V32 40 Working Instructions

MAN Diesel & Turbo
Technical Documentation
Engine
Working Instructions
Engine................................................ V32/40
Works No. of engine........................... 1068269

1068270
Plant No.............................................. 4301570
010.005
2010-08-06 - de
6632 B2-05 EN 1 (2)

MAN Diesel & Turbo
MAN Diesel & Turbo SE

86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
primeserv-aug@mandieselturbo.com
www.mandieselturbo.com/primeserv
010.005
2010-08-06 - de
Copyright © 2010 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) 6632 B2-05 EN

MAN Diesel & Turbo
Table of contents
Table of contents
1 Introduction
1.1 Preface
1.2 How the working instructions/Work Cards are organized, and
how to use them
1.3 Status/Availability Required Tools/Auxiliary Equipment
2 Work Cards, Classified by Subjects

001 Operating media systems/Pipes
000.03 Operating media systems flushing and cleaning
000.08 Cooling water system Cleaning
000.15 Pipes replacement
000.16 Pipes cleaning, pickling and preservation
000.17 Solderless pipe unions mounting
000.18 Solderless pipe unions Additional parts
002 Operating media/Auxiliary agents
000.04 Lubricating oil assessing and treating
000.05 Lubricating oil/Fuel Carrying out the spot test
000.07 Cooling water inspecting
000.14 Engine or components preservation treatment
000.19 Loctite Products use
003 Machine Elements
000.11 Galvanised Bearings assessing
000.11 Bimetal Bearings (without a third layer) assessing
000.21 Elastomer Seals storage, cleaning and fitting
000.22 Threaded inserts use
000.29 Tightening screwed connections Tightening torques (partial
image)
000.30 Tightening screwed connections Tightening torques (table)
000.31 Tightening screwed connections Tightening torques (turning
moments)
000.32 Tightening screwed connections General remarks
000.34 Surface Test By Penetration methods
000.34 Surface Test By Magnetic leakage flux method
000.43 Working and Safety Regulations the use of load carrying equip-
ment/slings
004 Hydraulic tensioners/High-pressure pump
000.33 Working and Safety Regulations using high-pressure tools/
hydraulic tensioners
009.03 High-pressure pump use
009.05 High-pressure hoses use
009.01 Hydraulic tensioner use
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009.02 Hydraulic tensioner bleeding, testing, renewing sealing rings

009.07 Hydraulic tensioner use
6632 B2-05 EN 3 (7)

MAN Diesel & Turbo
009.08 Hydraulic tensioner bleeding, testing, renewing sealing rings

Table of contents
009.06 Measuring gauge (measuring device) checking the screw elonga-

tion
005 Operating values/Operating results
000.25 Ignition and compression pressures determining
000.40 Charge air cooler/crankcase Measuring the differential pressure
3 Work Cards, classified into sub-assemblies

000 Sub-assembly overview
3.1 Sub-assembly overview
009 Foundations/Bearings
000.09 Position of crankshaft flange in relation to driven flange determin-
ing/checking
012.01 Check foundation bolts Aligning engine on the foundations
012 Cylinder crankcase/tie rod
012.02 Crankshaft bearing bolts and cross tie rods inspection, loosening
and tightening
012.03 Cylinder head bolts removing and drawing in
020 Crankshaft/Coupling bolts
000.10 Crankshaft Measuring crankshaft deflection
020.01 Balance weight bolts inspecting
020.02 Crankshaft oil bore closing
020.03 Gearwheel on the crankshaft removal and installation
020.04 Coupling bolts inspecting
020.05 Balance weight removal and installation
021 Crankshaft bearing/main thrust bearing
021.01 Main bearing cap with lower bearing shell lowering and checking
021.02 Upper crankshaft bearing shell removing and installing/checking
021.03 Main thrust bearing Measure axial clearance/check locating bear-
ing rings
021.04 Crankshaft flange bearing/Bearing shells removing, fitting and
checking
027 Torsional vibration damper Crankshaft
027.03 Torsional vibration damper of the crankshaft removing and refit-
ting
027.04 Torsional vibration damper inspecting
030 Connecting rod/Big-end bearing
030.01 Conrod shank bolts inspection, loosening and tightening
030.02 Big-end bearing bolts inspection, loosening and tightening
030.03 Lowering big-end bearing cap/Removing big-end bearing bolt/
checking lower big-end bearing shell
030.04 Upper big-end bearing shell removing and installing/checking
030.05 Big-end bearing removal and installation
034 Piston/Piston rings
034.01 Piston removal and installation
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034.02 Piston/Piston rings inspecting
4 (7) 6632 B2-05 EN

MAN Diesel & Turbo
034.03 Piston pin and piston pin bush removing and installing/checking
Table of contents
034.04 Piston dismantling and assembling
034.05 Piston rings assessing
034.07 Piston rings with chrome ceramic coating assessing
050 Top land ring/cylinder liner
050.01 Top land ring removal and installation
050.02 Cylinder liner measure
050.03 Cylinder liner (with backing ring) removal and installation
050.04 Cylinder liner (without backing ring) removal and installation
050.05 Cylinder liner honing
055 Cylinder head/Valve seat rings/Safety valve
055.01 Cylinder head bolts inspection, loosening and tightening
055.02 Cylinder head removing and refitting
055.03 Cylinder head cleaning
055.04 Sealing face on the cylinder head and the sealing groove in the
top land ring grinding
055.05 Cylinder head with reversing device working/machining
071 Dead centre indicator/Speed sensor
071.01 Speed sensor inspection, removal and installation
073 Crankcase cover/safety valve
073.01 Safety valve on crankcase cover inspecting
100 Control device operating mechanism
100.01 Studs for intermediate wheel axles inspecting
100.02 Control device operating mechanism inspecting
101/102 Camshafts/Camshaft bearings
101.10 Injection camshaft Removing and installing camshaft section
102.02 Injection/valve camshaft Check thrust bearing
101 Torsional vibration damper Camshaft
101.02 Torsional vibration damper of the valve camshaft inspecting
111 Rocker arm casing/Rocker arm
111.02 Valve clearance inspection and adjustment
111.03 Rocker arm bracket with control levers removing and refitting
112 Push rods
112.01 Cam follower with valve cams checking and evaluation
112.02 Push rods removal and installation
113/114 Inlet and exhaust valves
113.01 Valve rotator Checking rotating motion
113.02 Inlet/exhaust valve/valve rotator removing and installing or disas-
sembling and assembling
113.03 Inlet and exhaust valves Check and assess valve cone and valve
seating surfaces
113.04 Valve seat rings removal and installation
113.05 Valve guide in cylinder head inspection, removal and installation
113.06 Valve seating surface working/machining
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113.08 Valve cone grinding

113.09 Valve seating surface inspecting
6632 B2-05 EN 5 (7)

MAN Diesel & Turbo
125 Operating device

Table of contents
125.02 Three-way valve M306 checking, overhauling

125.04 Three-way valve M317 checking, overhauling
125.05 3/2-way solenoid valve M329 checking, overhauling
125.30 Emergency stop device Functional testing at the engine
125.08 5/2-way solenoid valve M367 checking, overhauling
125.09 Pressure-reducing valve M409 checking, overhauling
125.10 Compressed air filter M462 checking, overhauling
125.12 Limit switch M745 checking, overhauling
125.14 2/2-way solenoid valve M314/M315/M316 checking, overhauling
140 Speed regulation
140.01 Electronic speed governor Check in the case of an error
160-162 Starting air pilot valve/Starting valve/Main starting valve
160.01 Starting air pilot valve dismantling and assembling
161.01 Starting valve inspection, removal and installation
161.02 Starting valve dismantling and assembling
161.03 Starting valve Grind seating surface in the cylinder head
162.01 Main starting valve dismantling and assembling
200 Fuel-injection pump/drive
200.01 Fuel injection pump inspecting
200.02 Fuel injection pump shut off
200.03 Fuel injection pump removal and installation
200.04 Fuel-injection pump disassembly and assembly
200.07 Fuel injection pump Measure plunger lift
203 Governor control linkage
203.01 Governor control linkage servicing and checking
203.02 Governor control linkage actuate manually
221 Fuel injection valve
221.01 Fuel injection valve removal and installation
221.02 Fuel injection valve inspecting
221.03 Fuel injection valve dismantling
221.04 Fuel injection valve assembling
221.05 Fuel injection valve Grind seating surface in the cylinder head
221.06 Fuel injection valve Grind sealing faces on threaded piece
280-289 Charge air and exhaust pipe
280.01 Charge air and exhaust pipe for emergency operation converting
289.01 Exhaust pipe inspecting
300/350 Lubricating oil and cooling water pump
300.01 Lubricating oil pump dismantling and assembling
300.02 Lubricating oil pump assessing the individual parts
350.01 Cooling water pump dismantling and assembling
322 Charge air cooler
322.01 Charge air cooler removal and installation
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322.01 Charge air cooler check, clean air system

434 Fuel injection pipe /Buffer piston/Fuel pipe
6 (7) 6632 B2-05 EN

MAN Diesel & Turbo
434.01 Fuel injection pipe removing and refitting
Table of contents
434.02 Fuel injection pipe dismantling and assembling
434.03 Fuel injection pipe Grind sealing faces on pressure tube
434.04 Buffer piston inspecting
4 Appendix
4.1 Insulation
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6632 B2-05 EN 7 (7)

MAN Diesel & Turbo
1 Introduction
3 Work Cards, classified into sub-assem-
blies
4 Appendix
Introduction
2010-08-06 - de
6632 1 B2-05 EN 1 (1)

MAN Diesel & Turbo 1.1
Preface
Introduction
Preface
Work cards and maintenance The work instructions/Work Cards are closely connected to the engine main-
schedule tenance schedule, contained in Volume 010.005 of the Technical Documen-
tation. While this only specifies the necessary maintenance work in terms of
keywords, the work sequences required in order to maintain the operational
safety and efficiency of the engine are described here step by step and clari-
fied with the help of images. The Work Cards describe, by way of introduc-
tion, the purpose of the work and, amongst other things, they contain infor-
mation regarding the required tools and auxiliary equipment. Several Work
Cards are to be taken into account for most of the work which is involved.
Work cards are for a specific purpose, i.e. they fulfil the primary information
needs in simple language.
Filing System The Work Cards are classified by subjects/keywords in the first part, and
according to the sub-assembly system of the engine in the second part.
Both parts contain a table of contents of the relevant Work Cards for your
engine.
Introduction
General
2007-08-22 - de
6682 1.1-01 EN 1 (1)

How the working instructions/Work Cards are organized, and how to use
Introduction
them
How the working instructions/Work Cards are organized, and how to use them
Make-up In general, the Work Cards contain the following information:
▪ Tips on the significance and purpose of the work,
▪ relevant Work Cards i.e. those Work Cards which contain required or
useful information,
▪ the required tools and auxiliary equipment,
▪ possible supplementary details /technical data and
▪ the individual work sequences beginning with the starting position fol-
lowed by the individual work steps.
Tools are identified with their respective tool number in the illustration and
text, while other parts are identified with their item number.
The index number of the Work Cards, top right in the header, consists of the
three-digit sub-assembly number (or a neutral digit group) and a sequential
number. Example: 021.02
How are the required Work The Work Cards are listed in the directories of sections 2 and 3. The direc-
Cards found? tory in section 2 contains the Work Cards summarised according to the sub-
jects / keywords, the directory in section 3 contains instructions sorted
according to the sub-assembly system of the engine.
The sub-assembly overview ensures access to the filing system of the direc-
tories in section 3. Through illustrative / graphical representations of the
engine, as well as a tabular overview, it leads to the sub-assembly numbers,
according to which the Work Cards are sorted.
Safety Instructions Dangers, error sources, technical requirements and supplementary informa-
tion are highlighted by notes. While doing so, the following symbols are used,
depending upon the importance:
Imminent danger
For directly imminent dangers! Possible consequences: Death or
severe injury, total property destruction!
Potentially dangerous situations

For potentially dangerous situations! Possible consequences: Severe
injury!
Possibly dangerous situations

For possibly dangerous situations! Possible consequences: Minor inju-
Introduction
ries, possible property damage!

General
2008-12-05 - de
6682 1.2-02 EN 1 (2)

1.2 MAN Diesel & Turbo
Source of error
Introduction
For tips on error sources.
Additional information
For application tips and supplementary information.
Clearances and tolerances, Clearances and tolerances, temperatures and pressures are listed in Volume
temperatures and pressures 010.005 Engine - Operating Instructions in section 2.5.
The Work Cards 000.29 and 000.30 together with 000.31 contain the values
for tightening the bolted connections and the associated lubricants.
Ordering Tools Instructions on ordering tools or parts of tools can be taken from Section 4.3
in Volume 010.005 Engine - Operating Instructions or Volume 010.005
Engine - Spare Parts Catalogue.
Introduction
General
2008-12-05 - de
2 (2) 6682 1.2-02 EN

Status/Availability Required Tools/Auxiliary Equipment
Introduction
Tools/aids required
Tools/Aids The section Tools/aids required at the start of the work cards contains a list
of the tools/aids required to carry out the maintenance work described. See
example in following table.
Quantity Designation Number Status
1 Removal and mounting device 322.056 Option
2 Bracket 322.056-1 Option
1 Strip 322.056-4 Option
4 Shackle A0.6 002.452 Standard
1 Open-end wrench and ring spanner (set) -- Standard
1 Hexagon screwdriver (set) -- Standard
1 Lifting tackle with rope -- Inventory
Table 1: Example: list of tools/aids required
Status/Availability In addition to the required quantity, designation and tool number, the table
also contains information on the status/availability of the tools listed. The fol-
lowing terms are used for this:
▪ Inventory: describes a tool/aid that is not included in the standard scope
of supply. We assume that tools/aids of this kind are basically available.
▪ Option: describes a tool/aid that is not included in the standard scope of
supply. Tools of this kind can be delivered by MAN Diesel & Turbo SE if
required.
▪ Standard: refers to a tool/aid that is included as standard in the scope of
supply for the engine installation, or standard workshop equipment spec-
ification.
Basic tool The basic tool which is identified with the "Standard" status is not included in
the standard scope of supply of MAN Diesel & Turbo SE. The scope of sup-
ply can be extended to include the basic tool if requested. The constituent
parts of the basic tool are listed in the table below.
Introduction
General
2008-10-28 - de
6682 1.3-02 EN 1 (6)

Tool Designation Number

Introduction
Complete basic tool set 009.229

Socket spanner (set) (10x12.5 - 34x12.5) 009.230
Socket spanner insert DIN 3124 - 10x12.5 001.787
socket spanner insert DIN 3124 - 15x12.5 001.789
socket spanner insert DIN 3124 S - 36x20 001.779
socket spanner insert DIN 3124 S - 41x20 001.780
Cross handle DIN 3122A - 12.5 001.891
Extension DIN 3123B – 12.5x75 001.908

Extension DIN 3123B - 12.5x125 001.911
Extension DIN 3123B - 12.5x250 001.912
Universal joint DIN 3123C - 12.5 001.876

Introduction
General
2008-10-28 - de
2 (6) 6682 1.3-02 EN

Introduction
Ratchet DIN 3122C - 12.5 001.521
Combination spanner (set) (5.5 to 34) 009.231

Combination spanner DIN 3113 AK - 5.5 002.050
Combination spanner DIN 3113 AK - 6 002.051
Combination spanner DIN 3113 BL - 22 002.070
Single-ended open-jaw spanner DIN 894 - 36 000.566
Introduction
General
2008-10-28 - de
6682 1.3-02 EN 3 (6)


