilSmøreolje 35
(Rickmeier pump) (Rickmeier pumpe)
28 Rockerarm brackets: Vippearmsbrakett: 2401
28.1 Selflocking nuts M20 Selvlåsende muttere M20 Lubr. oil 250
Smøreolje
29 Cooling water pump: Kjølevannpumpe: : 8503
B32:40(E-O) DR1034/79 H3
Page 4:6 Side 4:6
1702

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locking
låsemiddel grader
Nm
29.1 B32:40L - Impeller nut B32:40L - Mutter Loctite 243 40 + 90°
(do not apply on
(Anvendes ikke
på aksel/imp. kon)
29.2 B32:40V - Impeller nut B32:40V - Mutter Loctite 243 130

(do not apply on
(Anvendes ikke
på aksel/imp. kon)
29.3 B32:40L/V - Impeller nut B32:40L/V - Mutter(RREB Molycote 1000

(do not apply on
(RREB pump) M24 pumpe shaft/imp. taper)
500
(Anvendes ikke
på aksel/imp. kon)
29.4 B32:40L - Gear wheel B32:40L - tannhjul

Lubr. oil
screws M10 skruer Smøreolje
65
(Terex-Pegson) M10(Terex-Pegson)
29.5 B32:40V - Gear wheel B32:40V - tannhjul
Loctite 270
screws M10 skruer M10 40
(Terex-Pegson) (Terex-Pegson pumpe
29.6 B32:40L/V - Gear wheel Vannpumpe, tannhjul, skruer
Molycote 1000
screws M10 M10 50
(RREB pump) (RREB pumpe
30 Guide rod for valve yoke: Styrestang for ventilåk Loctite 243 250 2401
M30x2 M30x2
31 Fitting turbocharger: Montering turbolader: 7105
31.1 B32:40L6 (TPL 65) M20 B32:40L6 (TPL 65) M20 Loctite 243 150/ + 60°
31.2 B32:40L8 and -L9 (TPL 69) B32:40L8 og -L9 (TPL69) Loctite 243 250/ + 30°
M24 M24
31.3 B32:40V12 (TPS 61) M24 B32:40V12 (TPS 61) M24 Loctite 243 780
31.4 B32:40L6CD (TPS 61) M24 B32:40L6CD (TPS 61) M24 Loctite 243 780
31.5 B32:40L8CD and -L9CD B32:40L8CD and -L9CD See 1405
(TPL 67) (TPL 67) procedure DR 1019/76
31.6 B32:40V16 (TPL67) B32:40V16 (TPL67) See 1405

procedure DR 1019/76
32 Nut, turbocharger bracket: Mutter turboladerbrakett:

32.1 B32:40L6, -L8 and -L9 M16 B32:40L6, -L8 og -L9 M16 Loctite 243 250
B32:40(E-O) DR1034/79 H3
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angular
locking
låsemiddel grader
Nm
33 Exhaust and inlet valve Drift av luft- og 4301
drive: avgassventiler:
Do not spill Loctite
the guide key to the cam styrekile til støterstyring onto cam follower
25
follower housing M8 M8 piston.
34 Fuel oil injection pump Brennstoff

Loctite 243
Low pressure pipes Innsprøytningspumpe 40 7201
Lavtrykksrør
B32:40(E-O) DR1034/79 H3
Page 6:6 Side 6:6
E-O/BV-G
0306
3201

BLY
Draw. no. 1011/08 Tegn. nr. 1011/08
4. Conformable oil scraper ring 4. Skrapering med fjær
5. 5.
6. Connecting rod *) 6. Veivstake *)
8. 8.
9. Big end bearing cap. *) 9. Lagerdeksel *)
10. 10.
11. 11.
12. Nut 12. Mutter
13. Nut 13. Mutter
16.
16. 17. Plugg
17. Plug 18.
18. 19. Kryssbolt
19. Gudgeon pin 20. Sikringsring
20. Circlip 21. Krysslagerforing
21. Gudgeon pin bushing 22. Veivlagerskål, øvre
22. Big end bearing shell, upper 23. Veivlagerskål, nedre
23. Big end bearing shell, lower
*) Pos.nr. 6 og 9 blir kun levert som et sett.
*) Item no. 6 and 9 are delivered as a Set only.
Generelt
General Overhalingsintervallene for stemplene er oppgitt i
Time of operation between piston overhauls as “Tabell over rutinearbeider”, kap. 1, og gjelder
stated in “Table for routine maintenance”, chapter under forutsetning av normale driftsforhold, med
1 applies to normal running conditions. This alminnelig godt vedlikehold, med smøreolje an-
means ordinary good maintenance, the use of lu- befalt av Rolls-Royce og med brennoljer i hen-
br.oils approved by Rolls-Royce and fuel oils ac- hold til spesifikasjoner under “Brennstoff-
cording to specification stated under “Fuel Oil kvaliteter”, kap. 7. Erfaringen med motoren må
Grades”, chapter 7. Individual experience with the imidlertid være avgjørende for stempel-overhalin-
engine must, however, determine the piston over- gens hyppighet.
haul frequency.
Erfaring viser at hyppigere tilstandskontroller enn
Experience shows that more frequent condition oppgitt i “Tabell over rutinearbeider” (uten indi-
checks than given in “Table for Routine mainte- kasjoner på feil) vanligvis er unødvendig. En bør
nance”, (without any failure indication), are in være oppmerksom på at oppnådde gunstige
general unnecessary. One should bear in mind that “løpsegenskaper”, mellom stempelringer og sylin-
an unnecessary condition check might ruin good derforing, kan forandres ved en tilstandskontroll.
running conditions of piston rings and cylinder For gjenvinning av “løpsegenskaper” bør ny inn-
Page 1:6 1:6
3201
liner. Before these conditions are regained, a new kjøring foretaes. Best resultat av innkjøring, enten
running-in period is necessary. The best result stempelringer er skiftet eller ikke, får en ved å
from running-in, whether the piston rings are hone sylinderforingen.
changed or not, is obtained by honing the cylinder
liner.
Smøreoljeforbruket vil normalt øke etter stempel-
The lubr.oil consumption will normally increase trekk, for senere å avta etter hvert som stempelrin-
after a piston withdrawal, but as the piston rings gene tilpasser seg sylinderforingen.
fit to the cylinder liner after some time of opera-
tion, the lubr.oil consumption will return to nor-
mal.
Veivstake med veiv- og krysslager
Connecting Rod with Big End Bearing and
Gudgeon Pin Bearing På grunn av relativ stor veivtappdiameter i forhold
Due to the relatively large diameter of the crank til sylinderdiameteren, har veivstaken (6) skrådelt
journal compared to the cylinder bore, the con- veivlager. Delingsflatene har fortanning som dan-
necting rod (6) has a diagonally split big end bear- ner den radielle styring av lagerdekselet til staken.
ing. The joint surfaces have serrations which give Se detalj (I). Styrehylsen (7) styrer lagerdekselet
a radial guidance for the bearing cap to the con- aksielt til staken
necting rod. See detail “I”. The pins (7) guide the
bearing cap axially to the connecting rod.
Drivverk
Driving Gear Lagerdekselet (9) er boltet til veivstaken med
The bearing cap (9) is bolted to the connecting rod boltene (14) og (15), og mutterne (12) og (13).
by the bolts (14) and (15), and the nuts (12) and
(13). Bolten (14) skrues til anlegg mot bunn av gjenge-
The bolt (14) is screwed into the connecting rod hull i veivstaken og tilsettes.
and tightened. Bolten (15) skrues inn i mutteren (12) og tilsettes.
The bolt (15) is screwed into the nut (12) and
tightened. Observer at mutteren (12) må monteres, inkludert
Observe that the nut (12) has to be fitted, includ- en shim under den, og sikres med styreverktøyet
ing a shim underneath it, and secured by the guide DR 1017/04 før stempel med veivstake senkes
tool DR 1017/04 before the piston with connect- ned i sylinderen.
ing rod is lowered into the cylinder. Se instr. 3202.
See instr. 3202.
Boltene forspennes hydraulisk med verktøyet (DR
The bolts are prestressed hydraulically using the 624/25). Se “Tabell over tilsettingsdata for bolte-
tool (DR 624/25). See “Table of tightening speci- forbindelser”, kap. 1, vedr. demontering / monter-
fications”, chapter 1, regarding dismantling / as- ing av veivlagerbolter og “Trekk av drivverk”.
sembling of big end bearing bolts and
“Withdrawal of driving gear”.
Ved hver rutinemessige stempeloverhaling, der
At every routine piston overhaul, where piston drivverkene trekkes, skal veivlagerhuset kon-
and connecting rod are pulled, the big end bearing trollmåles for ovalitet.
housing must be checked for ovality.
Veivstaken tas av stemplet og legges på en ar-
The connecting rod is taken off the piston and beidsbenk.
placed on an work bench.
Page 2:6 2:6
282,
100
282,
100 281,
960
281,
960 0,
100
0,
100
3201
For more details about bearing shells, see “Crank- Se også “Klaringer”, kap. 1.
shaft main bearings thrust washers and flywheel
bearing”, chapter 2. See also “Clearances”, chap-
ter 1. Før montering av veivlagrene må delene være
nøye rengjort. For å sikre riktig tilsetting av veiv-
Before assembling the big end bearings, all parts lagrene må fortanningssporene på delingsflatene
must be well cleaned. To ensure a correct tighten- være glatte og fri for grader og smuss.
ing of the big end bearings, the serrations in the
joint surfaces must be smooth and free from dirt
and burrs. Krysslagerforingen (21) er en stålhylse med bly-
bronselagermetall. Demontering av krysslagerfor-
The gudgeon pin bushing (21) is made of steel ingen (21) krever så stor kraft at jobben kun kan
with a running layer of lead bronze. Dismantling utføres på spesialverksted.
of the gudgeon pin bushing (21) requires such a
large force that it can only be done in a special
workshop. Ved montering av ny krysslagerforing må den
først nedkjøles i flytende nitrogen i ca. 5 minutter.
Prior to fitting a new gudgeon pin bushing, it has (temp. ca. - 195 °C).
to be cooled in liquid nitrogen for about 5 minutes
(Temp. approx. - 195 °C). Den nedkjølte krysslagerforing må føres hurtigst
mulig inn i stakeutboringen og posisjoneres inntil
The cooled bushing must be placed in the con- krympe-pasningen holder den på plass. Kontroller
necting rod bore immediately, and kept in position at sideflater på stakehode og foring er kommet i
until shrink fit is achieved. Also check that the innbyrdes riktig stilling.
end surfaces of the bushing are in correct position
relative to the side surfaces of the connecting rod. For å unngå vansker under monteringen, er det
viktig at gitte instruksjoner for nedkjøling og
In order to avoid difficulties with the fitting of the montering følges nøyaktig.
bushing, it is important that the given instructions Arbeidet må utføres ved et kvalifisert verksted.
for cooling and fitting are followed carefully.
The work have to be carried out at a qualified
workshop. Merk: Oppvarming av stakehodet med
gassbrenner eller lignende må frarådes,
Note: We advise against the use of an acetylene da dette kan medføre at veivstaken blir
burner or similar for heating of the deformert pga. varmespenninger.
connecting rod head, as this may cause
deformations due to heat stress. Stempel med stempelringer
Motoren er utstyrt med et to-delt stempel (1) der
stempelkronen er av smidd seigherdingsstål og
Piston with piston rings skjørtet av kulegrafittjern. De to delene er holdt
The engine is equipped with a two-piece design sammen med 4 spesialbolter som er meget nøyak-
piston. The piston head is of forged cast iron, and tig tilsatt og skal normalt ikke løsnes.
the piston skirt of nodular iron. The two parts are
kept together with 4 specially made bolts, accu-
rately tightened, and shall normally not be un- Skulle dette likevel bli aktuelt må Rolls-Royce sin
tightened. serviceavdeling kontaktes og rådspørres om de
nødvendige prosedyrer, eventuelt sendes stempe-
If it should be necessary to untighten the bolts, let til Roll-Royce. Se instr. 1101.
please contact Rolls-Royce’s Service Department
Page 4:6 4:6
3201
for necessary procedures, or send the piston to Stempelkronen er innvendig utformet med kanaler
Rolls-Royce. See instr. 1101. for oljekjøling, og de to øverste ringsporene har
herdete flanker. Stempelskjørtet har “avtrappet”
The piston head has internal chambers for oil opplagring for kryssbolten for å gi størst bæreflate
cooling, and the two upper piston ring grooves are i retning med forbrennings-trykkraften.
hardened. “The piston skirt” has a stepped gudg-
eon pin bearing in order to obtain the maximum Kryssbolten (19) er settherdet og slipt til meget
bearing surface to take the combustion forces. høy grad av overflate-finhet. Den er “flytende op-
plagret” og sikret aksielt ved hjelp av låseringene
The gudgeon pin (19) is case-hardened and (20).
ground to a very high degree of surface smooth-
ness. It floats in its bearings and is axially locked Som kjøleolje nyttes smøreolje fra motorens
by the circlip (20). smøreoljesystem (se “Smøreoljesystem”, kap. 8).
Fra krysslagerforingens radielle spor ledes oljen
The coolant is lubr.oil from the lubr.oil system. gjennom boringer i kryssbolten og inn i stem-
(See “Lubr.oil system”, chapter 8). From radial pelkronen. Herfra dreneres oljen til veivrommet
grooves in the gudgeon pin bushing the oil flows gjennom senterboringen i stempelet.
through bores in the gudgeon pin and into the
cooling chamber in the piston head. The oil is
drained to the crankcase through a centre bore in Ved stempeloverhaling adskilles stempel og
the piston. veivstake ved å fjerne sikringsringene (20) og
banke ut kryssbolten (19) med et trestykke eller
At piston overhauls the piston is separated from lignende. Belegg på stempelet vaskes av. Om nød-
the connecting rod by removing the circlips (20), vendig må det skrapes bort, men uten å ripe stem-
then the gudgeon pin (19) is driven out by a piece peloverflaten. Kontroller og rengjør returhullene
of wood. All deposits on the piston are to be for smøreolje i stempelskjørtet under olje skraper-
washed off. If necessary it has to be scraped off, ingen. De skal være fri for belegg. Stempelringene
taking care not to damage the piston surface. og ringsporene må kontrolleres.
Check and clean the oil draining passages in the
piston skirt under the oil scraper ring. These must
be free of dirt and deposits.The piston rings and Ligger ringene løse i sporene og disse forøvrig er i
their grooves are to be checked. orden, bør rengjøringen utføres uten at ringene de-
monteres. Som oftest må likevel den øverste stem-
If the rings are free and the grooves not damaged, pelringen taes ut for rengjøring av ringsporet og
the cleaning should be carried out without remov- ringens innside.
ing the rings from the piston. The upper piston
ring, however, must normally be dismantled for
cleaning of its inner face as well as the ring Stempelringene skiftes dersom de er slitt, har
groove. skarp slitekant, sår eller merker etter dårlig anlegg
og gjennomslag. De to øverste stempelring-
The piston rings are changed by excessive wear, if sporene er induksjonherdet.
they have a sharp wear edge, or if they have marks
and wounds caused by bad surface contact or
blow-by. The two upper ring grooves are induc- Dersom kun enkelte stempelringer skiftes må de
tion hardened. øvrige beholde sine tidligere plasser. Nye ringer
kontrolleres i sylinderen med hensyn til klaring i
When only some of the rings are replaced, it is es- ringdelingen. (Se “Klaringer”, kap. 1).
sential that the remaining rings are kept in their
old grooves. New rings are checked in the cylin-
Page 5:6 5:6
3201
der liner with respect to ring gap clearance. (See Demontering og montering av stempelringene
“Clearances”, chapter 1). foretaes ved hjelp av en spesiell stempelringtang
(DR 633/64). Det frarådes å åpne stempelringene
Dismantling and assembling of the piston rings ved hjelp av tau eller å bende dem over stempelet,
are carried out by means of a special piston ring da dette kan deformere og ødelegge ringene.
plier, (DR 633/64). It is not advisable to open a FORSIKTIGHET
piston ring by use of a rope, or by bending it over
Kompresjonsringene (2) og (3) har
the piston, as this might damage the ring.
assymetriske løpeflater og må monteres
CAUTION korrekt.
The compression rings (2) and (3) have Disse ringene bærer et “Topp” merke som må
assymmetrical running faces and must be peke opp.
assembled correctly. Se “Stempelringkombinasjon” (3204).
These rings bear a “TOP” marking which must
point upward. Plassering av stempelringene, Se “Stempelring
See “Piston ring combination”, (3204). kombinasjon”, 3204.
Installation of piston rings, see “Piston ring com- Før drivverket monteres inn i motoren, må sylin-
bination”, 3204. derforingene kontrolleres. (Se “Sylinderforing”,
kap. 2). Ved montering av drivverket må stempel-
The cylinder liner must always be checked prior ringene være godt smurte med ren smøreolje, (se
to refitting of a piston and connecting rod assem- “Trekk av drivverk” og “Demontering og monter-
bly in the engine. (See “Cylinder Liner”, chapter ing av veivlager“).
2). The piston rings should be well lubricated with
clean lubr.oil before the piston is fitted in the liner.
(See “Removing and installing the piston and con- Dersom nye stempelringer eller ny sylinderforing
necting rod assembly”). er montert, eller sylinderforing er honet, er det av
vesentlig betydning at smøreolje- og kjølevanns-
Whenever new piston rings or a new cylinder liner temperaturer holdes på normalt nivå i innkjøring-
have been installed, or if the liner has been re- sperioden. Se “Tekniske Data”, kap. 0.
honed, it is of great importance that lubr.oil and
cooling water temperatures are kept normal dur-
ing the running-in period. See “Technical Data”,
chapter 0.
Page 6:6 6:6
3202
REMOVING AND INSTALLING THE PISTON TREKK AV DRIVVERK (STEMPEL OG

AND CONNECTING ROD ASSEMBLY. VEIVSTAKE).
INSPECTION OF THE BIG END BEARING INSPEKSJON AV VEIVLAGER
Draw. no. 866/31 Tegn. nr. 866/31

2. Hydraulic power tool 2. Hydraulisk verktøy
3. Big end bearing cap 3. Veivlagerdeksel
4. Flexible hose w/rapid coupling (DR 639/36) 4. Fleksibel slange med hurtigkopling (DR 639/
36)
5. Distibuting block (DR 612/16) 5. Fordelingsblokk (DR 612/16)
6. Flexible hose 6. Fleksibel slange
7. Pressure gauge (0-1500 bar) 7. Manometer (0-1500 bar)
8. Hydraullic pump 8. Hydraulisk pumpe
10. Guide ring (DR 961/50) 10. Styrering (DR 961/50)
11. Lifing tool (DR 856/54) 11. Løfteverktøy ( DR 856/54)
12. Supporting tool (DR 965/97) 12. Støtteverktøy (DR 965/97)
13. Nut 13. Mutter
21. Air vent screw 21. Luftskrue
22. Steel ball 22. Stålekule
23. Washer (USIT) 23. Pakning (USIT)
24. Nipple for rapid coupling 24. Nippel for hurtigkopling
25. Handle 25. Spake
26. Jack for big end bearing cap (DR 862/86) 26. Jekk for veivlagerdeksel (DR 862/86)
27. Protective plug (DR 969/28) 27. Beskyttelsesplugg (DR 969/28)
29. Nut on bolt 29. Mutter på bolt
30. Shim with collar for upper nut on upper big 30. Underlagsskive med krage for øvre mutter på
end bearing bolt, see sketch below. øvre veivlagerbolt, se skisse nedenfor.
Removing the piston and connecting rod as- Demontering av drivverk

sembly
When the cylinder head is removed from the en- Etter at sylinderdekselet er demontert fra motor
gine, the carbon cutting ring must be disassem- tas koksringen ut av sylinderforingen. Se “Sylin-
bled from the cylinder liner. See “Cylinder liner”. derforing”.
Thereafter, the crankshaft is rotated until the pis- Deretter tørnes veivakselen til stempelet står i
ton is in T.D.C. position i.e. top dead centre. The TDC (dvs. stempel i øvre dødpunkt). Løfteverktøy
lifting tool (11) and a sling are attached to the pis- (11) og løftestropp monteres.
ton.
Removing and installing the piston and connecting BV/EV 0306 Trekk av drivverk (stempel og veivstake). inspeksjon
Page 1:6 Side 1:6
3202
Note: The crank shaft must be rotated to TDC Merk:Veivakselen må tørnes til TDC (som vist
(shown in fig. III), to be able to use the i fig. III) for at det hydrauliske verktøyet
hydraulic tool (2) to loosen the big end (2) skal kunne monteres for losing av
bearing nuts, and remove the big end veivlagermutrene, og veivlagerdekselet
bearing cap through the crankcase skal kunne demonteres gjennom
opening. veivlukeåpningen.
The prestressed big end bearing bolts (9) are re- Forspenningen i veivlagerboltene (9) avlastes ved
leased by using the hydraulic power tool (2). (See hjelp av de hydrauliske verktøymutrene (2) som
“Instruction for use of hydraulic power tool for deretter fjernes. (se “Bruk av hydraulisk verktøy
tensioning of big end bearing bolts”). The lower for tilsetting av veivlagerbolter”). Den nederste
big end bearing bolt is then removed by using a veivlagerbolt skrues ut (NV 14mm for innvendig
hexagon key (14 mm). sekskant hull).
Observe that upper big end bearing bolt (28), Obervér at øvre veivlagerbolt (28), som tidligere
which used to be identical to the bolt (9), now var identisk med bolten (9), nå går gjennom veiv-
goes through the connecting rod. staken.
Fit the guide tool DR 1017/04 over the upper nut Montér styreverktøyet DR 1017/04 over øvre
on the upper big end bearing bolt (28) and tighten mutter på øvre veivlagerbolt (28) og spenn fast
the bush against the connecting rod, see drawing (skru hylsen mot veivstaken), se tegning nedenfor.
below.
The jack (26) is placed underneath the bearing Plassér jekken (26) innunder veivlagerdekselet.
cap. Unscrew the lower nut on the upper bearing Skru av nedre mutter på øvre veivlagerbolt (28).
bolt (28). Then unscrew the upper bolt, and move Skru deretter ut øvre bolt og trekk jekken med
Page 2:6 Side 2:6
3202
the jack with the bearing cap through the crank- veivlagerdekselet ut gjennom veivlukeåpningen
case opening as shown on fig. III. som vist på fig. III.
The threads of big end bearing bolts and the mat- Gjengene på veivlagerboltene og innskruings-
ing threads in the connecting rods must be perfect, gjengene i veivstaken må være perfekte, ettersom
since scored threads may initiate micro cracks that rivninger i gjengene i veivstaken kan være ut-
may give raise to fatigue failure of connecting gangspunktet for mikrosprekker som kan gi ut-
rods. mattingsbrudd.
When big end bearing bolts are dismantled, they Når veivlagerboltene demonteres, skal de oppbev-
must be stored so the threads are not damaged or ares slik at gjengene ikke skades eller tilsmusses.
soiled.
Protective plug (27) is fitted in hole for upper big Beskyttelsesplugg (27) monteres i hull for øvre
end bearing bolt, see fig. IV. veivlagerbolt, se fig. IV.
Rotate the crankshaft until free of the connecting Veivakselen tørnes ut av overskålen og drivverket
rod, and pull out the connecting rod assembly heises forsiktig opp, samtidig som veivstaken
carefully as it is supported until guided by the cyl- støttes inntil den får styring i sylinderforingen.
inder liner.
Installing the piston and connecting rod assem- Montering av drivverk

bly
Before the piston and connecting rod is lowered Før drivverket senkes ned i sylinderen, monteres
into the cylinder, use guide tool DR 1017/04 to fit mutter og underlagsskive for øvre veivlagerbolt
the upper nut and shim for upper big end bearing med styreverktøy DR 1017/04 i utboringen som
bolt in the upper recess as shown below. vist nedenfor.
Tighten the bush against the connecting rod. Skru fast hylsen mot veivstaken.
Note: Make sure the shim is correctly Merk: Kontrollér at skiven er riktig plassert
positioned under the nut! under mutteren!
The shim is positioned with the flat side Skiven skal ligge med den flate siden mot
against the connecting rod and the collar veivstaken og kragen opp mot mutteren
against the nut, as shown on the drawing som vist på tegningen ovenfor.
above.
Inspect piston rings and ring grooves. If the rings Stempelringene og ringsporene må kontrolleres.
are free in their grooves and otherwise not dam- Dersom ringene ligger løse i sporene og forøvrig
aged, the piston is cleaned with the rings in place. er i orden, bør rengjøring utføres med ringene på
However, it is often necessary to remove the up- plass. Imidlertid er det ofte nødvendig å fjerne
per piston ring for cleaning of the ring groove and øvre stempelring for rengjøring av ringsporet og
the ring. ringens innside.
Before installation, the piston and cylinder liner Før nedsetting av drivverk må stempel og sylin-
should be coated with lubr.oil. The serrations of derforing innsettes med olje. Fortanningspor i
connecting rod and big end bearing cap must be stakehodet og lagerdekselet, samt anleggsflater
thoroughly cleaned. The backs of the bearing for lagerskåler må rengjøres grundig. Baksider av
shells should also be free of grease. skåler må være absolutt rene og så fettfrie som
mulig.
Page 3:6 Side 3:6
3202
Install the upper bearing shell in such a position, Øvre lagerskål legges i sitt lagerleie, slik at styre-
that the guide tab fits into its groove, and the bear- tungen passer i styresporet og lagerskålen flukter
ing shell is flush with the serration plane. The med fortanningsplanet. Lagerskålen i dekselet
bearing shell in the bearing cap is installed the monteres på samme måte.
same way.
Assembling of the big end bearing Montering av veivlager

• Rotate the crank journal to TDC (See fig.III). • Veivtappen stilles i TDC (se fig. III).
• Clean the bolts and coat the threads with lubr. • Boltene rengjøres og gjengene smøres med
oil. smøreolje.
• Put the bearing cap on the jack (26). • Lagerdekselet settes på jekken (26).
• Lower big end bearing bolt: • Nedre veivlagerbolt:

Tighten the bolt firmly to the bottom of the Trekk til bolten til bunnen av det oppgjengede
threaded hole. hullet.
Torque: 100 Nm Moment: 100 Nm
Verification: Bolt length above the landing Verifikasjon: Boltlengde etter tiltrekking skal
face after tightening shall be: L = 370 ± 1 være: L = 370 +/- 1 mm.
mm.
• Slide the bearing cap (3) over the upper bolt • La lagerdekselet (3) gli langs bolten til det
until landing on serration. Be sure that the cap stopper mot fortanningen. Følg med på at
slides easily in place without any restrictions, dekselet glir lett på plass uten motstand, og
and check that the guide sleeve enters sjekk at styrehylsen kommer skikkelig på
properly. plass.
Tighten the nut by hand. Trekk til mutteren for hånd.
• Upper bolt: • Øvre bolt:
Page 4:6 Side 4:6
3202
Insert the bolt in the hole and screw until it Sett bolten i hullet og skru til den stopper i
stops in the guide tool DR 1017/04. Screw styreverktøyet DR 1017/04. Skru forsiktig
gently to be sure the tool does not move. slik at verktøyet ikke forskyver seg.
• Install the hydraulic power tool and tension to • Det hydrauliske verktøyet monteres og
specified value as stated in “Table of veivlagerboltene forspennes i henhold til
tightening specifications”, chapter 1. “Tabell over tilsettingsdata for
See “Instructions for use of hydraulic power bolteforbindelser”, kap. 1. Se også “Bruk av
tool for tensioning of big end bearing bolts”. hydraulisk verktøy for tilsetting av
veivlagerbolter”.
Inspection of the big end bearing Inspeksjon av veivlager

See also “Crankshaft main bearings, thrust wash- Se også “Rammelagre, styrelager og svinghjuls-
ers and flywheel bearing”, chapter 2. lager”, kapittel 2.
When inspecting the big end bearing, the crank Ved inspeksjon av veivlager tørnes veivakselen til
shaft is rotated to TDC and the supporting tool TDC og støtteverktøyet (12) monteres. Fig. IV.
(12) is used as shown on fig. IV. When the con- Med verktøyet justert slik at drivverket hviler på
necting rod assembly is resting on the supporting verktøyet, taes lagerdekselet ut som beskrevet
tool, the big end bearing cap can be removed. foran. Med lagerdekselet ute og drivverket under-
With the connecting rod assembly in this position, støttet av verktøyet (12) kan veivtappen tørnes ut
and with support for the big end, the crankpin can av veivlageret.
be turned out of the big end bearing.
Page 5:6 Side 5:6
3202
Page 6:6 Side 6:6
3203

TENSIONING OF BIG END BEARING BOLTS TILSETTING AV VEIVLAGERBOLTER
Draw. no. 1011/11 Tegn. nr. 1011/11
9. Flexible hose L = 1500mm, with rapid 9. Fleksibel slange L = 1500mm, med hurtig-
coupling DR 639/36 kopling DR 639/36
10. Distribution block DR 612/16 10. Fordelingsblokk DR 612/16
Art.no. 18545 Art nr. 18545

11. Flexible hose 11. Fleksibel slange12.
12. Pressure gauge, 0-1500 bar 12. Manometer 0-1500 bar
13. Hydraulic pump (See ch. 9, instr. 9503 if air 13. Hydraulisk pumpe (Se kap. 9, instr. 9503 hvis
driven pump). luftdrevet pumpe).
DR 624/25 DR 624/25
20. Steal ball 20. Stålkule
22. Washer “USIT” 22. Pakning “USIT”
23. Nipple for rapid coupling 23. Nippel for hutigkopling
25. Handle 25. Verktøyspake
• Item no. 14, 15, 17 & 18 are delivered as a set • Pos.nr. 14, 15, 17 & 18 blir levert som et sett
(Part.no. 403890). (Art.nr. 403890).
It is of great importance to tighten the big end Det er av største viktighet at veivlagerboltene får
bearing bolts to equal torque and correct tension- lik tilsetting og blir tilsatt med korrekt for-spen-
ing. ning.
To attain a safe and rational tensioning of the big For å oppnå en sikker og rasjonell forspenning av
end bearing bolts, two hydraulic power tools DR veivlagerboltene nyttes 2 stk. hydrauliske tilset-
624/25 are used. tingsverktøy DR 624/25.
These tools are interconnected by means of the Verktøyene kobles innbyrdes sammen med to fle-
flexible hoses (9) to the distributing block (10), ksible slanger (9) til fordelingsblokken (10) som
which is connected to the hydraulic pump (13) by med slangen (11) tilkobles pumpen (13).
means of the hose (11).
The hydraulic tool DR 624/25 consist of a cylin- Verktøyet DR 624/25 er bygget sammen av en syl-
der (16) and a piston (19). The O-rings (15) and inder (16) og et stempel (19). O-ringene (15) og
(17), and the supporting rings (14) and (18) form (17) danner sammen med støtteringene (14) og
the sealing between the cylinder and the piston. (18) tetningen mellom sylinder og stempel. For å
Page 1:2 1:2
3203
For venting of the system, the piston has a bore, kunne avlufte verktøyet er stempelet utført med
which during operation is sealed with a steel ball luftehull som under bruk er tettet med stålkulen
(20) and a screw (21). (20) og skruen (21).
See “Use of hydraulic power tool” (1405) and Se “Bruk av hydraulisk verktøy” (1405) og
“Table of tightening specifications for bolts” “Tabell over tilsettingsdata for bolteforbindelser”
(1702). (1702).
WARNING ADVARSEL
Protecting glasses should be used in order to På grunn av høyt oljetrykk bør operatøren
prevent injuries in case of high pressure pipe bruke beskyttelsesbriller for å unngå skader i
failure etc. tilfelle slangebrudd eller lignende.
Page 2:2 2:2

Date 11 March 2016
Page 1 of 1
RECOMMENDED ACTION
Possibility to increase exhaust temperature interlock limits

B32:40 MDO/HFO

This service letter introduces the possibility to increase exhaust temperature interlock limits in the monitoring system.
The upgrade will reduce any occurrence of exhaust temperature alarms due to temperature deviation at low engine
loads.
Description
The purpose of the alarm is to monitor exhaust temperature deviations in case of engine problems during normal
operation, and give alarm in cases where the temperature deviation is ≥ 50 °C at normal operation. A lower
temperature limit (alarm is blocked below value) is set to avoid alarm when temperatures are low (during
increase/decrease of power at low loads).
During engine startup/shutdown at low loads it is normal that exhaust temperatures from individual cylinders deviate
by more than 50 °C compared to the average value, and therefore a sufficiently high interlock limit value should be
used to avoid unnecessary alarms.
Due to recent engine developments providing reduced emissions and fuel consumption, the engine exhaust
temperatures at low load have increased with approximately 50 °C. To compensate for this and avoid triggering the
exhaust temperature alarm at low engine loads, it is recommended to increase the interlock limit value:
Current value
Description Temperature limits
Alarm interlock limit < 250 °C
Deviation alarm 50 °C
New value
Description Temperature limits
Alarm interlock limit < 300 °C
Deviation alarm 50 °C
The changes must be implemented in the alarm monitoring system and can be performed by the crew or by the
alarm monitoring system supplier.