Introduction
Hexagon screwdriver A 8.06506 - 0.8x5.5 000.391

Hexagon screwdriver A 8.06506 - 1.2x9 000.393
Hexagon screwdriver A 8.06506 - 2x12 000.395
Philips screwdriver DIN 5262 B-Gr. - 1 000.401

Philips screwdriver DIN 5262 B-Gr. - 2 000.402
Hexagon screwdriver DIN 911 - 3L 000.307

Hexagon screwdriver DIN 911 - 4 000.293
Tommy bar DIN 900A - 5 000.507
Tommy bar DIN 900A - 8 000.262
Tommy bar DIN 900A - 10 000.263
Tommy bar DIN 900A - 12 000.264
Tommy bar DIN 900A - 16 000.266
Adapter DIN 3123A - 20x12.5 001.923

Adapter DIN 3123A - 12.5x20 001.927
Introduction
General
2008-10-28 - de
4 (6) 6682 1.3-02 EN

Introduction
Locking ring pliers DIN 5254A - 10-25 002.121
Locking ring pliers DIN 5254A - 19-60 002.122
Locking ring pliers DIN 5256C - 19-60 002.162

Locking ring pliers DIN 5256C - 40-100 002.163
Feeler gauge DIN 2275C - 0.05-1 000.451
Crow bar S 550A - 15 001.391
Gripping pliers with slip joint DIN 5231 D-L - 240 002.198
Introduction
General
2008-10-28 - de
6682 1.3-02 EN 5 (6)


Introduction
Hammer DIN 1041 - 300L 000.693
Tool box, 5-section, 530x200x200 009.470
Table 2: Basic tools

Introduction
General
2008-10-28 - de
6 (6) 6682 1.3-02 EN

MAN Diesel & Turbo
1 Introduction
blies
4 Appendix
Work Cards, Classified by Subjects

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6632 2 B2-05 EN 1 (1)

MAN Diesel & Turbo 001
Operating media systems/Pipes


2010-08-06 - de
6632 001-05 EN 1 (1)

Operating media systems

flushing and cleaning
Summary
Keep the operating media systems free from impurities and residue, prevent
operating problems / damage.
Flush the operating media systems before commissioning, clean individual
parts before installation. This includes the systems for lubricating oil, fuel,
cooling water and compressed air and, depending on the system:
Flush system(s) (Step 1),
flush system(s) (Step 2),
drain system(s) and
clean components.
Safety requirements
▪ Operating media systems closed/depressurised
▪ Engine secured against starting
▪ Engine shut down
1. Lube oil system

The pipe section between the indicator filter and the engine inlet flange
requires careful cleaning. To allow the interior of this pipe to be fully inspec-
ted, it must be separated at each pipe bend using a pair of flanges. As a
basic rule, all the internal welding seams must be smoothed over by grinding.
These pipe components are to be acidified, neutralised and treated with
slushing oil according to Work Card 000.16. This is dissolved by the lubricat-
ing oil (e.g. Esso Rustban No. 335, Shell Ensis Oil, Valvoline Tectyl, Tecto 6
SAE 30) which is subsequently added. If installation is to take place later, the
openings are to be sealed with covers. Our commissioning staff are instruc-
ted to check the cleanliness of this pipe before filling the system.
Severe bearing damage can arise by dirt particles entering the engine!
1.1 Flushing the engine's lubricating oil system

Dirt particles will always remain in the pipes in spite of careful installation and
cleaning. This requires thorough flushing of the entire lube oil system before
commissioning. The electrical standby pump or priming pump must be used
for this purpose in engines with attached lube oil pumps. Before / during and
after the flushing process, the oil must be cleaned continuously by means of
a separator.
1.2 Flushing oil

General
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For the flushing operation, we recommend a special flushing oil with a (low)
viscosity of 45-70 cSt / 40°C (e.g. SAE 20). This oil is light so it requires no
preheating.
6682 000.03-01 EN 1 (6)

If no flushing oil is available, the operating oil SAE 40 subsequently to be

used for operation can be used for flushing. In these cases, the oil must be
preheated to 40-50°C (preheating units, separator preheater). The engine

cooling water must be preheated to at least 60°C to prevent condensed
water forming (or corrosion in the crankcase). During and after the flushing
operation, the oil must be cleaned continuously by means of a filter and sep-
arator.
1.2.1 First flushing process

Only the pipe system outside the engine is flushed.
The lube oil inlet to the engine must be bypassed. A temporary pipe that
serves as a return line must be run from the indicator filter to the crankcase.
Automatic filter without con- The filter candles of the automatic filter must be removed, the filter housing
tinuous flushing and bypass lines are to be flushed as well.
Automatic filter with continu- The filter candles in the automatic filter must be removed, the filter housing
ous flushing and the filter bypass pipes must also be flushed.
If there is no downstream indicator filter, the filter candlesneed not be
removed. In this case, there cannot be any pre-cleaning via an indicator filter,
which means the automatic filter is to be used for cleaning in the initial flush-
ing sequence. Since the dirt particles are returned to the tank by the auto-
matic filter, segregation of the dirt particles from the circulating oil is per-
formed here solely through the separator that runs in tandem.
The lubricating oil cooler is to be included in the flushing process. Manual
operation of the temperature control valve alternately flushes the cooler and
its bypass pipe. The lubricating oil separator must be put into operation. All
the oil pipes, especially in the area of welding seams, should be knocked off
throughout the flushing process.
Oil circuit with indicator filter If the maximum differential pressure in the indicator filter is reached, switch to
the other filter chamber and clean the sieve inserts properly. If the contami-
nation of the filter is reduced to a minimum, it is possible to end the initial
flushing process.
The minimum flushing duration of 24 hours must, however, be maintained.
After the flushing sequence is complete, clean the sieve inserts of the indica-
tor filter and check for any damage.
Oil circuit without indicator In this case, the filter candles remain in the automatic filter, because only they
filter provide the filtering. Continue flushing until the filter contamination has
reduced to a minimum, i.e. until the flushing intervals have reduced to maxi-
mum 1 flushing per hour for automatic filters without continuous flushing and,
in the case of automatic filters with continuous flushing, the displayed differ-
ential pressure has reached a minimum.
If a running in filter is attached to the engine, it must be monitored con-

tinuously for differential pressure and, if necessary, cleaned.
The inserts with filter candles are to be installed in the automatic filter (if they
General
2010-03-02 - de
have been removed), the slide valve for the bypass pipe is to be closed.
2 (6) 6682 000.03-01 EN

1.2.2 Second flushing process

After assembly of the filter candles in the automatic filter, continue the flush-
ing process for about 2 hours.
By fitting the pipe line (cleaned) from the indicator filter to the lube oil inlet on
the engine, the engine with its bearing points and injection valves is now
included in the flushing process. The oil tank for run-down lubrication (if
present) should also be included in the flushing circuit.
In order to remove any existing dirt from the lube oil tank for run-down lubri-
cation, the oil inlet and oil outlet pipes are to be crossed over. Short tempo-
rary hoses should be installed for this purpose. The oil inlet to the turbo-
charger is to be closed. The throttle plate fitted in the filling pipe must be
removed. The pressure control valve is to be released.
The engine must be turned over through 2 rotations at half-hourly intervals
during the flushing process. The cylinder lube oil pump may be switched on
only at the time of turning over.
If only low differential pressures build up in the automatic and indicator filter
(1 flushing process per hour), the flushing operation can be terminated.
If a running in filter is attached to the engine, it must be monitored con-

tinuously for differential pressure and, if necessary, cleaned.
The pipes previously removed must be reconnected.

The flushing processes must be carried out in the presence of personnel
from MAN Diesel & Turbo SE.
1.3 Draining and cleaning the system components

If a special flushing oil has been used, the lube oil system must be drained
completely. Oil that remains in the cooler, filter and separator preheater must
be removed via the drain pipes. The filter inserts must be cleaned correctly
and checked for damage.
If the flushing process has been carried out using the operating oil and the
findings of the oil analysis are satisfactory, the system does not need to be
drained.
1.4 Running in filter

If necessary, a running in filter is attached directly to the engine. The running
in filter inserts are to be used from the beginning of the test run in the engine
manufacturer's premises up to the completion of commissioning on-site.
The filter insert must be cleaned in accordance with the manufacturer's
instructions before being used.
Since the running in filter is not switchable, it has a limited service life when in
use (up to approx. 200 operating hours, depending on the condition of the
lubricating oil). The end of the service life is displayed by a differential pres-
General
sure sensor on the running in filter. An extended period of operation with an

2010-03-02 - de
activated contamination display can lead to problems in the lube oil supply.
Therefore, when the differential pressure alarm is triggered, increased atten-
6682 000.03-01 EN 3 (6)

tion is to be paid to the lube oil pressure in front of the engine, and the filter
insert must be cleaned as soon as possible, in accordance with the manu-
facturer's instructions.
Remove the filter insert after the system run-in period (normally after comple-
tion of commissioning) - but definitely before taking up continuous operation
of the plant. The filter housing remains in the engine. After this there will be
no further filtering effect from this running in filter. A corresponding note on
the filter housing points this out.
In the case of constructional changes to the lube oil system, or for other rea-
sons that require flushing of the lube oil system, the filter insert must be refit-
ted until the flushing process is complete.
2. Fuel pressure system

The specifications for the lube oil supply pipe described under point 1 also
apply for the pipe that runs between the double filter installed directly
upstream of the engine and the engine entry point.
2.1 Flushing the fuel system

This system must also be flushed in two cycles in order to thoroughly remove
all installation debris from the pipes. Gas oil or diesel oil must be used for
this.
First flushing operation

During this procedure, the entire shipyard or plant-side pipe system is
flushed via the existing single or double filter.
The automatic filter and viscosity control system must be bypassed via the
pipes provided.
The shut-off valves of all fuel-injection pumps must be closed.
Connect the fuel delivery and return pipes upstream of the engine. The return
flow via the flushing line to the heavy fuel oil service tank is effected by
changing over the three-way cock upstream of the mixing tank. The tank
should not contain heavy fuel oil at this point. In this case, once the system
has been filled with diesel oil or gas oil and a sufficient quantity returns to the
heavy fuel oil service tank, the fuel selection three-way cock can be switched
to the inlet of this tank. Diesel or gas oil is now pumped round the entire sys-
tem.
Perform the flushing operation as described under point 1.3.1. Based on
past experience, a period of 24 hours must be allowed for flushing.
Second flushing operation

The entire system, including the automatic filter and viscosity control system,
is pressurised during this operation.
Continue with the flushing operation until only slight differential pressures
build up in the filters.
Once this flushing operation is complete, clean all filter inserts and inspect
them for damage. Open the shut-off valves of the fuel-injection pumps and
close the bypass pipe of the viscosity control system.
General
2010-03-02 - de
Once the second flushing operation is complete, which takes roughly 6 hours
according to experience, open the shut-off valves of the fuel delivery pumps.
4 (6) 6682 000.03-01 EN

The flushing processes must be carried out in the presence of personnel

from MAN Diesel & Turbo SE.

2.2 Draining and Cleaning the System Components
Drain the sludge from the final preheater, the filter chambers and the mixing
tank through their drain pipes. After 24 hours settling time, the service tank
must also have the sludge drained off.
3. Cooling water system

Ensure that the surfaces exposed to cooling water are free of corrosion and
any other residue before commissioning the engine and injection valve cool-
ing system.
If rust is detected, the system needs to be cleaned in accordance with Work
Cards 000.08 and 000.16.
The cooling water system must be flushed with fresh water prior to commis-
sioning the engine. Add a detergent to the water in order to remove any resi-
dues of the preservative used. Suitable agents are listed alphabetically in
Table 1. Detergents from other manufacturers may also be used provided
they have the same properties. After cleaning, rinse with untreated fresh
water.
In order to filter out coarser impurities, temporary installation of mud traps is
a must. The mesh must be 1 mm for the low and high temperature system.
The smallest gap in the injection valve is 0.5 mm. Provisional installation of a
mud trap with a width of mesh of ≤ 0.25 mm is necessary for flushing the
cooling water system of the injection valves in order to prevent dirt deposits
here and thus avoid reduced heat dissipation.
The integration of two gate valves in each case means that there will be no
water leakage when cleaning or removing the mud traps.
After flushing, the fresh water is to be treated in accordance with the quality
requirements for cooling water (Operating instruction Sheet 3.3.7).
Manufacturer Product Concentration Cleaning Time / Temperature
Drew HDE - 777 4 - 5% 4 h at 50 - 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0,05 - 0,5% 4 h at ambient temperature
Seaclean Plus 0,5% 4 h at 50 - 60 °C

Vecom Ultrasonic 4% 12 h at 50 - 60 °C
Multi Cleaner
Table 1: Detergents for removing oily residues
4. Compressed air system
4.1 Installation-side system

The whole system must be carefully cleaned before operating the engine. All
General
pressure and control pipes must be free of flammable media and slag, scale
2010-03-02 - de
and rust.
6682 000.03-01 EN 5 (6)

High noise levels when blowing by! Always use ear protection!
Danger of explosion when flammable media are present, e.g. slushing

oil!
The air pipes are cleaned by blowing by 3 or 4 times with compressed air at
a pressure of 30 bar in the starting air tank.
In order to do this, separate the installation-side pipe line from the main start-
ing valve and attach the pipe line securely to prevent deformation when
blowing. Close the open engine entry point. Also remove the control air pipe
before the engine. The blowing is activated by opening the slide-valve on the
connecting tank.
After the cleaning process, all the pipes that have been removed must be
reconnected.
4.2 Engine-side system

In the case of doubt as to whether the pipes are free from flammable media
(e.g. slushing oil), please proceed as follows before the first "live" actuation of
the emergency/main starting valve:
High noise levels when blowing by! Always use ear protection!
Danger of explosion when flammable media are present, e.g. slushing

oil!
1. Remove the starting pipe in front of the first cylinder and check for flam-
mable media in both directions.
2. Remove the starting valves and blow the air passage out in the direction
of the open pipe.
3. Create a connection for compressed air behind the main starting valve
and slowly begin blowing by the pipe/spaces towards the cylinder for an
extended period (several air cylinder's worth).
4. Leave open for 24 hours in order to allow the solvent residues to evapo-
rate.
5. Fit the starting valves and return to the initial state.
General
2010-03-02 - de
6 (6) 6682 000.03-01 EN

Cooling water system

Cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be carried out by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of rust inhibitors can be removed by flushing the system with
fresh water to which some cleaning agent has been added. Suitable cleaning
agents are listed alphabetically in the table entitled "Cleaning agents for
removing oil sludge". Products by other manufacturers can be used provid-
ing they have similar properties. The manufacturer's instructions for use must
be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the slush-
ing oil concentration is too low. A thin lime scale layer can be left on the sur-
face as experience has shown that this protects against corrosion. If how-
ever, the thickness of limescale deposits exceeds 0.5 mm, this can obstruct
the transfer of heat and cause thermal overloading of the components being
cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
2010-02-09 - de
6682 000.08-01 EN 1 (3)

Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 °C
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60 °C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulfonic acid may only be used in
exceptional cases if a special cleaning agent that removes limescale deposits
without causing problems is not available. Observe the following during appli-
cation:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulfonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even once the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values

are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
General
2010-02-09 - de
2 (3) 6682 000.08-01 EN

Only carry out the cleaning operation once the engine has

cooled down
Only start the cleaning operation once the engine has cooled down.
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
Cleaning products can cause damage

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

must be observed.

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

Pipes

replacement
Summary
Insert/replace components, process and install professionally. Pipes must be
replaced/supplemented if necessary. The materials must, therefore, be
selected according to the requirements, and must be properly processed.
This includes: Selection of suitable materials, proper processing and proper
installation.
Preliminary remarks
If pipes in the fuel, lubricating oil, cooling water or starting air system, or on
the pneumatic operating device need to be repaired, modified or replaced,
the instructions in the following paragraph must be observed in order to
avoid malfunction in subsequent operation.
Instructions
Pipe Dimensions/Materials As replacements for pipes on the engine or the operating device, seamless
mild-steel pipes are to be used, in accordance with DIN 2391, or seamless
copper pipes in accordance with DIN 1754, made from St 35 GZF in accord-
ance with DIN 1629 and C-Cu F 25 and/or F 30 in accordance with DIN 17
671 and/or stainless steel pipes made from X6 CR Ni Ti 1810 in accordance
with DIN 2462. Normally pipes of the same dimensions are refitted to the
engine.
Production Pipes with a small diameter can be cold-bent using commercial pipe bending
devices. When using solderless pipe unions in accordance with DIN 2353,
heat treatment can, in most cases, be avoided (see Work Card 000.17).
For air pipes in the pneumatic operating device or in the starting system, only
stainless products may be used, i.e. chromated, galvanised or brass
screwed fittings. Particular attention has to be paid to the thread, since,
depending upon the location, both metric and Whitworth threads, in both
cylindrical and conical form can be present.
If hot-bending becomes necessary when using other pipe qualities or larger
dimensions, or if soldering and/or welding is used on the pipes, then the
pipes must be acidified, leached and washed afterwards (see Work Card
000.16).
Production of lube oil pipes Lube oil pipes with larger diameter, especially the pipe after the lube oil fil-
ter(s), are to be manufactured by bending. Connection flanges and sockets
must be joined to the pipes by gas welding.
When gas welding is used, the slag on the filler rod jacket is not required.
This is of special importance, since the roots of the welding seam penetrate
to the inside of the pipe, i.e. the joint gap must be completely filled. On the
inside of the pipe no unfilled butt joints may remain since foreign bodies
could become stuck there. They would not (hardly ever) be eliminated by
cleaning the pipes, and could be drawn into the engine bearings during oper-
ation. Operational malfunction caused by damage to the bearings could
General
result. If prefabricated pipe bends have to be welded in, then intermediate

2007-03-26 - de
flange connections are to be used, whereby their number and location are to
be selected in such a way that the welding seams inside the pipe line can be
seen clearly, filled up and checked.
6682 000.15-01 EN 1 (2)

The above welded joints can also be made using the TIG welding method.
Both with gas welding and with TIG welded joints, the tack and finished
welding seams must be carried out using the same welding method.
Laying/Support When laying the pipes, ensure that the pipe routing and fastening is as vibra-
tion-free as possible. Pipes must not be supported on oscillating or vibrating
parts. Oscillations harden and embrittle even soft copper pipes which can
result in the formation of cracks.
General
2007-03-26 - de
2 (2) 6682 000.15-01 EN

Pipes

cleaning, pickling and preservation
Summary
Keep operating media systems free from contamination and residues,
ensure/restore operating safety. Pipes that are replaced or added must, after
manufacture/machining, be mechanically or chemically cleaned, and pre-
served if required.
Depending on the actual situation, this includes: Mechanical cleaning of the
components, chemical cleaning of the components, a pressure test and
preservation.
Preliminary remark
All pipes which are attached as a replacement on the engine, are to be
cleaned mechanically or chemically after manufacture. If a longer period ari-
ses between cleaning and fitting (spare pipes), the pipes must be preserved
and sealed at the ends. Sealing plugs or plastic caps in conspicuous colours
are ideal for this to ensure that they are not overlooked.
Normally, mechanical cleaning is performed on cooling water, heating,
exhaust gas and intake air system pipe lines. Mechanical and chemical
cleaning is performed on lube oil, fuel, compressed air, gas, steam and water
condensate system piping. Isolating and regulating units, as well as other
devices in the individual systems may only be fitted after the cleaning proc-
ess.
For pipes filled with sand for hot-bending, only completely dry and fine-grain
sand may be used. With damp sand there is a danger of accidents caused
by steam formation. All pipe systems must undergo a compression test,
either in sections, or as a whole system. The entire lube oil, fuel and com-
pressed air system must be thoroughly rinsed before commissioning the
engine installation.
Mechanical Cleaning
Scale and weld splatter is to be removed carefully from the welded joints,
using a chisel, file or grinding wheel. The whole pipe must be tapped with a
hammer and blown through with compressed air, as far as possible at the
same time, so that even the smallest particles (of sand for warm-bending) are
removed.
All pipe connections are to be blocked off until assembly.
For pipes, which are cleaned mechanically and chemically, an acid bath is
required. The acid bath device essentially consists of:
▪ a hydrochloric acid bath for steel pipes,
▪ a water bath for washing the acid off,
▪ an alkaline bath for neutralising and phosphatising,
▪ a sulphuric acid bath for copper pipes.
With the hydrochloric acid and sulphuric acid bath, the rising vapour must be
General
extracted using fans and dispersed via scrubbers. The vapour from the alka-
2007-10-25 - de
line bath must also be directed outside using a fan. The regional protection
regulations must also be observed.
6682 000.16-01 EN 1 (4)

The water bath needs a water connection and a compressed air connection.
The alkaline bath must be capable of being heated up to 80°C.
Observance of Occupational Safety Regulations

In accordance with occupational safety regulations for handling acids
and alkaline solutions, those who perform acid and alkaline solution
treatments, must wear an acid-resistant suit, rubber boots, rubber
gloves and safety goggles. A water hose must be available in the
immediate vicinity of the acid/alkaline baths for immediate use.
Treatment of Steel Pipes by Pickling

First pickle in the hydrochloric acid bath and then in the tri-sodium phos-
phate bath for neutralising the acid and for simultaneous short-term preser-
vation.
Hydrochloric acid (HCI) is available commercially at a concentration of 31-33
%, and with less than 1% arsenic.
Mixing ratio for the HCl bath: H20 = 3: 2 (by weight).
Violent Chemical Reaction

Pour the acid into water, not the other way around!
The treatment must not to be performed at a temperature below 20 °C. The

duration is determined by visual inspection.
With pipes with threads, acid corrosion on the crest of the thread must be
monitored. It determines the duration of treatment in this case.
After completion of the pickling procedure, the acid solution adhering to the
pipes must be washed off in the water bath.
The acid solution which remains in the grooves and pores in the surface tex-
ture is neutralised in a tri-sodium phosphate bath, where the pipes are simul-
taneously coated with a phosphate layer which protects against corrosion in

the short-term.
Mixing ratio for the bath Na3PO4: H2O = 1: 8 (by weight). Treatment tempera-
ture 80 °C.
General
2007-10-25 - de
2 (4) 6682 000.16-01 EN

Treatment of Copper Pipes

Copper pipes should not be treated in a hydrochloric acid bath if steel
pipes are to be pickled afterwards.
The reaction of the copper (Cu) with the dilute hydrochloric acid (HCl)
the salt copper chloride, dissociated in the aqueous solution (CuCl2). If
a steel pipe is then placed in the pickling bath again, the base iron in
the steel oxidises by the discharge of its positive charge units, so that
iron ions go into solution, while the copper separates out. The steel
pipe is coated with an adherent layer of copper which is in no way
securely affixed. Copper deposits are undesirable on the internal walls
of fuel-carrying pipes. Washed-off copper particles would cause sub-
sequent operational malfunctions in the injection elements, such as
pumps and nozzles.
Treatment of Copper Pipes

First pickle in the sulphuric acid bath and then possibly in the tri-sodium
phosphate bath for neutralising the acid, and for phosphatising.
Sulphuric acid (H2SO4) is commercially available at a concentration of 98 %
(concentrated acid). It must be transported in closed tanks.
Mixing ratio for the bath H2SO4 : H2O = 1: 8 (by weight).
Violent Chemical Reaction

Pour acid into water, not the other way around.
Before using, the prepared bath should rest for 24 hours.

Duration of treatment: At the beginning, with copper pipes 1/4 hour, and, as
the ages progressively, increase the duration accordingly.
After taking the pipes out of the sulphuric acid bath the pipes must be rinsed
with water and dried afterwards using a gentle flame.
A neutralisation in the tri-sodium phosphate bath is not necessarily required,
with longer storage, however, it is advisable for the prevention of verdigris

formation.
Pressure Testing of Pipes

Water pipes are pressure tested with water, lube oil, fuel and air pipes with
slushing oil. For the required test pressures see section 2 of the manual.
Preservation of Pipes
When stored for a short period indoors and/or in dry surroundings, phospha-
tisation and an oil film are sufficient for corrosion protection. Also during long-
term storage for service, phosphating before the actual preservation with
General
2007-10-25 - de
slushing oil, lacquer or grease offers a good basic preservation. Pipe ends
and connection points are to be sealed with coloured plastic caps. Plastic
6682 000.16-01 EN 3 (4)

caps in striking colours have the advantage that they are easier to recognise
when fitting the pipes to the engine. They must be removed again when fit-
ting.
General
2007-10-25 - de
4 (4) 6682 000.16-01 EN

Solderless pipe unions

mounting
Summary
Insert/replace components, process and install professionally. Solderless
pipe unions are preferably used where pipes with a small diameter can be
cold-bent. In this case, pickling and neutralising are not required.
The work/work steps include: Proper processing and installation.
Tools/aids required
1 Tools, Basic Scope 009.229 Option
1 Pipe cutter - Inventory
1 Counterbore - Inventory
1 Machine oil - Inventory
Advantages of solderless pipe unions

Solderless pipe unions are preferably used where pipes with a small diameter
can be cold-bent, i.e. where no heat treatment is necessary. The usual proc-
ess of pickling and neutralising is then not required.
Copper pipes must be provided with reinforcing sleeves on the inside. See
Work Card 000.18.
Work steps
1. Cut pipe at a right angle and deburr. Pipe cutters (see figure 1) are per-
fect for doing this. The pipe is cut through using a cutting wheel. The
internal edge of the pipe can then be deburred using the 3 blades in the
handle or using a counterbore tool. Remove swarf by blowing out!
2. Oil (do not grease) the threads and the cutting ring and the tapered ring
(4) well. Then slide the nut and ring over the pipe end as shown. If the
cutting and tapered ring cannot be pushed over the pipe end, or if this is
difficult to do, do not expand the ring but reduce the pipe end by grind-
ing/filing.
3. Screw the cap nut on by hand up to perceptible contact with the cutting
ring and tapered ring. Then push the pipe against the stop in the inner
cone and tighten cap nut by about 1/2 to 3/4 revolution. By doing this,
the cutting and tapered ring grips the pipe. It is no longer necessary to
continue pushing the pipe. Final tightening is performed by a further
tightening of the cap nut by approx. one revolution. Here the ring cuts
into the pipe and a visible collar (6) rises before its cutting edge. A line (7)
marked on the cap nut allows you to monitor the stipulated number of
turns.
4. Pipes of smaller outside diameter can be fixed in screwed connections
General
without sub-assembly, if they are firmly screwed in to the engine.

2008-10-28 - de
Pipes of larger outside diameter and all connections in free pipes are
best pre-assembled in the vice. The open-jaw spanner should have an
6682 000.17-01 EN 1 (4)

approx. fifteen fold length of the width across flats (possibly extended by
using a pipe). Otherwise proceed as above. The final tightening is easier
if the cap nut is loosened several times so that oil is once again admitted
between the friction surfaces.
5. Once the final tightening has been successfully performed, loosen the
cap nut and check whether a raised, visible collar (6) fills out the area in
front of the cutting edge, if not, briefly tighten again. It does not matter if
the cutting and tapered ring on the pipe end can be rotated.
After establishing the connection, and after each release process, the
cap nut is to be tightened without using an extension for the spanner and
without using increased force.
Ensure that each pipe end again reaches the same inner cone where
pre-assembly took place.
Figure 1: Required tools - counterbore cutter, pipe cutter and pipe bending device
General
2008-10-28 - de
2 (4) 6682 000.17-01 EN


1 Cap nut 4 Cutting ring and tapered ring
2 Stop 5 Inner cone
3 Pipe 6 Visible collar
Figure 2: Mode of action and control of pipe unions. Starting condition - in the middle
of the illustration, after tightening - at the bottom, checking - at the top.
7 Mark
Figure 3: Assembly of pipe unions. Assembly on site - on the left, pre-assembly in the
vice - on the right
General
2008-10-28 - de
6682 000.17-01 EN 3 (4)

Additional information
The straight pipe end extending into the screw connection must have a mini-
mum length of double the height (H) of the cap nut.
With longer or more highly stressed pipes, pipe supports are required.
For bending steel and copper pipes, a device with exchangeable rollers (see
figure 1) is recommended. The bend radius R must not be less than double
the outside diameter of the pipe (R = 2 D).
H Height of the cap nut R Bend radius

2H Min. distance to a pipe bend D Outside diameter
Figure 4: Minimum distances/Bend radii
General
2008-10-28 - de
4 (4) 6682 000.17-01 EN

Solderless pipe unions

Additional parts
Summary
Insert/replace components, process and install professionally. Accessories
for solderless pipe unions extend their application range. The following can
be used: Reinforcement sleeves, nozzle inserts and screwed hose connec-
tions.
The work/work steps include: Proper processing and installation.
Preliminary remarks
Solderless pipe unions will be used in conjunction with reinforcing sleeves,
nozzle inserts and screwed hose connections. In this way the application
range can be extended, amongst other things, to copper pipes and hose
connections.
Instructions
Reinforcing sleeves When using solderless screwed connections on soft copper pipes reinforcing
sleeves must be used to prevent the pipe the pipe from collapsing when
tightening the cap nut.
1 Reinforcing sleeve
Figure 1: Use of Reinforcing Sleeves. Left top –sleeve inserted, left bottom - sleeve
knocked in. Right factory assembled pipe union
Nozzle inserts By using nozzle inserts, the ventilation and bleeding time of the devices can
be adapted to the individual requirements. They can later be inserted into the
pipe fittings, if the cap nut has been released and the pipe pulled out before-
hand. Ensure that the pipe end is shortened by the length of the nozzle col-
lar.
General
2008-10-28 - de
6682 000.18-01 EN 1 (2)

2 Nozzle insert
Figure 2: Use of nozzle inserts. Left nozzle insert, right factory assembled pipe union
Screwed hose connections Transitions from pipes to hoses and vice versa will occur frequently within a
compressed air system if moving parts are connected to each other. If the
pipe ends cannot be bent into a perfect standard hose connecting piece, a
screwed hose connection should be used. Sliding the hose onto the smooth
cut pipe end is not allowed. The hose (3) is to be cut at right angles and must
be pushed onto the hose connecting piece up to the stop. The hose must be
prevented from slipping off with a hose clip or hose clamp (4).
3 Hose 4 Hose clamp

Figure 3: Using screwed hose connections
General
2008-10-28 - de
2 (2) 6682 000.18-01 EN

Operating media/Auxiliary agents


2010-08-06 - de
6632 002-05 EN 1 (1)