Date: 5 February 2016
Page 1 of 2
RECOMMENDED ACTION
Oil leakage from the gasket between exhaust bend and cylinder head
B32:40 MDO/HFO, B35:40 GAS
Description
We have seen some cases of oil leakage from the gasket between the exhaust bend and the cylinder head. The
leakage is caused by insufficient pressure on the gasket surface, as the tightening pressure is mainly concentrated
around the exhaust bend bolts (Ø17 mm).
New solution to be implemented on all engines during the next planned service
A new gasket with improved sealing efficiency (part no. 445981) has been developed, and we strongly recommend
that you order the new gasket for the installation of the overhauled cylinder heads. Alternatively, you can cut off the 4
ears with holes for Ø17 mm bolts on the existing gaskets. Both solutions will ensure the tightening pressure is
concentrated on the gasket’s sealing area (inner diameter) and thus solve any leakage problems. We also recommend
to replace the exhaust bend bolts at the next overhaul. Bolt part numbers are 4 x PN 017561 (45 mm length) and for
some V-engines bolt part numbers are 3 x PN 017561 (45 mm length) and 1 x PN 712641 (105 mm length). New
bolts are easy to identify as they are black, whereas the old bolts are of stainless steel. Correct tightening torque of
bolts is 120 Nm. The bolts should be retightened approximately 100 hrs after refitting of the cylinder head together with
the cylinder head bolts.
Note: cutting the steel mesh can be

challenging and should be tested
before ordering of parts. The
drawing shows where the cuts
should be made on the gasket.
Important: the fastener holes

(Ø10) are asymmetric. Verify that
the central metal ring is aligned with
the sealing surface on the cylinder
head during assembly, as shown
on the picture.
 x
Ref. SL-RE-2016-016
Service letter Date: 5 February 2016

Page 2 of 2
RECOMMENDED ACTION
Optional repair solution for engines that are not due for a cylinder head overhaul
On engines with oil leakages that are not due for a cylinder head overhaul, we have developed a more robust
fastening solution that can be implemented without removal of the cylinder heads. The bolts fastening the exhaust
bend to the cylinder head in the repair solution are made of a stronger material that can support a significantly higher
tightening torque which will solve any leakage problems.
Below follows an overview of the required parts for each cylinder head:
Item Description Part no Quantity

1 Hex. Screw M14X90 DIN 931-10.9 712199 4
2 Washer Ø15 DIN 125 016841 4
3 Distance piece - Ø16.5 Length 47 426974 4
Mounting instruction:
1. Dismantle only one bolt at a time
and install the new washer,
distance piece and bolt.
2. Torque up to 85Nm before
proceeding to the next bolt.
3. Repeat this exercise on the
second, third and fourth bolt. The
fourth bolt can be torqued directly
to 170Nm.
4. Then tighten the 3 other bolts
from 85Nm to 170Nm in a
diagonal pattern.
5. Clean the external surfaces if
contaminated by oil remnants.
Some additional cleaning during
the first hours of operation might
be required until the seal is oil
dry.
Note: if the new gasket No.445981 is fitted during the next overhaul, long bolts with distance pieces are not
necessary. M14x45 bolts with tightening torque of 120 Nm instead of 170 Nm is sufficient.


Date 5 February 2016
Page 1 of 1
RECOMMENDED ACTION
Changes to big end bearing lifetime and updated Routine Maintenance

Schedule (RMS)
B32:40 MDO

1502

The RMS for the indicated engine type has been updated and we kindly ask you to replace your current version with
the new version which is attached to this Service Letter.
The reference to a service letter for temporary intervals of three-piece connecting rod big end bearings (item 405) has
been removed from the RMS. An improved big end bearing solution for with a lifetime of 20.000 running hrs has been
developed and tested with satisfactory results. The new bearing type will be available in Q2 2016 and once it has been
installed, the lifetime can be extended from 8000 hrs to 20.000 hrs.
New part numbers for three-piece connecting rod big end bearings are 712874 and 712875.
Description
The following items have been subject to modifications:
 Item 101: modified text
 Item 405: modified text and intervals
 Item 503: modified text

Attachments:
 RMS B32:40 MDO Marine 100-60.000 hrs Draw. No: 1012_06

Draw.no: 1012/06 Routine Maintenance Schedule 60.000
Instruction no: 1502 Valid for Bergen B32:40 Engines for MDO, Marine Application
Revision: November 2015 Rev E
S = Spot Check, C = Check All, L = Lubricate, W = Clean / Adjust, O = Overhaul, R = Replace
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
33000
34000
35000
36000
37000
38000
39000
40000
41000
42000
43000
44000
45000
46000
47000
48000
49000
50000
51000
52000
53000
54000
55000
56000
57000
58000
59000
60000
1000
1500
2000
2500
3000
3500
4000
4500
5000
6000
7000
8000
9000
Item Instr.
100
500
No. No. a)
1 CYLINDER HEADS 1
101 2404 Cylinder head bolts and exhaust bend bolts: retighten approx. 100 hrs after refitting of cyl.head C C C C 101
a) See service 102 2408 Cylinder head: max.firing pressure C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 102
manual 103 4301 Inlet and exhaust valve clearance. Also approx.100 hrs after refitting of cyl.head C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 103
instructions 104 2401 Inlet and exhaust valve rotators (rotocaps) C C C C C C C C C R C C C C C C C C C R C C C C C C C C C R 104
105 2401 Valve gear system for inlet and exhaust valves S O S O S O 105
106 2401 Inlet and exhaust valves / valve seats: overhaul / replace according to wear R R R 106
107 2401 Inlet and exhaust valve guides C C C 107
b) See separate
108 2408 Indicator valves C C C 108
instructions
109 2410 Starting air valves O O O 109
2 FUEL OIL SYSTEM 2
201 7208 Fuel injection nozzle holders W W W W O W W W W O W W W W O 201
The schedule is 202 7208 Fuel injection nozzles R R R R R R R R R R R R R R R 202
only valid for 203 7207 Fuel injection pump drive: alternating spot checks S S S S O S S S S O S S S S O 203
normal operating O O O 204
204 7206 Fuel injection pump
conditions as
205 7206 Fuel injection pump: erosion plug S S S S R S S S S R S S S S R 205
defined in the
206 5502 Fuel injection pump: auto stop cylinder emergency stop test Check monthly 206
contracts, service
agreements or 207 7206 Fuel injection pump: fuel rack - lubricate and check every pump for signs of sticking Weekly and before start 207
relevant technical 208 7205 Fuel oil filter Replace every 6 months or at diff. pressure 208
documentation 209 7201 Fuel oil pulsation dampers in low pressure fuel system: open valve to check for leakage C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 209
from Rolls-Royce 210 b) Flexible fuel connections C C C C R C C C C R C C C C R 210
211 8306 Engine driven fuel oil booster pump O O O 211
212 - Fuel oil sample When bunkering 212
213 - High pressure pipe C C C C C C C C C C C C C C C 213
The intervals in
this schedule are 3 CYLINDER LINERS 3
for guidance only 301 2301 Honing: overhaul / replace according to wear O O O 301
and are subject to 302 2301 Remove liner / check water jacket / replace sealing O O O 302
local ambient 303 2301 Carbon cutting ring C C R 303
conditions. The 4 PISTONS / CONNECTING RODS 4
schedule is
401 3201 Gudgeon pin bushing: replace when off limit C C R 401
applicable to
402 3201 Gudgeon pin C C C 402
engines with more
than 2000 annual 403 3201 Piston including piston ring grooves (gap / clearence): replace after 60.000 C C R 403
operating hrs 404 3201 Piston rings: also replace after honing of cyl. liner R R R 404
405 3202 Big end bearing shells R R R 405
406 3201 Big end bearing assembly (ovality control and surface check) C C C 406
407 3201 Connecting rod shims between the big end bearing housing and the shank (three-piece connecting rod) R R R 407
S = Dismantle / 408 3201 Shim, nut, upper and lower studs (oblique split connecting rod) C R C 408
inspect 1 item and
5 CRANKSHAFT 5
check condition
(leakage, 501 2201 Main bearings and thrust washers S R S 501
abnormal wear, 502 3102 Crankshaft deflection: check before and after every main overhaul / docking C C C C C C C C C C C C 502
cracks, 503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) S S S S S S S S S S S S 503
contamination 504 3101 Torsional vibration damper: spring type O O 504
etc.) 505 3101 Torsional vibration damper: fluid type (subsequent fluid samples to be taken according to supplier's indications) C 505
506 3105 Flexible gear wheel, pump drive (pump end) S S S S S S S O S S S S 506
6 CAMSHAFTS 6
The schedule may 601 4101 Camshaft bearings and thrust washers S R S 601
only be changed 602 4101 Fuel cams S S S C S S S C S S S C 602
by a service letter 603 4101 Inlet and exhaust cams with drive S S S C S S S C S S S C 603
from Rolls-Royce 604 4102 Camshaft drive with gear wheels S S S C S S S C S S S C 604
605 5202 Governor drive S S S O S S S O S S S O 605
606 5103 Pilot starting air distributor with drive S O S O S O 606
7 LUBRICATING OIL 7
701 - Clean lubr.oil tank / sump when changing lubr.oil W W W 701
702 1503 Lubr.oil analysis C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 702
703 8204 Main lubricating oil pump O O 703
704 8206 Lub. oil filters with paper elements: Replace at least every 6 months or at diff. pressure R R R R R R R R R R R R R R R 704
705 8206 Lub. oil filters with fibreglass elements See separate instructions 705
706 8207 Centrifugal separation filter lubr.oil: clean every 500 hrs, paper insert to be changed when required W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W 706
707 8203 Lubricating oil priming pump (electrical) C C C C C C C C C C C C 707
708 b) Lubr.oil cooler: see section 9 - cooling water quality / parameters Clean when necessary 708
8 CHARGE AIR AND EXHAUST SYSTEM 8
801 b) Turbocharger bearings: see sign on turbo charger housing See separate instructions 801
802 b) Turbocharger rotor: see sign on turbo charger housing See separate instructions 802
803 b) Turbocharger air filters: clean when dirty See separate instructions 803
804 7106 Turbocharger - water washing of compressor: every 50 hrs See separate instructions 804
805 b) Charge air cooler: clean when necessary See separate instructions 805
806 7301/02 Exhaust manifold bellows C C C C C C C C C C C C 806
807 7301/02 Exhaust manifold insulation C C C C C C C C C C C C 807
9 COOLING WATER 9
901 8501 Cooling water quality and flow: check monthly C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 901
902 8503 Cooling water pumps with drive (high and low temperature) S O S O S O 902
903 b) Jacket water cooler (optional) Clean when necessary O O O 903
10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS 10
1001 1501 Auto stops According to classification requirements 1001
1002 1501 Interlocks According to classification requirements or at least once a year 1002
1003 1501 Emergency start Check monthly 1003
1004 1501 Alarm system communication Every year 1004
1005 1501 Oil mist detector See separate instructions 1005
1006 1501 Temperature PID controller Every 3 months 1006
1007 1501 Lubrication of fuel pumps Check weekly or at every start 1007
1008 1501 Control shaft linkages and fuel rack calibration Check weekly / lubricate 1008
1009 1501 Speed pick-up clearance and cleaning Monthly 1009
1010 1501 Tightening of connectors and screw terminals Check once every 6 months 1010
1011 1501 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements) 1011
1012 1501 Cleaning and visual checking of all electrical equipment Every 3 months 1012
1013 1501 Auxiliary equipment Every year 1013
1014 1501 Earth fault Check weekly 1014
11 MISCELLANEOUS 11
1101 2102 Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months 1101
1102 - All flexible connections: hoses, bellows etc. Check every 2 months 1102
1103 b) Governor / actuator Change oil every 3 months R R 1103
1104 - Governor control shaft with linkages and couplings Check / lubricate weekly 1104
1105 - Exhaust pipe insulation According to SOLAS regulations 1105
1106 - Screw and pipe connections - outside and inside on engine C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 1106
Service letter Ref. SL-RE-2015-014 REV A

Date: 19 January, 2016
Page 1 of 1
RECOMMENDED ACTION
Splash oil monitoring system – new upgrade available

All engines and fuel types.
Description
We are continuously searching for new ways to improve monitoring of our equipment so that any potential failures can
be detected as early as possible.
Our new “Splash oil monitoring system” detects any deviations in the temperature of lube oil from big end bearings in
just a few seconds. This means that if a bearing failure is developing, the engine can be stopped at an early stage,
potentially preventing further damage to the big end bearings and engine crankshaft. The system also identifies which
bearing is defect, facilitating subsequent repair.
For further information on the upgrade and how it works, please see the attached fact sheet. Your local service office
will be able to assist you with any other information.
Attachment:
• Fact sheet: Splash oil monitoring system


Fact Sheet
Splash oil monitoring system

Designed to prevent failures by monitoring the oil temperature of your engine
What is the splash oil monitoring system?

The splash oil monitoring system measures
the temperature differences in the lube oil
originating from the big end bearings to
ensure that it is within the means of safety.
It acts as an important pre-warning system
allowing for proactive monitoring and can
ultimately prevents engine failures.
As a result, the monitoring system

significantly enhances overall operational
safety and reliability. It enables users to act
quickly and intervene where necessary.
How does it work

The centrifugal forces ensure the
temperature sensor receives a continuous
splash of lubricating oil originating from
the big-end bearings, and the monitoring
system automatically triggers an alert to the
operator. Benefits of the splash oil monitoring system
• Improves operational safety – an alert will let the operator know when the
Depending on how the engine settings are
temperature of the oil has exceeded safe boundaries
configured, you can also choose to have an
automatic engine shutdown should the • Affordable and easy to budget – we offer a fixed price solution for each engine
splash oil temperature difference reach unsafe type allowing no room for surprise costs
values.
• Continuous temperature measurement – round the clock splash oil temperature
Once the alert goes off, the engine operator monitoring.
will have an overview of the temperature
• Prevents engine failure – splash oil monitoring can detect temperature
values and take the right actions to mitigate
differences due to a damaged bearing at an early stage, potentially preventing
the situation.
further damage to the big end bearings and engine crankshaft
• Quick to install – most of the preparation has already been done at the Rolls-Royce
facilities. This means that on site installation of the splash oil monitoring system will
require 1-2 days of work on each engine.
79.Marine services-1 of 2-16.10.15
Fact Sheet
Works for all engine types What is included?

The splash oil monitoring system upgrade can be installed on all Bergen Engines. This upgrade The hardware comes as a stand alone package
is referred to as the “stand alone” version since it was not built in upon purchase. The stand which has been prepared at the Rolls-Royce
alone version means that there is a separate monitoring cabinet installed in the machine room facilities.
for each engine. The alarms and warnings are outputs from the monitoring cabinet, and are
This includes:
sent to the ECC and other safety systems.
• Temperature sensors
• Cable harness
• Mounting material
Seconds 0 5 10 15 • Monitoring cabinet
• Required tools
• Instructions and drawings
Not included:
• Cables to the ECC and the external
Start of bearing alarm system
failure • A 24V power cable
• Service engineer
Bearing temp.
Oil mist
Splash oil monitoring Oil mist shutdown

system shutdown
79.Marine services-2 of 2-16.10.15
Bergen Engines AS © 2015 Rolls-Royce plc

P.O.Box 329, Whilst this information is given in good faith, no
5804 Bergen, warranty or representation is given concerning such
Norway information, which must not be taken as establishing
www.rolls-royce.com any contractual or other commitment binding upon
Rolls-Royce plc or any of its subsidiary or associated
companies.

Date 3 Aug 2015
Page 1 of 1
RECOMMENDED ACTION
Replacement of big end bearing studs on oblique split connecting rods

B32:40, B35:40 Liquid fuel and gas.

1502

With reference to service letters SL-RE-2014-018/19/20 issued in October 2014, we would like to highlight the
importance of replacing the big end bearing studs, shims and nuts on oblique split connecting rods at the intervals
indicated in the Routine Maintenance Schedule (RMS).
Description
The big end bearing studs are highly stressed components in a reciprocating engine,
and by design have a limited operating life. The integrity of the studs cannot be
assured beyond the RMS replacement life. If the RMS replacement interval has for
some reason been exceeded, we strongly recommend that immediate action is taken
to replace the studs, and to assure safe operation of the engine.
Please note the following text from SL-RE-2014-018/19/20:

With reference to instruction 3202, the threads of big end bearing bolts and the mating
threads in the connecting rods must be perfect, since scored threads may initiate micro
cracks that may give raise to fatigue failure of the connecting rods and bolts.
Consequently, these items must be thoroughly inspected every time the big end
bearing assembly is dismantled. This implies that if any sign of surface imperfection on
any component in the assembly is detected, the complete bolt assembly must be
replaced.

All service letters should be filed along with the service manual, as they provide
updated and/or additional information which shall prevail over previously issued
documentation.


Date 3 Aug 2015
Page 1 of 1
RECOMMENDED ACTION
Updated service manual instruction

B32:40 MDO

Distribution of updated service manual instruction.
Description
Instruction 7205 “Fuel oil filter, diesel oil” has been updated and the latest version of the instruction is enclosed to this
service letter.
If you have a previous version of the instruction in your service manual, we kindly ask you to replace it with the
enclosed file.

Attachment:
 Instruction 7205 – Fuel oil filter, diesel oil

Draw. no. 1011/17 Fuel oil filter, diesel oil 7205
C/E-O 0415
7205
FUEL OIL FILTER, DIESEL OIL BRENNSTOFF-FILTER, DIESELOLJE

Draw. no. 1011/17 Tegn. nr. 1011/17
1. Filter element 1. Filterelement

2. Filter housing 2. Filterhus
3. Bowl 3. Filterkopp
4. Bypass valve built-in with O-ring seal 4. Bypassventil innebygget med O-ring tetning
5. O-ring 5. O-ring
6. Cap nut 6. Kapselmutter
7. Two-way valve 7. To-veis ventil
8. Safety lock 8. Åpningsbeskyttelse
9. Socket 9. Sokkel
10. Flange 10. Flens
12. Allen screw 12. Sylinderhodeskrue
13. Seal 13. Tetning
14. Drain plug 14. Dreneringsplugg
16. Seal 16. Tetning
17. Extension device 17. Forlenger
Engines running on diesel oil are equipped with a Motorer som drives med dieselolje er utstyrt med
double fuel oil filter. et dobbelt brennstoff-filter.
The filter housing has a built-in two-way valve Filterhuset har innebygget to-veis ventil (7). Ved
(7). At normal running the capacity is such that normal drift er kapasiteten slik at kun den ene
only one filter half is used. filterhalvdelen er i bruk.
The valve handle’s short end points towards the Ventilhendelens korte ende peker mot den filter-
filter half in service, - see cast-on arrow on top of halvdel som er i drift, - se påstøpt pil på filter-
filter housing. The valve handle is locked in each husets topp. Ventilhendelen låses i hver drifts-
service position with a spring-loaded pin. stilling med fjærbelastet pinne.
The filter is emptied by unscrewing the plug (14). Filteret tømmes ved å skru ut pluggen (14).
The filter bowl must be cleaned properly. All oil Filterkoppen må renses grundig. Alt slam i filter-
sediment is washed out with diesel oil and the koppen spyles ut med dieselolje, og koppen blåses
filter bowl is blown clean with compressed air. ren med trykkluft.
After fitting of the new filter element(s), the filter Etter montering av de(n) nye filterinnsatsen(e),
housing has to be filled with diesel oil and vented. må filterhuset fylles med dieselolje og avluftes.
This is done by turning the vent screw (15) one Dette utføres ved å løse lufteskruen (15) ca. en
revolution until pure oil flows out free of air. omdreining, inntil ren olje renner ut, fri for luft-
blærer.
Assure that pipe couplings and plugs are tightened Kontroller at alle forskruninger og plugger er
and that there is no leakage from the filter. trukket til, og at filteret er fri for lekkasje.
Fuel oil filter, diesel oil E-O/(C) 0415 Brennstoff-filter, dieselolje

Page 1:2 1:2
7205
Dismantling of filter half not in service Demontering av filterhalvdel som ikke er i

bruk
1. Make sure that the valve handle’s short end 1. Pass på at ventilhendelens korte ende peker
points towards the filter half in service, - see mot den filterhalvdel som er i drift, - se
cast-on arrow on top of filter housing. The påstøpt pil på filterhusets topp.
valve handle is locked in each service Ventilhendelen låses i hver driftsstilling med
position with a spring-loaded pin. fjærbelastet pinne.
2. Open the air vent screw (15) on the filter 2. Åpne lufteskruen (15) på filterhuset for å få ut
housing to get the pressure out of the filter trykket i filterhalvdelen.
half.
3. Unscrew the drain plug (14) under the filter 3. Skru ut dreneringspluggen (14) under filter-
bowl (3), and let the diesel oil flow out. koppen (3), og la dieseloljen strømme ut.
4. Unscrew the filter bowl (3). 4. Skru av filterkoppen (3).
5. Lift out the filter element(s) (1) from the filter 5. Løft ut filterelementen(e) (1) fra filterkoppen.
bowl (3).
6. Clean all parts. 6. Rengjør alle deler.
Assembling Montering
1. Check the O-rings (5, 11) on the filter 1. Kontroller O-ringene (5, 11) på filterhuset.
housing. Replace them with new ones if Sett inn nye O-ringer hvis nødvendig.
needed.
2. Install replacement filter element(s) (1). 2. Installer nytt(nye) filterelement(er) (1).
3. Assemble the filter in the opposite order of 3. Montér filteret i motsatt rekkefølge av
dismantling. demontering.
4. Fill the filter half by turning the two-way 4. Fyll filterhalvdelen ved å dreie to-veis
valve (7) a little to let the diesel oil flow ventilen (7) litt for å la dieseloljen strømme
slowly into the housing. sakte inn i huset.
5. Close the air vent screw (15) and open the 5. Steng lufteskruen (15) og åpne to-veis
two-way valve (7) completely for the filter ventilen (7) fullstendig for filterhalvdelen.
half.
6. Check the filter for possible leaks. 6. Kontroller filteret for eventuelle lekkasjer.
Fuel oil filter, diesel oil E-O/(C) 0415 Brennstoff-filter, dieselolje

Page 2:2 2:2

Date 11 June 2015
Page 1 of 1
RECOMMENDED ACTION
Reviewed gearwheel tooth flank clearance

B32:40, B35:40, C25:33, C26:33 Liquid fuel and gas

B: 1601
C: 1120

For standardization purposes and to increase the safety margin of the components, the gearwheel clearance
between the flexible gearwheel on the crankshaft and each engine driven pump (mounted on the front end module)
has been reviewed. Please note that some service manuals are already updated with these values.
Description
The gear wheel clearance (cold engine) shall be maintained between 0,2 and 0,6 mm (max. clearance for engines in
service is 0,7 mm).
The tooth flank clearance must be measured on at least four points of the turning circle of the main gearwheel (90
degrees between each measurement). The clearance is measured directly on the gear wheel drive with a feeler
gauge or a dial gauge after removing the front end crankcase door.
Adjust tooth clearance for
Important: If the clearances are not kept within the all pumps
specified limits, pump failures may develop rapidly.
We therefore recommend checking the clearances
at your earliest convenience. If the clearances are
out of tolerance, they must be adjusted according to
indications in the service manual. For any questions
on the adjustment procedures, please contact
technical support.

All service letters should be filed along with the
service manual, as they provide updated and/or
additional information which shall prevail over
previously issued documentation.
Pitch circle diameter
of the elastic gear
wheel


Date 11 March 2015
Page 1 of 1
RECOMMENDED ACTION
Updated lubricant guide for diesel and heavy fuel oil engines
B32:40, K25:30, B32:36

1503
Description
The lubricant guide is subject to changes due to modifications and improvements in the manufacturers’ product range,
as well as internal testing and research that may lead to the insertion or removal of brands based on the findings.
Enclosed to this document you will find the latest version of the lubricant guide for the engine types indicated above,
and we kindly ask you to replace the old version in your service manual(s) with this one.

Attachment:
 Instruction 1503: Lubricant guide for diesel and heavy fuel engines type K and B

1503
LUBRICANT GUIDE FOR DIESEL AND SMØREOLJEKART FOR DIESEL- OG

HEAVY FUEL OIL ENGINES TYPE K AND B TUNGOLJEMOTORER TYPE K OG B
Fuel category to Total Base Number (TBN) Brennstoffkategori i forhold til totalt basetall
(TBN)
Gas-oil / Marine diesel 0 - 0.5% Sulphur ~ TBN 7-12
Marine diesel / Intermediate fuel 0.5 - 1.0% Sulphur ~ TBN 10-16
Intermediate Fuel 1.0 - 2.0% Sulphur ~ TBN 15-20
Intermediate Fuel 2.0 - 3% Sulphur ~ TBN 30
Intermediate Fuel 3.0 - - % Sulphur ~ TBN 40
Oil company Oil product

TBN VISC.
AGIP CLADIUM 120 SAE 40 12 SAE 40

CLADIUM 300 SAE 40 30 SAE 40
BP ENERGOL DS 3-154 15 SAE 40
ENERGOL HPDX 40 12 SAE 40
CASTROL CASTROL HLX 40 12 SAE 40
CASTROL MLC 12 SAE 40
CASTROL MHP 154 15 SAE 40
CENTURY CENTLUBE SUPERB 10,6 SAE 40
CENTIMAR DX304 30 SAE 40
CEPSA TRONCOIL 3040 PLUSS 30 SAE 40
TRONCOIL 4040 PLUSS 40 SAE 40
CHEVRON URSA MARINE 40 9 SAE 40
(TEXACO, CALTEX) DELO SHP 40 12 SAE 40
DELO 1000 MARINE 40 12 SAE 40
TARO 16 XD 40 16 SAE 40
TARO 20 DP 40 20 SAE 40
TARO 30 DP 40 30 SAE 40
TARO 40 XL 40 40 SAE 40
TARO 40 XL 40X 40 SAE 40
TOTAL LUBMARINE AURELIA TI 4020 20 SAE 40
CAPRANO MT 40 11 SAE 40
CAPRANO M 40 14 SAE 40
DISOLA MT40 11 SAE 40
Lubricant guide for diesel and heavy fuel oil K/B/E-O 0215 Smøreoljekart for diesel- og tungoljemotorer type k
Page 1:6 Side 1:6
1503
Oil company Oil product

TBN VISC.
ENGEN GENMARINE EO 4015 15 SAE 40

GENMARINE EO 4030 30 SAE 40
EXXONMOBIL EXXMAR 30 TP 40 30 SAE 40
EXXMAR 40 TP 40 40 SAE 40
EXXMAR CM SUPER 40 12 SAE 40
MOBIL DELVAC HP 40 / MOBIL DELVAC 1640 12 SAE 40
MOBILGARD ADL 15 SAE 40
IRVING OIL MARINE MTX 1540 15 SAE 40
PERTAMINA MEDRIPAL 412 12 SAE 40 1 12 SAE 40
PETROBRAS MARBRAX CCD-410 12 SAE 40
DISTRIBUIDORA SA MARBRAX CCD-410-AP 12 SAE 40
REPSOL - YPF NEPTUNO NT 1500 15 SAE 40
SHELL GADINIA 40 *) 11 SAE 40
GADINIA AL40 15 SAE 40
ARGINA S40 20 SAE 40
ARGINA T40 30 SAE 40
ARGINA X40 40 SAE 40
STATOIL STATOIL DieselWay DD 40 10 SAE 40
STATOIL MarWay 1040 10 SAE 40
*) Not to be used on propulsion engines prod. after 1992 (including diesel electric propulsion).
*) Skal ikke brukes på fremdriftsmotorer produsert etter 1992 (inkludert diesel elektrisk fremdrift).
This list is given as a guide only, and Rolls-Royce Listen er gitt som veiledende informasjon, og
cannot accept responsibility for problems that Rolls-Royce tar ikke ansvar for vanskeligheter
may be caused by the lubricant. som er forårsaket av smøreolje.
Engines earlier specified with SAE 30, may still Motorer som tidligere er spesifisert med SAE 30,
use same viscosity. kan fortsatt bruke samme viskositet.
If using brands equivalent to those listed here, the Ved bruk av smøreoljer som tilsvarer de
relevant manufacturer should be consulted about ovenfornevnte, vennligst kontakt den aktuelle
affinity between the products. produsent for sammenligning av produktene.
It is strongly recommended to send oil samples to Det anbefales sterkt å sende inn smøreoljeprøver
your lubr.oil supplier at regular intervals for til oljeleverandøren for analyse med jevne
analysis, as this gives valuable information about mellomrom, da dette gir verdifulle opplysninger
the performance both of the oil itself and the en- både om oljens og motorens driftstilstand.
gine. (See instr. 8101). (Se instr. 8101).
Page 2:6 Side 2:6
1503
All inquiries should be addressed to Rolls-Royce. Eventuelle spørsmål angående smøreoljekartet

adresseres til Rolls-Royce.
Selection of Lubricant Valg av smøreolje

Selection of a suitable lubricant for engines may Valg av riktige smøreoljer til motorer kan være et
at times prove complicated and difficult, as a komplisert og omfattende område, fordi det er
number of different factors have to be taken into mange faktorer som det må taes hensyn til.
consideration. This implies that only a general En kan derfor bare gi generelle retningslinjer for
guidance can be given by the engine manufactur- hvilken smøreolje som bør velges.
er, to which lubricating oil is suitable for their
engines.
In engines burning fuels of various quality, the Et av hovedhensynene ved valg av smøreolje er
combustion characteristics of the fuel to a great hvilken type brennstoff den aktuelle motoren
extent dictates the necessary properties of the bruker.
lubricant.
Different fuel qualities contain a varying degree Forskjellige typer brennstoff inneholder i større
of elements that will form acid compounds in the eller mindre grad elementer som danner syre-
combustion process. forbindelser under forbrenningen.
An important function of the lubricating oil is to En av smøreoljens oppgaver er å nøytralisere
neutralize these acids in order to minimise corro- disse syrene, og den er derfor tilsatt alkalier.
sive wear. This is done by adding alkalies to the
lubricant. The “Total Base Number” (TBN) of an Oljens innhold av slike alkalier angis ved det
oil is a measure of the alkalinity or basicity of the såkalte basetallet (TBN). Basetallet angir
oil and is expressed in milligrams of potassium mengden av alle baser i 1 gram smøreolje uttrykt i
hydroxide per gramme of oil (mg KOH/g). mg KOH (ekvivalent mengde kalilut).
The “Total Base Number” will for different Basetallet reduseres etter hvert som tilsetningene
engines fall at a varying rate, determined by the blir oppbrukt. Dette, kombinert med varierende
consumption of alkaline additives combined with grad av etterfylling, fører til at basetallet faller
refilling of new oil. med ulike hastighet for forskjellige motorer.
Our list of recommended/approved lubricants Smørekartet antyder i hvilket område basetallet
shows the approximate TBN value recommended for ny olje bør ligge for de forskjellige brenn-
to meet different fuel qualities. stoffkvaliteter.
It is inadvisable to use a lubricating oil of En bør ikke velge smøreolje med høyere
higher additive content (TBN) than required, basetall enn nødvendig, da dette kan føre til
as this may cause deposits in the combustion ødeleggende avleiringer i forbrenningsrommet
chamber (piston top/cylinder head). (Sylinderdeksel / stempeltopp).
The oil companies are also marketing lubricants Oljeselskapene markedsfører også smøreoljer
of considerably higher TBN value than listed by med vesentlig høyere basetall enn angitt i
us. These may come into consideration where smørekartet. Disse kan komme til anvendelse i
extremely poor fuels demand it. tilfeller der ekstremt dårlige brennstoff vil kreve
det.
Page 3:6 Side 3:6
1503
As the oil companies may change their product Da oljeselskapene fra tid til annen endrer
specifications without previous notice, and spesifikasjonsdata på sine produkter uten
without changing the products name, the varsel og uten at produktbetegnelsen endres, er
information given in the lubricant guide is smørekartet gyldig fra den påførte dato og
valid from the stated date and until further inntil videre.
notice.
This list is given as a guide, and Rolls-Royce Smørekartets innhold er veiledende, og
takes no responsibility for difficulties that may Rolls-Royce tar ikke ansvaret for
be caused by the lubricating oil. vanskeligheter forårsaket av smøreoljen.
Lubricant guide for valve gear lubr. oil system Smøreoljekart for vippearm-smøreoljesystem
(engine type L and K) (Motortype L og K)
The same lubr. oil is used as for diesel engine. Det brukes samme smøreolje som for dieselmotor.
Please see above. Se tabell ovenfor.
Page 4:6 Side 4:6
1503
Lubricant guide for governor and nozzle Smøreolje for regulator, dysekjøling og
cooling and turning gear tørnemaskin
Oils for Turbocharger, see separate page. Oljer for turbolader, se egen side.
Oil company Oils for governor *) Oils for nozzle cooling **) Turning gear ***)
AGIP BLASIA 320

BHARAT PETROLIUM Turbol 68
Actuma Ultra Oil 30 Hydrol 32
BP Turbine / Engine oil Baratran HV 15, HV 22, HV32 ENERGOL GR-XP 320
CASTROL Engine oil or Perfecto T68 Perfecto T32
Hyspin AWH15
Hyspin AWH32
CHEVRON Engine oil or Regal R&O 68/ Rando HD 32/ Rando HDZ 32/ Meropa 320
(TEXACO, CALTEX) Cetus PAO 68/ GST Oil 68 Regal R&O 32/ Cetus PAO 32
TOTAL LUBMARINE Turbine / engine oil VISGA 22 (EQUIVIS ZS 22)
VISGA 32 (EQUIVIS ZS 32)
EXXONMOBIL Tro - Mar 68 Univis N 15, 32 SPARTAN EP 320
Nuto H 15, H 32
Turbine / engine oil Rarus SHC 1024 MOBILGEAR 632
INDIAN OIL Turbine / engine oil Servo Spin 22
Servo system 32
IP MELLANA OIL 320
PERTO CANADA Turbine / engine oil Harmony AW 22
Harmony HVI 15
Harmony HVI 22
REPSOL Turbine / engine oil Aries 22 / 32
Telex E 22 / 32
SHELL Turbine / engine oil Thermia oil B OMALA 320
Tellus 32
Turbo T32
STATOIL Statoil TurbWay 68, 77 Statoil HydraWay HV (A) 15, 32
Statoil HydraWay HM (A) 15, 32
*) For Hydraulic Governor with separate oil system. *) For hydraulisk regulator med eget oljesystem.
**) On engine type B32:40 the nozzle cooling oil **) For motortype B32:40 er dysekjølingen tilsluttet motorens
system is a part of the engine main lubr. oil system. hovedsmøreoljesystem.
***) Oils for turning gear are relevant for BV and ***) Oljer for tørnemaskin gjelder bare BV og B32:40.
B32:40, only.
Page 5:6 Side 5:6
1503
*) No US - version
NOTE: On engine type B32:40 the turbocharger
NOTE: On engine type B32:40 the turbocharger
is lubricated by oil from the main lubr. oil
is lubricated by oil from the main lubr. oil
system.
system.
LIST 1
LIST 2
Mineral oils (oil basis narrow cut) for oil change
Mineral oils and synthetic *) oils for change

AGIP OTE 68
BP Energol THB 77 BP Energol Rc 68
Energol THB 68
Energol HLP 68 CEPSA Compresores ES 68
Energol SHF 68 CHEVRON (TEXACO, Regal R&O 68/ Cetus PAO
CASTROL Perfecto T 68 CALTEX) 68
Hyspin AWS 68 REPSOL Merak VDL 68
Hyspin AWH 68
VALVOLINE Compressor oil 62
CEPSA HD Turbinas 68
Hidraulico HV 68
Compresores ES 100
CHEVRON (TEXACO, Rando HD 68/ Rando HDZ
LIST 3
CALTEX) 68/ Regal R&O 68/ Cetus
PAO 68
Synthetic lubricants for change intervals of
TOTAL LUBMARINE Turbinet T 68 max 5000 h
Preslia 68
Visga 68
Equivis ZS 68 Oil company Oil Product
EXXONMOBIL Teresso 68 - Teressic 68
Nuto H 68 BP Enersyn TC-S 68
DTE Oil heavy medium
DTE 16M CEPSA Compresores ARS 68
INDIAN OIL CORP. Servoprime 68 CHEVRON (TEXACO, Cetus PAO 68

Servoprime 76 CALTEX)
Servopress 68
EXXONMOBIL MOBIL SHC 626
Servosystem HLP 68
MOBIL SHC 1026
PEPSOL Aries 68
NYCO Nycolube 3060
Telex E 68
SHELL Corena AS 68
SHELL Turbo oil T 68
Madrela AS 68
Turbo oil T78
Tellus oil 68 Q8 Q8 Shumann 68
STATOIL Statoil TurbWay 68
Statoil HydraWay HMA 68
TOTAL Preslia 68
Page 6:6 Side 6:6
Service letter Ref. Number: SL-RE-2014-023

Date of Issue: 4 December 2014
Page 1 of 3
RECOMMENDED ACTION
Fuel nozzle upgrades

Bergen Engines is continuously committed to improve the engine’s performance as well as the robustness of
engine parts, and the present service letter is intended to show available fuel nozzles based on applicable
classifications.
For engines with emission classification IMO Tier I the recommended fuel injection nozzle upgrade is E65.
For engines with emission classification IMO Tier II and IMO Tier I Clean Design, the recommended fuel injection
nozzle upgrade is E67.
B32:40 MDO (not HFO)
Service Manual instruction

7208
Description
The table below shows current fuel nozzles and recommended nozzle upgrades based on the engine’s IMO
classification.
IMO Tier II and IMO Tier I Clean Design
Opening
Nozzle type Part no. Recommended upgrade Part. no
pressure
E67 708706 450 No upgrade is needed -
E66 708679 600 E67 708706
E44 706290 600 E67 708706
IMO Tier I
Opening
Nozzle type Part no. Recommended upgrade Part. no
pressure
E65 708784 400 No upgrade is needed -

E19 705784 400 E65 708784
Important: Before replacement of the fuel injection nozzles, the Technical File of the EIAPP certificate
must be updated on board (see page 2 and 3). Remember to order a new data plate indicating the new
pre-injection angle and pre-setting value of the fuel injection pump (indicated in the technical file, section
2 “Settings”), and replace the original data plate on the engine when the nozzles have been replaced.

Ref. Number: SL-RE-2013-023
Service letter Date of Issue: 4 December 2014

Page 2 of 3
RECOMMENDED ACTION Page 2 of 3
Instructions for adjustment of pre-injection angle when changing fuel injection nozzles from E44 to E67
and from E19 to E65:
• See service manual instruction 7207
• Remove the cover in position 40 on drawing no 866/88. Loosen the clamp in position 8 which is locking the
impact screw, position 7.
Important: make sure that there is no tension from the clamp on the impact screw before continuing
to the next step.
• For changes from E44 to E67: turn the impact screw 1/12 of a turn clockwise (CW).
• For changes from E19 to E65: turn the impact screw 2/6 of a turn counterclockwise (CCW).
• Tighten the clamp in position 8 and reinstall the cover in position 40.
• Repeat this on all cylinders on all engines.
• Your engine is now ready to run with the new fuel injection nozzle.
No adjustments of pre-injection angle are needed when changing from E66 to E67.
Adjustment of fuel rack when changing to nozzle E65 or E67

Due to different flow rates of the nozzles, the fuel rack needs to be adjusted when changing to E65 or E67. The
adjustment is done in the governor and needs to be carried out by a Rolls-Royce Service Engineer.
We recommend changing fuel nozzles during the next scheduled maintenance interval.
Instruction to update the technical file of EIAPP certificate required for engines approved
according to IMO TIER I and IMO TIER I Clean Design
Note: Engines classified for IMO TIER II do not need any updates of the technical file.
In your EIAPP certificate there is document called “Technical File” which contains information about all NOx related
parts and settings. The attached document is an amendment to this “Technical File”.
The amendment consists of two parts, an “Amendment” and a revision of section 2 in the Technical File “NOx
relevant components, settings and operating values”.
Please follow these steps in order to update your Technical File:

1. In the attachment you will find a new Technical File front page (see picture on page 3). This should be put behind
the existing original Technical file front page for the individual engines. The front page is the one saying “Rolls-
Royce Marine Engines – Bergen IMO-NOx Technical File” (see picture on page 3).
2. Remove section 2 “NOx relevant components, settings and operating values” from your original Technical File
and replace it with the updated section 2 in the attachment. The obsolete pages must be filed for revision
purposes.
3. Insert the Rolls-Royce amendment cover letter (see picture on page 3) at the end of the original engine specific
Technical File.
4. You have now an updated Technical File for your engine.
5. The same procedures must be repeated for all installed engines.

Ref. Number: SL-RE-2013-023
Service letter Date of Issue: 4 December 2014

Page 3 of 3
RECOMMENDED ACTION Page 3 of 3
Attachments
Amendments to the IMO NOx Technical File approved by DNV: required for engines approved according to IMO
TIER I and IMO TIER I Clean Design. Chose the Technical File that is relevant for your engine type and IMO
classification.
• B32:40 In line: Fuel nozzle E65 IMO TIER I

• B32:40 V: Fuel nozzle E65 IMO TIER I
• B32:40 In line: Fuel nozzle E44, E66, E67 IMO TIER I Clean Design
• B32:40 V: Fuel nozzle E44, E66, E67 IMO TIER I Clean Design
Front
page
Cover
letter

Bergen Engines AS
Fuel Nozzle E65

IMO TIER I
B32:40 In line
Rolls-Royce Power Systems│ Bergen Engines AS, Hordvikneset 125, 5108 Hordvik, Norway │ www.rolls-royce.com
Bergen Engines AS
Fuel Nozzle E65

IMO TIER I
B32:40V
Bergen Engines AS
Fuel Nozzles E44, E66, E67

IMO TIER I Clean Design
B32:40 In line
Bergen Engines AS
Fuel Nozzle E44, E66, E67

IMO TIER I Clean Design
B32:40V
Service letter This is a revision of

SL 121120
Issued January 2013
Ref. SL-RE-2014-016
Date 24.08.2014
Page 1 of 2
RECOMMENDED ACTION
Tool for injector sleeve
B, C Liquid Fuel

The tightening torque for the injector sleeve indicated in Service Letter 121120 has been reviewed for engine type
B32:36. Below follows the contents from the previous service letter, with the updated tightening torque in the table on
page 2.
Background
Several customers have requested clarifications on how to use the tool for installation/removal of the injector sleeve,
and there have also been cases of leakage after replacement of the sleeves due to erroneous installation. The same
tool is available in various sizes based on the engine type, and an overview of the correct combinations is shown in
the table on the following page.
The tool’s protruding edges fit into the tracks on the injector sleeve:
Procedure for installing the injector sleeve in the cylinder head:

Apply Molykote M55 on the O-rings and Nova Lube on the sleeve threads and gasket before installation.
Fit nr. 2 O-rings + nr. 1 gasket onto the injector sleeve Screw the injector sleeve into the cylinder head
Service letter This is a revision of

SL 121120
Issued January 2013
Ref. SL-RE-2014-016
Date 24.08.2014
Page 2 of 2
RECOMMENDED ACTION
Make sure the injector sleeve is totally inserted Attach the special tool to the sleeve
Apply correct tightening torque (see table below)
Engine Tool part nr. Tightening torque

B32:40 421019 350 Nm
C25:33 420883 150 Nm
B32:36 418892 225 Nm

Revision history Date Description

 05Aug2014 Torque change for B32:36

Date 27 May 2014
Page 1 of 2
RECOMMENDED ACTION
Improved Service Kit for Jacket Water Pumps

Pump
B32:40, B35:40, C25:33, C26:33, K25:30
25:30V, B32:36
Gas and Liquid Fuel
Pump types
The pumps that are affected by this service letter have a
red identification plate as shown on the picture:
Service Manual Instruction

B, K engines: 8503
C engines: 7410
Description
In order to improve the quality of the jacket water pump, the shaft sealing and ball bearing in the service kits for the
jacket water pump have been updated. To ensure optimal operation, it is recommended to inspect the pump for
water leakages from the telltale hole (as part of daily visual inspections),
inspections) and be aware of any abnormal noise. If
irregularities are found, please use the updated service kits indicated below.
Engine type Kit Number Pump Type

K25:30V, B32:40L, B35:40L B32:36L 711358 P30, P31
C26:33, C25:33 711359 P32
B32:40V, B35:40V, B32:36V 711360 P33
Refer to the service manual for complete instructions regarding dismantling and assembly of the pumps.
pumps
The instructions below do only cover critical phases of the installation process.
Mounting of gearwheel side ball bearing

It is imperative to secure the ball bearing to the pump shaft to prevent that the bearing become loose, resulting in a
large axial backlash of the pump shaft and subsequent water leakage and pump failure. The ball bearing
bea is secured
on the shaft with a SKF KM10 nut and a locking washer:
1. The ball bearing must be preheated according to the service manual instruction. Press the ball bearing onto the
shaft.
2. Place the locking washer on the shaft with the inner lip in the shaft
sh groove. Ensure
nsure that the locking washer is not
installed upside-down.
3. Screw the KM10 nut onto the shaft using Loctite 243. The he nut must be mounted with the chamfered side facing
the locking washer.
4. Tighten the nutt to 150 Nm with a special tool (see Fig. 1 on the next page)) and a torque wrench.
5. Secure one of the locking washer lips in one of the nut grooves.
Ber
ergen Engines AS P.O.Box 329, 5804 Bergen, Norway
Europe: +31 20 700 6474, Americas
as: +1 312 725 5727, Asia: +65 6818 5665 Or E-mail: marine247support
ort@rolls-royce.com
Ref. SL-RE-2014-015
Service letter Date 27 May 2014

Page 2 of 2
RECOMMENDED ACTION
Fig. 1 Part no 443799
Mounting of shaft seals

The water seal must be assembled properly to ensure its sealing function. A faulty assembly may lead to premature
seal failure. Both faces of the seal must be completely free from grease, dust, sand, fingerprints
fingerprin and other impurities,
and they must be thoroughly cleaned with an adequate detergent to ensure cleanliness before any rotating part is
mounted onto the shaft. The seal seat in the bearing housing and shaft must be properly cleaned and inspected for
damages. If any type of dirt or other contamination is left
lef on the surfaces, the
he seal will fail prematurely. Do not knock
on the seal during assembly as itt is made of silicon carbide, which is very hard and brittle,
brittle and prone to shatter if
stressed with a hard object.
Important: when the pump is completely assembled, it should be turned two revolutions manually in order to allow
all
the seal surfaces to seat properly.
Clearances and backlash

The backlash of the gear wheel must be maintained between 0,2 0, and 0,7 mm. Tooth clearance must be measured at
least on four points of the main gear
ear wheel turning circle (also on pumps with guide pins).
pins) The gear wheel backlash
should also be checked after the complete assembly of the system. The tooth clearance can be measured directly on
the cooling water gear wheel drive after removing the front end crankcase door. A feeler gauge or a dial gauge can
be used.
Note: If the backlash is not within the limits indicated above, the pump could be exposed to a rapid failure.
Note: The snail housing has to be placed according to the flow/impeller direction which differs on clockwise and
counterclockwise rotating engines.
Inlet pipe fixing

The piping running from the suction side of the pump down to the mounting bracket is completely rigid. It is therefore
imperative that the piping is not bent or forced during assembly. If the piping is forced down onto the bracket when
clamping, it could transfer significant forces to the pump, resulting in a change of the tooth
toot clearance. This could lead
to a premature pump failure.. If there is a gap between the main piping mounting bracket and the pipe before the
clamp, a shim should be used between the pipe and bracket to avoid stress when the pipe clamp is tightened.

All service letters should be filed
d along with the service manual, as they provide updated and/or additional
Ber
ergen Engines AS P.O.Box 329, 5804 Bergen, Norway
ort@rolls-royce.com
Ref. SL-RE-2014-002
Date 25 April 2014
Service letter REVISION 1

Page 1 of 1
RECOMMENDED ACTION
Adjustments of the Cooling Water System

All engines
Gas and Liquid Fuel

It is of major importance that the engine’s cooling water system(s) is correctly tuned and
d that a proper coolant is
used in order to ensure correct operation of the engine and to avoid damages to engine components.
This service letter provides information regarding adjustments of the cooling water flows,
s, as there have been
several cases of damages to the engine due to adjustment issues.. Please note that the information is general and
it is recommended to refer to the “Cooling Water System” section in the engine’s control system manual in order to
identify any engine specific information.
Description
Adjustment of the LT system
Adjust the LT flow control valve so that correct temperature difference is achieved between the temperature
sensors before the charge air coolers and after the lubricating oil cooler (see control
rol system manual).
Adjustment of the HT system

Adjust the HT flow control valve to achieve correct temperature rise across the engine block at full load (see the
control system manual).
Adjustment of the Sea Water System

Adjust the regulating valve 64SW so that the sea water pressure is below the LT water pressure.
Flow control principle

The above valve adjustments control the cooling water flow ow through the system, and the cooling water flow is
directly related to the cooling water’s velocity and indirectly to the cooling water’s outgoing temperature.
• A too high flow will result in erosion and severe damages in the coolant system and on engine components.
• A too low flow will result in local hotspots where coolant will evaporate. This will eventually lead to erosion
and damages to engine components.
Note: any adjustments of the LT or HT systems will affect both systems, and it is therefore highly important to
verify the correct function of both systems after the adjustments. It is also recommended to verify that components
that are affected by changes in the cooling water system are operating correctly.

Bergen Engines AS a Ro olls-Royce Power Systems Company | P.O.Box 329, 5804 Bergen, n, Norway
ort@rolls-royce.com

Date 24 January 2014
Page 1 of 2
RECOMMENDED ACTION
Installation of additional equipment on the front end PTO (Power Take Out)
K25:30, B32:36, B32:40, B35:40, C26:33, C25:33.
All fuel types.

This Service Letter intends to clarify how to proceed when connecting any additional equipment to the front end PTO.
Issue
Some customers connect additional rotating equipment (for instance FI-FI systems) to the front end PTO, without
requesting a TVC (Torsional Vibration Calculation) from Bergen Engines. When additional rotating equipment is
connected to a mechanical system, this may affect the entire plant, and not only the added equipment.
Note: classification societies require that a TVC of the new system configuration is performed and submitted to them
for approval before any implementation of the new equipment can take place.
Description
Additional equipment connected to the PTO may increase the torsional vibrations of the engine, potentially leading to
fatigue failure of the crankshaft, or to noise, vibration or operational problems. Torsional vibration may also negatively
impact the performance of engine accessories and components.
If additional equipment is ordered directly from the equipment supplier, a flexible coupling is often included in the
scope of supply, but there is no guarantee that the coupling has the correct dimensions. The equipment supplier does
not have access to information on the engine’s excitations, and can thus not correctly estimate the vibratory torque in
the PTO. More importantly, the supplier will not be able to estimate how the additional equipment affects the torsional
vibrations in the total system.
Important: if the customer decides to let the equipment supplier specify the flexible coupling, Bergen Engines
will not be liable for any damages or loss of performance related to the entire system. This is because the
newly installed equipment affects the original torsional vibration picture, and Bergen Engines cannot warrant
operational conditions that are outside of the delivered scope of supply.
Rolls-Royce Power Systems, Bergen Engines AS, P.O.Box 329, 5804 Bergen, Norway
Ref. SL-RE-2014-001
Service letter Date 0000

Page 2 of 2
RECOMMENDED ACTION
If a coupling has been dimensioned and supplied independently by the equipment supplier, and Bergen
Engines is subsequently asked to certify the specifications, please be informed of the following:
The final result may not be ideal

The evaluations made by Bergen Engines are generally better documented, and subject to a strict quality assurance
process. When the equipment supplier chooses the coupling, he eliminates many tuning options that are used to
optimise the system. It might be concluded that the chosen coupling cannot be used and a different type needs to be
ordered.
Bergen Engines will not be liable for any keyway connections on the coupling hubs
Normally, the transmission torque given in the TVC analysis gives the input value to calculate the correct dimensions
for the bore in the coupling hub. Without the necessary information, a keyway connection cannot be optimised.
This type of analysis is 30% more expensive than a normal TVC analysis
Couplings suggested by the equipment supplier may often not be sufficiently documented with respect to how load,
vibration amplitude, frequency and heat may affect the rubber stiffness. Consequently, the time needed to perform the
necessary calculations will increase significantly.
Special Skills
We strongly recommend that the coupling is chosen and delivered by Bergen Engines based on a complete TVC
analysis of the system.
For technical queries or assistance contact the Marine Services 24/7 Technical Support Team by calling:

Date 14-Dec-2013
Page 1 of 1
RECOMMENDED ACTION
Peak pressure measuring on IMO Tier 1 Clean Design and IMO Tier 2 engines
C25:33 and B32:40 Liquid fuel engines certified as IMO Tier 1 Clean Design and IMO Tier 2.
This Service Letter provides instructions for the correct procedure to measure maximum firing pressure and peak
cylinder pressure on C25:33 and B32:40 Liquid fuel engines certified as IMO Tier 1 Clean Design and IMO Tier 2.
The engine Routine Maintenance System (RMS) requires that the maximum firing pressures are checked at defined
intervals to ensure that the engine is evenly tuned. An unevenly tuned engine may cause poor engine performance
affecting exhaust temperatures, fuel consumption, combustion pressures and load.
Clean Design C25:33 and B32:40 Liquid fuel engines have a unique combustion strategy and require a specific
method of measuring the peak cylinder pressure. This method is different to other liquid fuel engines operators may
be familiar with.
Procedure
Peak cylinder pressure measuring has traditionally been carried out at full load. However for Rolls-Royce Bergen
Clean Design C25:33 and B32:40 Liquid fuel engines a different procedure is required due to their unique
combustion strategy. For these engines the compression ratio has been raised and as a result the measured peak
cylinder pressure at full load is no longer the firing pressure.
In order to confirm the engine is evenly adjusted the measuring of maximum firing pressure must be carried out
at 25% constant load.
Measurement of the peak cylinder pressure is to be carried out at 100% constant load in order to verify the
compression pressure.
For both measurements, peak pressures between the cylinders should not deviate more than 6 bar between highest
and lowest measured value. If the tolerances of the highest or lowest maximum firing pressure exceed 6 bar, the pre-
injection angle which defines fuel injection timing must be checked.
References
Service manual instructions on maximum firing pressure factory readings for the specific engine:
B32:40: 0101 and 0105
C25:33: 1110 and 1113
Service manual instructions on adjustment of the pre-injection angle:

B32:40: 7207
C25:33: 7205

Bergen Engines AS trading as Rolls-Royce Power Systems | P.O.Box 329, 5804 Bergen, Norway

Date 18-Dec-2013
Page 1 of 1
RECOMMENDED ACTION
Updated Product Selection Guide for Cooling Water Treatment
C25:33, C26:33, B32:40, B35:40.