Lubricating oil

assessing and treating
Summary
Collating and assessing operating media parameters, maintaining the consis-
tency within the permitted range, avoiding/reducing damaging effects. Lubri-
cating oil must be assessed and continuously maintained at regular intervals
with regard to consistency, in accordance with the maintenance schedule.
This includes: Analysing oil samples, maintaining and replacing operating
media.
Oil Evaluation
Spot test/oil analysis The condition of the used oil in the engine must be constantly monitored. At
which intervals a spot test should be prepared on filter paper, or an oil sam-
ple is to be taken for examination in a laboratory set up for the purpose (it
would be best to consult the customer service of the supplier in this regard)
is given in the servicing schedule. The oil sample must be taken after the fil-
ter, while the engine is running. This ensures that the result will be represen-
tative for the oil in the engine.
A definitive statement concerning continued use can only be made on the
basis of a full analysis, the values of which are determined by standard test
procedures.
We recommend obtaining a suitable test kit for the routine local examination
of the operating media. MAN SE has developed a test case together with the
company Mar-Tec, which contains easy-to-operate devices. This enables the
bunkered heavy fuel and the parameters required for treatment, and the con-
dition of the waste lube oil, to be determined with sufficient accuracy. Sup-
porting documents can be obtained from Mar-Tec., Warnckesweg 6, 22453
Hamburg.
In general, the following values are sufficient for the routine examination of
used oil:
Characteristic value Limit value Measurement method
Viscosity at 40°C mm2/s > 110 ISO 3104
< 220
Flash point (PM) °C > 185 ISO 2719

Water content % vol. < 0,2 ISO 3733
(0.5% only permissible for a short period)
TBN % TBN ≥ 50 ISO 3771
(related to fresh oil)
Contamination % by weight in general < 1.5 depends on the available DIN 51 592
dispersing power and viscosity increase
IP 316
Metal content mg/kg depends on engine type and operating con- ASTM 5185-91
ditions
Table 1: Examination of Lube Oil - Parameters/Threshold Values
General
Colour
2007-10-25 - de
No conclusions concerning the level of contamination can be drawn from

used doped lubricating oil, since very fine soot particles (< 1.0 mm) are
present as a result of the dispersant-detergent-capacity, which lead to inten-
6682 000.04-02 EN 1 (3)

sive black colouring of the oil, even at lower concentrations. The total con-
tamination of the lube oils can be ascertained, amongst others, by using DIN
51592 or IP 316. The appearance of the spot test also allows conclusions to
be drawn.
Fuel in the lubricating oil Fuel in the lubricating oil can be verified by determining the flash point and
the viscosity of the cleaned used oil, in comparison with the values from fresh
oil. Oil change due to thinning of the lubricating oil is necessary if the oil vis-
cosity falls by one viscosity class, or if the flash point has dropped below 185
°C. If a laboratory test cannot be performed, the viscosity can be determined
approximately as described below:
Fresh oil samples which exhibit one viscosity class higher and one lower than
the oil in the engine are dripped, together with the used oil, onto an inclined
glass or metal plate at the same temperature. You can determine from the
flow rate whether the used oil has higher or lower viscosity than the fresh oil.
Water in the lubricating oil If a laboratory test for determining the water content is not possible, a drop
of the used oil is applied to a hot plate. If there is water is in the oil it will
evaporate quickly and disappear with an audible noise upon overcoming the
capillary force force (crackle test). The water content in the oil should be no
more than 0.2%. In the case of water content >0.5 %, an oil change is
required and, if not possible, the water content is to be reduced to <0.2% by
centrifuging carefully and/or temporary heating of the oil. Water in the oil pro-
motes, amongst other things, corrosion of the polished running gear compo-
nents and the formation of oil sludge, i.e. increased viscosity.
Increased water content in lubricating oil is often caused by insufficient tank
and crankcase ventilation. It is therefore necessary to drain the oil sludge and
water from the lowest point of the service and reservoir tanks at regular inter-
vals.
Air in the lubricating oil Air emulsion (oil has white appearance) or severe surface foaming appears if
there are leaks on the intake side of the pump, through which air reaches the
oil. This compromises, amongst other things, the formation of a hydrody-
namic lubrication condition in the bearing and promotes ageing of the oil.
Oil Treatment
Oil Treatment The filter installed in the main flow has the task of holding back the particles
of dirt, up to an established width of mesh. The main load is borne by the
automatic filter fitted, in all operational configurations and on all types of

engine. Depending on the application, an indicator filter, designed as double
filter, can also be fitted downstream of the automatic filter. It is required
especially in marine systems with single engine operation, as stipulated in the
classification.
If the correct components are selected, and if the system is serviced in an
optimum way, maintenance of the filter(s) at the intervals as per the diesel
engine will be adequate.
The separator performs the task of clearing the particles of dirt from the lubri-
cating oil. The dirt caused by engine operation, such as soot, abrasion prod-
ucts etc. is eliminated from the system by the separator.
In contrast to the lube oil filter, the lube oil separator works in bypass. The
design criterion in this case is the recirculation of the lube oil content within
General
2007-10-25 - de
the time period specified by the diesel engine manufacturer with the corre-
sponding approximate value.
2 (3) 6682 000.04-02 EN

The automatically self-draining separators currently available on the market,

recommended for use in the systems described, are highly optimised on a

hydraulic level, in the separation process, as well as on a control technology
level, so that, when selected and used correctly, a balance between the
ingress and removal of impurities is maintained. A minimum requirement on
the operator, by the manufacturer of the diesel engine, is the synchronous
operation of the lube oil separator and the diesel engine.
Oil Change
A definitive prediction of the expected useful life of the oil cannot be since the
engine manufacturers generally do not know the quality of the fuel or lubri-
cant oil to be used, the operational conditions under which the engine runs,
and also whether proper oil maintenance can be assumed.
An oil change is necessary if the chemical-physical parameters of the oil filling
have changed in such a way that the lubrication, cleaning and neutralisation
characteristics are no longer adequate. This can only be ascertained by full
analysis.
The parameters specified in Table 1 must be observed.
In an oil change, all the lubricating oil must be drained from the system at the
operating temperature. If the main pipe systems cannot be fully drained, the
entire system must be cleaning with flushing oil before fresh oil is added.

General
2007-10-25 - de
6682 000.04-02 EN 3 (3)

Lubricating oil/Fuel

Carrying out the spot test
Summary
Collating and assessing operating media parameters, maintaining the consis-
tency within the permitted range. Spot tests allow the evaluation of important
characteristics with little effort. They are useful as supplements to lubricating
oil and fuel analyses. They cannot, however, substitute them.
The work includes: Preparation and assessment of spot test.
Work Sequence (during the lube oil test)

Immerse a cleaned rod (glass or wire), which should taper to a point, in the
lubricating oil at the operating temperature.
Drip the oil adhering to the rod onto the filter paper and let it dry for a few
hours at room temperature.
Compare the filter paper with the tests shown on the reverse.
Evaluation of the Lube Oil Drip Test

The spot test on filter paper indicates the degree of contamination, the pres-
ence of water or fuel and the current dispersing power of the detergent. Con-
clusions can be drawn from this information on the condition of the oil filling.
The spot test must not be regarded as a substitute for an oil analysis. If the
spot test appears abnormal compared to images made using earlier oil
charges that spent the same amount of time in the engine, this indicates
irregularities, e.g. poor combustion, fuel or water leakage, insufficient oil
maintenance, etc. Fig. 1 shows what used doped (HD) oils look like. The
lubricating oil spot shown in sample 1 is slightly contaminated, the oil shown
in sample 5 shows has been used up and an immediate oil change is
required. If the oil spot has the same appearance as sample 4, a compre-
hensive analysis is required to establish beyond doubt the condition of the oil
filling.
Doped lubricating oils contain active ingredients that hold combustion resi-
dues in suspension in a finely distributed form and/or prevent these from
accumulating in the engine (effect of the dispersant). The dirt particles are
smaller than the capillaries in the paper which explains why the flow effect is
more pronounced at the outer edges. When the dispersion effect reduces,
dirt particles join together and block the capillaries. The centre of the spot
turns a dark colour. If the edge has a radial appearance, this indicates that
the lubricating oil contains water or fuel.
The oil samples for the spot tests must be taken from the oil circuit at the
specified intervals (also see maintenance schedule) and at the same point
when the engine is running and affixed inside a notebook.
In order to be able to compare the spot tests the same filter paper must be
used. The spot tests shown were carried out using the filter paper specified
above.
General
2009-03-26 - de
6682 000.05-01 EN 1 (2)

Figure 1: Spot tests of doped lubricating oils - Sample 1: slightly contaminated - Sample 4: analysis required - Sample
5: oil change required
Fuel drop test

The spot test on the filter paper indicates the type of fuel, i.e. whether distil-
late or mixed fuel. In the case of heavy fuels, the appearance of the spot test
indicates the compatibility of the mixed components. It is recommended to
record the spot tests for each new bunkering in a notebook.
General
2009-03-26 - de
2 (2) 6682 000.05-01 EN

Cooling water

inspecting
Summary
Acquire and check typical values of the service media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the rust
inhibitor.
Tools/equipment required
Equipment used to check the The following can be used:
quality of fresh water ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Abbreviated specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1)
≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
Testing the concentration of rust inhibitors

Brief specification
General
2010-02-09 - de
6682 000.07-01 EN 1 (2)

Slushing oil Concentration

Chemical additives according to the quality specifications in Volume 010.005 Engine - Operating Instruc-
tions, Chapter 3, Page 3.3.7
Anti-freeze according to the quality specifications in Volume 010.005 Engine - Operating Instruc-
tions, Chapter 3, Page 3.3.7
Table 2: Concentration of cooling water additives
Checking the concentration The concentration should be checked every week and/or in accordance with
of chemical additives the maintenance schedule using the testing instruments and reagents from
the relevant supplier and corresponding instructions.
Slushing oil containing chemical additives only provides effective protection if
the specifications regarding concentration are precisely complied with. This is
why the concentrations recommended by MAN Diesel & Turbo (quality speci-
fications in Volume 010.005 Engine – Operating Instructions, Chapter 3,
Page 3.3.7) must be complied with in all cases. These recommended con-
centrations may not be the same as the manufacturer's specifications.
Checking the concentration The concentration must be checked in accordance with the manufacturer's
of anti-freeze instructions or this work can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Test We test the cooling water in our laboratory for our customers. In order to
carry out the test, we need a representative sample of roughly 0.5 litres.
General
2010-02-09 - de
2 (2) 6682 000.07-01 EN

Engine or components

preservation treatment
Summary
Adopt measures to counteract corrosion, carry out/repeat protective meas-
ures.
Corrosion protection and preservation measures are adopted with specific
targets, not only with regard to a suitable slushing oil, but also the type of
application and the intervals for renewal inspection.
This includes:
Selection of a suitable slushing oil,
anti-corrosion measures for new engines and spare parts and
preservation of engines and engine components in the event of stoppage.
Corrosion Protection
Most corrosion on polished metal surfaces is caused by the effects of the
weather, the type and extent of which varies depending on the climate (conti-
nental, industrial, oceanic, tropical climate). Corrosion which originates, for
example, in pipes, fittings and heat exchangers through contact with water
remaining in the system or due to air humidity can be overlooked and first
becomes apparent when a fault occurs. The application of a covering coat
on the metal surface is the most common means of preservation. The pres-
ervative must have a thick continuous layer which adheres to the surface
well, displaces water and is not affected by corrosive media.
Protection for a limited Even the best preservation provides protection for a limited period only. A
period check is absolutely necessary at stipulated time intervals, so that the preser-
vation treatment can be repeated in good time.
The addition of vapour-phase anti-corrosion oil (VCI) has proved to be effec-
tive for internal preservation. Owing to their properties, these oils continu-
ously deliver small quantities of gaseous inhibitors, so that a vapour-phase
develops in a closed space that provides additional preservation if required.
Nevertheless, it is important that the crankcase is completely closed off and
that the preserved engine, or the engine's individual parts, are stored in a
dry, well-ventilated room where the temperature is regulated. Work Cards, Classified by Subjects
Rust inhibitor
Depending on the intended purpose and the existing conditions, there are
various different slushing oils which can be classified as follows:
1. Slushing oil with added solvent
This is a mineral oil based wax or oil to which, for example, white spirit is
added as a solvent, and which is applied, without heating, to the metal sur-
face to be protected by immersing, spraying or brushing. After the solvent
has evaporated, a protective layer is left behind which can be wiped down or
washed off. If the inner preservation of the engine is carried out using this,
cleaning prior to commissioning is not required if the protective coating is
dissolved by the lubricating oil during operation. These protective agents are
also suitable for individual engine parts and the external preservation of com-
General
2010-07-07 - de
plete engines.
6682 000.14-02 EN 1 (8)

The solvents are flammable and can develop explosive vapours!

2. Anti-corrosion grease
This protective grease is applied using a paintbrush, or is rubbed onto the
metal surface. If the grease is oil-soluble and was only applied sparingly, the
protective layer can be left in the preserved inner parts when commissioning
the engine, provided that the engine was closed off and no dust or dirt has
settled inside.
The external or individual parts of the engine preserved with grease must
always be cleaned before commissioning. This can be easily carried out by
washing with an oil-dissolving liquid (e.g. diesel fuel). Nevertheless, you must
ensure that the washing liquid does not penetrate the engine and mix with
the lubricating oil.
3. Anti-Corrosion Oils
These protective oils are mineral oils with corrosion inhibiting substances
which are suitable for spraying or painting onto individual engine parts or, if
the engine is assembled, for preserving the internal parts. It is also possible
to operate the thoroughly cleaned engine with the oil for a short time, which
also provides good preservation of the oil system.
4. Anti-Corrosion coating wax, vapour-phase slushing oil or paper are other
products with which individual parts can be preserved.
Preservation of New Engines and Spare Parts

Before dispatch, the engines undergo preservation in the factory. This pres-
ervation treatment means that the engines can be stored outside under a tar-
paulin for 12 months. If an engine is to remain in storage for longer, the pres-
ervation treatment must be repeated. This can be carried out as described
below. Preservation of the complete engine is normally only necessary for
four-stroke engines.
Engine - external preservation

▪ Preserve the engine base, the crankshaft flange and flywheel with wax-
type slushing oil Anticorit BW366.

▪ Preserve moving uncoated parts (e.g. control linkage), tie rods and
crankshaft outlet with Dinitrol lubricant.
▪ Preserve fins of the explosion protection covers with slushing oil Tectyl
542, replace waxed paper in case of damage.
Engine - internal preservation

▪ Spray crankcase with slushing oil Anticorit 6120/42DFV.
▪ Depending on the engine size, add 3-5 litres of the VCI slushing oil Bra-
nerol to the crankcase.
▪ Spray camshaft chamber, torsional vibration damper chamber and
General
2010-07-07 - de
rocker box with corrosion protection oil Tectyl 542.

▪ Preserve combustion chamber with 20 ml of Branerol per cylinder via
injection valve or starting valve opening.
2 (8) 6682 000.14-02 EN

Turbocharger - preservation

▪ Spray with Branerol through outlet-housing opening and washer opening
on turbine side and through washer opening on compressor side.
Turning the drive gear

The engine running gear must not be turned after being closed airtight.
Preservation of Engines during Standstill

The purpose of the procedure described is to conserve engines when they
are shut down for an indeterminate period. This procedure may not always
be the same due to the design of the pipe systems and the engine room, the
engine type and auxiliary systems used.
The following temperature and humidity values in the engine room and con-
trol room must be observed to protect the mechanical and electronic equip-
ment:
Temperature min. 10°C
Humidity ≤ 50% RH
Work steps to be carried out Engine

before The engine must be switched over from heavy fuel oil (HFO) to marine diesel
stopping the engine oil (MDO) operation before switching it off. The engine must be operated for
roughly 1 hour at full load or for 2 hours at 75% load in marine diesel oil
operation. In doing so, observe the instructions in Section 3.4.1 and 3.4.2
(see Volume 010.005 Engine – Operating Instructions).
Turbocharger
The turbocharger must be cleaned on the turbine and compressor side
before shutting it down. In doing so, observe the instructions in the turbo-
charger documentation (see Volume 010.200 Turbocharger)
Work steps to be carried out A prerequisite for effective preservation is that all internal and external parts
prior to of the engine are thoroughly cleaned before treating with a protective agent.
conservation Scheduled maintenance and overhaul work is to be performed in accordance

with the maintenance schedule and recorded in the operating log sheets.
1. All the fuel in the engine must be drained off. The fuel service tank must
be cleaned thoroughly. Instead of fuel, a low-viscosity anti-corrosion oil,
to SAE group 10 to 20, is poured into the service tank (e.g. Fuchs Anti-
corit 1), this provides sufficient internal preservation for pipes carrying fuel
and engine parts supplying fuel.
2. Operate the engine for approx. 30 min with the anti-corrosion oil, so that
all pipes and the injection system are filled with anti-corrosion oil. Before
shutting off the engine, spray a small quantity of the low-viscosity anti-
corrosion oil into the intake pipe (of the exhaust gas turbocharger).
3. All lubricating oil in the cooler and filter must be drained off. Lubricating
General
oil lines must be blown out. The oil pan, lubricating oil tank and lubricat-
2010-07-07 - de
ing oil service tank must be thoroughly cleaned. The lubricating oil sys-
tem must then be filled with anti-corrosion oil of the same viscosity as the
6682 000.14-02 EN 3 (8)

lubricating oil used. In this case, it must be ensured, by selecting an

appropriate fill level, that oil is drawn in by the lubricating oil pumps bub-
ble-free.
4. After shutting off the engine, likewise spray a small quantity of anti-corro-
sion oil (approx. 0.5l) into the main starter air pipe and control air pipe
Danger of explosion! Do not start the engine!

On no account must you start an engine in this condition! Danger of
explosion! Attach a warning sign and blow out the pipes before the
next start, in accordance with Work Card 000.03!
5. After stopping the system, all pressure gauges must indicate zero. The
engine is to be secured against unintentional turning of the running gear.
The turning gear is to be engaged (if present).
6. Preservation of the coolant areas is not necessary if an anti-corrosion oil
has been added to the coolant during operation. If a chemical additive
has been used, the coolant must be changed and an anti-corrosion oil at
approx. 3-5% concentration is to be added and the engine to be oper-
ated with it. If the engine is out of service for a prolonged period, or if
there is a danger of frost, the coolant must be fully drained from the
engine, turbocharger and the coolers of the individual circuits and you
must ensure that the drain cocks remain constantly open with the engine
switched off. When draining the coolant, the coolant compartment in the
coolant pump must also be drained. The injection valves must be
removed and drained separately.
7. All external polished engine parts must be coated or sprayed with an
anti-corrosion agent. This applies in particular to the control linkage and
control rods of the injection pumps. The crankshaft exit from the cylinder
crankcase is to be closed off with grease.
Preservation of New Engines and Spare Parts

Engines, which were already in operation and where a short commis-
sioning for preservation is not possible, can be preserved as described
in the section "Preservation of New Engines and Spare Parts". You
must ensure, at the same time, that prior to preservation, the fuel, lube
oil and coolant are drained off. All engine parts must also be carefully
cleaned.
8. Spray out the crankcase with an anti-corrosion agent (e.g. Fuchs Anti-
corit 6120-42 DFV or Valvoline Tectyl 51111). In addition, preserve the
camshaft with an anti-corrosion agent that leaves a waxy layer (e.g. Val-
voline Tectyl 542). In addition, add 5 - 6 litres of a VCI oil to the crank-
case.
9. The silencer is to be covered with foil and the exhaust gas pipe sealed to
avoid a draught through the engine.
10. The preservation must be renewed every 6 months.
General
2010-07-07 - de
4 (8) 6682 000.14-02 EN


Recommended anti-corrosion agents
Corrosion Protection Anti-corrosion agent a Anti-corrosion agent b Anti-corrosion agent c
Multipurpose oil (with increased Anti-corrosion oil, soluble in fuel/ Anti-corrosion oil, emulsifiable
corrosion protection) oil
Type of coating wash, spray, dip, coat wash, spray, coat or spray flush
without air
Drying time Non-drying Non-drying Non-drying
Durability of corrosion 3 months 3 months 24 months
protection with roofed
storage
Compatibility with fuel/ Fuel and lubricating oil Fuel and lubricating oil Cooling water that has been
oil treated with anti-corrosion
agent (c) is not compatible
with chemicals used for the
treatment of cooling water
Removability of coat- Diesel fuel, petroleum, neutral Same as anti-corrosion agent Neutral cleaner, diluted alka-
ing cleaner, diluted alkaline (a) line cleaner, solvent as liquid
cleaner, cloth or gaseous phase
Area of application Engine lubricating oil during Anti-corrosion agent with Flush cooling water system
and comments acceptance run, flushing of roughly 10 cSt/20°C: (30°), drain completely, blow
lubricating oil system, speed Mounted surfaces, parts of out if required as condensate
governor and other compo- fuel system, e.g. pressure is highly corrosive. Pressure
nents with their own lubricat- test of fuel injectors test of cooling chambers.
ing oil circuit Anti-corrosion agent with
roughly 70-90 cSt/50°C:
Machined or smooth surfa-
ces, e.g. bearing surfaces
Preferred anti-corro- Esso run-in oil 40 Esso-Rust-Ban 335 Esso-Rust-Ban 310
sion agent Fuchs Renolin MR40 (85 cSt/20°C) (for pressure test)
Shell Ensis engine oil 40 Esso-Nuto 460 Fuchs-Anticorit MKR
Shell Helix Plus (5W-40)
Fuchs-Anticorit 1 Henkel P3-multan 70-3
(9 cSt/20°C) Shell oil 9156
Shell-Ensis Oil N
Valvoline corrosion protection
6 SAE 30
Table 1: Recommended anti-corrosion agents (Part 1)
Corrosion Protection Anti-corrosion agent d Anti-corrosion agent e Anti-corrosion agent f

Anti-corrosion agent with thixo- Anti-corrosion agent, soft waxy Anti-corrosion agent, hard waxy
tropic properties (oily protective film film
film with low flow characteristics)
Type of coating spray, dip, coat or spray spray, dip, coat or spray spray, dip, coat or spray
without air without air without air
Drying time Non-drying See data sheet See data sheet
Durability of corrosion 6-12 months 6 months to 3 years 3 years, 12 months if stored
protection with roofed outdoors
General
storage
2010-07-07 - de
Compatibility with fuel/ Fuel and lubricating oil Fuel and lubricating oil Insoluble in fuel and lubricat-
oil ing oil
6682 000.14-02 EN 5 (8)

Corrosion Protection Anti-corrosion agent d Anti-corrosion agent e Anti-corrosion agent f

Anti-corrosion agent with thixo- Anti-corrosion agent, soft waxy Anti-corrosion agent, hard waxy
tropic properties (oily protective film film
film with low flow characteristics)
Removability of coat- Same as anti-corrosion agent Diesel fuel and petroleum Same as anti-corrosion agent
ing (a) (e)
Area of application Turbocharger assembly, inte- Internal machined surfaces in External machined surfaces,
and comments rior surfaces and bores, verti- fuel and lubricating oil sys- tie rods and tools. The coat-
cal machined surfaces, pol- tem. Contains solvents! A ing must be removed before
ished screws, etc. component must therefore initial operation.
not be packaged, insulated or
have a second coating
applied until the solvent has
been fully degassed.
Preferred anti-corro- Bantleon-Cortec VCI 369 Esso-Rust-Ban 395 Esso-Rust-Ban 397
sion agent Fuchs-Anticorit 6120-42E Shell-Ensis Fluid H Fuchs-Anticorit BW 366
(65 cSt/20°C) Valvoline Tectyl 502 C Valvoline Tectyl 846
(solvent free)
Valvoline Tectyl 542
Fuchs-Anticorit 15N
(50 cSt/20°C)
Esso-Rust-Ban 391
(6.5 cSt/20°C)
Corrosion Protection Anti-corrosion agent g Anti-corrosion agent h Anti-corrosion agent i

Anti-corrosion agent with water- Anti-corrosion grease Paint colour
repelling and anti hand sweat
properties
Type of coating spray, dip, coat or spray Dip (in heated state), coat Coat, spray without air
without air
Drying time Non-drying Non-drying See data sheet
Durability of corrosion 9-18 months 12 months to 5 years ---
protection with roofed when stored in enclosed 3 months to 2 years when
storage rooms stored outdoors
Compatibility with fuel/ Fuel and lubricating oil Fuel and lubricating oil Insoluble in fuel and lubricat-
oil ing oil
Removability of coat- Same as anti-corrosion agent Same as anti-corrosion agent Stripping agent
ing (e) (e), cloth
General
2010-07-07 - de
6 (8) 6682 000.14-02 EN

Corrosion Protection Anti-corrosion agent g Anti-corrosion agent h Anti-corrosion agent i

Anti-corrosion agent with water- Anti-corrosion grease Paint colour
repelling and anti hand sweat
properties
Area of application Precisely machined surfaces, Moving connections to pre- Unmachined surfaces. Not
and comments tools, measuring devices. vent seizing, e.g. connec- for machined surfaces and
Contains solvents! Note tions, rolling bearings internal spaces that must be
degassing requirement (see checked for leak-tightness!
anti-corrosion agent (e))
Preferred anti-corro- Fuchs-Anticorit 6120-42DFV Dinitrol-Pasta 1053 Engine:
sion agent (6.2 cSt/20°C) Shell corrosion protection Wetterwart
Shell-Ensis Fluid E grease SL-2304 RAL6019
Valvoline Tectyl 511M Valvoline Tectyl 858C Wetterwart
Valvoline Tectyl 472 SL-2233 RAL6019
Turbocharger:
Wetterwart
Silicoterm 655E
Corrosion Protection Anti-corrosion agent l Anti-corrosion agent m

Vapour phase corrosion-inhibiting Corrosion-inhibiting oil with VCI
oil active substances
Type of coating spray spray
Drying time --- ---
Durability of corrosion --- 18 months
protection with roofed
storage
Compatibility with fuel/ Fuel and lubricating oil ---
oil
Removability of coat- --- Cloth
ing

General
2010-07-07 - de
6682 000.14-02 EN 7 (8)

Corrosion Protection Anti-corrosion agent l Anti-corrosion agent m

Vapour phase corrosion-inhibiting Corrosion-inhibiting oil with VCI

oil active substances
Area of application Large internal airtight spaces. Large individual components
and comments The vapour phase of the (frames, springs, ...)
inhibitors occurs at low tem- In engines instead of (f) with
peratures and a protective low demand
film is formed.
Quantity approx. 300 cm3/m3
Internal space
Distance between anti-corro-
sion agent and surface being
protected: max. 30 cm
Preferred anti-corro- Branorol 32/10 Bantleon-Cortec VCI 369
sion agent Branorost VCI paper
R for ferrous metals only
N for ferrous metals only,
neutral in relation to non-fer-
rous metals
U for ferrous and non-ferrous
metals
C for non-ferrous metals only
Fuchs-Anticorit VCI 0-40
Shell Vapour Phase Inhibitor
Valvoline Tectyl 859A (oily)
General
2010-07-07 - de
8 (8) 6682 000.14-02 EN

Loctite Products

use
Summary
Use of auxiliary equipment, proper processing and mounting. Loctite is a liq-
uid plastic which hardens into a tough layer between close-fitting metal parts.
Loctite products can be used for fixing, sealing and adhesive purposes.
Selection according to Tables 1 to 3.
The work/work steps include: Proper assembly, disassembly and reassem-
bly.
Preliminary remarks
The filling material LOCTITE is a liquid plastic which hardens automatically
between close-fitting metal parts to form a tough layer, anchors itself in the
machining grooves and considerably increases the surface contact of two
parts. Versions of varying strength are to be used for gaps of different sizes.
According to specification, LOCTITE products can be used for fastening,
sealing and glueing.
Within the crankcase, LOCTITE may not be used as a substitute for

screw locking devices, feather keys etc. provided by the design proc-
ess.
With bolted connections, which are tightened under torque control, LOCTITE
222 and 243 are to be used if necessary, since the lubrication facility of both
these products corresponds to that of oil.
The curing time of LOCTITE can be shortened by using the activator T, or by
heating the joint. For recommended products see Tables 1, 2 and 3.
Loctite may not be stored for longer than approx. 1 year at ambient
temperature. Longer storage periods change the properties to the
point of becoming unusable. The expiry date must, therefore, be
observed!
Work Sequence 1 - Assembly

Work steps 1. Carefully wash down the joint points on the parts using quick-acting
cleanser LOCTITE 706 (vaporisation time approx. 3 min) or other suitable
cleaning agents, to remove dirt and grease.
2. If necessary, apply activator T from a spray bottle and allow to dry for
approx. 3 min. The filling material hardens more quickly when using the
activator (see table).
General
2007-09-06 - de
3. Apply a thin layer of the corresponding LOCTITE product (see table) to

one of the two adherent surfaces.
6682 000.19-01 EN 1 (4)

With interference fit assemblies and larger parts, both surfaces must
be coated thinly and evenly. With larger surfaces, the applied LOCTITE
can be spread using a clean paintbrush or a spatula. With blind holes
the bore is moistened to prevent the compressed air pressing away the
liquid LOCTITE product during assembly.
The bottle contents must not come into contact with metal parts until
being used!
4. Join both the parts in the correct location.