C engines: 1136 “Cooling Water Quality and additives”
B engines: 8501 “Cooling Water Systems”

The cooling water quality is very important to prevent corrosion, sediments and surface growth in the cooling
system and the present service letter introduces changes to the list of recommended cooling water treatment
products.
Description
The Product Selection Guide for cooling water treatment has been reviewed by our technical department, and
expired products have been replaced according to the supplier’s current product range. Some items have also
been removed and replaced with products that have more beneficial technical specifications.
The updated table will include the following products:
Antifreeze and cooling water treatment: Product Selection Guide

Product Manufacturer
Engine Water Treatment 9-111AL Wilhelmsen Ships Service
Nalfleet 2000 Wilhelmsen Ships Service
Cooltreat AL Wilhelmsen Ships Service
Havoline – Antifreeze XLC Texaco
Havoline – Inhibitor XLI Texaco
Glacelf Supra – Antifreeze Total / Elf
Coolelf Supra – Coolant Total / Elf
Total WT Supra - Inhibitor Total / Elf
Compliance
If you are using any of the additives that have been removed from the list, we strongly recommend that you make
use of other relevant products from the list at your earliest convenience.

Bergen Engines AS trading as Rolls-Royce Power Systems | P.O.Box 329, 5804 Bergen, Norway
Bergen Engines AS Service Letter: 121213
Engine Type: B32:40-MDO/HFO
Service letter
Issued: 11 March 2013
Service Manual Instruction: 7208,1702,2401
Distribution: BEAS, GSN, CU
Page 1 of 7
FOR INFORMATION ONLY
Replacement of high pressure pipe and injection valve

Background
Leakage may occur after replacement or disconnection of the HP pipes if the refitting is not performed correctly, and in
the right sequence. We therefore recommend that the below procedure is followed in order to avoid damages to the
components, leakages and fire hazards.
When removing parts from the engine, ensure that all openings are blocked off with plugs and/or masking tape to
prevent dirt from getting into the engine.
Attention! Do not prime the engine during the replacement of the injection valve.
Rolls-Royce Reciprocating Power Systems│ Bergen Engines AS, Hordvikneset 125, 5108 Hordvik, Norway │ www.rolls-royce.com
Bergen Engines AS
Service letter
Page 2 of 7
Installation of injection valve and high pressure pipe
Fig. 1
Mounting of O-rings
• Necessary tools for this job are listed at the end of this document
• Check the part for damages
• Apply O-ring grease on the O-rings (fig. 1)
• Mount the O-rings on the injection valve
• Fit the gasket on the tip and add some Nova Lube grease (fig. 2)
Mount the gasket with tracks facing upwards.

See instruction 7208 in the service manual.
Fig. 2
Add Nova Lube grease on both sides of
the gasket and on the nozzle holder. This
is to prevent the gasket from falling off
while mounting, and to prevent the gasket
from sticking during the next nozzle
replacement.
Bergen Engines AS
Service letter
Page 3 of 7
It is important that the injection valve is fitted correctly

in the cylinder head.
Be aware of the position of the HP pipe entry in the

injection valve.
Push the injection valve down.
Fig. 3
High pressure pipe entry
Tighten the nuts carefully and assure that

the injection valve is in place.
Loosen the nuts carefully.
Fig. 4
Loosen the nuts carefully
Bergen Engines AS
Service letter
Page 4 of 7
Remove all loose plastic plugs on the HP pipe.
Insert the HP pipe into the injection valve and fuel pump.
Note! Tighten the HP pipe by hand.
Fig. 5
Inlet for HP pipe in cylinder head
Fig. 6
Nuts must be loose before fitting the HP
pipe
If it is not possible to mount the HP pipe easily by hand into the

fuel pump, the position of the pump must be adjusted.
Loosen the nuts on the LP fuel pipes.
Caution!
Do not tighten the nuts before the HP pipe is mounted.
Fig. 7
Oil Lubricated treads
If it is not possible to mount the HP pipe easily by hand into the

fuel pump, the nuts must be loosened on the HP pump.
Adjust the pump until the pipe enters easily.
Caution!
Loosen the nuts before mounting the HP pipe.
Bergen Engines AS
Service letter
Page 5 of 7
Carefully torque the HP pipe to the injection valve.
Fig. 8
Torque 85 Nm
Carefully torque the HP pipe to the injection pump.
Fig. 9
Tightening torque 100 Nm
Tighten the nuts for the injection valve.
Fig. 10
Oil Lubricated treads. Torque 100 Nm
Bergen Engines AS
Service letter
Page 6 of 7
Fig. 11
Oil Lubricated treads
Torque 250 Nm
After the HP pipe and injection valve is assembled and

tightened to the specific torque, tighten the nuts holding the
injection pump as shown in the figure.
Fig. 12
Torque 40 Nm
Tighten the cap nuts on the low pressure pipe fittings on the fuel
injection pump as shown in the figure.
Bergen Engines AS
Service letter
Page 7 of 7
Necessary tools for the replacement

4
of high pressure pipes
•
•
Molykote M55
O-ring grease Nova Lube
5
• Lubrication oil
1. Torque wrench
2. Torque wrench for open crow foot
3. Standard spanner
4. Crowfoot
5. Allen keys
6. Standard socket wrench
7. Standard socket
8. Standard socket pipe with extension
1 2 3 6 7 8
Contact information - Bergen Engines AS

E-mail: service.bergen@rolls-royce.com
Telephone: + 47 815 20 070

Service letter
Engine Type: B32:40-MDO/HFO
Issued: 25 February 2013
Service Manual Instruction: 7207
Distribution: BEAS,GSN,CU
Page 1 of 1
MEDIUM PRIORITY
Improved fuel injection pump drive arrangement
Background
There have been some isolated cases of corrosion on the fuel injection pump drive studs, as well as fractures on coil
springs in the fuel cam follower arrangement. Bergen Engines therefore recommends to perform spot checks of these
items in order to detect such defects at an early stage. It is moreover recommended to apply anticorrosive coating on
the studs to prevent corrosion development.
Improved arrangement for engine retrofit

New and improved fuel injection pump drive springs and phosphatized studs have been introduced in the production of
fuel injection pump drives for B-engines, and it is possible to order these items also for the aftermarket in order to
upgrade the engines with the latest version.
The tightening torque for the studs (both previous and new types) is 250 Nm on oil coated threads.
In the table below you will find the part numbers which have been replaced
B Engine Draw. no. 866/88 and 866/89 Fuel oil injection pump drive mechanism
Old part nr New part nr Item nr Description Quantity/Injection pump drive
054806 308271 3 Stud 4
304262 308241 11 Spring 1

Telephone: + 47 815 20 070
©2011 Rolls-Royce plc
The information in this document is the property of Rolls-Royce plc and may not be copied, or communicated to a third party, or
used, for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc.
__________________________________________________________________________________________________________________
Instruction for Perfoming

Routine Maintenance
Electrical Equipment
Rev. E Rev. D Rev. C Rev. B Rev. A Issue: Original Type: All Engines
ErV ErV SvK Sign.: SvK

Engines - Bergen KLS no.: 360
18.04.11 21.03.11 23.09.2010 Date: 19.03.2010 Scale Replaced by:
ASo ASo ASo Check.: ASo Replaces:
SVK EJ EJ Appr.: EJ Ref.:
Drawing no.:
Instruction for Perfoming
Routine Maintenance
Electrical Equipment EL1069/89
Page 1 of 26
REVISION HISTORY
Issue Reason for Issue Author Date
0 Original SvK 19.03.2010
A ASo 23.09.2010
B Added Chapter 0 and chapter 16. Revised chapter 1 (emergency stop, ASo, ErV 21.03.2011
overspeed), chaper 3 (procedure), chaper 4 (procedure), chapter 10 (gas
control valve), chapter 9 (observe pressure after pump), chapter 3
(procedure)
C Comments from Service incorporated. Mainly sections 1 (emergency stop), ErV 18.04.2011
section 9 (fuel rack calibration) and section 16 (gas pressure control)
Revision: C
Instruction for Performing
Drawing no.:
Routine Maintenance EL1069/89
Electrical Equipment Page 2 of 26
INDEX
0 INTRODUCTION ................................................................................................................................6
0.1 SCOPE .................................................................................................................................................6
0.2 W ARNING .............................................................................................................................................6
1 TEST PROCEDURE OF AUTO STOPS..............................................................................................7
1.1 PURPOSE OF TEST ................................................................................................................................7
1.2 ENGINE APPLICABLE ..............................................................................................................................7
1.3 TEST INTERVAL .....................................................................................................................................7
1.4 PROCEDURE .........................................................................................................................................7
1.4.1 Procedure for testing of emergency stop .................................................................................7
1.4.2 Procedure for testing over speed.............................................................................................8
1.4.3 Procedure for testing pressure alarms .....................................................................................8
1.4.4 Procedure for testing temperature alarms................................................................................8
1.4.5 Procedure for testing digital alarms .........................................................................................8
2 TEST PROCEDURE OF INTERLOCKS..............................................................................................9
2.1 PURPOSE OF TEST ................................................................................................................................9
2.2 ENGINE APPLICABLE ..............................................................................................................................9
2.3 TEST INTERVAL .....................................................................................................................................9
2.4 PROCEDURE .........................................................................................................................................9
2.4.1 Procedure for testing pressure interlocks.................................................................................9
2.4.2 Procedure for testing digital interlocks .....................................................................................9
2.4.3 Procedure for testing logical interlocks ....................................................................................9
3 TEST PROCEDURE FOR EMERGENCY START.............................................................................10
3.1 PURPOSE OF TEST ..............................................................................................................................10
3.2 ENGINE APPLICABLE ............................................................................................................................10
3.3 TEST INTERVAL ...................................................................................................................................10
3.4 PROCEDURE .......................................................................................................................................10
4 TEST PROCEDURE FOR ALARM SYSTEM COMMUNICATION.....................................................11
4.1 PURPOSE OF TEST ..............................................................................................................................11
4.3 TEST INTERVAL....................................................................................................................................11
4.4 PROCEDURE .......................................................................................................................................11
5 TEST PROCEDURE FOR VVT FUNCTION AND ALARMS..............................................................12
5.1 PURPOSE OF TEST ..............................................................................................................................12
5.3 TEST INTERVAL....................................................................................................................................12
5.4 PROCEDURE .......................................................................................................................................12
6 TEST PROCEDURE FOR OIL MIST DETECTOR.............................................................................13
6.1 PURPOSE OF TEST ..............................................................................................................................13
6.3 TEST INTERVAL....................................................................................................................................13
6.4 PROCEDURE .......................................................................................................................................13
7 TEMPERATURE PID CONTROLLER CHECK .................................................................................14
7.1 PURPOSE OF TEST ..............................................................................................................................14
7.3 TEST INTERVAL....................................................................................................................................14
7.4 PROCEDURE .......................................................................................................................................14
8 LUBRICATION OF FUEL PUMPS....................................................................................................15
8.1 PURPOSE OF TEST ..............................................................................................................................15
8.3 TEST INTERVAL....................................................................................................................................15
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8.4 PROCEDURE .......................................................................................................................................15
9 WASHING OF FUEL PUMPS ...........................................................................................................16
9.1 PURPOSE OF TEST ..............................................................................................................................16
9.3 TEST INTERVAL....................................................................................................................................16
9.4 PROCEDURE .......................................................................................................................................16
10 CONTROL SHAFT LINKAGES AND FUEL RACK CALIBRATION..................................................17
10.1 PURPOSE OF TEST ..............................................................................................................................17
10.3 TEST INTERVAL....................................................................................................................................17
10.4 PROCEDURE .......................................................................................................................................17
10.4.1 Linkages ...............................................................................................................................17
10.4.2 Gas flow control valve shutdown position ..............................................................................17
10.4.3 Fuel rack transmitter calibration.............................................................................................18
10.4.4 Governor control signal to fuel rack calibration ......................................................................18
11 SPEED PICK-UP CLEARANCE AND CLEANING............................................................................19
11.1 PURPOSE OF TEST ..............................................................................................................................19
11.3 TEST INTERVAL....................................................................................................................................19
11.4 PROCEDURE .......................................................................................................................................19
12 TIGHTEN OF CONNECTORS AND SCREW TERMINALS...............................................................20
12.1 PURPOSE ...........................................................................................................................................20
12.3 INTERVAL ...........................................................................................................................................20
12.4 PROCEDURE .......................................................................................................................................20
13 TEST OF PRESSURE TRANSMITTERS AND TEMPERATURE SENSORS ....................................21
13.1 PURPOSE OF TEST ..............................................................................................................................21
13.3 TEST INTERVAL....................................................................................................................................21
13.4 PROCEDURE .......................................................................................................................................21
13.4.1 Procedure for testing pressure alarms ...................................................................................21
13.4.2 Procedure for testing temperature alarms..............................................................................21
14 CLEANING AND VISUAL CHECKING OF ALL ELECTRICAL EQUIPMENT ...................................22
14.1 PURPOSE ...........................................................................................................................................22
14.3 INTERVAL ...........................................................................................................................................22
14.4 PROCEDURE .......................................................................................................................................22
15 TESTING OF AUXILIARY EQUIPMENT...........................................................................................23
15.1 PURPOSE OF TEST ..............................................................................................................................23
15.3 TEST INTERVAL ...................................................................................................................................23
15.4 PROCEDURE .......................................................................................................................................23
16 EARTH FAULT TESTING.................................................................................................................24
16.1 PURPOSE OF TEST ..............................................................................................................................24
16.3 TEST INTERVAL ...................................................................................................................................24
16.4 PROCEDURE .......................................................................................................................................24
17 DIGITAL SPEED GOVERNOR TESTING .........................................................................................25
17.1 PURPOSE OF TEST ..............................................................................................................................25
17.3 TEST INTERVAL ...................................................................................................................................25
17.4 PROCEDURE .......................................................................................................................................25
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17.4.1 Test of sensors and actuators while engine is not running .....................................................25
17.4.2 Test of sensors and signals while engine is running...............................................................25
17.4.3 Gas pressure control (gas fuelled engine only) ......................................................................26
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0 INTRODUCTION
0.1 SCOPE
This instruction is intended for Bergen Engines of type
C25:33L
C26:33L
B32:40L and B32:40V
B35:40L and B35:40V
0.2 WARNING
Several tests have to be done with the engine running. For all tests carried out with engine running:
• Run the engine at idle speed with no load, if not specified otherwise.
• One person should stand at the control shaft and ready for pressing emergency stop.
• When 25% load at rated speed is specified, operation may be disturbed or interrupted depending on
application, plant configuration and operation. It is recommended to do these tests during non-critical
operation only.
All equipment used for test and calibration of engine sensors must be routinely calibrated/certified according to
classification rules.
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1 TEST PROCEDURE OF AUTO STOPS
1.1 PURPOSE OF TEST
The purpose of the test is to verify that the auto stops are working correctly, according to the Alarm list
applicable for the actual engine. The Alarm list can be found in the engine Control System manual
1.2 ENGINE APPLICABLE

This test applies to all Bergen engine types.
1.3 TEST INTERVAL

According to classification requirements.
1.4 PROCEDURE
Please note that all alarm set points can be found in the engine Alarm list. Some alarms are blocked
below or above certain load levels or have different delay times and hence can not be tested will engine
is at stand still. Please consult the Alarm list for information about when the individual alarms are
blocked.
Testing of the emergency stop should always be done before any of the other auto stops are
tested.
1.4.1 Procedure for testing of emergency stop

1. Engine must be stopped when this test is carried out
2. Switch off control PLC by switching off only relevant fuse.
3. Make sure the fuel rack with linkages is moving without friction and backlash, ref section 9.4.1.
4. Set the fuel rack manually to
• 15-20mm pump index (liquid fuelled engines)
• index 5 on gas flow control valve (gas fuelled engines)
5. Push the emergency stop button.
6. Check that all pump indexes / gas control valves are forced to 0. Try to rotate the control shaft by
the control handle. When emergency button is activated, it should not be possible to rotate the control
shaft.
Note for engines with pneumatic shut down actuator at each injection pump: Try to move the fuel rack
on each injection pump. It should require substantial force to overcome the force from the shut down
actuator.
7. Deactivate the emergency stop button.
8. Press Reset.
9. Repeat for all relevant emergency stop buttons
10. Switch on the control PLC.
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1.4.2 Procedure for testing over speed
The engines are equipped with over speed alarm preventing the engine from over-speeding. It is very
important that the person performing the test is also monitoring the rpm at the engine console to make sure
that the over speed protection is working correctly. This precaution ensures that the engine is not exposed
to more speed than the over speed trip limit. The engine speed should under no circumstances be
increased to more than 120% of rated speed when doing this test.
WARNING:
When testing the over speed trip, it is important to be prepared to manually stop the fuel supply in
case of an emergency. The lever on the control shaft should be used for this purpose. See sign
beneath lever for direction.
The over-speed protection can be tested in the following way:

1 Run the engine at rated speed with no load
2 Carefully increase the fuel rack manually until engine speed reaches set point for over speed
shutdown (115% of rated speed).
3 If the (electro) pneumatic over speed mechanism is not activated at the specified speed, reduce
the speed of the engine to normal and stop the engine. The fault must be found and rectified
before restarting the engine.
Note that control system may have separate over speed alarm(s) active with set point at 120%. These
are not part of the safety system and do not need to be tested.
1.4.3 Procedure for testing pressure alarms

Pressure alarms will be triggered if the pressure drops below or rises above a given alarm level. The signal
is usually a 4-20mA signal indicating the actual pressure but in some applications the output could be a
digital ON/OFF signal (pressure switch).
The pressure output can be manipulated by use of a hand held pressure pump (normally delivered in the
tool kit for the engine) which is connected to the pressure transmitter.
1.4.4 Procedure for testing temperature alarms

Temperature alarms will be triggered if the temperature rises above or falls below a given alarm level. In
order to test temperature alarms a temperature calibrator can be used to manipulate the temperature
sensor.
1.4.5 Procedure for testing digital alarms

Digital alarms will be triggered if a closed (or open) contact is applied (see alarm list for details on normally
open or normally closed operation).
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2 TEST PROCEDURE OF INTERLOCKS
2.1 PURPOSE OF TEST

The purpose of this test is to check the interlock functions to make sure that engine start is blocked
when activated. An error here could result in a possible dangerous situation.

This test applies to all Bergen engine types
2.3 TEST INTERVAL

According to Engines Bergen Routine Maintenance Schedule
2.4 PROCEDURE
Please note that all interlock set points can be found in the engine Alarm list. The Alarm list can be
found in the engine Control System manual. All interlocks will block the engine start from being started
locally and remotely.
For liquid fuel engines Emergency start (if applicable) will still be possible except if turning gear is
engaged or key switch is in interlock position.
2.4.1 Procedure for testing pressure interlocks

See pt 1.4.3 for general procedure
2.4.2 Procedure for testing digital interlocks

See pt 1.4.5 for general procedure
2.4.3 Procedure for testing logical interlocks

Logical interlocks are internal interlocks from the Engines-Bergen-control-system. Refer to Alarm list.
Revision: C
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3 TEST PROCEDURE FOR EMERGENCY START
3.1 PURPOSE OF TEST

The purpose of this test is to verify that the emergency start function as intended.

Applies to all liquid fuel engines for marine applications.
3.3 TEST INTERVAL

3.4 PROCEDURE
In order to test the emergency start the following procedure applies:
1 Disconnect current supply to start solenoid (74SA) (remove cap)

2 Make sure the turning gear is not engaged and that the key switch is not in interlock position
3 Press start button locally on the engine operating panel
4 Immediately after (within 2s) press Emergency start button (pneumatic valve) located on the
maneuver side at the flywheel end of the engine
5 Engine will start.
6 Press emergency stop button in order to stop the engine
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4 TEST PROCEDURE FOR ALARM SYSTEM COMMUNICATION
4.1 PURPOSE OF TEST

The purpose of this test is to verify that the main and back-up communication to the alarm system is
working properly.

Applies to all liquid fuel engines for marine applications.
4.3 TEST INTERVAL

4.4 PROCEDURE
1. Open main junction box on engine.
2. Visually check that the RX and TX led’s on the serial converter are flashing.
3. Remove 9-pin D-sub (marked UN03) connector on top of serial converter (marked U1).
4. Connect the second 9-pin D-sub (marked UN04)
5. Visually check that the Rx and Tx led’s on the serial converter starts to flash shortly
after.
6. Check that communication is up and running on the alarm system and that process
data on the local operating panel (MMI) is “live”
7. Reconnect the original 9-pin D-sub (marked UN03)
8. Visually check that the Rx and Tx led’s on the serial converter starts to flash shortly
after.
Figure serial converter (U1):
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5 TEST PROCEDURE FOR VVT*FUNCTION AND ALARMS
5.1 PURPOSE OF TEST

The purpose of this test is to verify the operation and control of the VVT mechanism and to check the
alarms associated with it.

This applies to all engine types equipped with VVT.
5.3 TEST INTERVAL

According to Engines Bergen overall Routine Maintenance Schedule
5.4 PROCEDURE
Miller position is the safe position and should result in case of a control problem (e.g. wire break to
control signal).
Procedure for testing the functional behavior of the VVT mechanism:
1. Start engine and run at low load

2. Make sure load is low enough for the VVT to be in low load position by visual check on
engine (inspection window). See instruction for VVT in the Operation Manual.
3. Check “VVT” page on the engine MMI panel and check control output is active (e.g.
107SA is “ON”). Low load position feedback (e.g. 19SA) should be active, Miller
position feedback (e.g. 18SA) should be deactivated.
4. Increase load until switch-over limit
5. Check to make sure that control output is deactivated and that Miller position feedback
is activated and Low Load position feedback is deactivated on the MMI screen.
6. Reduce load until switch-over limit and check that the VVT valve returns to low-load
position
Procedure for testing fail-safe operation (Miller position)
1. Start engine and run at low load

2. Make sure load is low enough for the VVT to be in low load position by visual check on
engine (inspection window). See instruction for VVT in the Operation Manual.
3. Check all fail situations according to the “Alarm list”. Check that control output goes low
in all situations – VVT mechanism in Miller position.
4. All sensor faults are tested by disconnecting the sensor.
5. Alarms may trigger the reset indication light (flashing at 1Hz).
6. All alarms will be indicated on the local MMI panel (VVT page)
7. All alarms will trigger an alarm on the alarm system.
8. Between all tests, the alarm situation must be corrected and the alarm reset by
pressing the reset button.
The Alarm list can be found in the engine Control System manual
*VVT = Variable Valve Timing
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6 TEST PROCEDURE FOR OIL MIST DETECTOR
6.1 PURPOSE OF TEST

The purpose of this test is to test the functional behavior of the oil mist detector.

Applies to all Bergen engines.
6.3 TEST INTERVAL

6.4 PROCEDURE
See separate maintenance manual for the Oil Mist Detector.
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7 TEMPERATURE PID CONTROLLER CHECK
7.1 PURPOSE OF TEST

The purpose of this test is to check that the functional behavior of the PID controller is according to the
specification.

Applies to all Bergen engines equipped with electro pneumatic controlled valve for controlling charge air
temperature and/or high temp water temperature and/or Low temp water temperature and/or heat recovery
system and/or lubrication oil temperature.
7.3 TEST INTERVAL

7.4 PROCEDURE
Check of valve movement:
1 Engine stopped (On combined systems all engines on the same system must be stopped)
2 Enter manual mode of applicable controller (refer to manual for applicable controller)
3 Run “Manual” output from 0-100%
4 Visually check that mechanical movement of the valve is according to the controller output
Check of automatic operation
1 Engine running
2 Apply a load-step
3 Check that process value stabilizes to set point
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8 LUBRICATION OF FUEL PUMPS
8.1 PURPOSE OF TEST

Purpose of test is to verify that the fuel pumps are lubricated in time intervals according to engine
specification.

Applies to liquid fuel engines (B and C types)
8.3 TEST INTERVAL

8.4 PROCEDURE
Visually check that valve 75LO is activated (located in equipment module at engine pump end):
1 30 seconds every time the engine is started.
2 3 seconds every 20 minutes while engine is running
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9 WASHING OF FUEL PUMPS
9.1 PURPOSE OF TEST

Purpose of this test is to verify that the fuel pumps are cleaned according to engine specification

Applies to all engines running on heavy fuel oil (HFO)
9.3 TEST INTERVAL

9.4 PROCEDURE
Visually check that valve 75DO is activated (located on separate washing module):
• 3 seconds every 20 minutes while engine is running.
• Observe pressure variation as read on manometer directly after pump.
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10 CONTROL SHAFT LINKAGES AND FUEL RACK CALIBRATION
10.1 PURPOSE OF TEST
The purpose is to
1. Verify that the control shaft linkages are in good condition to transfer control movement
from the actuator/governor to the fuel injection pumps / gas control valves.
2. Verify that the load feedback through the fuel rack transmitter is ok.
3. Verify that all gas control valves are fully closed when pneumatic shut down cylinder is
activated (gas fuelled engines)

Applies to all Bergen engines
10.3 TEST INTERVAL

According to Engines Bergen overall Routine Maintenance Schedule.
10.4 PROCEDURE
Note that for some applications, pneumatic shutdown cylinder may be activated normally when engine is stopped.
In this case, some of the tests below require manual deactivation of the shutdown cylinder, e.g. by removing the
electrical connection cap to the respective solenoid valve.
10.4.1 Linkages
Linkages between actuator/governor and fuel injection pumps/gas control valves should be checked to
have
1 Very little or no backlash. While the engine is running with no load, carefully pull/push the control
shaft handle to test backlash between actuator/governor and control shaft. Carefully pull/push the
individual fuel injection pump rack / gas control valve arm to test backlash between control shaft
and individual pump / valve
2 Low friction. While the engine is NOT running: Disconnect linkage between actuator and control
shaft. Now move the fuel rack to both end positions using the control shaft handle. Observe that
none of the fuel injection pump racks / gas control valves is sticking. Required force to move the
mechanism should be low and even. Fit the linkage in the exact position as before.
10.4.2 Gas flow control valve shutdown position

The gas flow control valve should all be fully closed when pneumatic shutdown cylinder is activated
1 Engine should be stopped when doing this check

2 If required, activate pneumatic shutdown cylinder by pressing emergency stop button.
3 Check that each gas control valve index is in position 0 or less.
4 If not, the gas control valves need readjustment. This should be done by RR service personnel
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10.4.3 Fuel rack transmitter calibration
Fuel rack transmitter is used as a measure of engine load by converting the fuel rack position to a 4-20mA
signal. The transmitter is connected to different controllers depending on the application. Calibration should
only be done by RR service personnel. Spot check of calibration should however be carried out routinely.
1 No load position. Engine should be cold and stopped when performing this test. Put fuel rack in the
no load running position. Release control shaft handle in order not to introduce any force on the
control shaft. Read the individual fuel injection pump rack index / gas control valve index and
calculate an average position. Compare with the fuel rack position as read off on local operator
panel (if not available, use hand-held programmer). Should be within +/- 5% of range no load to full
load.
1b Gas engines only, at no load position: Difference between Bank A and bank B average index
should be less than 0.5. Difference between individual control valve index and engine average
should be less than 1.0.
2 Full load position. Do the test during steady state operation >80% load, or immediately after
stopping engine in order not to introduce temperature drift errors in sensor and mechanical
components. If engine is stopped, put the fuel rack in the full load position. Read the individual fuel
injection pump rack index / gas control valve index and calculate an average position. Compare
with the fuel rack position as read off on local operator panel. Should be within +/- 5% of range no
load to full load.
Warning: Changing of the fuel rack calibration and speed controller/governor settings can lead to damage
of the engine and loss of warranty.
10.4.4 Governor control signal to fuel rack calibration

Applies for applications with electronic speed controllers. The speed controller output signal (“actuator
output”) is calibrated toward fuel rack position. Loss of this calibration can cause engine malfunction, in
particular incorrect fuel limit (start limit, boost limit, torque limit etc.) Calibration should only be done by RR
service personnel. Calibration should be carried out whenever replacing the actuator, control arms or
linkages, or adjusting fuel pumps / gas control valves. In some application, the “actuator/rack deviation” is
presented on the local operator panel. This value should normally be less than +/- 5.
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11 SPEED PICK-UP CLEARANCE AND CLEANING

The purpose of this test is to verify that speed pick-ups are in operational status

11.3 TEST INTERVAL

11.4 PROCEDURE
All speed pick-ups should be properly cleaned to make sure they don’t contain any grease or dirt which
might effect engine performance.
Speed pick-up clearance must be check to be according to Bergen specification. Details of clearance can
be found in Bergen Operating Manual.
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12 TIGHTEN OF CONNECTORS AND SCREW TERMINALS
12.1 PURPOSE
The purpose is to make sure all connections are properly fastened to ensure safe operation of the engine.

12.3 INTERVAL
12.4 PROCEDURE
Engine should be stopped when doing this.
All connectors must be physically checked and if needed tightened to ensure safe operation.
All terminal connections must be check and if needed tightened to ensure safe operation.
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13 TEST OF PRESSURE TRANSMITTERS AND TEMPERATURE SENSORS

The purpose of this test is to check that pressure transmitters and temperature sensors operate correctly.