5. Wipe away and remove the filling material outside the connection while
ensuring that the position of the parts is not changed.
6. Wait for curing time (see instructions) and finish the assembly of the
parts.
7. If necessary, heat the connection point to approx. 120 ºC to obtain the
ultimate strength more quickly.
Work Sequence 2 - Dismantling

1. Try and see whether the connection can be released using normal tools
and manual force.
2. If this is not possible, heat the connection to approx. 200 °C and then
release the parts (Caution. Danger of fire!).
Work Sequence 3 - Reassembly

▪ Thoroughly remove the old LOCTITE layer on both parts mechanically,
while ensuring that the bonding surfaces are not damaged. The layer
cannot be removed using chemical agents.
▪ Carefully degrease the parts and fit as per work sequence 1.
It is possible to perform a cleanliness check using the radiation from a

UV lamp. Even the smallest traces of LOCTITE will fluoresce.
Loctite Product 222 243 245 270 272 275 648

Ref. No. 04.10170 -9222 -9243 -9245 -9270 -9272 -9275 -9648
Product colour purple blue blue green red- green green
orange
Application temperature range °C 150 150 150 150 200 150 175
Viscosity (mPa. x s) 90 - 180 200 - 400 550-1000 400 - 600 4000- 550-1100 300 - 600
15000
Gap: favourable
max.
for threads up to max. M36 M36 M36-M80 M20 M48 M20-M80 M20
General
2007-09-06 - de
Strength catego-
ries: *)
2 (4) 6682 000.19-01 EN

Loctite Product 222 243 245 270 272 275 648

Compression 1)
N/mm 2 3-9 6 - 14 6 - 14 11 - 20 14 - 20 10 - 20 16 - 30
shear strength
Breakaway tor- 2)
Nm 8 - 20 14 - 34 13 - 33 25 - 54 18 - 28 25 - 55 30 - 55
que
max. continuing torque Nm -- -- -- 45 - 70 20 - 31 35 - 65 40 - 60
Hardening open waiting
time
for steel max. hrs. 24 24 24 24 24 24 24
for non-ferrous max. min. 5 1 5 5 5 1
metal
Handling Min. 15 - 30 15 - 30 30 - 60 15 - 30 10 - 20 3-5
strength
Ultimate strength max. hrs. 12 12 12 12 12 12
Special properties KTW BAM high strength
approval approval difficult to remove
low medium strength
strength
Table 1: Loctite Products for Securing Threads
*....... 1) DIN 54452, 2) DIN 54454
Thread seal Surface sealing

Loctite Product 620 577 586 518
Ref. No. 04.10170. -9620 -9577 -9586 -9518
Product colour max. min. green yellow red red
Application temperature range °C 230 150 150 150
Viscosity (mPa. x s) 800 - 1600 4000 - 8000 4000 - 6000 25000 - 50000
Gap: favourable -- -- --
max. -- -- -- 0,5
for threads up to max. M60 M80 M60 M20
Strength categories: *)
Compression shear 1)
N/mm2 20 - 35 5 - 13 10 - 25 4 - 14
strength
Breakaway torque 2)
Nm 20 - 45 9 - 25 25 - 55 5 - 13
max. continuing torque Nm -- -- 30 - 55 --
Hardening open waiting time
for steel max. hrs. 24 24 24 24
for non-ferrous max. min. 5 1 60 1
metal
Handling Min. 60 - 120 15 - 30 120 30
strength
General
2007-09-06 - de
6682 000.19-01 EN 3 (4)

Ultimate max. hrs. 24 12 24 12

strength
Special properties DVGW BAM
approval approval
Table 2: Loctite Products for Sealing Threads and Surfaces
*....... 1) DIN 54452, 2) DIN 54454
Shaft/Hub Even surface

Loctite Product 603 620 307 3) 406 496
Ref. No. 04.10170. - 9603 - 9620 -9307 -9406 -9496
Product colour max. min. green green yellowish transparent transparent
Application temperature range °C 150 230 120 80 80
Viscosity (mPa. x s) 100 - 150 800 - 1600 800 - 3200 10 - 30 100 - 120
Gap: favourable 0,05 0,05 -- 0,05 0,05
max. 0,15 0,20 0,1 0,1 0,1
for threads up to max. -- -- -- -- --
Strength categories:
*)
Compression shear 1)
N/mm2 16 - 25 20 - 35 15 - 30 1) 12 - 25 1) 12 - 25 1)
strength
Breakaway torque 2)
Nm 40 - 60 20 - 45 12 - 32 2) 18 - 26 2) 20 - 30 2)
max. continuing torque Nm 40 - 60 -- -- -- --
Hardening open waiting time
for steel max. hrs. 24 24 24 Sec.- Sec.
for non-ferrous max. min. 5 5 max. 5 Bond. Bond.
metal
Handling Min. 20 60 - 120 10 - 20
strength
Ultimate max. hrs. 12 24 24 12 12
strength
for materials
Special properties difficult to
bond
e.g. Vitron
Table 3: Loctite Products for Bonding
1)
Tensile strength N/mm2, 2) Tensile shear strength N/mm2, 3) with activator 7471
General
2007-09-06 - de
4 (4) 6682 000.19-01 EN

Machine Elements

2010-08-06 - de
6632 003-05 EN 1 (1)

Galvanised Bearings
Machine Elements
assessing
Summary
Carry out the work in good time in accordance with the maintenance sched-
ule; check the components’ quality/wear condition. Bearing shells must be
checked on a regular basis. Usually, only the loaded bearing shell is
checked. From the wear condition and appearance of the bearing shell run-
ning surface, conclusions can be drawn regarding the load conditions, the
lubricating oil maintenance etc.
The work/work steps include: Measuring of components and assessing sur-
face/wear condition.
Corresponding Work Cards

Work card Work card Work card
000.10
General
1 Anti-corrosion layer
2 Running layer
3 Nickel dam
4 Bearing metal
5 Steel support shell
Figure 1: Galvanised Bearings - Structure

Galvanised bearings (compound bearings) are used for the crankshaft bear-
ings and big-end bearings of four-stroke engines, which are made from a
steel support shell, a bearing metal layer of leaded bronze or aluminium tin
bronze and a galvanised running layer.
The soft running layer has better running in and emergency running proper-
ties than the leaded bronze or aluminium tin bronze layer. This running layer
must, therefore, remain serviceable for as long as possible and no additional
work is permitted. Since every bearing must adapt itself after refitting, bear-
ings which are running correctly should be opened up as little as possible.
Galvanised bearings have a long service life if the lubricating oil is carefully fil-
tered and separated. This means that cleaning the filters and separators, and
checking the oil, are very important.
Damaged bearing shells (upper or lower shell) can be replaced individually or
in pairs.
After refitting worn bearing shells, or after replacement, the bearing caps
must be felt by hand, after approx. 30 min. idling and after approx. 5 hours
General
2008-10-28 - de
with increasing engine load, to detect any unacceptable increase in tempera-

ture (compare to the adjacent bearings).
6682 000.11-01 EN 1 (8)

Undersized bearings (with smaller diameter) ready for installation can be sup-
plied for reworked crank pins.
Machine Elements
Wear Limits
Bearing shells, the running surface of which show wear of more than 30%
must be replaced. Bearing shells, the running surface of which show wear of
approx. 20% are also to be replaced, if, at the same time, extensive overhaul
work is being performed on the engine.
Figure 2: Degree of Wear of the Running Surface

Bearing shells which have already been in service for 30 000 operational
hours should, in general, be replaced when the engine is being overhauled.
If the bearing shells already show signs of wear on the bearing metal running
layer after approx. 5000 operational hours or the running surface is worn by
about 20%, this indicates dirt accumulation and insufficient cleaning of the
lubricating oil.
Bearing Illustrations
In the following pictures the dismantled bearing shells can be assessed, and
they also give an indication of reuse possibility or whether replacement with
new bearings is required.
Normal Contact Pattern with Existing Running Layer
Figure 3: Normal Contact Pattern

The mainly grey running surface in the main load area is smooth and reflects
slightly. The bearing can be used again.
Normal Contact Pattern with Partially Worn Running Layer
General
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Figure 4: Partially Worn Running Layer
2 (8) 6682 000.11-01 EN

After the running layer is worn out a reddish brown contact pattern is seen in
lead bronze bearings. With aluminium tin bronze bearings a variation is seen
Machine Elements
between the lighter and darker zone. The lighter zone indicates a fresh con-
tact pattern, the darker zone is created by surface oxidation which does not
adversely affect performance. The bearing can be reused and must only be
replaced once the aforementioned features listed under 'wear limits’ are evi-
dent.
Mirror effect on both edges of the bearing
Figure 5: Mirror effect

The bearing becomes slightly rounded by the running-in process. Slight mir-
roring on the edges of the bearings will normally disappear after a longer run-
ning time. The bearing can be reused, provided figure 6 (edge loading) is not
applicable.
Edge Loading (on one side or both sides)
Figure 6: Edge loading

A bearing which only carries load on the edges is not permitted. Possible
causes could be deviations in the pin geometry or incorrect location of the
bearing bore, which must be corrected. The bearing must be replaced if the
edge loading is significant.
Load on the One Side
Figure 7: Load on the One Side

A one sided contact pattern may be seen in the case of external bearings
and is also acceptable provided the crank web deflection is in order (cause:
Weight of the flywheel or of the vibration damper). One sided load is not per-
mitted for intermediate bearings. In this case the causes, e.g. pin gyration,
deformation of the bearing support, uneven tie rod preload, dirt on back of
the bearing, must be remedied. If there is pronounced one-sided load then
the bearing must be changed.
Load Marks on the Bearing Shell Joint (on one side or both sides)
General
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6682 000.11-01 EN 3 (8)

Machine Elements
Figure 8: Load Marks on the Bearing Shell Joint

When pronounced load marks occur near the bearing joint face, there is a
danger that the crank journal on the parting lines could break away from the
lubricating film. For this reason, a bearing should be exposed by approx. 10°,
calculated from the joint face. Should load marks still appear close to the
joint face, then the cause must be remedied. In the event of load marks on
only one side, the back of the bearing should be checked for dirt or oil car-
bon. In addition, the bearing support could be misaligned. If there are load
marks on both sides see figures 20 (cold shuts on the back of the bearing)
and 21 (bearing spread). Bearings with heavy loading close to the joint face
should be replaced.
Scoring and Embedding of Foreign Bodies in the Running Layer
Figure 9: Scores and Foreign Bodies in the Running Layer

Hard dirt particles, carried by the circulating oil, make scores through the
running layer and often get embedded. Depending on the hardness of the
foreign bodies the bearing journal may become scored. Light scores, which
do not break through the running layer are not dangerous. The bearings can
continue to be used. Scores which are wider than 1 mm interfere with the
structure of the wedge-shaped lube oil film. Bearings with several wide
scores in the lower shells of the crankshaft bearing or the upper shell of the
big-end bearing, which reach the lead bronze or aluminium tin bronze layer,
must be changed, especially if the scores are very close to the bearing edge.
If wide scores are seen in the bearing shells, the surface of the bearing jour-
nal must be checked. Depending on the situation, the pin should be
smoothed or reworked using emery cloth or an oil stone, or mechanically
with a portable regrinding device (Specialist firms). The cause of scoring must
be remedied. The complete lube oil circuit, including separator, lube oil filter
and lube oil pipes between the filter and engine must be checked (scale,
weld beads etc.). If other bearings are supplied with oil from this bearing,
they should definitely be checked.
Cracks in the Running layer
General
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Figure 10: Cracks
4 (8) 6682 000.11-01 EN

The odd crack in the running layer is not dangerous to the bearing. The bear-
ing should only be replaced if there is a notable build-up of cracks in the loa-
Machine Elements
ded zone.
"Bark Beetle"
Figure 11: Bark Beetle

When the accumulation of a lot of small cracks becomes recognisable in the
loaded zone of the running layer (often paving stone type) as result of mate-
rial fatigue, disintegration or erosion of the crack areas (similar to the bark
beetle on trees) the bearing should be changed.
Peeling of the Running Layer
Figure 12: Peeling of the Running Layer

If the running layer has begun to peel at points on the surface, then the bear-
ing must be replaced. Only in the case of small individual areas of damage
(smaller than 2 cm2) can the bearing continue to be used, provided the bind-
ing of the remaining running layer immediately adjacent to the area of dam-
age is good condition (check carefully with a sharp tool, e.g. a pocket knife).
Running Layer Heavily Smudged

Figure 13: Smudging of the Running Layer
If the soft running layer is smudged over a large area (creep deformation) and
if it has possibly already been penetrated in the middle, this implies insuffi-
cient oil, which could possibly be caused by insufficient prelubrication before
the start. The cause of insufficient oil must be remedied and the bearing
must be replaced.
Rough Running of the Bearing Metal Layer
General
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Figure 14: Rough Running
6682 000.11-01 EN 5 (8)

Bearings with very rough bearing metal should be replaced, particularly

because of increased pin wear. Moreover, the bearing journal must be
Machine Elements
smoothed.
Spallings on the bearing metal layer
Figure 15: Spallings

Bearings with spallings on the bearing metal layer must be replaced. The
bearing journal must be checked, smoothed or reworked.
Overheating of the Bearing Metal Layer
Figure 16: Overheating of the Running Layer

If the bearing metal shows overheating characteristics (blue-violet) or even
net-shaped heat cracks, the bearing must be replaced. The bearing journal
must undergo a magnetic crack inspection. If any cracks are apparent, the
bearing journal must be reground until it is "crack free", taking the surface
quality, ovality and taper into account. If no cracks or hardening have been
detected, smoothing of the pin is sufficient.
Electroerosion
Figure 17: Electroerosion

If generator installations are not sufficiently earthed, this can lead to stray
electrical currents and possibly to electro-erosion in the bearing. The running
layer will be roughened as if cracked. The cracks sometimes appear at an
angle to the running direction. In more severe cases of erosion, the journal
surface is also visibly rough. The cause of the damage must be determined
and remedied. The bearing must be replaced and, where necessary, the
journal smoothed or reworked.
Corrosion
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Figure 18: Corrosion
6 (8) 6682 000.11-01 EN

Signs of running surface corrosion are surface discolouration as a result of

chemical changes in the bearing material and corrosive, usually localised,
Machine Elements
material removal. The lubricating oil should be examined for contamination by
water, acids etc. If the corrosion is advanced, the bearing must be replaced.
The bearing journal, which is also often attacked, must be smoothed or
reworked.
Cold shuts on the bearing shell joint
Figure 19: Cold shuts on the bearing shell joint

Cold shuts or pitting rings on the joint faces of the bearing shell indicate rela-
tive movement, due to the loss of preload or inadequate bearing protrusion.
The causes of the damage must be remedied. In less serious cases, when
refitting the bearing shells, ensure that only the cold welded material which
has deposited is carefully removed. Moreover, the back of the bearing is to
be checked for cold shuts (see figure 20). In serious cases (large amounts of
material application and removal) the bearing shells must be replaced.
Cold shuts on the back of the bearing
Figure 20: Cold shuts on the back of the bearing

Large numbers of cold shuts on the back of the bearing, which are spread
over more than 5% of the total area, are not acceptable. The bearing must
be replaced. Screw pretension, bearing protrusion, bearing spread (see fig-
ure 21) and condition of the bearing locating bore must be checked. The
bearing protrusion can only be ascertained approximately on-site by loosen-
ing the bearing bolts on one side. The cold shuts in the bearing locating bore
must be checked for cracks. If cracks are detected, the engine manufacturer
must be contacted. If no cracks have been detected, before the bearing is
reassembled surplus material in the bearing locating bore must be carefully
removed and, if the bearing is to be reused, any on the back of the bearing
must also be removed carefully.
Bearing Spread
General
2008-10-28 - de
6682 000.11-01 EN 7 (8)

Machine Elements
D Bearing diameter
S Spread
Figure 21: Bearing Spread

Bearing shells must have a positive spread so that once built in they are per-
fectly positioned in the locating hole. The spread depends on the diameter of
the bearing and, when new, can be several millimetres. Even when bearings
are worn there should still be enough remaining spread so that when instal-
ling the bearing in the bearing locating hole it is necessary to exert considera-
ble pressure on both joint surfaces. Bearing shells which can be very easily
placed in the bore (spread zero or negative) may not continue to be used. A
"spreading out" of the shell is not permitted.
General
2008-10-28 - de
8 (8) 6682 000.11-01 EN

Bimetal Bearings (without a third layer)
Machine Elements
assessing
Summary
ule; check the components’ quality/wear condition. The bearing shells
(bimetal bearings) are used in crankshaft and big-end bearings as well as in
the camshaft bearings. They have to be checked or replaced according to
the maintenance schedule on a regular basis.
The work/work steps include: Measuring of components and assessing sur-
face/wear condition.

000.10
General
1 Bearing metal
2 Al - Binding layer
3 Steel support shell
Figure 1: Bearing Structure

Roll-bonded bimetal bearings with the material combination steel/aluminium
alloy (AlSn20) are used both as main and big-end bearings and camshaft
bearings. Visible assessment of the extent of wear of a bimetal composite
bearing shell is not possible in normal wearing conditions (see figure below).
In contrast to trimetal composite bearings with galvanised running layer,
bimetal bearings contain no optical indicators which facilitate assessing the

degree of wear by the discolouration of the sliding surface. Assessment of
the extent of wear is only possible by measuring the thickness of the bearing
shell wall and comparing the current measured value with that of the initial
condition. Measuring bearing clearance does not produce any reliable indica-
tion of bearing wear, since the acceptable wear values are measured in hun-
dredth of a millimetre.
Assessment of Running Behaviour and Replacement Criteria

General
2008-10-28 - de
6682 000.11-03 EN 1 (3)

Machine Elements
Figure 2: Measuring of Wall Thickness

The bearing shell must be replaced when the wear limits contained in the
sheet “Technical Data: Dimensions, clearances, tolerances" are reached.
The wall thickness (A) must always be measured in the area with the
main load or perpendicularly to the joint face.
1. Contact pattern even over the entire bearing width
Figure 3: Contact Pattern Normal

1. Isolated, superficial dirt marks caused by foreign bodies do not influence
continued operational safety (see figure 3 - left).