13.3 TEST INTERVAL

13.4 PROCEDURE
Ref procedure in pt 1.4
13.4.1 Procedure for testing pressure alarms

Ref procedure in pt 1.4.3
13.4.2 Procedure for testing temperature alarms

Ref procedure in pt 1.4.4
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14 CLEANING AND VISUAL CHECKING OF ALL ELECTRICAL EQUIPMENT
14.1 PURPOSE
The purpose of this visual check is to verify that all electrical equipment are in proper condition

14.3 INTERVAL
14.4 PROCEDURE
Engine should be stopped when doing this.
Visually check all electrical equipment including all cables to make sure they are undamaged and clean.
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15 TESTING OF AUXILIARY EQUIPMENT

The purpose of this test is to make sure that all auxiliary equipment operate correctly

15.3 TEST INTERVAL

15.4 PROCEDURE
To test all start/stop signals to auxiliary equipment:
1. Engine stopped
2. Short-circuit the terminals (or relay) in the engine control cabinet (ECC) to activate the
control signal to the starters according to electrical connection diagram.
3. Check that equipment run as intended.
Test of alarms from auxiliary equipment
1. Engine stopped
2. Activate thermal protection/alarm switches on the applicable unit according to unit
drawings
3. Check that alarm is shown on the alarm system
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16 EARTH FAULT TESTING

The purpose of this test is to check that earth fault indication operates correctly

Applies to all Bergen liquid fuel engines, marine gas engines and B35:40VG.2
16.3 TEST INTERVAL

16.4 PROCEDURE
1. Engine stopped
2. Short circuit 0V in engine control cabinet (ECC) to earth, e.g. to earth rail in ECC with a short wire.
3. Check that earth fault relay indication light illuminates (red color)
4. Power failure alarm will be trigger alarm (41XS) on the alarm system
5. Remove short circuit and reset alarm
6. Repeat step 2-5 by short circuiting the 24VDC (+) in engine control cabinet (ECC) to earth.
Figure Earth failure relay:
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17 DIGITAL SPEED GOVERNOR TESTING
The purpose of this test is to verify speed governor operation and alarms

Applies to all Bergen liquid fuel engines and marine gas engines
17.3 TEST INTERVAL

17.4 PROCEDURE
17.4.1 Test of sensors and actuators while engine is not running

All analog sensors (e.g. pressure, temperature, position) must be checked over the full working range. Measured
value can be read on the local operator panel (if not available, use hand-held programmer). Guideline acceptable
error:
• Pressure: +/- 1% of sensor range
• Temperature: +/- 1.0°C for all temperatures except exhaust gases.
• Position: +/- 3% of working range
Calibration should only be done by RR service personnel.
Actuators which can be run without engine running (this excludes hydraulic fuel actuator) may be run to end
positions to verify operation. Manual position control is available on local operator panel (if not available, use hand-
held programmer)
Sensor failure can be tested by removing sensor cap where possible, if not disconnect at controller terminal.
Communication failure: disconnect communication cable / disconnect from terminal. Depending on application,
communication may be LON and/or Modbus type.
17.4.2 Test of sensors and signals while engine is running

Test of major alarms are covered in section 1, “Test Procedure for Auto Stops”
See Alarm list for which alarms applies to specific engine. The Alarm list can be found in the engine Control System
manual
- Failure of individual speed pickups: Run engine with no load, clutch/circuit breaker open. Disconnect pickup
signal at controller terminal. Stop the engine and reconnect pickup. Start engine and test other pickup if
applicable.
- Clutch, generator breaker, tie breaker or grid breaker status input. Run engine at 25% load at rated speed.
Disconnect digital input on controller terminal.
- Actuator/rack or Actuator/load deviation. Run engine at 25% load at rated speed. Carefully increase load by
10% or speed 20rpm by moving and holding control shaft handle at a increased position. Actuator signal will
be reduced to try to bring the fuel rack/speed/load down, and actuator/rack deviation will increase to trigger the
alarm. The alarm is delayed with approx. 1min.
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17.4.3 Gas pressure control (gas fuelled engine only)
The main and prechamber gas pressure is controlled in open loop using individual I/P converters, whose outputs
are fed to the pilot port of individual pressure control valves. In particular, the engine is sensitive to the correct gas
pressure during start. Pressure reference and measured pressure can be read on the local operator panel.
1. No load operation: Observe main gas and prechamber pressure. Measured value shall be within +/- 0,05
bar of pressure reference
2. Full load operation: Observe main gas and prechamber pressure. Measured value shall be within +/- 0,1
bar of pressure reference.
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Service letter
Engine Type: All engines
Issued: 11th January 2013
Service Manual Instruction: N/A
Page 1 of 1
HIGH PRIORITY
Oil mist detector - shutdown

Background
With reference to service letter 100108 issued on 1 st January 2010, the following is to stress the importance of implementing the
measures recommended by Bergen Engines when an oil mist shutdown occurs.
The oil mist detector is one of the engine’s most important safety devices, and Bergen Engines has experienced that many
customers tend to override the oil mist shutdown and restart the engine without performing the necessary inspections in order to
identify the root cause for the oil mist shutdown. Such errors can lead to heavy damage on critical components, and even to
engine breakdowns such as crankcase explosions, caused by overheating of the engine’s moving components and the
consequent ignition of oil mist. It is therefore crucial to perform specific checks every time an oil mist shutdown occurs, in order to
prevent hazards and keep the engine room safe for the operators and the engine in a good running condition.
The following procedures must be strictly followed when an oil mist shutdown occurs:
1. Wait 10 minutes after the engine has stopped before opening the crankcase doors to avoid any explosions
2. Open the crankcase doors and verify if there are any overheated components or water leakages
3. Check the lub.oil sump strainer plate for foreign particles
4. Check clearances / seizures / overheating of connecting rod bearings, cylinder liners/pistons, gear wheel drive, cooling
water / lub.oil pump drives, main bearings
5. Open the camshaft doors to check for any abnormal observations
Note: The root cause for the oil mist shutdown must be found and rectified before restarting the engine!
The oil mist detector must be cleaned and maintained as specified (see the oil mist detector manual).
During the last years, the oil mist detector has been upgraded and improved for faster response times, and to reduce the
possibility of false alarms. It is therefore recommended to upgrade elder oil mist detectors to the latest technology.
Do not hesitate to contact our local service office for further information.
Note: Not all engines are equipped with an oil mist detector, and it is possible to upgrade the engine with this safety device.
Classification societies require that the oil mist detector is installed on all medium and high speed diesel engines with a power
output of ≥ 2250 kW.

Telephone: + 47 815 20 070
Service letter
Engine Type: K, B, C-MDO/HFO
Issued: 12 November 2012
Service Manual Instruction: K:2405, B:2401, C:5110
Page 1 of 2
MEDIUM PRIORITY
Inspection of valve rotators
Function of valve rotator

To prolong the service life of inlet and exhaust valves, the valve/spring assembly is equipped with valve rotators.
These cause the valves to rotate, which contribute to an even temperature distribution on the valves and valve seats.
The cylinder head section of the service manual describes the cylinder head and includes a separate paragraph
which deals with the valve rotator. The intention of this service letter is to describe the inspection of the rotator in
more detail.
The function of the valve rotators should be checked every 1000/2000 hours in accordance with the Routine
Maintenance Schedule (RMS). It is important to perform this control, since a good performance of the valve system
depends upon that the rotators are functioning. The rotating action together with correct valve clearance secures
minimum wear. For HFO engines in particular, rotation prevents build-ups of heavy oil deposits on the valve seat,
thus reducing the probability of leaking valves.
Inspection
The valve rotators are inspected while the engine is operating, preferably on idle speed. Remove the top cover and
visually observe that the valves are rotating. If necessary, a mark can be painted on the valve rotators/retainers for
easier observation while the engine is operating. If the rotators are broken, they should be replaced as soon as
possible, since consequential damages to the engine can be more severe. The rotators are delivered as one
complete unit.
It is important that valve clearances are adjusted to correct values at regular intervals (see RMS). Note that this also
includes parallel adjustment (balancing) of the valve yokes. See service manual for details. It may be noted that an
abnormal hard ticking sound from the valve assembly which does not disappear after adjustment of valve clearance
can be an indication of a faulty valve rotator.
Bergen Engines AS
Service letter
Page 2 of 2
MEDIUM PRIORITY
Fig.1 Schematic drawing of top of spring mounted valve rotator
Telephone: + 47 55 53 60 00
Service letter
Issued: 30 August 2012
Service Manual Instruction: NA
Page 1 of 1
HIGH PRIORITY
Safety precautions during work on electrical equipment

Background
One Rolls-Royce employee has been involved in a serious incident due to an arc-flash whilst he was re-energizing a
transformer, and we therefore see it necessary to stress the importance of following specific safety measures during
work on electrical equipment. By implementing these procedures, severe injuries can be prevented.
The following procedures primarily apply to circuits with operating voltages >400V or feeders above 100A:
• Where remote switching is available to energize and de-energize circuits, these must be used, and no person
should be allowed access in the risk vicinity (as calculated in the risk assessment) of the switch gear and associated
transformers etc. during the switching process.
• Where remote switching is not possible due to the design of the equipment/circuits, a detailed risk assessment
utilizing suitable electrical expertise must be carried out, regularly reviewed (at least annually and after any
change), and the required control measures must be fully implemented at all times, also with respect to use of
suitable personal protective equipment (PPE).
• Access to electrical switch rooms and transformers must be strictly controlled using a permit-to-work system,
and it must be locked off at all times except when being worked on by authorized personnel.
• Whilst working on isolated and de-energized systems, the ability to re-energize the system must be subject to a
Lock-Off Tag-Off control.
• Where contractors are used to carry out electrical works it must be ascertained that the work has been carried out
correctly and that the equipment/switch gear has been left in a safe condition, including removal of all tools and
additional earth leads, and with a formally signed hand-back.
HS&E is of high priority in Bergen Engines AS, and the above procedures are standard requirements. We strongly
recommend our customers to implement these procedures accordingly.
Contact information
For questions regarding these issues, we recommend that you contact the service department of Bergen Engines AS.
The easiest way to do this is by using

the department’s e-mail address:
service.bergen@rolls-royce.com
Alternatively you may direct your questions to your contact person at the spare part sales department.
Rolls-Royce Reciprocating Power Systems│ Bergen Engines AS, Hordvikneset 125, 5108 Hordvik, Norway │ Tel +47 55 53 60 00
24 hours emergency tel +47 915 87 241 │ E-mail: service.bergen@rolls-royce.com │ www.rolls-royce.com
Service Letter: 100105
Bergen Engines AS
Engine Type: C,B,K
Service letter Issued: 5 January 2010

Page 1 of 2
LOW PRIORITY │ For information only
Defects on pickup Feil på pickup
We have experienced a few cases where our safety system Ved noen få tilfeller har vårt sikkerhets system fått falske
has detected false over speed signal which has led to overspeed signal som har ført til uønsket stopp av motor.
unexpected stop to the engine. Dette skyldes at pickupen som måler turtallsignalet på motor
The unexpected stop is cause by over voltage on the power har vært utsatt for høye innspenninger på strømforsyning,
supply to the pickup used for measuring engine speed med det til følge at pickupen blir delvis ødelagt og mottakelig
signal. This has resulted in partly damaged pickup, which for falske signaler.
could be susceptible to false signals.
RREB har i sin spesifikasjon krevd følgende til
RREB requirement to the ship power supply: skipets 24 Volt:
Voltage tolerance 24Volt DC ± 10% Spennings toleranse 24Volt DC ± 10 %
Maximum voltage ripple 1% Maks spenningsrippel 1 %
Redundant 24Volt supply in accordance with class Redundant 24Volt forsyning i henhold til klassens krav.
requirements. These requirements are to avoid damages to Disse kravene er for å unngå at en ødelegger elektrisk
the electrical equipment. utstyr.
To avoid false signals from the pickup when over voltage For å forhindre feilsignal fra pickup ved innspenning utover
beyond our requirement, our supplier has delivered a new våre krav har vår leverandør kommet med en ny utgave.
version.
Den modifiserte pickupen er merket med revisjon D
The modified pickup is marked with revision D (704508). (704508).
If the installation satisfies Bergen Engines demands for Dersom anlegget tilfredsstiller Bergen Engines sine
24 volt, it is not necessary to perform changes. krav til 24 volt, er det ikke nødvendig å gjøre endringer.
If these requirements are not fulfilled, the guarantee for Er disse kravene ikke oppfylt, bortfaller garantien på det
the exposed equipment will not be valid. utstyret som kan tilbakeføres til dette problemet.
Additional protection for the engine electrical Ekstra beskyttelse for motorens elektriske utstyr.
equipment RREB kan tilby et separat skap, som vil skille motorens
RREB can offer a separate cabinet which will protect the elektriske utstyr galvanisk fra resten av 24 Volten ombord og
engine electrical equipment by splitting the power supply sikre stabil redundant 24 Volt DC spenning til Bergen
galvanic from the rest of the 24 volt DC onboard. This will Engines sitt elektriske utstyr.
ensure reliable redundant 24 volt DC power to the Bergen
Engines electrical equipment.
Revision D
Bergen Engines AS
Service letter
Page 2 of 2
Contact information Kontaktinformasjon
For questions regarding these issues, we recommend Ved spørsmål angående disse temaene anbefaler vi at
that you contact the service department of du tar kontakt via serviceavdelingen til
Bergen Engines AS. Bergen Engines AS.
The easiest way to do this is by using Det enkleste er å bruke avdelingens

the department’s e-mail address: e-post adresse:
service.bergen@rolls-royce.com service.bergen@rolls-royce.com
Alternatively you may direct your questions to your Alternativt rettes henvendelsen til deres faste
contact person at the spare part sales department. representant på avdelingen for reservedelssalg.
Bergen Engines AS
Service letter
Issued: 1 December 2010
Page 1 of 2
MEDIUM PRIORITY │ Action is recommended
Oil mist detector Oljetåkedetektor
Warning: An oil mist alarm should never be Advarsel: En oljetåke alarm må aldri bli neglisjert!
disregarded! The cause must be found and Årsaken må finnes og utbedres før motoren
rectified before continuing engine operation. startes for videre operasjon.
The Bergen Engines can be equipped with an oil mist Bergen Engines motorene kan utstyres med en
detector. oljetåkedetektor.
According to classification society oil mist detectors Klasseselskapene krever oljetåkedetektorer på

are required to be installed on all medium and high medium- og høyturtalls dieselmotorer med effekt
speed diesel engines for a power output of ≥ 2,250 kW ≥ 2250 kW, eller motorer som har sylinderboring ≥ 300
or engines having cylinder bores ≥ 300mm. mm.
All engines delivered in the last five years are Alle motorer som er levert de siste fem årene er utstyrt
equipped with an oil mist detector. med oljetåkedetektor.
The detector is designed to detect a potential Detektoren er utviklet for å oppdage et mulig havari i
breakdown at an early stage and prevent further en tidlig fase og hindre ytterligere skade på motoren.
damage to the engine. When the oil mist concentration Når oljetåkekonsentrasjonen i veivhuset overstiger en
in the crankcase exceeds a set percentage value, the satt prosentverdi, vil oljetåkedetektoren gi en
oil mist detector will give an “oil mist alarm” and stop "oljetåkealarm" og stoppe motoren (autostopp).
the engine (shutdown).
When an oil mist alarm/shutdown occurs. The Når en oljetåkealarm/shutdown har blitt aktivert
following actions shall be performed: skal følgende utføres:
Do not open the crankcase doors too early after an oil Veivlukene må ikke åpnes for tidlig etter at motoren
mist autostop has occurred, due to explosion danger. har stoppet pga. en oljetåke autostopp, grunnet
eksplosjonsfare.
After opening the engine, check for bearing metal on
the grid plate in the sump. Check all main bearings, Etter at motoren er åpnet, sjekk for lagerspon på
big end bearings and camshaft bearings for any silplatene over oljesumpen. Sjekk alle veivlager,
damages. rammelager og kamaksellager for skader.
Use a suitable temperature gauge for checking Bruk en egen temperaturmåler for å sjekke
temperature on the big en bearing, main bearing, temperaturen på veivlager, rammelager, krysspinn,
gudgeon pin, pump drive, camshaft drive and governor pumpedrift, kamakseldrift og regulatordrift.
drive.
Bergen Engines AS
Service letter
Page 2 of 2
Check for any water content in the lube oil by checking Sjekk for eventuelt vann i oljen, ved å sjekke for
the inner wall of the engine block for any water kondensvann på motorblokkens innside.
condensation.
Start smøreolje primepumpen, sjekk aksialseilingen på
Start the lub.oil priming pump, check the axial alle veivstaker og at oljemengden fra dren i stemplene
movement of the connecting rods on the crank pin and er lik for alle stempler i motoren.
there should be an even oil flow from the piston
drainage for all pistons. For annen informasjon vedrørende oljetåkedetektoren
henvises det til oljetåkedetektormanualen i våre
For any additional information for the oil mist detector, separate instruksjoner.
please see the oil mist manual in our separate
instructions.
Oil mist detector failure type: “Oil mist failure” Oljetåkedetektor feiltype: ”Oljetåkedetektor feil”
If the oil mist detector shows “oil mist failure”, then the Dersom oljetåkedetektoren viser ”oljetåkedetektor feil”,
detector has a functional failure. Please refer to the oil har detektoren en funksjonsfeil. Sjekk
mist manual for any additional failure modes. The oljetåkedetektoren i henhold til manualen for hvilke
engine must not be operated until the problem is feilmodus den viser. Motoren må ikke startes og
identified and the oil mist detector is repaired. opereres før problemet er identifisert, og
oljetåkedetektoren er reparert.

Engine Type: All fuel oil engines
Service letter Issued: 15 January 2009

Service Manual Instruction: 7200/7201
Page 1 of 1
Bladder accumulators in fuel Blæreakkumulator i

system brennoljesystemet
Background Bakgrunn
Several vessels are now experiencing problems with the Flere fartøy opplever problemer med blæreakkumulatorene i
bladder accumulators in the fuel system. These brennoljesystemet. Disse akkumulatorene er beregnet til å
accumulators are meant to reduce pressure pulsations redusere trykkpulsasjoner forårsaket av høytrykks
caused by the high pressure fuel pumps. brennoljepumpene.
We have found cases of accumulator failure for all types of Vi har har funnet tilfeller av akkumulatorfeil på alle
B32:40 and C25:33. typer av B32:40 og C25:33.
The damages we have seen have come from mechanical Skadene vi har sett stammer fra mekanisk slitasje, som
wear which causes the rubber bladder inside the medfører at gummiblæren inne i akkumulatoren revner, og
accumulators to rupture and send silicone particles out into sender silikonpartikler ut i systemet.
the system.
Action Tiltak
As a result of the problems, we are changing the instructions Som et resultat av problemene, forandrer vi på
for the valve which is connected to the accumulator telltale. instruksjonene for stengeventilen som er koblet til
akkumulatorens sladrehull.
This valve should always be in the closed position.
Denne ventilen skal alltid stå i lukket posisjon.
With an interval of 1000 running hours the valve should be
opened while the engine is running to check if fuel has Med intervallet på 1000 driftstimer, skal ventilen åpnes
gathered in the pipe, thereby indicating accumulator failure. mens motoren går, for å se om olje har samlet seg i røret,
og dermed indikerer feil på akkumulatoren.
This should be done while the engine is running on full Dette skal utføres mens motoren går med fullt turtall, og
speed with a load between 25 and 50 percent. med en last på mellom 25 og 50 prosent.
For questions regarding these issues, we recommend that Ved spørsmål angående disse temaene anbefaler vi at du
you contact the service department of tar kontakt via serviceavdelingen til
Bergen Engines AS.. Bergen Engines AS.

Alternatively you may direct your questions to your contact Alternativt rettes henvendelsen til deres faste representant
person at the spare part sales department. på avdelingen for reservedelssalg.
Engine Type: B32:40, C25:33
Service letter Issued: 7 July 2008

Page 1 of 2
New generation monitoring Ny generasjon monitoring

operating panel for the B32:40 and operatørpanel for B32:40 og C25:33
C25:33 engines motorene
Background Bakgrunn
Experiences has shown that the first generation built Erfaring har vist at førstegenerasjons operatør panel
on operating panel on our engines has given some på våre motorer har gitt noen problemer relatert til
problems related to temperature and vibration. This temperatur og vibrasjon. Dette har resultert i noe
has resulted in some unstable operation. ustabil drift.
Action Tiltak
We can offer a new and improved operating panel. Vi kan nå tilby et nytt og forbedret operatørpanel. Det
The new panel is designed to operate in an engine nye operatørpanelet er mer pålitelig og bygget for å
room environment and is suitable to be installed on a stå i et maskinromsmiljø, som er egnet for installasjon
diesel engine. For new engines we deliver the new på en diesel motor. Våre nye motorer blir levert med
panel, which has proven to be more reliable and no det nye panelet, og vi har så langt ikke hatt noen
problems has been reported. problemer med dette.
Differences between the new operating panel and Forskjeller mellom nytt operatørpanel og gammelt
the old operating panel operatørpanel
The new and the old operating panel is practically I praksis er det ikke stor forskjell på det nye og det
identical with only minor differences. gamle operatørpanelet.
• Den gamle bruker Windows NT som
• The old one using Windows NT as operating operativsystem. De nye har et mindre komplekst
system. The new one has a less complex operativsystem og oppbygning
operating system and structure • Både det gamle panelet og det nye panelet har
• Both are touch screens touch screen
• The old panel calculates the differential pressure • Det gamle panelet kalkulerer differensialtrykket
over the lub.oil filter, the new panel cannot do this over smøreoljefilteret, det nye panelet kan ikke
calculation. It still shows the pressure before and gjøre denne kalkulasjonen. Det vil likevel vise
after filter, so it does not really make a difference trykket før og etter filteret. I praksis vil ikke dette
• The old panel also had a modbus link to the utgjøre noen forskjell
engine governor Woodward 723 which receive • Det gamle panelet har en “modbus link” til
data and display it on the screen. The new motorens Woodward723 regulator som mottar
operating panel does not have this link and could data som kan vises på skjermen. Det nye panelet
not display the same data, but the system will flag har ikke en slik link, men systemet vil vise “major”
major and minor alarms coming from the og “minor” alarmer som kommer fra Woodward-
Woodward enheten
Bergen Engines AS
Service letter
Page 2 of 2
The new operating panel is illustrated in the picture Det nye operatørpanelet er illustrert på bildet
below. nedenfor.
The new operating panel / Det nye operatørpanelet
Installation Installasjon
For installation of the new operating panel we Vi anbefaler at det brukes en Bergen Engines montør
recommend to use a Bergen Engines service til å montere det nye operatørpanelet.
engineer.

Bergen Engines AS
Engine Type: B32:40L
Service letter Issued: 17 November 2006

Distribution: BEAS, GSN
Page 1 of 1
Fuel Oil High Pressure Pipe, Brennolje Høytrykksrør, B32:40L

B32:40L
Bakgrunn
Background
Nytt og forbedret høytrykkskrør for vår B32:40L motor.
New and improved high pressure pipe for our B32:40L
Etter å ha erfart problemer med høytrykksrør for
engine. After experiencing problems with high
denne motor typen, har vi lagt mye arbeid i å forbedre
pressure pipes for this engine type, we have worked
produktet ytterligere. Høytrykksrøret er forsterket, og
hard to make a better product. The high pressure pipe
kapasiteten for lekkolje er økt, da vi har erfart at denne
is reinforced and has a higher capacity for leakage oil,
ikke har vært tilstrekkelig.
as we have found the latter insufficient.
Remedial action
Tiltak
Rolls-Royce recommends that old high pressure pipes
Rolls Royce anbefaler at det byttes til den siste
are replaced by the new generation of high pressure
generasjon av høytrykksrøret. Det nyeste røret er
pipes. The new pipe is marked ”1097”, and our part
merket med ”1097”, og vårt delenummer er 705609.
no. is 705609. The same tightening torques are used
Det nye røret har samme tiltrekningsmoment som
for the new pipe as for the old one, and no changes
tidligere, og det er ikke nødvendig med endringer i
are required in our Service Manuals.
våre service manualer.

Bergen Engines AS
Engine Type: K, C, B
Service letter Issued: 1 August 2012

Distribution: BEAS, GSN
Page 1 of 2
MARPOL 73/78 Annex VI MARPOL 73/78 Vedlegg VI

MARPOL 73/78 Annex VI is a document issued by MARPOL 73/78 vedlegg VI er et dokument som er
IMO (International Marine Organisation) and includes utgitt av IMO (International Marine Organisation).
regulations for preventing Air Pollution from ships and Regelverket er for å beskytte mot luftforurensning fra
many new aspects related to design of ships, but even skip og inneholder mange nye forhold relatert til
more related to operational issues. design av skip, og hvordan skip skal drives.
Regulation 13 of Annex VI concerns NOx-emission Regel 13 i vedlegg VI angår NOx-utslipp fra

from diesel engines and shall apply to: dieselmotorer og skal gjelde for :
• Each diesel engine with power output of more than • Hver dieselmotor med ytelse over 130 kW som
130 kW, which is installed on a ship, constructed installeres på skip, konstruert på eller etter 1.
on or after 1. January 2000 januar 2000
• Each diesel engine with power output of more than • Hver dieselmotor med ytelse over 130 kW som
130 kW which undergoes a major conversion on gjennomgår en større ombygging på eller etter 1.
or after 1. January 2000 januar 2000
According to MARPOL 73/78 Annex VI, we will Vi gjør oppmerksom på at MARPOL 73/78 Annex
make you aware that these regulations will come VI, vil tre i kraft 19. mai 2005.
into force 19. May 2005.
New ships (constructed after 19. May 2005) must have Nye skip (konstruert etter 19. mai 2005) må ha EIAPP-
EIAPP-certificate. sertifikat.
The EIAPP (Engine International Air Pollution EIAPP (Engine International Air Pollution Prevention).
Prevention) certificate is issued by the Flag Sertifikatet utgis av flaggstat eller et godkjent selskap
Administration or by a recognized organisation, e.g. eks. Det Norske Veritas.
Det Norske Veritas.
Bergen Engines AS
Service letter
Page 2 of 2
Ships constructed after 1. January 2000 must have the Skip som er konstruert etter 1. januar 2000 må ha
EIAPP-certificate at the first routine drydocking after EIAPP-sertifikat ved første rutinemessige tørrdokking
19. May 2005, and latest 19. May 2008. etter 19. mai 2005, og senest 19. mai 2008.
Ships constructed before 1. January 2000, and which Skip som er konstruert før 1. januar 2000, og som ikke
do not undergo a major conversion on or after 1. gjennomgår en større oppgradering av motor etter
January 2000 do not need the EIAPP-certificate. denne dato, må ikke ha EIAPP-sertifikat .
Bergen Engines have manufactured engines with Bergen Engines har produsert motorer med EIAPP-
EIAPP certificate since 2000. sertifikat siden 2000.
The document "Technical File" is carried out in Dokumentet "Technical File" er laget i samsvar med
accordance with the NOx Technical Code issued by "NOx Technical Code" som er utgitt av IMO.
IMO. See also instruction no. 0101 in the Engine Se også instruksjon nr. 0101 i instruksjonsboken.
Service Manual.
DNV har laget et dokument som informerer om de
DNV has made a document that informs about the viktigste forhold i MARPOL 73/78 vedlegg VI. Dette
most important relations in MARPOL 73/78 Annex VI. følger med når dette Service Letter sendes med E-
The document is included when this Service Letter is mail.
sent by E-mail

MARPOL 73/78 Annex VI
Regulations for the Prevention of

Air Pollution from Ships
Technical and Operational implications
Issued
21 February 2005
For further information, please contact:
Annex VI in general:
DNV, Cargo Handling, Piping Systems, Marpol and Gas Carriers
Design and production: DNVE Graphic Services 0502-029
(MTPNO880@dnv.com)
NOx and engine related inquiries:

DNV, Section for machinery, Ships in Operation
(MTPNO867@dnv.com)
DNV, Section for machinery, Newbuilding
(MTPNO373@dnv.com)
SOx and fuel related inquiries:

(MTPNO880@dnv.com)
200/ 3-2005
DNVPS, DNV Petroleum Services

(DNVPS.OSLO@dnvps.com)
Content:
1. INTRODUCTION ............................................................................................................................ 1
2. ANNEX VI IN GENERAL................................................................................................................ 1
2.1 APPLICATION FOR SHIPS KEEL-LAID BEFORE 1 JANUARY 2000 .................................................... 2
3. REGULATION 12 – OZONE DEPLETING SUBSTANCES........................................................... 2
4. REGULATION 13 – NITROGEN OXIDES (NOX).......................................................................... 3
4.1 REGULATIONS/DEFINITIONS FROM ANNEX VI ............................................................................. 3
4.2 CERTIFICATION AND ONBOARD VERIFICATION ............................................................................. 4
4.2.1 Engine parameter check method....................................................................................... 6
4.2.2 Simplified measurement method ....................................................................................... 7
4.2.3 Direct measurement and monitoring method .................................................................... 7
4.3 SPARE PARTS AND SPARE PARTS POLICY ................................................................................... 8
4.4 SURVEYS AND INSPECTIONS ...................................................................................................... 8
4.5 ENGINES WITH EIAPP CERTIFICATES ISSUED BY ANOTHER COMPANY........................................... 9
5. REGULATION 14 - SULPHUR OXIDES (SOX) ....................................................................... 10