Assessing: If the wall thickness is within the permitted wear value, the bear-
ing can continue to be used.
1. Running surface slightly scored. If the scores are only visible, but neither
measurable nor perceptible, the bearing can continue to be used. If the
wall thickness has reached the lowest tolerance value, the bearing shell
must be replaced (see figure 3 - right).
Assessing: If the scores are clearly perceptible or measurable, the bearing
shell must be replaced.
2. Contact pattern with seizure traces

General
2008-10-28 - de
2 (3) 6682 000.11-03 EN

Machine Elements
Figure 4: Contact pattern with seizure traces
1. The contact pattern shows a clear edge loading with seizure traces in the
sliding layer. Before mounting a new bearing shell, the reason for the
edge loading must be discovered and remedied where possible (see fig-
ure 4 - left).
Assessing: The bearing cannot continue to be used.
1. The contact pattern shows large area damage with differing degrees of
seizure marks. Before mounting a new bearing shell the reason for this
damage must be remedied (see figure 4 - right).
3. Bearing metal spallings
Figure 5: Contact pattern with spallings

The loaded area of the bearing shell shows signs of bearing metal spallings
caused by fatigue of the sliding layer (see figure 5).
General
2008-10-28 - de
6682 000.11-03 EN 3 (3)

Elastomer Seals
Machine Elements
storage, cleaning and fitting
Summary
Insert/replace components, process and install professionally. Elastomer
seals (rubber products) are to be stored properly and replaced during over-
haul work.
The work/work steps comprise: storage of components/auxiliary materials,
cleaning of components and correct installation.
Preliminary remarks
When servicing or carrying out overhaul work, the natural or artificial rubber
seals must be replaced. Undamaged seals, in perfect condition, may only be
reused in an emergency. It is recommended to immediately re-order seals
used, to ensure that they are to hand when needed.
The following sections are extracts from DIN 7716 and ISO 2230-1973.
Storage of Elastomer Seals

The life of rubber products is influenced by oxygen, ozone, heat, light,
humidity, solvents and mechanical load. The functionality of rubber seals
when fitted is therefore dependent on correct storage, amongst other fac-
tors. The following indications should be noted in particular:
1. The store-room should be cool, dry, free from dust and adequately venti-
lated.
2. The storage temperature should not be less than -10 °C, or more than
+25 °C. Neoprene items (Chloroprene rubber) should not be stored at
temperatures less than +12 °C.
3. Rubber items in heated storage rooms should be protected from sources
of heat. The distance between the source of heat and the stored items
must be at least 1 m. If the rooms are heated by hot air a greater dis-
tance is required (danger of drying out).
4. Rubber items should not be stored in humid rooms. Relative humidity
should be less than 65%.
5. Rubber items should be protected from direct sunlight and strong artifi-
cial light which has a high UV content. The effects of ozone are particu-
larly damaging. You must therefore ensure that the storage location is
not close to fluorescent tubes or other light sources having high ultra-vio-
let radiation. Because of the effects of ozone, rubber items should not be
stored close to electrical installations, engines and generators.
6. Rubber items should not be stored in the same storage room as sol-
vents, fuels, anti-seize agents, slushing oils, chemicals, acids, disinfec-
tants and similar substances.
7. Rubber items must be tension-free, i.e. stored without tension, compres-
sion or deformation of any kind (e.g. O-ring seals should not be stored
hanging on hooks, since they would be in danger of being permanently
General
deformed, or of developing cracks).

2010-04-07 - de
6682 000.21-01 EN 1 (3)

8. Rubber items of various compositions e.g. Perbunan and silicone rubber

should not come into contact with each other. This is particularly impor-
Machine Elements
tant for parts which have different colours. Also avoid contact with cop-
per and materials containing manganese.
9. Rubber items should be packed (shrink wrapped) in polyethylene plastic
bags or similar (foils should not contain any plasticisers). To avoid confu-
sion, the bag should be labelled with details of the elastomer type (e.g.
Perbunan, silicone) and the date of manufacture. Moreover, the bags
should be stored in cardboard containers to protect them from light.
Observe points 6-7.
10. Newly delivered rubber items should be stored separately from those
already in storage so that the oldest are used first.
In the event of fire / heating above 315 °C of FKM fluoro rubber (Trade
names Viton, Fluorel, Techoflon, Dai-el) poisonous fumes are pro-
duced.
Hydrogen fluoride vapour, in the presence of water, produces fluorhy-
dric acid (hydrofluoric acid) which causes serious chemical burns
which are difficult to heal.
When extinguishing fires, the appropriate breathing apparatus, face
masks and protective clothing must be used.
Observe appropriate disposal methods.
Cleaning
Rubber items are cleaned in warm soapy water and dried at room tempera-
ture. If necessary, seals which have been stored for a long period can be
cleaned in a 1.5% sodium bicarbonate solution. Any cleaning solution resi-
due should rinsed off with normal tap water (not sea water!).
Solvents such as trichloroethylene, carbon tetrachloride and hydrocarbons
must not be used for cleaning. Sharp utensils, wire brushes, emery paper
etc. are not suitable for cleaning either, since these will damage the seals.
Assembly
Basic principles that apply in You must exercise particular care when installing rubber products. Observe
general the following points in particular when carrying out the installation.
O-ring seals ▪ Sealing rings can be expanded briefly by 30% of their internal diameter at
the most during installation.
▪ Sealing rings must not be twisted when installing them (particularly
applies for rings with large diameters and small cross-sections). Some
sealing rings have a line running round their circumference which must
be continuously visible.
▪ Sharp edges, threads, slots, etc. must not scrape over sealing rings.
Cover sharp edges if necessary.
▪ Sealing rings must not come into contact with corrosion-inhibiting wax
General
when other components pass over them. Cylinder liners must be free of
2010-04-07 - de
corrosion-inhibiting wax in the area where the sealing rings are installed.
The solvent used for cleaning must be allowed to dry out completely.
2 (3) 6682 000.21-01 EN

▪ The installation spaces of the sealing rings must be coated with a suita-
ble anti-seize agent.
Machine Elements
Radial sealing rings The sealing lips of radial shaft sealing rings must always be facing towards
the medium being sealed off.
Anti-seize agent Sealing rings and sealing ring grooves must be wetted with engine lubricating
oil.
Unsuitable anti-seize agents

If unsuitable anti-seize agents are used, this can cause the seals to fail
prematurely.

General
2010-04-07 - de
6682 000.21-01 EN 3 (3)

Threaded inserts
Machine Elements
use
Summary
Insert/replace components, process and install professionally. Threaded
inserts are used for manufacturing lock-proof threads in components made
of grey cast iron or alloy. Damaged threads can be repaired.
The work/work steps include: Proper assembly and, if necessary, disassem-
bly.
Tools/aids required
Conventional twist drills, diameter corresponding to the required threaded
insert and the according to the manufacture.
Also by the manufacturer of the threaded inserts:
▪ Special thread drill bit,
▪ Screwing-in tool, if necessary, boring tool,
▪ Pin breaker or punch.
▪ Standard tools
Preliminary remarks
Threaded inserts serve, for example, for making wear-resistant threads in
components made from grey cast iron or alloy, etc. On the other hand, a
damaged thread bore can be repaired such that the same screw size can
continue to be used. In order to do so, the old thread must be drilled out, a
new thread must be cut and a suitable threaded insert must be screwed in.
Threaded inserts are available in two designs: Type A - standard version
(non-locking) and type B - self-locking version (one thread hexagonally sha-
ped). See the following figure.
Work Sequence 1 - Installation

Drilling Conventional twist drills are to be used for drilling. Information regarding the
diameter and drilling depth can be taken from the manufacturer's product
range lists. Do not, under any circumstances, countersink the core hole;
slight deburring is, however, allowed.
Thread cutting The thread of the locating hole must only be cut using special thread drills
(see figure 3). The thread depth must correspond to the length of the threa-
ded insert plus 0.3 ... 0.8 x P (P = pitch) (F in figure 2 too short).
General
2008-10-28 - de
6682 000.22-01 EN 1 (3)

A ∅ of threaded insert
Machine Elements
B Length threaded insert

C Carrier pin
D Notch
K Threaded insert type A
(inside continuously round)
J Threaded insert type B
(1 thread pitch hexagonal on
inside)
Figure 1: Threaded insert type A - non-locking (left), type B - self-locking (right)
E Core hole diameter

F Core hole depth
(length of threaded insert plus
adapter)
Figure 2: Twist drill/hole
G Diameter of the special thread drill,

suitable for A
Figure 3: Special thread drill

C Carrier pin
H Screwing-in tool
Figure 4: Screwing-in tool

General
2008-10-28 - de
2 (3) 6682 000.22-01 EN

Machine Elements
L Pin breaker/punch
M Boring tool
Figure 5: left – pin breaker/punch, right – boring tool

Installation The screwing-in tool (H) is used for fitting. The threaded insert is inserted into
the preloading cartridge of the tool with the carrier pin laying in the installation
direction. The spindle carrier pin is gripped by turning the spindle and the
insert is inserted into the preloading cartridge until the first thread is located
in the last thread pitch of the cartridge. Then place the tool onto the hole in
line and continue to turn the spindle. This then fits the threaded insert into
the locating thread (see figure 4).
The threaded insert must lie 0.3 ... 0.8 x P below the surface. It can only sit in
a fully cut thread.
Pin breaking The carrier pin (C) is only used for the installation. Afterwards it must be
removed with a special pin breaker (figure 5) or a punch. The tool is to be
placed in the thread on the carrier pin of the fitted threaded insert. By means
of a short strong blow on the tool mandrel, the carrier pin breaks off at the
notch provided for this purpose (D).
Breaking the pin is not absolutely necessary for blind holes. Provided the car-
rier pin is not removed, the maximum screw-in depth of the bolt/screw must
be observed.
Work Sequence 2 - Removal

If, in exceptional cases, the threaded insert has to be removed, this can be
done using an boring tool as illustrated in figure 6. The tool is pressed firmly
into the thread with its wedge-shaped part and turned left until the insert
releases/until it can be screwed out.

General
2008-10-28 - de
6682 000.22-01 EN 3 (3)

Tightening screwed connections
Machine Elements
Tightening torques (partial image)
Summary
Provide torque values for important bolted connections, ensure operational
safety. Bolted connections, which are tightened by means of hydraulic ten-
sioners according to torque or torsion angle, must be tightened or untight-
ened in accordance with the specified values.
Work Cards 000.29 and 000.30 contain the necessary information.
Explanations
The illustrations in Work Card 000.29 serve for identification purposes con-
cerning the position and proximity of the parts to be connected. The illustra-
tions have identification numbers, for example 020-1, which are listed in
numerical order in Work Card 000.30. The identification numbers also indi-
cate the tightening torques and the corresponding Work Cards.

V32/40
2007-07-17 - de
6632 000.29-06 EN 1 (4)

Machine Elements
V32/40
2007-07-17 - de
Figure 1: Cross-section / side view of engine
2 (4) 6632 000.29-06 EN

Machine Elements
V32/40
2007-07-17 - de
Figure 2: Crankshaft with flywheel and fitted pumps/camshafts
6632 000.29-06 EN 3 (4)

Machine Elements
Figure 3: Mounting of turbocharger and charge air cooler

V32/40
2007-07-17 - de
4 (4) 6632 000.29-06 EN

Machine Elements
Tightening torques (table)
Summary
Provide torque values for important bolted connections, ensure operational
safety. Bolted connections, which are tightened by means of hydraulic ten-
sioners according to torque or torsion angle, must be tightened or untight-
ened in accordance with the specified values.

V32/40
2010-03-05 - de
6632 000.30-06 EN 1 (12)

Work Cards, Classified by Subjects Machine Elements
2 (12)
V32/40
000.30
Tightening torques
6632 000.30-06 EN
MAN Diesel & Turbo
2010-03-05 - de
2010-03-05 - de
MAN Diesel & Turbo
6632 000.30-06 EN
V32/40
3 (12)
000.30
4 (12)
V32/40
000.30
6632 000.30-06 EN
MAN Diesel & Turbo
2010-03-05 - de
2010-03-05 - de
MAN Diesel & Turbo
6632 000.30-06 EN
V32/40
5 (12)
000.30
6 (12)
V32/40
000.30
6632 000.30-06 EN
MAN Diesel & Turbo
2010-03-05 - de
2010-03-05 - de
MAN Diesel & Turbo
6632 000.30-06 EN
V32/40
7 (12)
000.30
8 (12)
V32/40
000.30
6632 000.30-06 EN
MAN Diesel & Turbo
2010-03-05 - de
2010-03-05 - de
MAN Diesel & Turbo
6632 000.30-06 EN
V32/40
9 (12)
000.30
10 (12)
V32/40
000.30
6632 000.30-06 EN
MAN Diesel & Turbo
2010-03-05 - de
2010-03-05 - de
MAN Diesel & Turbo
6632 000.30-06 EN
V32/40
11 (12)
000.30
12 (12)
V32/40
000.30
6632 000.30-06 EN
MAN Diesel & Turbo
2010-03-05 - de
Machine Elements
Tightening torques (turning moments)
Summary
Provide tightening torques for important bolted connections, ensure opera-
tional safety. Bolted connections should be tightened using a torque wrench
if at all possible. For especially important connections, the values are speci-
fied in Work Card 000.30. Approximate values for other bolts are stated here.
Tightening Torques
Tightening of bolted connec- If other bolted connections other than those listed in Work Card 000.30 are
tions according to torque tightened using torque wrenches, approximate torque values can be taken
from Table 2. The following must be observed when doing so:
▪ Apart from the applied tightening torque, the clamping force of a
screwed connection depends on the anti-seize agent used, the surface
quality of the base and the thread and the material combination. It is
therefore essential that these conditions are fulfilled in their entirety.
▪ The tightening torques for the various threads can be taken from Table 2,
depending on the coefficient of friction μ, i.e. depending on the selected
anti-seize agent. The torque values apply to a screw material of strength
category 8.8 and in utilisation of approx. 70 % of the yield point. Conver-
sion factors must be used for other strength classes, by which the tight-
ening torque taken from the table must be multiplied. The strength class
is stamped on the screw head.
Strength class 5.6 6.8 10.9 12.9
Conversion factor x 0,47 0,75 1,4 1,7
Table 1: Conversion factors for tightening torques depending on the strength class of
the bolts
The following applies approximately for the coefficient of friction µ:
μ = 0.08 for anti-seize agent containing molybdenum disulphide (MoS2)
(MOLYKOTE Paste Type G-n or HSC and

Optimoly-Paste White T)
μ = 0.14 for surfaces without post-treatment, slightly oiled
or lubricated using Loctite
(see Work Card 000.19)
Thread Tightening torque in Nm Thread Tightening torque in Nm

Rated dimen- Coefficient of friction μ Rated dimen- Coefficient of friction μ
sion sion
0,08 0,14 0,08 0,14
M5 4 6 M 24 475 690
General
M6 7 10 M 24x2 500 750

2007-08-29 - de
M8 17 25 M 27 700 1020
6682 000.31-01 EN 1 (2)

M 10 34 50 M 27x2 730 1100

Machine Elements
M 12 60 85 M 30 950 1380
M 14 95 135 M 30x2 1015 1540
M 14x1.5 100 145 M 33 1270 1870
M 16 140 205 M 33x2 1350 2060
M 16x1.5 150 220 M 36 1640 2400
M 18 200 280 M 36x3 1710 2550
M 18x1.5 215 320 M 39 2115 3120
M 18x2 205 300 M 39x3 2190 3300
M 20 275 400 M 42 2630 3860
M 20x1.5 295 450 M 42x3 2760 4170
M 20x2 285 425 M 45 3260 4820
M 22 370 540 M 45x3 3415 5180
M 22x1.5 395 595 M 48 3950 5820
M 22x2 380 565 M 48x3 4185 6370
Table 2: Tightening torques for bolts of strength class 8.8
General
2007-08-29 - de
2 (2) 6682 000.31-01 EN

Machine Elements
General remarks
Summary
Impart the necessary knowledge, ensure the operational safety of bolted
connections. Different methods of tightening bolted connections must be
used depending on the purpose of the connection and its significance. The
following are used: Tightening without specification, tightening to torque,
tightening to torsion angle, tightening to length change, tightening with
hydraulic tensioning tools.