5.1 GENERAL ............................................................................................................................... 10
5.1.1 Exhaust Gas Cleaning systems....................................................................................... 11
5.2 EU DIRECTIVE 1999/32/EC WITH PROPOSED AMENDMENTS ..................................................... 13
5.3 LOW SULPHUR FUEL................................................................................................................ 13
5.3.1 Fuel tank/system configuration ........................................................................................ 14
5.3.2 Change-over procedures ................................................................................................. 16
5.3.3 Bunker management ....................................................................................................... 16
5.3.4 Charts .............................................................................................................................. 16
5.3.5 Operating Engines and Boilers on Low Sulpur Fuels. ..................................................... 16
6. REGULATION 15 – VOLATILE ORGANIC COMPOUNDS ........................................................ 17
7. REGULATION 16 – SHIPBOARD INCINERATION .................................................................... 17
8. REGULATION 18 – FUEL OIL QUALITY.................................................................................... 18
8.1 GENERAL ............................................................................................................................... 18
8.2 OPERATIONAL ISSUES ............................................................................................................. 18
8.2.1 Bunker delivery notes ...................................................................................................... 18
8.2.2 MARPOL Annex VI fuel oil samples ................................................................................ 19
8.2.3 Sampling procedures ....................................................................................................... 19
8.2.4 Sample inventory ............................................................................................................. 20
8.2.5 Supplier’s responsibility ................................................................................................... 20
8.2.6 Third party inspections..................................................................................................... 21
APPENDIX 1 – Experience for operation of Engine and Boiler on Low Sulphur fuels.
APPENDIX 2 – Owners Annex VI Checklist
APPENDIX 3 – Status of Ratification (2005-02-02)
1. Introduction
MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships
will enter into force on 19 May 2005, and includes many new aspects related to
design of ships, but even more related to operational issues.
The intention with this paper is to highlight some of the most important aspects of
MARPOL Annex VI for the guidance of Ship owners and Managers, as well as DNV
surveyors.
2. Annex VI in general
The adoption of MARPOL Annex VI has followed some years of debate within
organisations. At the same time IMO Technical code on the Control of Emissions of
Nitrogen Oxides from Marine Diesel Engines was adopted. MARPOL Annex VI and
the Technical Code have retroactive requirements for diesel engines 130 KW and
above installed on ships keel-laid on or after 1 January 2000, and Incinerators
installed onboard on or after 1 January 2000.
MARPOL Annex VI will apply to all ships, fixed and floating drilling rigs and other
platforms from 19 May 2005, but the certification requirements are depending on size
of the vessel and time of periodical survey.
Ships of 400 gross tons and above engaged in international voyages involving
countries that have ratified the conventions, or ships flying the flag of those countries,
are required to have an International Air Pollution Prevention Certificate (IAPP
Certificate).
This certificate must be on board at delivery for a ship constructed (keel laid) after 19
May 2005.
For ships constructed before this date, the IAPP certificate must be on board at the
first scheduled dry-docking after 19 May 2005, but not later than 19 May 2008.
The IAPP certificate will be issued following an initial survey carried out by the Flag
Administration or by a recognised organization (e.g. Det Norske Veritas) on behalf of
the Flag Administration, confirming compliance with MARPOL Annex VI. For ships
with the flag of an Administration that have not yet ratified Annex VI, a Certificate of
Compliance with Annex VI may be issued by DNV.
Annex VI also requires diesel engines (as described above) to carry individual
certificates with regard to NOx emissions, named Engine International Air Pollution
Prevention (EIAPP) Certificates.
Annex VI requires that every ship of 400 gross tonnage or above and every fixed and
floating drilling rig and other platforms shall be subject to the following surveys:
- An initial survey before the ship is put into service or before the IAPP
Certificate is issued for the first time.
- Periodical surveys at intervals specified by the Administration, but not
exceeding five years.
- A minimum of one intermediate survey during the period of validity of the
certificate.
1
In the case of ships of less than 400 gross tons, the Administration may establish
appropriate measures in order to ensure that Annex VI is complied with.
The Administration shall arrange for unscheduled inspections during the period of
validity of the certificate. If the Administration establishes mandatory annual surveys,
these unscheduled inspections shall not be obligatory, and for this purpose DNV has
so far considered that all Administrations will apply a system with mandatory annual
surveys.
Annex VI has requirements to the following main issues, which will be highlighted
more in detail in this paper.
- Regulation 12 - Emissions from Ozone depleting substances from refrigerating
plants and fire fighting equipment.
- Regulation 13 - Nitrogen Oxide (NOx) emissions from diesel engines
- Regulation 14 - Sulphur Oxide (SOx) emissions from ships
- Regulation 15 - Volatile Organic compounds emissions from cargo oil tanks of
oil tankers
- Regulation 16 - Emissions from shipboard incinerators.
- Regulation 18 - Fuel Oil quality.
2.1 Application for ships keel-laid before 1 January 2000

Ships constructed (keel-laid) before 1 January 2000 need to comply with operational
requirements in MARPOL Annex VI from 19 May 2005. Unless existing engines are
subject to major modification, or new engines or incinerators are fitted, the
requirements in Regulation 13 and constructive requirements in Regulation 16 do not
apply.
Formal certification of the ships applies at the first scheduled dry-docking after 19
May 2005.
3. Regulation 12 – Ozone depleting substances

Annex VI prohibits any deliberate emissions of ozone-depleting substances.
Ozone-depleting substances, and equipment containing such substances, shall be
delivered to appropriate reception facilities when removed from a ship.
New installations which contain ozone-depleting substances are prohibited on all
ships after the entry into force date, except that new installations containing
hydrochlorflourocarbons (HCFCs) are permitted until 1 January 2020.
The use of Halon in fire extinguishing systems and equipment is already prohibited
for newbuildings. For newbuildings, this requirement in Annex VI will therefore
always be complied with.
More restrictive requirements for ozone depleting substances are in place regionally,
e.g. in the European Union (EU).
2
4. Regulation 13 – Nitrogen Oxides (NOx)
4.1 Regulations/Definitions from Annex VI

Regulation 13 of Annex VI concerns NOx-emission from diesel engines and shall
apply to:
- each diesel engine with a power output of more than 130 kW which is
installed on a ship constructed on or after 1 January 2000; and
- each diesel engine with a power output of more than 130 kW which
undergoes a major conversion on or after 1 January 2000.
This regulation does not apply to:

- Emergency diesel engines, engines installed in life boats or for any
equipment intended to be used solely in case of emergency.
The phrase “major conversion”, means a modification of an engine where:

- the engine is replaced by a new engine built on or after 1 January 2000, or
- any substantial modification is made to the engine, as described in the NOx
Technical Code 1.3.2 (e.g. changing camshaft, fuel injection system, or any
other NOx-related settings or components), or
- the maximum continuous rating of the engine is increased by more than
10%
For this purpose, Substantial Modification is defined as follows:

- For engines installed on vessels constructed on or after 1 January 2000, a
Substantial Modification means any modification to an engine that could
potentially cause the engine to exceed the emission standards set out in
Regulation 13 of Annex VI. Routine replacement of engine components by
parts specified in the Technical File that do not alter emission
characteristics shall not be considered a “Substantial Modification”,
regardless of whether one part or many parts are replaced.
- For engines installed on vessels constructed before 1 January 2000, a

Substantial Modification means any modification made to an engine which
increases its existing emission characteristics established by the simplified
measurement method as described in 6.3 in excess of the allowances set
out in 6.3.11(Ref. NOx Technical file.). These changes include, but are not
limited to, changes in its operations or in its technical parameters (e.g.
changing camshaft, fuel injection systems, air systems, combustion
chamber configuration, or timing calibration of the engine)
3
According to Annex VI the operation of applicable diesel engines are prohibited
except when the emission of nitrogen oxides from the engine is within the following
limits:
g
(i) 17,0 /kWh when n is less than 130 rpm
(-0,2) g
(ii) 45,0 × n /kWh when n is 130 or more but less than 2000 rpm
g
(iii) 9,8 /kWh when n is 2000 rpm or more
where n = rated engine speed (crankshaft revolution per minute) and the emission
of nitrogen oxides are calculated as total weighted emission of NO2
The table below illustrates the allowable NOx emissions from diesel engines:
18
g 16
NOx /kWh
14
12
10
8
6
4
2
0
0
130
200
400
600
800
1000
1200
1400
1600
1800
2000
Engine rated speed (RPM) 2200
4.2 Certification and onboard verification

The EIAPP (Engine International Air Pollution Prevention) certificate is required for all
diesel engines as described above, and will be issued for marine diesel engines after
demonstrating compliance with NOx emission limits. The certification process is to be
carried out in accordance with the NOx Technical Code issued by IMO.
In order to decide whether your engines need EIAPP certificates or not, we can
advise you to consider the following for your vessels and engines:
- Engine power output above 130 kW?
- Is the vessel constructed (keel laid) before or after 1 January 2000?
- Major conversion of the engine on or after 1 January 2000?
As a general guidance, see the flow chart on the next page.
4
The flow chart above is meant as a general guidance indicating the necessary steps
for you to consider regarding the NOx requirements of Annex VI. Please note that the
flow chart is only concerning the NOx requirements to the diesel engines, and this is
also what the EIAPP certificate is covering.
If you find that your engines are required to carry an EIAPP certificate, but for some
reason they don’t have this, our advice is for you to approach the engine
manufacturer for further assistance.
The certification process includes an emission test for compliance with the NOx
requirements on the manufacturer’s test bed, and approval of the Technical File.
All certified engines are delivered with an individual Technical File that contains the
engine’s specifications for compliance with the NOx regulation, and the applicable
onboard verification procedure.
The NOx Technical Code opens for 3 different onboard verification procedures:
- Engine parameter check method
- Simplified measurement method
- Direct measurement and monitoring method
The applicable onboard verification procedure is initially decided by the engine

manufacturer, and is usually a specific chapter in the engine’s Technical File. The by
far most common method is the Engine parameter check method, but the ship owner
is free to use the method they prefer. If they wish to change to another method than
the one specified in the Technical File, the new onboard verification procedure must
be submitted to the Administration (or DNV on behalf of the Administration when
authorised) for approval before taken into use.
4.2.1 Engine parameter check method

For the purpose of assessing compliance with Regulation 13 of Annex VI, it is not
always necessary to measure the NOx level to know that an engine is likely to
comply with the NOx emission limits. It will be sufficient to know that the present state
of the engine corresponds to the specified components, calibration or parameter-
adjustment state at the time of initial certification.
The engine’s Technical File is identifying its components, settings and operating
values that influences the exhaust emissions and these must be checked to ensure
compliance during surveys and inspections.
Ship owners or people responsible for vessels equipped with diesel engines required
to undergo an engine parameter check method shall ensure that the following
documentation is kept onboard and updated as applicable:
- Technical File including the onboard verification procedure.
- Record book of engine parameters for recording all of the changes made
relative to an engine’s components and settings. Also to include technical
documentation in case of modification of any of the engine’s designated
components.
- EIAPP certificate (Statement of Compliance) for each applicable engine.
6
The NOx-influencing components and settings depend on the design of the particular
engine, and shall be listed in the engine’s Technical File. The below list shows typical
NOx-influencing parameters:
- Injection timing
- Injection system components (nozzle, injector, fuel pump)
- Injection pressure
- Camshaft components (fuel cam, inlet- and exhaust cam)
- Valve timing
- Combustion chamber (piston, cylinder head, cylinder liner)
- Compression ratio (connecting rod, piston rod, shim, gaskets)
- Turbocharger type and build (internal components)
- Charge air cooler/charge air pre-heater
- Auxiliary blower
- NOx reducing equipment “water injection”
- NOx reducing equipment “emulsified fuel” (fuel/water emulsion)
- NOx reducing equipment “exhaust gas recirculation”
- NOx reducing equipment “selective catalytic reduction”
The actual Technical File of an engine may include less components and/or
parameters other than the list above, depending on the particular engine and the
specific engine design.
4.2.2 Simplified measurement method

For onboard verification tests during periodical and intermediate surveys, the NOx
Technical Code opens for a simplified measurement method. Note that every first
engine test for certification shall be performed on the engine maker’s test-bed.
The simplified measurement method is to be performed more or less like the parent
testing on the test-bed, but simplifications according to the NOx Technical Code 6.3
are accepted.
However, the testing shall be performed in accordance with the applicable test cycle
as specified in the engine’s Technical File. This involves full load running of the
engine for about 20 minutes, and will in most cases require a test trial.
Due to the possible deviations when applying the simplified measurement method, an
allowance of 10% of the applicable limit value is accepted for confirmation tests and
during periodical and intermediate surveys.
4.2.3 Direct measurement and monitoring method

The ship-owner will have the option of direct measurement of the NOx emissions
during the engine operation. Such data can either take the form of spot checks
logged with other engine operating data on a regular basis and over the full range of
engine operation, or they can result from continuous monitoring and date storage.
Data must be taken within the last 30 days, and must have been acquired using the
test procedures given in the NOx Technical Code. These monitoring records are to
7
be kept onboard for at least three months for verification purposes. We would
however recommend maintaining the documents, on board or in shore office, for a
longer period of time.
To demonstrate the compliance by the direct measurement method, sufficient data
shall be collected to calculate the weighed average NOx emissions in accordance
with the NOx Technical Code.
It should be noted that the two methods that involve measuring of the exhaust
emissions do not include any kind of identification markings of the NOx-influencing
components.
4.3 Spare parts and spare parts policy

One of the main consequences of MARPOL Annex VI is that the onboard verification
procedure “Engine parameter check method” requires identification markings on the
NOx influencing components. These components are typically those specified in
above list.
All the components listed are to be fitted with identification markings according to the
Technical File. Please note that these markings may not be the same as the article
no’s usually found on the engine components.
DNV, on behalf of the Flag Administration, can not accept any other markings than
those stated in the Technical File. Manufacturer’s producing engines on licensee
from an engine designer usually have their own Id Numbers on the engine
components. Since these numbers may differ from the designer’s Id Numbers, it may
be advisable to ask the licensee to also include the designer’s Id No’s in the
Technical Files.
In order to make the purchasing easier, it could be an idea to keep a copy of the
Technical Files in the purchasing section.
There may be situations where the engine maker comes up with a new design for
one of the NOx-influencing components, with a different Id No from what’s stated in
the Technical File. The new design should then be approved by the Administration
(or DNV on behalf of a Flag Administration when authorised) and the change is to be
documented in the “Record book of engine parameters”. The same is applicable for
all other changes the engine may be approved for during its lifetime.
4.4 Surveys and inspections

Following the regime of the IAPP certificate, the diesel engines will also be subject for
the following surveys:
- An initial survey before the ship is put into service or before the IAPP
Certificate is issued for the first time.
- Periodical surveys at intervals specified by the Administration, but not
exceeding five years,
- A minimum of one intermediate survey during the period of validity of the
certificate.
8
- Annual Surveys (or a Flag Administration may instead implement
unscheduled inspections as an alternative to Annual surveys)
If the “Engine Parameter Check Method” is the selected onboard verification

procedure, the surveyor will typically want to see:
- EIAPP Certificates for all applicable diesel engines onboard
- Approved Technical Files including “Onboard verification procedure” for all
the applicable diesel engines onboard
- Record Book of Engine parameters for all the applicable diesel engines
onboard
- One or all of the identified components, settings or operating values
specified in the engines’ Technical File
If the “Simplified Measurement Method” is the selected onboard verification

procedure, the surveyor will witness the testing in addition to review the following
documentation:
- All recommendations from engine manufacturer and approvals from the
Administration concerning the “Simplified Measurement Method”
- Test results
If the “Direct Monitoring and Measurement Method” is the selected onboard

verification procedure, the surveyor will typically want to see:
- Documentation/Approval of the installed measuring equipment
- Logged measurement results in order to verify that the engines comply with
the NOx Technical Code.
Regardless of what onboard verification procedure the Ship-Owner chooses, the

IAPP Certificate for the vessel will be issued if all other requirements are found to
comply with the applicable requirements.
4.5 Engines with EIAPP certificates issued by another company

There are a number of different companies that are certifying diesel engines with
regard to NOx-emissions. DNV, on behalf of the Flag Administration, can only accept
certification from companies that are authorised by the applicable flag to perform
certification on their behalf. This procedure will be based on a case-by-case approval.
The certificates and Technical Files, including all possible upgrades, are to be
submitted to DNV for review.
9
5. Regulation 14 - Sulphur Oxides (SOx)
5.1 General
Upon entry into force of Annex VI to MARPOL on the 19 May 2005, the sulphur oxide
(SOx) emissions from ships will be controlled by setting a limit of 4.5% on the sulphur
content of marine fuel oils.
Further, a limit of 1.5% on the sulphur content of marine fuel oil will apply in
designated SOx Emission Control Areas (SECAs). IMO has currently agreed on the
designation of two SECA’s as per below. The first designated SECA is the Baltic Sea
Area which has been agreed that will enter into force on the 19 May 2006.
The second area, the North Sea Area and the English Channel has also been
agreed, but due to the amendment process in IMO, it has been indicated that it will
not enter into force as a SECA until 19 November 2007. It is expected that further
SECA’s will be designated in the future and IMO has set forth certain criteria for
designating such SECA’s. It should however be noted that the amendment process
within IMO may take considerable time.
For the sake of good order, it should be noted that the limitations in sulphur content
applies to all fuel oils (heavy fuel oils, marine diesel oils and gas oils) and regardless
of use on board (i.e. in combustion engines, boilers, gas turbines etc.).
Indication of SECA’s
Currently, the average sulphur content in fuel oils is in the region of 2.7%. Results of
the comprehensive number of fuel samples tested by DNV Petroleum Services
indicate that only 0.2% of the fuel oils tested have a sulphur content exceeding the
required 4.5%. However, it also indicates that only 4% of the fuel oils supplied today
have a sulphur content of 1.5% or less.
It has been estimated that the low sulphur fuel oil demand in the SECA’s will be in the
region of 14-20 million tons per year, of which approximately 0.7 million tons per year
is available in North West Europe today.
10
While certain owners with a high environmental profile currently have a sulphur limit
of 1.5% in their fuel specifications, the sulphur content of the fuel is generally
dependent on the composition of the crude oil from which it is refined. Increasing the
output of low sulphur fuel oil can be obtained through the following:
- Refining of naturally occurring low sulphur crude oils.
- Re-direct/blend inland grade fuel to the marine fuel market.
- Re-blending of residual fuel oils down to the required specification.
- Residue de-sulphurisation (Note that large scale investments in residue de-
sulphurisation units are not expected to be made until a substantial price
difference between high and low sulphur fuels are achieved).
It is generally acknowledged that the above will lead to increased prices for low
sulphur fuel oils and a price hike from 25 to 100 USD/ton has been indicated
depending on method of production and market availability/demand.
Although it has been indicated that the total world wide availability of low sulphur fuel
is adequate with the current SECA’s and associated low sulphur limit (1.5%), it is
highly uncertain as to whether the availability will be adequate in world wide ports. It
should further be noted that currently, low sulphur fuel is in general only available to
operators with contract agreements with Oil Majors. Future spot availability is thus
dependent on the developments in market demand and price after entry into force of
SECA’s.
5.1.1 Exhaust Gas Cleaning systems

As an alternative to using marine fuel oil with a 1.5% sulphur content in SECA’s, an
exhaust gas cleaning system or other equivalent system may be used (abatement
technologies). The emission criteria for such systems are 6 g SOx/kWh.
Overboard Discharge of cleaned

Scrubbed & re-heated exhaust gases water
Scrubbed gas re-heat section
Intimate mixing of exhaust

gas and sea water
Separation and Filtration Plant
Sea Water
S.W. to cyclone separator

S.W. Inlet
& heat exchanger
Exhaust Gases
Sludge ashore to authorised

contractor
Exhaust gas cleaning system
11
Development of a type approval standard for such systems is ongoing in IMO. The
current available abatement technology is based on seawater scrubbing principles.
There is however a few concerns related to these types of scrubber type systems:
- Annex VI states that port states may prohibit discharge of scrubber effluent
overboard in ports within SECA’s unless it can be documented that the effluent
complies with criteria set by that port state. A mitigating measure is installation
of filtration/treatment systems.
- It has been indicated that conventional scrubber technology may be struggling
to meet the emission criteria at high exhaust gas discharge flows.
- It has been indicated that there is a risk of blue-sheen originating from the
scrubber overboard discharge. Although, not necessarily constituting an
environmental hazard, the mere risk of such occurrences is to some operators
unacceptable.
- There are space considerations in the engine room and more specifically the
funnel. Although it has been indicated that the more advanced scrubber types
can replace standard silencers, the associated piping systems may represent
a challenge. Pressure drop in scrubbers has also been indicated as a
limitation, particular in way of main engines uptakes.
- Tanker owners have had mixed experiences with corrosion of inert gas
scrubbers and associated piping systems.
- The EU has been reluctant to accept scrubbers. However, in the latest
proposed amendments to the EU directive, they have opened for “trials of ship
emission abatement technologies”. Based on such trials they have indicated
that they may accept abatement technology as an equivalent to low sulphur
fuel. Note that EU has indicated that it will develop criteria for resulting waste
streams in their ports.
Regrettably, the number of development projects related to new scrubber technology

appears to be limited. However, some projects currently in the prototype phase show
promising results in terms of overcoming the above indicated constraints. It should
also be taken into account that exhaust gas cleaning alternatives will reduce the
emission of particulate matter (PM). Particulate matter is considered to be the next
focal point of IMO and this increases the future relevance of exhaust gas cleaning
systems.
Despite the indicated installation costs of 1-2 mill USD, future legislation, and
elimination of the problems associated with low sulphur fuel bunker management and
operation, may lead to exhaust gas cleaning systems becoming a cost-beneficial
alternative worthwhile exploring.
12
5.2 EU Directive 1999/32/EC with proposed amendments
In connection with MARPOL Annex VI one cannot disregard ongoing low-sulphur
developments in the EU.
EU directive 1999/32/EC has been amended a number of times, and in force today is
the following:
- Member states to ensure that Marine Distillates used within their territory from
July 2000 do not exceed 0,2% Sulphur (0,1 % from January 2008).
In other words, ships must ensure that if they are using Marine Distillates in
EU territory (territorial waters including seas 12 nautical miles from shore and
inland waterways), their sulphur content is below 0,2%.
Marine Distillates in this context include both marine gas oils and marine
diesel oils (DMX, DMA, DMB and DMC). As far as DNVPS has been informed
this requirement is currently only enforced by Dutch Authorities
Amendment to EU directive 1999/32/EC reached a common position in July 2004,

and although the amendment process is in its final stages, implementation date is
highly uncertain and further amendments cannot be ruled out. As of July 2004 the
following is in the pipeline:
- A 1.5% sulphur limit for fuels used by all ships in the Baltic Sea, North Sea &
Channel in accordance with the implementation dates of Annex VI to MARPOL
(i.e. starting in 19 May 2006 for the Baltic Sea Area). As of 19 May 2006, EU
member states shall ensure that the sulphur content in marine diesel oils (ISO
8217 grades DMB and DMC) supplied within their territory does not exceed
1.5%.
- A 1.5% sulphur limit for fuels used by passenger vessels on regular services
between EU ports as of 19 May 2006.
- A 0.1% sulphur limit on fuel used by inland vessels and by seagoing ships at
berth in EU ports. The Council agreed this limit delayed until 1 January 2010,
to allow single-fuel ships time to adapt their fuel tanks.
- A further two year delay has been proposed given to 16 unifuel (vessels using
heavy fuel oil for both main and auxiliary engines) ferries serving the Greek
islands.
- As of 1 January 2010, EU member states shall ensure that the sulphur content
in marine gas oils (ISO 8217 grades DMX and DMA) supplied within their
territory does not exceed 0.1%.
- For ships arriving from outside the EU, the requirement need only be complied
with upon leaving the EU port of call.
5.3 Low sulphur heavy fuel

It has been indicated that experience in terms of low sulphur residual (or heavy) fuel
oil blending is varying and that quality problems are to be expected. Although there is
limited usage of (blended) low sulphur fuel oils, DNV Petroleum Services has already
seen indications that the low sulphur processing of fuel oils may lead to additional
quality problems such as instability, incompatibility, ignition and combustion
difficulties and an increase of catalytic fines levels. Regrettably one has also seen
13
cases where chemical waste has been introduced in such fuel. In light of the required
demand for low sulphur fuel oils, there have also been concerns over the potential
increase of sulphur content in high sulphur fuel oils.
5.3.1 Fuel tank/system configuration

It should be noted that when approaching a SECA the fuel must be changed over to
the 1.5% sulphur content fuel and completed before entering the SECA. For ships
with standard fuel oil system configurations (one service and settling tank), this will
involve filling of settling tanks with low sulphur fuel oil, adequate fuel treatment of
same and subsequent filling of service tank, as well as flushing of the fuel service
piping systems of high sulphur fuel oil.
The current problems with incompatibility between heavy fuel oils, and between
heavy fuel oils and marine diesels are not expected to disappear with increased
demands for low sulphur heavy fuel oils (excessive sedimentation/sludging and
separator and filter problems). Considering the differences in cost, some owners are
installing an additional set of service and settling tanks for low sulphur fuel oils.
Additional bunker tanks are considered installed for the same reasons. Such
measures would also simplify change-over procedures and bunker management.
Inadequate availability of low sulphur heavy fuel oils may force owners to increase
the consumption of low sulphur diesel oils within SECA’s. Owners will therefore have
to assess whether the diesel oil tank capacity needs to be upgraded. Taking into
account the current EU requirements to use of ultra low sulphur distillates within its
territories, and not to mention the proposal for ultra low sulphur fuel at berth in EU
ports, there is also an issue of whether to allocate or convert existing fuel tanks to
tanks for marine gas oil.
The differences in cost between low and high sulphur heavy fuel oils as well as
between heavy fuel oils and low sulphur diesel oils, has led some owners to consider
separating fuel treatment and service piping systems. This is increasingly important
with respect to potential requirements to use of ultra low sulphur fuels in EU ports
(Auxiliary engines and boilers).
In order to facilitate safe and simple change-over, the installation of separate marine
gas oil/diesel oil supply piping with heating capabilities should be considered.
(While separate direct diesel oil supply lines are often arranged for auxiliary diesel
engines, the same is less frequently encountered for boilers and main engines.)
14
The below serves as examples of proposed modifications regarding duplicated heavy
fuel oil service and settling tanks and piping systems.
H.F.O.
H.F.O
Slop
H.F.O. tank
settl. H.F.O. H.F.O.
tank no 2 Service Settling
Tank Tank
P Room
no.1 & 2 no.1
Slop
tank
H.F.O H.F.O.
Possible arrangement for additional fuel oil tanks.
The below shows the arrangement of fuel oil tank piping arrangement as per the
optional DNV class notation FUEL, which enables handling of different fuel qualities.
Overflow pipe
H.F.O
Low
Service Settling H.F.O. H.F.O.
Sulpur
Tank tanks, storage storage
Settling Service Tank
12 hrs 24 hrs tank tank
To tank tank To
engines
MCR MCR engines
F.O. heaters
Fuel oil
purifier
Handling of different fuels.
15
5.3.2 Change-over procedures
Change-over between heavy fuel oil grades is standard practice and so is change-
over from heavy fuel oil to marine diesel oil in connection with e.g. dry-dockings.
Change-over from heavy fuel oil to marine gas oil is however completely different and
clearly not common standard. If gas oil is mixed in while the fuel temperature is still
very high, there is a high probability of gassing in the fuel oil service system with
subsequent loss of power.
It should be acknowledged that the frequency and timing of such change-over may
increase and become far more essential upon entry into force of SECA’s and the EU
proposed amendments
Additionally, the time, ship’s positions at the start and completion of change-over to
and from 1.5% fuel oil must be recorded in a logbook (e.g. ER log. book), together
with details of the tanks involved and fuel used. It can be anticipated that the same
will be applicable with respect to the EU proposal upon entry into force.
5.3.3 Bunker management

In view of the change-over requirements, bunker grade segregation constraints,
uncertainty in terms of low-sulphur fuel oil availability and potential quality problems,
the flexibility in bunker management may be impaired. In addition to the potential
increase in fuel oil cost, it could also result in increased frequency of bunkering.
Further, owners/managers and charterers may need to amend their bunker
specifications, fuel supply agreements as well as charter parties to take the new
requirements into account.
5.3.4 Charts
Due to the introduction of SECA’s and associated change-over procedures, it need
be ensured that onboard charts are upgraded with respect to SECA borders.
5.3.5 Operating Engines and Boilers on Low Sulphur Fuels.

Operating Engines and Boilers on these fuels, including ultra low sulphur distillates,
have many challenges, and some guidance and experience is given in Appendix 1 of
this paper.
16
6. Regulation 15 – Volatile Organic Compounds
Emissions of volatile organic compounds (VOCs) from tankers may by each party to
Annex VI be regulated in its ports and terminals. Such requirements shall be given in
a list published by IMO. The list shall also specify size of tankers, and which
cargoes, that requires vapour emission control system.
All tankers which are subject to vapour emission control in accordance with above list
shall be provided with an approved vapour collection system, and shall use such
system during the loading of such cargoes.
Existing tankers which are not fitted with vapour collection systems may be accepted
for a period of three years after the terminal was included in the above list.
DNV has for many years had class notations VCS 1 and 2 for vapour control systems
complying with IMO Guidelines (MSC/Circ.585), and USCG regulations. It may be
noted that a vessel complying with VCS- 1 or 2 will comply with regulation 15.
This regulation shall only apply to gas carriers when the type of loading and
containment systems allow safe retention of non-methane VOCs on board, or their
safe return ashore.
7. Regulation 16 – Shipboard Incineration

Onboard incineration outside an incinerator is prohibited except that sewage sludge
and sludge oil from oil separators may be incinerated in auxiliary power plants and
boilers when the ship is not in ports, harbours and estuaries.
Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated

biphenyls), of garbage containing more than traces of heavy metals and of refined
petroleum products containing halogen compounds is always prohibited.
Incineration of PVC’s (polyvinyl chlorides) is prohibited except in shipboard

incinerators type approved according to resolutions MEPC 59(33) or MEPC 76(40).
Monitoring of combustion flue gas outlet temperature shall be required at all times
and waste shall not be fed into a continuous-feed shipboard incinerator when the
temperature is below the minimum allowed temperature of 850°C. For batch-loaded
shipboard incinerators, the unit shall be designed so that the temperature in the
combustion chamber shall reach 600°C within 5 minutes after start-up. It must be
ensured that the incinerators' flue gas outlet temperature monitoring system is
operational.
All incinerators installed on or after 1 January 2000 shall be type approved in

accordance with Resolution MEPC 76(40) giving the IMO standard specification for
shipboard incinerators. For such incinerators a manufacturer's operating manual is
required.
17
8. Regulation 18 – Fuel Oil Quality
8.1 General
While fuel oil quality is currently primarily a matter between owners/managers (and
charterers) and suppliers, it will under Annex VI of MARPOL 73/78 also become a
statutory matter.
In addition to requirements limiting the sulphur content of oil fuel, Annex VI contains
requirements preventing the incorporation of potentially harmful substances, and in
particular waste streams (e.g. chemical waste), into fuel oils.
Regulation 18 specifically requires that fuel oil supplied to ships is to be free from
inorganic acids or chemical wastes that could jeopardise the safety of the ship, be
harmful to ships' personnel, or which would contribute overall to additional air
pollution. The addition of small amounts of additives intended to improve
performance is however permitted.
Incidentally, the requirements to fuel oil quality in Regulation 18 are more or less
identical to the general requirements of ISO 8217, although no references are made
to the same. Accordingly one question raised has been whether a fuel found off-spec
compared to ISO 8217 test parameters is in violation of Regulation 18. Consultations
with certain port states indicate that this will likely not be the case. Instead it has been
indicated that Regulation 18 may be enforced in case a ship is involved in accidents
or near-accidents where fuel quality is a suspected contributor.
8.2 Operational issues

It is important to note that elaboration and clarifications relating to Regulation 18 are
found in Resolution MEPC. 96(47) “Guidelines for the sampling of fuel for
determination of compliance with Annex VI of MARPOL 73/78”. Although this is a
guideline, it is expected that the guideline will be used as requirements by port state
inspectors. It should be noted that Intertanko has issued a thorough and useful
guideline related to Annex VI which elaborates on the issues at hand.
8.2.1 Bunker delivery notes

It is a requirement of Regulation 18 that any fuel oil for combustion purposes
delivered to and used onboard shall be recorded by means of a Bunker Delivery Note
(BDN). This implies that a bunker delivery note shall be presented for every barge
delivery and every grade.
Bunker Delivery Notes are required to contain all specific information as follows:
- Name and IMO number of receiving ship
- Bunkering Port
- Date of commencement of bunkering
- Name, address, and telephone number of marine fuel oil supplier
- Product name
- Quantity (metric tons)
- Density at 15 oC (kg/m3)
- Sulphur content (% m/m)
18
- A declaration signed and certified by the fuel oil supplier's representative that
the fuel oil supplied is in conformity with regulation 14 and 18 (I.e. that the fuel
supplied has a sulphur level below 4.5% and that the fuel is free from
inorganic acid, does not include any added substance or chemical waste
which either jeopardises the safety of ships, adversely affects the performance
of the machinery, is harmful to personnel, or contributes overall to additional
air pollution).
Further, Resolution MEPC.96(47) recommends that the seal number of the

associated MARPOL Annex VI fuel sample is included in the BDN’s for cross-
reference purposes.
The BDN’s are to be kept on board and readily available for inspection at all times. It
shall be retained for a period of three years after the fuel oil has been delivered on
board.
8.2.2 MARPOL 73/78 Annex VI fuel oil samples

Regulation 18 requires that every BDN is to be accompanied by a representative
sample of the fuel oil delivered, taking into account the guidelines in Resolution
MEPC.96(47).
The sample is to be sealed and signed by the supplier's representative and the
master or officer in charge of the bunker operation on completion of bunkering
operations, and retained under the ship's control until the fuel oil is substantially
consumed, but in any case for a period of not less than 12 months from the time of
delivery. Although MEPC.96(47) specifies that the volume of the sample bottle should
be no less than 400 ml, due to potential need for repetitive testing, Intertanko has
recommended that the sample volume is not to be less than 750 ml.
For the sake of good order it should be noted that the practical purpose of this
sample is to enable port states to verify the sulphur content of the fuel, as well as to
verify that the fuel oil quality is in accordance with Regulation 18.
As Annex VI specifies that the Annex VI sample is not to be used for commercial
purposes, DNV Petroleum Services recommends that for ship’s already participating
in a fuel oil quality testing scheme, the Annex VI sample should be the fourth sample
(in addition to the sample sent to laboratory for testing, suppliers sample and the
retained onboard sample). The reason is that it is considered an advantage to always
have an Annex VI sample onboard in case of port state controls.
8.2.3 Sampling procedures

Note that the referred to Resolution MEPC.96(47) specifies in detail that the fuel
sample is to be obtained at the receiving ship’s inlet bunker manifold and is to be
drawn continuously throughout the bunker delivery period. The term continuously
drawn is specified to mean a continuous collection of drip sample throughout the
delivery of bunker fuel. Sampling methods are further clarified as either; manual
valve-setting continuous-drip sampler (equivalent to DNV Petroleum Services’ Line
19
sampler), time-proportional automatic sampler, or flow-proportional automatic
sampler.
Further the guidelines specify that sample bottle labels are to contain the following
information:
- Location at which, and the method by which, the sample was drawn
- Bunkering date
- Name of bunker tanker/bunker installation
- Name and IMO number of the receiving ship
- Signatures and names of the supplier’s representative and the ship's
representative
- Details of seal identification
- Bunker grade.
8.2.4 Sample inventory

Resolution MEPC.96(47) also contains recommendations on sample storage
location. Specifically the samples are to be kept in a safe storage location, outside
the ship’s accommodation and where personnel would not be exposed to vapours
which may be released from the sample. Further, the retained sample should be
stored in a sheltered location where it will not be subject to elevated temperatures,
preferably at a cool/ambient temperature, and where it will not be exposed to direct
sunlight. On tankers, the cargo sample locker would be considered an adequate
storage space. Alternatively, a suitable locker (with opening ensuring adequate air
flow) in an adequately ventilated area of the engine room located at a safe distance
from ignition sources and hot surfaces may be considered
The above guideline also recommends that an inventory system is developed (e.g.
log book) to keep track of the retained samples.
8.2.5 Supplier’s responsibility

While most IMO conventions place full responsibility on the ships and ship owners,
Regulation 18 places a certain responsibility on the suppliers (fuel oil quality
20
declaration, BDN and the Annex VI fuel oil sample by continuous drip and at the
receiving ships manifold).
Annex VI of MARPOL also contains instruments to encourage port states to ensure

that suppliers fulfil their obligations. Port states are therefore required to:
- Maintain a register of local suppliers of fuel oil;

- Require local suppliers to provide the BDN and sample, certified by the fuel oil
supplier that the fuel oil meets the requirements of regulations 14 and 18.
- Require local suppliers to retain a copy of the bunker delivery note for at least
three years for inspection and verification by the Port State as necessary;
- Take action as appropriate against fuel oil suppliers that have been found to
deliver fuel oil that does not comply with that stated on the Bunker Delivery
Note;
- Inform the Flag Administration of any ship receiving fuel oil found to be
noncompliant with the requirements of regulations 14 or 18 of this Annex.
- Inform IMO for transmission to Parties to the Protocol of 1997 of all cases
where fuel oil suppliers have failed to meet the requirements specified in
regulations 14 or 18.
However, despite the suppliers’ responsibilities and the instruments available,

previous experience from Port State Controls indicates that it is advisable for
owners/managers themselves to ensure compliance. In order to assist ships in
ensuring that the operational requirements are met, it should be considered to
include clauses related to MARPOL Annex VI compliance in bunker contracts and
agreements with suppliers, as well as charter parties.
8.2.6 Third party inspections

It can be expected that upon implementation, class surveyors, port state inspectors
and possibly also vetting inspectors will scrutinise onboard documentation and
records (e.g. sampling procedures, change-over procedures, ER log books, BDN’s,
sample inventory log books etc.), as well as the fuel oil sample inventory.
Consultations with port states indicate that analysis of the onboard Annex VI samples
will be carried out upon suspicion, e.g. in case of an accident or near accident.
However, the EU has proposed a more frequent testing of both onboard retained
samples and also tank samples to verify compliance. It should also be noted that
21
Dutch authorities carry out such testing today to verify compliance with existing low
sulphur requirements to marine distillates.
Based on experiences with port state inspectors scrutinising of oil record books
related to sludge and oily bilge water inventory and balance, owners and managers
could expect that similar practice could be applied with respect to high-sulphur and
low-sulphur fuel movements and consumption when operating in SECA’s or the EU
(bunker quantity is required specified in BDN’s). Accordingly, it is advisable that
crews are instructed and trained to thoroughly verify that the supplied quantity is in
accordance with that specified in the BDN’s, or alternatively that independent bunker
quantity surveyors are hired for this purpose.
There is some uncertainty as to whether the requirements of Regulation 18 are

applicable as of 19 May 2005, or after satisfactory initial survey has been carried out
and an IAPP certificate is issued to the ship. However consultations with some port
states indicate that they will require compliance as of 19 May 2005. Owners and
managers are advised to ensure compliance accordingly.
It need be emphasised that currently, the Annex VI sample is only required to be

retained onboard and not tested. However, fuel oil quality testing represents a pro-
active approach, both in terms of verifying compliance prior to any port state control,
and more importantly as a safeguard against the adverse effects of poor fuel oil
quality in combustion machinery. Hopefully, third parties may also consider test
reports from a reputable and accredited independent testing laboratory as equivalent
to additional testing of onboard samples.
It should also be noted that the procedures and documentation of DNV Petroleum
Services fuel oil quality testing scheme will be in full compliance with Annex VI of
MARPOL and the associated Resolution MEPC.96(47). Further participation in such
a scheme ensures that ships have access to compliant sampling equipment (sample
bottles, seals, line samplers and cubitainers). It further gives ship operators access to
DNV Petroleum Services bunker alerts and bulletins as well as comprehensive fuel
oil quality statistics, all of which will provide ship operators with valuable assistance in
their bunker management.
DNV, Cargo Handling, Piping Systems, Marpol and Gas Carriers (MTPNO880@dnv.com)

DNV, Section for machinery, Ships in Operation (MTPNO867@dnv.com)
DNV, Section for machinery, Newbuilding (MTPNO373@dnv.com)

DNV, Cargo Handling, Piping Systems, Marpol and Gas Carriers (MTPNO880@dnv.com)
DNVPS, DNV Petroleum Services (DNVPS.OSLO@dnvps.com)
22
MARPOL 73/78 Annex VI Technical and Operational Implications
Appendix 1
Experiences for operating Engines and Boilers on

Low Sulphur fuels
1. Lubrication oil considerations
Calcium compounds form the major part of the lube oil additives and has proven
efficient in terms of neutralising the sulphur oxides and thus prevent liner corrosion,
as well as providing adequate cylinder oil detergency. For many years BN 70-80
cylinder lube oils have been standard and used successfully in two-stroke engines.
However, experience has indicated that for long term operation on heavy fuel oils
with sulphur level below 1.5%, using such high base number lube oils may lead to
overdosing the combustion chamber with deposit generating calcium compounds.
Such deposit build-up on piston crowns and piston ring grooves have led to liner
scuffing.
It should also be noted that a certain degree of controlled corrosion in liners is

desired in order to generate cylinder oil “pockets”. To ensure this, the base number in
the lube oil need be matched to the sulphur content of the fuel. If the lube oil
completely neutralises the sulphur oxides, such controlled corrosion is not obtained
and could result in bore-polish and subsequent liner scuffing.
The experiences with and the maximum time for operating on fuel oils with sulphur
content of 1-1.5% and high base number (BN) lube oils appears to vary substantially
depending on engine make, type, age, load profile, liner temperature, efficiency of
water mist catchers, installation of scraper rings, as well as cylinder lube oil feed rate
and lubrication system.
Accordingly, it is strongly recommended that the relevant engine manufacturer and

lube oil supplier is consulted in connection with operation on low sulphur fuel oil.
Experiences so far, do however indicate that it may be acceptable to operate on

BN70 lube oil for an extended period of time (5-15 days) with a fuel sulphur content
of 1-1.5%. Experiences further indicate that it may be advisable to reduce the high
BN cylinder lube oil feed rate when running on low sulphur fuel oils, provided cylinder
lube oil feed rate is not already at a minimum. It is however recommended that liner
temperature is monitored and physically the condition of liners, pistons and ring-
packs are checked at frequent intervals. It is also recommended to sample and test
the scavenge drain oil for monitoring of liner wear.
Calcium has been an important compound with respect to detergency and dispersion
of cylinder lube oils. I.e. despite the reduced calcium compound in low BN lube oils,
full detergency and dispersion capacity must be maintained. This implies that the
competence and experience of the lube oil supplier is a key factor in terms of
development of suitable low BN lube oils.
- Appendix 1-
For vessels that will operate on both high- and low sulphur fuel oils, considerations
have been made for installing an additional cylinder oil tank.
The below serves as an example of such an arrangement with one tank containing
BN 40 lube oil for low sulphur service and one tank for BN 70 for high sulphur fuel oil
operation.
For the sake of good order, the concerns related to lube oil BN versus fuel oil sulphur
level is primarily applicable for cylinder lubrication oils for two-stroke engines. Engine
manufacturers have indicated that for four-stroke engines, equal challenges related
to lube oils are not expected.
2. Fuel system/pump considerations
With respect to change-over procedures from heavy fuel oil to low-sulphur marine
diesel oil or gas oil, the high pressure fuel pumps were initially highlighted as the area
of concern.
The concerns was related to gassing and thermal shock to fuel pumps upon rapid
change-over from heated to non-heated fuels, with associated risk of fuel pump
damages.
Needless to say, to operate fuel pumps designed for a viscosity in the range 12-18
cSt on distillate fuels having a viscosity below 2 cSt and in violation of makers
instructions is of concern.
Firstly there is the potential for increased internal fuel pump leakage which may result
in reduced pump pressure, a reduction in delivered oil quantity, delayed injection and
impaired fuel atomization.
Secondly there are differences in ignition delays.
- Appendix 1-
To complicate matters further, adjustment of settings, timing and replacement of fuel

pumps may be considered as a major conversion with respect to NOx emissions and
thus validate re-certification.
Generally, sulphur compounds contribute to the lubricity of fuel oil. Accordingly,

substantial reduction in sulphur level will lead to an associated reduction in lubricity.
Combined with the low viscosity of e.g. marine gas oils, this represents a potential
hazard in terms of fuel pump damages. As a guideline, a viscosity below 2
Centistokes and a sulphur level below 0.05% could lead to fuel pump problems.
A number of engine manufacturers have indicated that the lubricity hazards could be
encountered through introduction of lubricity additives in the marine gas oils. Engine
manufacturers should be consulted in this respect.
Lastly, it should also be noted that experiences from the automotive industry raises
some concerns in terms of gasket material (nitrile rubber) compatibility with marine
gas oil or diesel with reduced aromatisation.
3. Boiler Operation
As previously indicated the low sulphur requirements apply also to main and auxiliary
boilers. Although operation on low-sulphur fuel oil is not assumed to represent a
problem, the operation on ultra low sulphur distillates could (ref. EU amendment
proposal).
Marine boiler burner installations have generally been designed for normal operation
on heavy fuel oils, and not very low viscosity fuel oils such as marine gas oils. (The
associated “pilot burners” required for main burner ignition exempted).
- Appendix 1-
The main concerns related to boiler operation on low viscosity marine gas oil and
diesel oils are as follows:
• Very likely damages to fuel pumps due to reduced viscosity and reduced
lubrication ability of low sulphur marine gas oils and diesels (typically below 4-
5 cSt). For pumps running continuously when the boiler is in stand by mode,
one could consider modifying the control system to stop pumps when running
on low viscosity marine gas oils and diesel oils.
• Potential problems with gassing of marine gas oil and diesel oil within a heated
boiler fuel oil service piping system during change-over. To avoid this, the
heaters need be bypassed and fuel pipe tracing shut-off. The alternative is to
convert the piping system to enable simplified and safe change-over (direct
feed).
• Potential increased smoking and local heating of boilers designed for high
density/viscosity heavy fuel oil, when operating on low density/viscosity marine
gas oil. This may require replacement of nozzles (pressure jet or atomizing
steam burners) and/or modifications to enable adjustment of fuel pump
pressures for different fuel viscosities.
• Potential problems related to flame backlash and subsequent ignition of

marine gas oil and deposit build up within cup in rotary cup burners. This is
considered probable for rotary cup burners without a protective heat shield
and may require installation of heat shield with associated re-balancing of the
rotary cup.
• Potential problems with gassing when applying steam in conjunction with

marine gas oil in atomizing steam burners. This may require modifications to
enable air atomizing or use of external mix type lances.
• Although the marine gas oils are expected to evaporate rapidly in the
combustion space, increased frequency of ignition failures may validate the
implementation of automatic post-purging sequences (currently not a
requirement by all class societies). Further, it may be advisable to modify the
control system to avoid activation of main burner if the ignition flame is absent.
• The higher calorific value for marine gas oils compared to heavy fuel oils
should not have significant impact, but an adjustment of the air/fuel ratio may
be required to avoid increased smoking.
• Regarding possible consequences and solutions to enable increased

frequency and duration of boiler operation on marine gas oils it is
recommended that the boiler manufacturer is consulted.
- Appendix 1-
Appendix 2
Owners’ Annex VI Checklist
The following table is a proposed checklist for Owners preparing for the
implementation of Annex VI of MARPOL 73/78 and the initial survey to obtain the
required International Air Pollution Prevention (IAPP) Certificate.
Item Comment Tasks
Regulation 6 First Scheduled Dry-docking 1. Get an overview of

When do I need to after scheduled dockings for
carry out Initial 19 May 2005, complete fleet, (400 GRT
Survey? but not later than 2008-05-19 or above)
2. Planning of Initial
Surveys
Regulation 12 - Halons 1. Prepare lists of ODSs for

Ozone Depleting - CFCs all ships
Substances (ODS) - HCFCs 2. Prepare instructions for
handling ODSs
Regulation 13 - Engines greater than 1. Get an overview of

NOx Certification 130kW on ships keel laid engines requiring NOx
on or after 1 January Certification
2000; and 2. Check that these
engines are certified and
- Engines greater than have the necessary
130kW which undergoes documentation; EIAPP
a major conversion, Certificate and Technical
including replacements by File
new engines, on or after 1
January 2000 (See also flow-sheet at page
5 of main document)
Regulation 14 Max. Sulphur 4.5 % Prepare instructions

Sulphur Oxides SOx
Regulation 14 Max. Sulphur 1.5 % 1. Can all engines and

SECAs boilers operate on low
sulphur fuel?
2. Plan bunker strategies
3. Calculate Fuel
- Appendix 2-
Changeover Time for all

ships.
Prepare operational and log
instructions.
Regulation 15 Tankers only, operating at Certified VOC return

VOC VOC designated ports system?
Regulation 16 Restrictions on Incineration Prepare instructions

Shipboard Incineration
Regulation 16 Incinerators installed on or 1. Get an overview of

Type approved after 1 January 2000 to be incinerators requiring
incinerator type approved according to type approval.
resolution MEPC.76(40) 2. Check that Certificate
and operation manual is
available
Regulation 18 Requirements for fuel quality, 1. Prepare routines for filing

Fuel Quality documentation and sample of Bunker Delivery Notes
storage 2. Prepare instructions for
taking samples
3. Prepare facilities for
sample storage.
- Appendix 2-
Appendix 3
Ratification status, MARPOL 73/78, Annex VI
The following Flag States have ratified Annex VI (2005-02-02):
Azerbaijan
Bahamas
Bangladesh
Barbados
Bulgaria
Cyprus
Denmark
Germany
Greece
Liberia
Marshall Islands
Norway
Panama
Samoa
Singapore
Spain
Sweden
United Kingdom
Vanuatu
The updated list showing state of ratification can be found on IMO’s web
pages (www.imo.org/home.asp) under ‘conventions’ and ‘status of
conventions by country’.
- Appendix 3-
MARPOL 73/78 Annex VI
Regulations for the Prevention of

Air Pollution from Ships
Technical and Operational implications
Issued
21 February 2005
Design and production: DNVE Graphic Services 0502-029
(MTPNO880@dnv.com)

DNV, Section for machinery, Ships in Operation
(MTPNO867@dnv.com)
DNV, Section for machinery, Newbuilding
(MTPNO373@dnv.com)

(MTPNO880@dnv.com)
200/ 3-2005
DNVPS, DNV Petroleum Services

(DNVPS.OSLO@dnvps.com)
Engine Type: BR8, KR8, KV16, C8, R8, L8-MDO/HFO
Service letter Issued: February 2004

Distribuion: BEAS, GSN, CU
Page 1 of 2
Pulseconverter Pulskonverter
The pulse converter is located between the exhaust Pulskonverteren er plassert mellom eksosrørene fra
pipes from the cylinders and the turbocharger. sylindrene og turboladeren.
The pulse converter is a crucial part of the exhaust Pulskonverteren er en viktig del av avgassystemet, og
system, and it has to be in perfect order to obtain safe den må være i feilfri tilstand for å oppnå sikker og
and economical engine operation. økonomisk drift.
We recommend that the pulse converter is inspected Vi anbefaler at pulskonverteren inspiseres hver gang
every time the turbocharger is overhauled. turboladeren blir overhalt.
Be especially aware of wear or cracks on the baffle Vær spesielt oppmerksom på tilstanden til skilleplaten.
plate. If wear or cracks are found, the unit must be Hvis slitasje eller sprekker oppdages, må enheten
replaced. skiftes.
Baffle-plate
Skilleplate
Fig. shows pulse converter on B32:40L8
Bergen Engines AS
Service letter
Page 2 of 2
We strongly advise against repair of the pulse Vi fraråder på det sterkeste reparasjon av
converter due to material properties. pulskonverteren på grunn av materialets egenskaper.
Serious damage can occur if fractures of the baffle Alvorlig skade kan oppstå hvis biter av skilleplaten
plate break loose and are carried into the turbine. brekker løs og blir ført inn i turbinen.

Engine Type: B32:40L6P
Service letter Issued: March 2004

Service Manual Instruction: Separate Instr.
Page 1 of 2
HIGH PRIORITY │ Urgent action needed
Turbocharger rotor Turbolader rotor

Background Bakgrunn
Comprehensive investigations and measurements, Omfattende undersøkelser og testing, utført av ABB
done by ABB and Bergen Engines AS, both on our og Bergen Engines AS, både av motorer på vår
engine test-bed and in the field, have shown that the prøvestand og motorer i drift, har vist at
natural frequency of the TPL65 rotor assembly may egenfrekvensen til TPL65 rotoren kan tilsvare
match with the pulses generated by the exhaust frekvenser generert av pulser i eksosgassen.
gases.
Testingen avdekket at dette fenomenet er vanligst på
The testing revealed that this phenomena is more B32:40-L6P motorer som opererer med variabelt
common on the B32:40-L6P engine operating at turtall.
variable speed.
På noen installasjoner blir den totale belastningen fra
On certain installations the total stress from this disse fenomenene større enn utmattingsgrensen for
phenomena is higher than the fatigue limits of the rotoren, og kan føre til driftsproblemer.
rotor, and may lead to operating problems.
Action Tiltak
To prevent failure caused by the phenomena For å forhindre feil forårsaket av de overnevnte
mentioned above, ABB has designed a new rotor with fenomen har ABB designet en ny rotor med økt
increased mechanical strength and a higher damping mekanisk styrke og høyere dempefaktor.
level.
The new rotor has been successfully tested, and will Den nye rotoren er testet med godt resultat, og vil
secure reliable operation with the standard rotor life sikre pålitelig drift i levetid som tilsvarer standard
times as indicated on the turbocharger rating plate. rotors levetid, som angitt på merkeplaten.
To avoid turbocharger rotor fatigue failure, ABB For å unngå feil på turboladerens rotor, anbefaler ABB
strongly recommends to upgrade all TPL65 rotors å oppgradere alle rotorer brukt på Bergen Engines
running on Bergen Engines B32:40-L6P to the new B32:40-L6P til nytt design senest ved første fastsatte
design no later than the first standard overhaul. overhaling.
Bergen Engines AS
Service letter
Page 2
Recommendations Anbefalinger
Standard overhaul should not be postponed. For Ikke utsett en fastlagt overhaling. For optimal
optimum reliability and availability we recommend to funksjonsstabilitet og tilgjengelighet anbefaler vi å
carry out this upgrade as soon as possible. utføre oppgraderingen så snart som mulig.
If turbocharger problems should be noticed (sudden Hvis det skulle oppstå problem med turbolader
high vibrations, increased noise, deviation in engine (plutselige store vibrasjoner, økt lyd, avvik i
output) immediately contact Bergen Engines Service motorytelse) kontakt umiddelbart Bergen Engines
Department or nearest ABB service station. Service Avdeling eller nærmeste ABB servicestasjon.
Please inform, well in advance, the Bergen Engines Vennligst informer Bergen Engines Service
Service Department or local ABB service station about Department eller lokale ABB service stasjon i god tid
when the overhaul / service are planned to ensure the før overhaling skal utføres slik at koordineringen blir
best possible co-ordination. best ivaretatt.
The easiest way to do this is by using the Det enkleste er å bruke avdelingens e-post adresse:
department’s e-mail address: service.bergen@rolls-royce.com
Alternativt rettes henvendelsen til deres faste
Alternatively you may direct your questions to your representant på avdelingen for reservedelssalg.
contact person at the spare part sales department.
Engine Type: K, B, C
Service letter Issued: 25 November 2004

Page 1 of 1
Removal of carbon cutting ring Demontering av koksring

Background Bakgrunn
Newer engines are equipped with carbon cutting rings Nyere motorer er utstyrt med koksringer uten spor for
without lifting grooves. The tool for lifting carbon uttrekk. Uttrekksverktøyet kan derfor ikke brukes.
cutting ring can therefore not be utilized. Correct Korrekt prosedyre er beskrevet i Service Manualen.
procedure is described in the Service Manual.
Eldre motorer kan få koksringer uten spor når det
Older engines can get carbon cutting rings without kjøpes reservedeler. Korrekt prosedyre for
grooves when ordering spare parts. The correct demontering blir beskrevet her.
procedure for removal will be described here.
Removal procedure Prosedyre for demontering

When removing the carbon cutting ring, a piston ring is Ved demontering av koksring benyttes en stempelring
put on top of the piston. It can be a used ring, but the som legges på toppen av stempelet. Det kan være en
ring can not be used as a piston ring afterwards. brukt ring, men den må ikke brukes som stempelring
etterpå.
The engine is turned manually to force out the carbon
cutting ring. Motoren tørnes manuelt slik at koksringen presses ut.
The Carbon cutting ring and the counter-bore in the Koksringen og resessen i sylinderforingen skal være
cylinder liner must be cleaned and dried before fitting rengjort og tørre når koksringen monteres.
the carbon cutting ring.
For questions regarding this issue, we recommend Ved spørsmål angående dette temaet anbefaler vi at
that you contact service department of de tar kontakt via serviceavdelingen til
The easiest way to do this is by using the departments Det enkleste er å bruke avdelingens e-post adresse:
e-mail address: service.bergen@rolls-royce.com
Alternatively direct your questions to your contact representant på avdelingen for reservedelssalg.
person in the spare part sales department.
Service letter Issued: 12 December 2003

Page 1 of 3
Oil mist detector Oljetåkedetektor

Background Bakgrunn
The oil mist detector was first introduced on the B- Oljetåkedetektoren ble første gang montert i 1986 på
engine in 1986. B-motoren.
The design on the first installations was quite different Designet på de første installasjonene var ganske ulike
to the one used today, with separate horizontal piping dagens, med separate horisontale rør for prøvetaking
for the sample funnels, as opposed to today’s av veivromsatmosfæren, mot dagens stigende felles
ascending pipe with several funnels connected. samlerør.
The intention, however, is the same, to protect the Imidlertid er hensikten den samme, å beskytte
engine against serious damage originating from main motoren mot alvorlig skade med opprinnelse i
and big end bearing or piston component overheating. overoppheting i veiv og rammelager eller stempel.
To do so, the oil mist detector continuously draws For å kontrollere dette, suger oljetåkedetektoren
small amounts of the crankcase atmosphere through kontinuerlig små mengder av atmosfæren i veivhuset,
the headers and through an optical opacity-measuring og leder den gjennom en optisk
track. In this measuring track the opacity of the gjennomsiktighetsmåler. Her blir gjennomsiktigheten
crankcase atmosphere is measured. In case of high av veivhusets atmosfære målt. Ved lav
opacity (presence of oil mist), an alarm signal is gjennomsiktighet (innhold av oljedamp), vil en alarm
triggered and the engine may be automatically or bli utløst og motoren kan bli stoppet automatisk eller
manually shut down (automatic shutdown is the manuelt (automatisk stopp er anbefalt av
recommendation from Bergen Engines AS). Bergen Engines AS).
From time to time false alarms may occur, which may Fra tid til annen kan det oppstå falske alarmer, som
lead to undesired engine shutdown. The cause of false kan føre til uønsket stopp av motor. Årsaken til falske
alarms lies in some cases in the operating principle of alarmer ligger i noen tilfeller i måten sensoren virker.
the detector. The opacity in the measuring track may Gjennomsiktigheten i målesporet kan ble redusert av
be increased by polluted air drawn from the engine at det blir trukket forurenset luft fra motorrommet eller
room or by condensation on the measuring track at det kondenserer på målesporet, forårsaket av
caused by extreme temperatures or high humidity in ekstreme temperaturer eller høyt innhold av fuktighet i
the ambient air or in the lubricating oil. Increased luften eller smøreoljen. Redusert gjennomsiktighet
opacity caused by these elements may trigger the oil forårsaket av disse elementene kan utløse
mist alarm. These problems are reduced on detectors oljetåkealarmen. Disse problemene er redusert på
of the new standard, because of fitting top heating detektorene med ny standard, på grunn av påmontert
element and a scavenging air set. varmeelementet og renseluft utstyr.
Bergen Engines AS
Service letter
Page 2 of 3
Action Tiltak
To optimize the function, and to minimize the For å optimalisere funksjonen, og redusere mengden
occurrence of false alarms from the Oil Mist Detector, falske alarmer på oljetåkedetektoren , må noen tiltak
the following must be observed. bli iverksatt.
Upgraded intervals for routine maintenance of the Oil Oppjusterte intervaller for rutinemessig vedlikehold er
Mist Detector to ensure reliable operation are introdusert for å sikre pålitelig drift. Den nye planen for
introduced. The new maintenance schedule is rutinemessig vedlikehold gjelder for oljetåkedetektorer
representative for the new standard of Oil Mist av både den nye og eldre standarder. Planen finnes i
Detectors, as well as for the old standard. The separat instruksjonsbok, ” Operating instructions and
schedule is to be found in the instruction book, trouble shooting guide for VISATRON Oil Mist
“Operating instructions and trouble shooting guide for Detector VN 115/87”.
VISATRON Oil Mist Detector VN 115/87”.
To achieve the desired protection by the oil mist For å oppnå ønsket beskyttelse fra oljetåkedetektoren,
detector, and to avoid false alarms, it is of extreme og for å unngå falske alarmer, er det særdeles viktig at
importance that the procedures in the new prosedyrene i det nye skjemaet for rutinemessig
maintenance schedule are performed at scheduled vedlikehold blir utført til riktig tid.
intervals.
Upgrade Oppgradering
Older types of oil mist detectors can be upgraded to Eldre utgaver av oljetåkedetektoren kan oppgraderes
the latest standard. In the latest standard items earlier til dagens standard. I dagens standard er artikler
defined as options are included. tidligere definert som opsjoner inkludert.
This includes: Dette inkluderer:

• Heating element for the measuring head • Varmeelement for målespor
• Scavenging air set • Renseluft adapter
• Long sampling funnel • Lang sample-trakt
Bergen Engines AS
Service letter
Page 3 of 3
On earlier engines the pipes for oil mist sampling are På tidlige motorer hvor rørene er plassert horisontalt
laid horizontally, this must be altered to be laid mellom sample-trakt og detektor, må det endres til
ascending to the detector. The detector should also be stigende rør mot detektor. Detektoren bør også
mounted mid engine (see fig. 1), as this will shorten plasseres på midten av motoren (se fig. 1), siden dette
response time. vil redusere responstiden.
Upgrading the oil mist detector to the new standard Ved å oppgradere oljetåkedetektoren til siste standard
will further improve the performance of the detector, vil man forbedre detektorens prestasjoner, og
and reduce the occurrence of false alarms to a redusere mengden falske alarmer til et minimum.
minimum.
Fig. 1 (Illustration purpose only / Kun som eksempel)
The easiest way to do this is by using the Det enkleste er å bruke avdelingens e-post adresse:
department’s e-mail address: service.bergen@rolls-royce.com
Service letter
Engine Type: B, K, L, R-O
Issued: 1 July 2002
Service Manual Instruction: 2408,7212
Page 1 of 2
New SOLAS regulations regarding Nye SOLAS-regler angående

fire protection of engine rooms brannsikring av motorrom
Background Bakgrunn
From 1 July 2003, the new SOLAS regulations regarding fire Fra 1. Juli 2003, vil de nye SOLAS-reglene angående
protection of engine rooms will be valid for all sailing ships. brannsikring av motorrom bli gjort gjeldene for alle skip i
Regulations with retroactive effect. drift. Reglene har tilbakevirkende kraft.
The regulations introduce rules regarding the following Forskriftene omhandler regler om følgende emner:
topics: • Doble høytrykksrør for brennolje med
• Jacketed high pressure fuel oil piping with leak alarm lekkoljedetektering.
• Insulation of hot surfaces exceeding 220°C. • Isolering av varme overflater som overstiger 220°C.
Bergen Engines is in the process of evaluating their whole Bergen Engines, er i ferd med å undersøke hele spektre
range of engine types in order to ensure that they meet med ulike motortyper for å sikre at de tilfredsstiller de nye
these new regulations. kravene.
Solution for Bergen K-type engines Løsning for Bergen K-motorer

1 Hot spots 1 Varme overflater
The indicator valves are now available in a new design that Indikatorkranene er nå tilgjengelig i et nytt design, som
fulfills the requirement from DNV and SOLAS. (See fig.1). tilfredsstiller DNV og SOLAS sine krav (se fig.1).
2 High pressure fuel pipes 2 Høytrykk brennstoffrør

All Bergen K-type engines are equipped with shielded pipes, Alle Bergen K-type motorer er utstyrt med doble rør, og
and newer engines, produced after 1990, also have pipes nyere motorer, produsert etter 1990, har også rør med
with leak detection systems. For older engines, this must be lekkdetekterings-system. For motorer eldre enn dette må det
evaluated individually. vurderes individuelt.
Solution for Bergen B-type engines Løsning for Bergen B-type motor
The indicator valves are now available in a new design that Indikatorkranene er nå tilgjengelig i et nytt design, som
fulfills the requirement from DNV and SOLAS. (See fig. 2). tilfredsstiller DNV og SOLAS sine krav (se fig. 2).
2 High pressure fuel pipes 2 Høytrykk brennstoffrør

The high-pressure pipes are shielded, and leak detection Høytrykks rørene er doble, og lekkasjedetekteringssystem
systems are standard. er standard.
Bergen Engines AS
Service letter
Page 2 of 2
Solution for Bergen R & L type engines Løsning for Bergen R & L type motor
Bergen R & L type engines are being checked for hot spots, Bergen R & L-type motorer blir undersøkt for varme
and none have been found not to fulfill the requirements. overflater, og det er ikke gjort funn som ikke tilfredsstiller
kravene.
2 High pressure fuel pipes
For Bergen L & R type engines, work is in progress, with 2 Høytrykk brennstoff rør
new pipes that will fulfill the requirements from SOLAS and For Bergen R & L-type motorer, arbeides det med nye rør
DNV. som vil tilfredsstiller kravene fra SOLAS og DNV.
Fig. 1: New indicator valve for Bergen K-type engines. Fig. 2: New indicator valve for Bergen B-type engines.
Part no: 303605/Ny indikatorkran for Bergen K-type Part no.: 422021/Ny indikatorkran for Bergen B-type
motorer art. nr: 303605 motorer. Art nr: 422021
For questions regarding these issues, we recommend that Ved spørsmål angående disse temaene anbefaler vi at du
you contact the service department of tar kontakt via serviceavdelingen til
The easiest way to do this is by using the department’s Det enkleste er å bruke avdelingens e-post adresse:
Alternativt rettes henvendelsen til Deres faste representant
Alternatively you may direct your questions to your contact på avdelingen for reservedelssalg.
person at the spare part sales department.
Bergen Engines AS
Engine Type: B, K-HFO/MDO
Service letter Issued: 15 June 2001

Page 1 of 4
Flexible hoses in the fuel oil supply Fleksible brennstoffslanger i

system lavtrykksystemet
1. Background 1. Bakgrunn
Fuel leakage is often a contributing cause for engine Brennstofflekkasje er ofte en medvirkende årsak til at
room fires. Usually, attention is directed towards the motorromsbrann oppstår. I den sammenheng blir
high-pressure fuel system, since the risk of fire will be spesiell oppmerksomhet ofte rettet mot
highest if leaks appear here. In addition, a jet of høytrykkssystemet, siden risikoen for brann vil være
leaking high-pressure fuel is capable of inflicting svært stor ved lekkasje fra dette systemet. I tillegg vil
serious personal injury. Therefore, it is important that brennstoff under høyt trykk kunne medføre alvorlige
correct fitting and inspection procedures are followed, personskader ved lekkasje. Det er derfor viktig at
and only original spare parts are used in the high- korrekte monterings- og inspeksjonsprosedyrer følges
pressure fuel system. og kun originaldeler brukes når det gjelder
komponentene i dette systemet.
In this service letter we want to concentrate on a
component that usually does not receive the same I dette serviceletter fokuserer vi på komponenter som
attention; the flexible hoses in the fuel supply and vanligvis ikke får like stor oppmerksomhet, nemlig
return system. fleksible brennstoffslanger i lavtrykkssystemet.
2. Flexible hoses in the fuel supply and return 2. Fleksible brennstoffslanger i lavtrykksystemet
system Mange motorer er fleksibelt opplagret, og de vil da
Many engines are flexibly suspended, and these have være utstyrt med fleksible brennstofftilkoblinger for
to be equipped with flexible fuel connections for both brennstoff tilførsel og for returolje. Brennstoffslangene
the fuel supply and the return oil. The fuel hoses have har fram til nå ikke vært nevnt i forslaget til
so far not been included in the suggested routine rutinearbeid som har vært levert med Bergen-
maintenance schedule for the Bergen engines, and motorene, og Bergen Engines ønsker ved dette å
Bergen Engines now want to stress the need for påpeke behovet for jevnlig å inspisere og bytte ut
inspecting and changing these hoses regularly. See disse slangene. Se avsnittet om "Inspeksjonsrutiner" i
section "Inspection procedures" in this service letter dette serviceletter for anbefaling av
for recommendations of inspection intervals. inspeksjonsintervall.
Note! Merk!
Since the quality and range of application of Da variasjonen på kvalitet og bruksområder for
flexible hoses varies, we recommend that only fleksible slanger er store, anbefaler vi at det ikke
hoses supplied by Bergen Engines AS are used. brukes andre slanger enn de som er bestilt og
levert gjennom Bergen Engines AS.
Bergen Engines AS
Service letter
Page 2 of 4
A fuel hose consists of an inner elastomer (rubber) Brennstoffslangene består av et indre gummibelegg
tube reinforced with steel wire braids. It is covered with med en stålarmering rundt. Dette er dekket av et ytre
an outer tube of elastomer. gummilag.
The hoses will be exposed to stresses that will vary Slangene vil være utsatt for belastninger som vil
due to operating conditions and fuel type: variere avhengig av driftsforhold og brennstofftype:
• Chemical and thermal stress from the fuel • Kjemiske og termiske belastninger fra brennstoffet
• Fuel pressure pulsations • Brennstofftrykk med pulsasjoner
• Mechanical stress due to torsions, bending or • Mekaniske belastninger på grunn av vridninger,
blows/cuts bøyninger eller slag/kutt
• Outer chemical influences • Ytre kjemiske belastninger
3. What affects the service life of the hoses? 3. Hva bestemmer slangenes levetid?
3.1 Chemical and thermal stress 3.1 Indre kjemiske og termiske belastninger
The fuel hoses used today are designed to withstand Dagens brennstoffslanger skal tåle temperaturer opp
temperatures up to 164°C. At temperatures above til 164°C. Ved temperaturer over 100°C vil det indre
100°C; the thermal strains will lead to reduced service gummilaget i slangene bli utsatt for så kraftige
life for the rubber tube. termiske belastninger at man må forvente redusert
levetid for komponenten.
For engines operating on heavy fuel oil, the
temperature of the oil is close to 150°C, thus there will Ved tungoljedrift vil temperaturen kunne ligge opp mot
be a considerable thermal stress. In addition, 150°C. I tillegg vil variasjonen av brennstoffkvalitet i
variations in heavy fuel oil quality will possibly expose tungolje gi kjemiske belastninger som vil være
the tube to chemical wear. The varying effects on the vanskelige å beregne. Av disse grunnene vil det være
tubes make it especially important to inspect the fuel spesielt viktig å inspisere slangene (se pkt. 4).
hoses frequently (see paragraph 4).
3.2 Brennstofftrykk med pulsasjoner
3.2 Fuel pressure pulsations Brennstofftrykkene på anlegg med Bergen motorer vil
The supply fuel pressures on plants with Bergen være godt innenfor marginene for trykkbelastningen
engines will be well inside the permissable margins of på slangene. Det kan, i spesielle tilfeller, oppstå
pressure loads for the hoses. In some cases though, trykkpulsasjoner i systemene som kan ha topper som
pressure pulsations may initiate extra strains on the gir ekstra belastning på slangene.
hoses.
3.3 Mekaniske belastninger
3.3 Mechanical stresses For at brennstoffslangene skal få et så langt liv som
For optimising the fuel oil hoses' service life, it is mulig, er det viktig at de mekaniske belastningene på
important that the mechanical stress is minimised. slangene er minimalisert. Mekaniske belastninger kan
Mechanical stress may initiate cracks in the inner starte sprekkvekst i det indre gummilaget, noe som vil
rubber tube that may shorten the service life of the redusere slangenes levetid.
hoses.
Det settes krav til skipsbyggeren når det gjelder
The shipbuilder is required to assure that the monteringskoordinatene for slangene på nye anlegg,
connection point coordinates for the flexible for å sikre at de mekaniske belastningene holdes
connections are within specifications to limit the strain innenfor grenseverdiene.
on the hoses.
Bergen Engines AS
Service letter
Page 3 of 4
To avoid unnecessary strain on the rubber tubes it is Det er det viktig at man har en slange som er lang nok
important that the hoses are long enough. The hose til at man unngår belastninger i gummien på grunn av
should be bent in one plane only, and shouldn't have strekkspenninger. Slangen må ikke være bøyd i mer
more than one bend. enn ett plan, og bør ikke ha mer enn en bukt.
Each hose type has a minimum bending radius, which Hver slange har en minimum bøyeradius som varierer
depends on the length of the hose, the diameter and med slangens lengde, omkrets og slangetype /
the hose material and application. If the correct hose is bruksområde. Dersom man har riktig slange, og
used and the engine room is correctly designed, the maskinrommet er korrekt designet vil man være over
bending radius should be well within the permitted minimum bøyeradius.
range.
Ved montering er det viktig å sørge for at slangen ikke
When fitting a hose, it is also important to ensure that blir vridd.
the hose is not twisted.
3.4 Outer chemical influences 3.4 Ytre kjemiske belastninger

It is important to take the hoses into consideration Det er viktig å ta hensyn til slangene ved bruk av
when using chemicals in the engine room, e.g. when kjemikalier i motorrommet, f.eks. ved motorromsvask.
choosing detergents for engine room cleaning. The Operatørene må være bevisste på at slangene må
operators must ensure that the hoses are sufficiently sikres mot å bli utsatt for unødvendige belastninger.
protected from unnecessary exposure to chemicals.
4. Inspection routines 4. Inspeksjonsrutiner

Due to the number of varying parameters, it is difficult På grunn av de mange varierende parametrene er det
for the supplier to estimate an expected service life for vanskelig for leverandøren å oppgi en forventet levetid
the product. Hoses will have to be inspected for produktet. Erfaringer fra diesel- og
frequently, and must be treated as a safety critical tungoljemotorene viser at slangene må inspiseres med
component. jevne mellomrom, og behandles som en
sikkerhetskritisk komponent.
It is important to be aware of that even if the outer
rubber tube looks OK, the inner rubber tube may have Det er viktig å være oppmerksom på at selv om det
damages that could constitute a fire hazard. Usually, ytre gummilaget på slangen ser bra ut, kan den indre
damages to the inner rubber tube make it necessary to gummien ha skader som kan føre til en brannrisiko.
change a hose. Det er skader på den indre gummien som vanligvis er
grunnen til at slangen må skiftes.
NOTE! MERK!
Bergen Engines AS recommends that a visual Bergen Engines AS anbefaler at det minst en gang
inspection of all flexible fuel hoses be performed i året blir foretatt en visuell inspeksjon av alle
annually, for engines operating on diesel or heavy fleksible brennstoffslanger, både for motorer med
fuel oil. It is especially important to check the tungolje/ intermediate fuel og dieseldrift. Det er da
inner rubber tube for cracks and damages. spesielt viktig å sjekke det innvendige gummilaget
for sprekker og skader.
WARNING! ADVARSEL!
If a flexible fuel hose is kept in operation too long, Dersom en slange blir stående for lenge, øker
the risk for fuel leakage and the hazard of engine risikoen for brennstofflekkasje med påfølgende
room fire will increase. A less dramatic result may brannfare. I mindre dramatiske tilfeller kan biter av
be that pieces of the inner rubber tube loosen, and det indre gummilaget bli ført med brennstoffet og
follow the fuel flow thereby clogging the system. tette igjen systemet.
Bergen Engines AS
Service letter
Page 4 of 4
For questions regarding this issue, we recommend Ved spørsmål angående dette temaet anbefaler vi at
that you contact the service department of De tar kontakt via serviceavdelingen til
The easiest way to do this is by using the departments Det enkleste er å bruke avdelingens e-post adresse:
Alternatively direct your questions to your contact representant på avdelingen for reservedelssalg.
person in the spare part sales department.
Service letter
Engine Type: All Engines
Issued: 14 May 1998
Service Manual Instruction: 1101,1102,1103
Page 1 of 1
Damage report Skaderapport

We refer to the Service Manual, Chapter 1, Vi viser til instruksjonsboken kap. 1, instruksjonsnr.
Instructions Nos. 1101, 1102, 1103, and emphasize 1101, 1102, 1103, og presiserer at prosedyren for
that the described procedures for returning damaged returnering av skadede deler må følges.
parts must be followed.
The damage report sheet, found in Chapter 1 of the Skjema for skaderapport, som er i kap. 1 i
Service Manual, must be filled in and enclosed with instruksjonsboken, må alltid utfylles og vedlegges
the shipment. deler som sendes i retur.
We are sorry to have to stress this procedure, but Vi er dessverre nødt til å innskjerpe disse rutinene,
warranty claims will not be processed before the og dette betyr at garantisaker ikke vil bli behandlet
Damage Report is received. før skaderapport foreligger.
Enclosed: Vedlegg:
• 3 Damage Reports (1103) • 3 Skaderapportskjema (1103)
• 1 set instructions (1101 and1102) • 1 sett instruksjoner (1101 og 1102)

1101
SERVICE, GUARANTEE AND RETURNING SERVICE, GARANTI OG RETURNERING AV

OF PARTS DELER
Service Service
Our service department will provide all technical Vår serviceavdeling står til tjeneste med alle opp-
information required after delivery of the engine. lysninger av teknisk art etter at motoren er levert.
This department will also later on be in contact Avdelingen vil også være i kontakt med kunden
with the customer to prevent or correct any break- for å forhindre og/eller korrigere event. drifts-
downs which may occur. forstyrrelser.
The service department will also ensure that each Det vil også bli sørget for at hver motor blir
engine is supplied with the proper spare parts. forsynt med de riktige reservedelene.
See instr. 1102. Se instr. 1102.
In order to improve our products it is of great im- I forbindelse med forbedring av våre produkter, er
portance that our customers give us feedback on det av stor betydning at våre kunder gir tilbake-
all problems that may occur with the machinery. melding på alle problemer som kan oppstå ved
maskineriet.
A special form, “DAMAGE REPORT”, has been Det er laget et skjema for dette formålet,
made for this purpose, and one page that shows “SKADE-RAPPORT”, og en side som viser
how to send it by E-mail. hvordan dette kan sendes på E-mail.
Please give item no. when using E-mail. Vennligst oppgi pt.nr. ved bruk av E-mail.
See instr. 1103. Se instr. 1103.
It is recommended to use only original spare parts Kun originale reservedeler fra vårt reservedels-
from our spare part stock. lager anbefales nyttet.
Guarantee Garanti
The guarantee conditions are made clear in the Garantiforholdene er det gjort utførlig rede for i
Purchase Contract. All parts delivered by us and kjøpekontrakten. Deler levert av oss, og som i
replaced during the guarantee period are our prop- garantitiden blir utskiftet, er vår eiendom.
erty.
All guarantee claims must be followed by a Alle garantikrav må vedlegges utfylt “SKADE-
“DAMAGE REPORT”. RAPPORT”.
Returning of parts Returnering av deler

When returning parts in connection with guaran- Ved retur av deler i forbindelse med garanti-
tee claim, repair or delivery of wrong parts, the reklamasjoner og reparasjoner må følgende
following has to be stated: oppgis:
• Reason for returning of parts. • Årsak til retur

• The name of the part and part no. • Delenes navn og nr.
• The name of the ship and order no. • Skipets navn og ordrenr.
• Our order no. • Vårt ordrenummer
The parts are to be forwarded with freight paid for. Delene sendes med frakt betalt.
Service, guarantee and returning of parts K/B/E/L 0312 Service, garanti og returnering av deler
Page 1:2 1:2
1101
The parts are to be properly packed and protected Ved forsendelse må delene være forsvarlig
against corrosion. pakket. Blanke flater må beskyttes mot korrosjon.
Packing note to be enclosed with the shipment and Pakkseddel må følge forsendelsen og kopi av
a copy to be forwarded to: denne sendes:
Bergen Engines AS Bergen Engines AS

P.O. Box 329 Sentrum Postboks 329 Sentrum
N-5804 Bergen 5804 BERGEN
NORWAY NORGE
Service, guarantee and returning of parts K/B/E/L 0312 Service, garanti og returnering av deler
Page 2:2 2:2
Bergen Engines AS
Damage Report
Skaderapport
* Mandatory Fields
mail to: service.bergen@rolls-royce.com
*Customer *Customer claim no
*Vessel/Installation Engine type *Engine number(s)
*Damage occurred *Date of incident
*Component, system damaged
*Location
Draw. no + Pos. no
Component serial no
Total running hrs
Lubr.oil used
Fuel used
*Description of damage
*Observed condition prior to damage
Assumed cause of damage
Additional information
Filled in by (name and title) Date
This report must be sent to Bergen Engines AS when damage occurs on components included in Bergen Engines’ delivery.
A damage report must follow all guarantee-claims.
Bergen Engines AS trading as Rolls-Royce Power Systems | Hordvikneset 125, Bergen 5108
+ 47 815 20 070
1102
ORDERING OF SPARE PARTS BESTILLING AV RESERVEDELER

This Service Manual also serves as spare parts Instruksjonsboken brukes også som delekatalog.
catalogue.
When ordering a component, look up the drawing Ved bestilling av en del, slå opp tegning og til-
and the corresponding instruction in which the hørende instruksjon hvor delen er beskrevet, og
component is described, and state the following: oppgi følgende:
1. Engine no. according to name plate on the 1. Motornummer (påstemplet dataplate på

engine motor)
2. Drawing no. 2. Tegningsnummer
3. Item no. according to drawing 3. Delens posisjonsnummer på tegning
4. Name of component according to service 4. Delens navn ifølge instruksjonsboken
manual
5. Quantity 5. Antall
Example: Eksempel:
For engine no. 9001 is to be ordered 1 spring for Til motor nr. 9001 skal det bestilles 1 stk. fjær for
the starting air valve. startluftventil.
Starting air valve is instruction no. 2410. Drawing Starteluftventil er instruksjon nr. 2410. Eksempel
no. may be 662/30, where the spring is item på tegningsnummer er 662/30 der fjæren er pos.
no. 11. nr. 11.
State in the order: Oppgi på bestillingen:

Engine no. 9001. Motor nr. 9001
1 off spring, drawing no. 662/30, item no. 11. 1 stk. fjær, tegn.nr. 662/30, pos.nr. 11.
When ordering spare parts according to this pro- Når reservedeler bestilles på denne måte kan vår
cedure, our service department will ensure that serviceavdeling skaffe de rette reservedeler.
your engine is supplied with the proper parts.
Parts that can not be identified according to the Dersom deler ikke kan bestilles ut fra oven-
above, have to be described. State name of the fornevnte punkter, oppgi da delenavn samt delens
part and where on the engine it is located. beliggenhet på motoren.
A clear description accompanied by a sketch or a En kort beskrivelse med skisse eller foto er øn-
photo will facilitate the work of the service de- skelig, dette for å unngå misforståelser.
partment, and misunderstandings will be avoided.
Note: Always state the engine serial no. when Merk: Oppgi alltid motornummer ved
ordering spare parts. bestilling av reservedeler.
We are interested to know how many hours the re- Vi er også interessert i å få vite antall driftstimer
placed part has been in operation, and if there is vedkommende del har vært i bruk, og hvilke år-
any spesific cause for replacement. saker som ligger til grunn for utskriftingen.
Ordering of spare parts K/B/E 1002 Bestilling av reservedeler

Page 1:1 1:1
1103
Damage report by e-mail Skaderapport, sendt med e-mail

This information has to be sent to: Denne informasjonen sendes til:
when damage occurs on components included in når skade oppstår på komponenter som inngår i
Engines - Bergen’s delivery. Engines - Bergen’s leveranser.
Damage report must follow all guarantee Skadeskjema skal følge et hvert garantikrav.
claims.
0.1 Customer No. or name and address 0.1 Kunde nr. eller kundenavn og adr.
0.2 Engine no. 0.2 Motor nr.
0.3 Vessel name / Installation 0.3 Skipsnavn/Installasjon
0.4 Engine type 0.4 Motor type
1. Damage occurred 1. Skaden inntruffet

1.1 Place 1.1 Sted
1.2 Date 1.2 Dato
2. Component, system damage 2. Komponent, system skade

2.1 Location 2.1 Komponentens plassering
2.2 Ref. “Service Manual” 2.2 Ref. “Service Manual”
2.3 Component serial no. 2.3 Komponentens serienr.
2.4 Total running hours 2.4 Total driftstid
2.5 Hours since last overhaul 2.5 Driftstid etter overhaling
2.6 Lubr. oil used 2.6 Smøreoljetype
2.7 Lubr. oil consumption kj/h 2.7 Smøreoljeforbruk kj/h
2.8 Fuel used 2.8 Brennstoff benyttet
3. Description of damage 3. Beskrivelse av skade
4. Observed condition prior to damage 4. Tilstand før skade
5. Assumed cause of damage 5. Antatt årsak til skade
6. Additional information 6. Øvrige opplysninger
7.1 Filled in by 7.1 Utfylt av

7.2 Title 7.2 Tittel
7.3 Date 7.3 Dato
Damage report K/B/E 0112

Page 3:3 3:3

B32 40-MDO Marine

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B32 40-MDO Marine

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Engine B32:40 MDO Marine

A Langley Holdings Company

SLS-2023-001 Woodward W723+ engine controller is now replaced by Large Engine

Woodward W723+ engine controller is now replaced by Large

Service letter purpose

Service letter preservation

Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway

Oil Mist Detector flexible support for connection plug

Service letter purpose

Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway

Needed parts for the up-grade per engine:

Part description Part no Pcs

NUT HEX REGULAR/M4-K80 B00016587 8

WASHER SPRING/B Ø4 B00016894 8

Service letter preservation

Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway

New O-ring material

Service letter purpose

Service letter preservation

Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway

Updated service manual instruction

Service manual instruction

Service letter purpose

Service letter preservation

Bergen Engines AS P.O. BOX 3, 5109 Hylkje, Norway

Diametrical bearing Diamentrale Max. clearance

A Main bearing Rammelager 0,220 - 0,324 0,40

B Big end bearing Veivlager 0,211 - 0,315 0,40

S Intermediate - gearwheel Mellomhjul - kamakseldrift 0,072 - 0,148 0,20

D Gudgeon pin bearing Krysslager 0,135-0,225 0,30

Gudgeon pin, Kryssbolt

R Camshaft bearing Kamaksellager 0,080 - 0,156 0,20

N Rocker arm bearing Vippearmslager 0,010 - 0,075 0,15

C Crankshaft, thrust washer Veivakselens styrelager 0,80 - 1,24 1,35

F Connecting rod/piston Veivstake/stempel 0,30 - 1,00

L Camshaft, thrust washer Kamakselens styrelager 0,15 - 0,50 0,70

Bearing intermediate Opplagring av mellomhjul,

Clearances B/E-O 0921 Klaringer

Drive of water pump Drift av vannpumpe

Clearances B/E-O 0921 Klaringer

Clearance Max. clearance

Cylinder liner, wear. Slitasje sylinderforing.

Clearances B/E-O 0921 Klaringer

Clearances B/E-O 0921 Klaringer

Service letter Ref. SL-RE-2021-002

Tightening torque for indicator valve

Service manual instruction

Service Letter purpose

To avoid this, the tightening torque should be 50 Nm. If opening torque

Service Letter preservation

Service letter Ref. SL RE-2020-006

Procedure for returning parts

Service Letter purpose

Service Letter preservation

Service letter Ref. SL-RE-2020-007

Engine panel upgrade

Service Letter purpose

Upgrade from E610/T70

Upgrade from Panel PC

Service letter Ref. SL-RE-2020-007

Upgrade from E1101

Upgrade from TP170/177B

Service letter Ref. SL-RE-2020-007

Nominal bore diameter 282.00