000.29 000.30 000.31
General remarks
Tightening with standard Different methods of tightening bolted connections are used depending on
tools the purpose of the connection and its significance. When there are no speci-
fications for the tightening of screwed connections of average significance,
use normal ring spanners, socket spanneres or open-jaw wrenches without
any extensions.
Self-locking hexagon nuts must only be used once! After use for
assembly, they must be replaced by new self-locking hexagon nuts!
Tightening to torque Bolted connections for which a specific tightening torque is specified in Work
Cards 000.29 and 000.30 must be tightened using a torque wrench. The
specified anti-seize agent must be adhered to during fitting, since different
forces are exerted in the screwed connection at the same torque value,
depending on the lubricant used. The manufacturer's specifications are deci-
sive for the pre-treatment of the bolted connection and for the application of
the anti-seize agent.
If torque wrenches are also used to release bolted connections, it must be
ensured that the maximum torque capacity of the wrench is not exceeded
(risk of damage). Extension pipes must not be used under any circumstan-
ces. Torque wrenches must also be regularly checked for correct read-out/
setting.
If other bolted connections other than those listed in Work Card 000.30 are
tightened with torque wrenches, approximate torque values can be taken
from Work Card 000.31.
Tightening to torsion angle Bolted connections for the tightening of which a specific torsion angle is
or torque and torsion angle stipulated, must firstly be tightened with a torque wrench to the stated torque
General
or with an open-jaw spanner, ring spanner or socket spanner until the nut or
2007-03-26 - de
bolt fits tightly. Secondly, the nut or bolt must continue to be tightened by
the stipulated torsion angle.
6682 000.32-01 EN 1 (2)

Tightening to the elongation The procedure in which the screwed connections were primarily, or exclu-
sively, tightened by reference to the elongation of the bolt/pressing of the
Machine Elements
of the bolt
parts to be tensioned has been discarded in favour of other methods. Today,
the change in length/pressing is only measured as a checking dimension, in
addition to tightening with hydraulic tensioners.
Disadvantages of the previ- The following disadvantages of tightening bolted connections with ring span-
ously stated methods ners, open-jaw spanners or socket spanners or with torque wrenches must
be stated:
▪ Extremely high lateral forces are introduced into the connection
▪ Effective pretension depends on the anti-seize agents used and/or the
frictional conditions
▪ These procedures can no longer be applied to bolted connections which
have larger nominal diameters
Tightening with hydraulic The disadvantages listed above are not applicable to the tightening of bolted
tensioners connections using hydraulic tensioners. The procedure can even be applied
to the largest of bolts, with a high degree of reliability. Screws, bolts or axes
are hydraulically extended and, after tightening or releasing the nuts, they are
detensioned. See Work Cards "Hydraulic tensioner - Use" and safety regula-
tions.
General
2007-03-26 - de
2 (2) 6682 000.32-01 EN

Surface Test By
Machine Elements
Penetration methods
Summary
Inspection of components for cracks/surface defects. Evaluation regarding
usability/reworking possibilities/tightness. Surface inspections are carried out
on high quality and highly stressed components, in order to ensure their per-
fect condition, or to correctly classify existing damage.
The work/work steps include: Cleaning components and preparing for test-
ing, inspecting parts/components.
Tools/aids required
1 Wire brush - Inventory
1 Special cleaning agent - Inventory
1 Penetrant - Inventory
1 Developer - Inventory
1 Protective clothing - Inventory
Application areas
Surface inspections using the penetration method are based on the introduc-
tion of liquid media having a low surface tension and high capillary effect.
They can be seen in pores and cracks up to a size of approx. 0.25 μm, pro-
vided they have a connection to the test surface. The penetration method
can be used for almost all materials and at a temperature range of approx.
-5° to 50° C. With special testing equipment, this method can also be used
on surfaces having temperatures up to 175° C. Surface defects (hereafter
referred to as faults) can be displayed independently of their type and direc-
tion as well as independently of the geometry of the test object. Other non-
destructive test methods can only be applied with restrictions under the
requirements stated above.
Fluorescent penetrating oils are used in a similar method. These require an
additional emulsifying process. The evaluation of surface faults is carried out

under UV light.
In all cases the manufacturer's instructions must be observed during use.
The following information illustrates the procedure and the main application
options.
Work Sequence 1 - Precleaning of the Components to be Tested

Various cleaning methods can be applied, depending on the type and quality
of the component to be tested. Generally the surface to be tested must have
a polished metal finish, must be clean and free of grease. All types of coating
and deposits, such as galvanic coatings, rust and scale layers must be
General
removed. This is necessary so that the penetrant can fully wet the surface
2008-10-28 - de
and penetrate surface faults.
6682 000.34-01 EN 1 (7)

Machine Elements
1 Mechanical (Wire brush) 3 Chemical (Degreasing using hot

steam)
2 Mechanical (e.g. sandblasting) 4 Chemical (Cleaning agent)
Figure 1: Options for the precleaning of the components to be tested (Illustration
source: Helling)
Work Sequence 2 - Introduction of the Penetrant

The penetrant can be applied to the component to be tested in various ways.
You must ensure that the test surface remains fully wet throughout the entire
penetration period. Adequate penetration duration depends on the charac-
teristics of the penetrant, the test temperature and the material of the com-
ponent to be tested. For castings, this is generally within a range 3 ... 5
minutes, for homogeneous metals 10 ... 20 minutes.
1 Immersion bath 3 Spraying (spray can)

2 Brushing on 4 Spraying (Compressed air gun)
Figure 2: Options for application of the penetrant
Work Sequence 3 - Intermediate Cleaning of the Component Surface

The excess penetrant clinging to the component surface must be fully
General
removed. In doing so, you must ensure that the penetrant remains in position
2008-10-28 - de
in any faults that are detected. The cleaning method depends on the pene-
trant used.
2 (7) 6682 000.34-01 EN

Machine Elements
1 water soaked, non-fraying cloth 3 Rinsing with water
or sponge
2 Cleaning with a brush 4 Special cleaning agents (compat-
ible with the penetrant)
Figure 3: Intermediate cleaning options
Work Sequence 4 - Drying of the Cleaned Component Surface

After removal of the excess penetrant, the component surface to be tested
must be dried as quickly as possible. In doing so, you must ensure that the
penetrant located in any faults does not dry in. The entire drying process can
be omitted if a wet developer with water is used as the carrying agent for the
development process.
1 Air drying 3 Compressed air (water and oil

free)
2 dry, non-fraying cloth 4 Warm air
Figure 4: Component drying options
General
2008-10-28 - de
6682 000.34-01 EN 3 (7)

Machine Elements
Work Sequence 5 - Development Process

The developer must be applied as evenly as possible in a thin layer on the
component surface to be tested. In addition to wet developers based on
water or solvent, dry developers are also used. In general, the development
duration corresponds to the penetration duration of the penetrant.
1 Water-based wet developer 3 Solvent-based wet developer

(Immersion) (compressed air gun)
2 Solvent-based wet developer 4 Solvent-based wet developer
(aerosol can) (electrostatic/airless)
Figure 5: Options for the application of the developer
Work Sequence 6 - Results Evaluation

The developer (white) draws the penetrant (red) out of any faults and shows
them as coloured bleed-outs. The size, type and shape of the bleedings
allow conclusions to be drawn as to the origin of the fault. Such fault indica-
tions are shown as a schematic diagram in figure 7.
1 visual inspection 3 photograph

General
2 Documentation on transparency 4 Documentation by photographs

2008-10-28 - de
film or video recording

Figure 6: Options for recording the test result
4 (7) 6682 000.34-01 EN

Machine Elements
1 Cold cracks 6 Cluster porosity
2 Hot cracks 7 Spongy structure
3 Grinding cracks 8 Porosity (heavy bleeding)
4 Cracks (heavy bleeding) 9 Stress corrosion cracking
5 Porosity
Figure 7: Fault indications
Figure 8: Valve cone with stress cracks in the fillet

General
2008-10-28 - de
6682 000.34-01 EN 5 (7)

Machine Elements
Figure 9: Valve cone with cracks in the valve seat armouring
Recommended Manufacturers for Testing Chemicals (Special Cleaning Agents/

Penetrants/Developers)
Manufacturer Special cleaning agent Penetrant Developer
Tiede Tiede-PEN RL-40 Tiede-PEN PWL-1 Tiede-PEN DL-20
Bahnhofstraße 94-98
D-73457 Esslingen
MR Chemie GmbH MR 79 MR 68 NF MR 70
Nordstraße 61-63
D-59427 Unna
Brent GmbH ARDROX ARDROX ARDROX
Rostocker Straße 40 9PR88 9VF2 9D1B
D-41199 Mönchengladbach
Helling KG GmbH & CO. NPU VP 30 D 70

Sylvesterallee 2
D-22525 Hamburg
Table 1: Manufacturers/Testing Chemicals
General
2008-10-28 - de
6 (7) 6682 000.34-01 EN

Machine Elements
Figure 10: Testing Chemicals of Various Manufacturers (Special Cleaning Agents/
Penetrants/Developers Respectively)

General
2008-10-28 - de
6682 000.34-01 EN 7 (7)

Surface Test By
Machine Elements
Magnetic leakage flux method
Summary
Inspection of components for cracks/surface defects. Evaluation regarding
usability/reworking possibilities/tightness. Surface inspections are carried out
on high quality and highly stressed components, in order to ensure their per-
fect condition, or to correctly classify existing damage.
The work/work steps include: Cleaning components and preparing for test-
ing, inspecting parts/components.
Tools/aids required
1 Yoke magnetising equipment - Inventory
1 Permanent magnetisation device - Inventory
1 UV light source - Inventory
1 Magnetic powder (dry) - Inventory
1 Magnetic powder (in suspension) - Inventory
1 Special cleaning agent - Inventory
1 Special paint - Inventory
Application areas
Surface examinations, carried out according to the magnetic particle inspec-
tion method, cause ferromagnetic discontinuities and thus leakage fields in
the faulty areas of magnetised ferromagnetic materials which have been floo-
ded by a magnetic field. These go beyond the component surface. The pres-
ence of a magnetic discontinuity or a leakage field is verified by the applica-
tion of fine ferromagnetic powder onto the component surface, the powder
being partially held by the magnetic leakage field. The magnetic powder
accumulation reveals the contour of the fault and generally indicates the
location, size, shape and extent of the field.
The magnetic powder is applied to the test surface as a dry powder or in a

liquid suspension (water, oil, paraffin). These are ferromagnetic materials
such as iron, nickel and cobalt alloys. The ferromagnetic characteristics of
these materials disappear above a certain temperature, the so-called Curie
point. For most ferromagnetic materials this point is approx. 760° C.
The magnetic field in the component to be tested can be generated in sev-
eral different ways. Apart from coil magnetisation, self-magnetisation and
induced magnetisation, the most widespread magnetisation method is yoke
magnetisation. In all cases the manufacturer's instructions must be observed
during use. The following information illustrates the yoke magnetisation pro-
cedure and the basic application options.
General
2008-10-28 - de
6682 000.34-02 EN 1 (5)

Machine Elements
Figure 1: AC yoke magnetising device (by Helling)

Figure 2: Permanent magnet with special paint and magnetic powder in spray cans
(by Helling)
Yoke magnetisation
General
2008-10-28 - de
2 (5) 6682 000.34-02 EN

Machine Elements
Figure 3: Field line path in yoke magnetisation
In yoke magnetisation we generally differentiate between two types of mag-
netisation. The magnetic field can be generated using a permanent magnet
or solenoid.
Preferentially, faults of this type are displayed whose longitudinal direction
runs at right angles to the connecting line between the magnetic poles
(transverse to the field direction). It is therefore necessary to perform the test
a second time in a transverse direction (see figure 4/B and 4/C).
A Component without faults (homo-

geneous magnetic field - no fault
display)
B Component with faults in the field
direction (homogeneous magnetic
field - no fault display)
C Component with faults transverse
to the field direction (inhomogene-
ous magnetic leakage field - clear
fault display)
Figure 4: Field lines in the magnetised component

The component to be tested must be cleaned and freed from all types of
coatings and covering which may impede the alignment of the magnetic
powder or which may lead to incorrect fault displays.
In general, narrow detachments, such as cracks and gaps, are indicated
more precisely than wide faults such as slag, porosity or blow holes. Faults
lying below the surface are indicated inaccurately, becoming increasingly
obscure the deeper they are. The magnetic powder test is therefore mainly
used for detecting surface faults or faults near the surface.
Application of the magnetic powder

The magnetic powder can be applied in a dry or wet process. Both proce-
dures differ in their application options and, in part, in their display sensitivity.
General
2008-10-28 - de
6682 000.34-02 EN 3 (5)

Machine Elements
Figure 5: Bead formation in the magnetic powder due to magnetic leakage fields
Dry process In the dry process, the magnetic powder is sprinkled onto the component
surface to be tested by means of a light jet of air. This can be carried out
using a spray gun or a spray can. The use of dry powders requires the sur-
face of the component to be tested to be absolutely dry and free from
grease. Surface roughness can be slightly higher than in the wet process. In
the dry process, relatively thick powder beads are formed, leading to a clear
fault display.
The dry process is advantageous for testing components that cannot not be
wetted with water or testing oil or on hot component surfaces.
Wet process In the wet process, the magnetic powder is flushed onto the component sur-
face to be tested in a carrier liquid. Water or testing oil is used as the carrier
agent, depending on the application. The mobility of the individual magnetic
powder particles is substantially increased by the use of such magnetic parti-
cle suspensions. The particles "swim" to the faults. This, however, assumes
the constant movement of the carrying agent in order to prevent the mag-
netic powder from being deposited.
The concentration of magnetic powder in the carrying agent is also decisive
for the test result. In general, magnetic particle suspensions with higher con-
centrations have a deeper effect, thus displaying faults more quickly. Weaker
concentrations, however, have increased display sensitivity, however are
slower in the formation of the powder beads. The concentration of non-fluo-
rescent magnetic particle suspensions is between 6 ... 24 g/l and fluorescent
magnetic particle suspensions between 0.25 ... 2.5 g/l.
The application of the magnetic particle suspensions onto the component
surface to be tested is by spray bottle or spray can. The suspension is
poured on adjacent to the point to be tested so that it can slowly run across
the component surface to be tested.
Carrying Out the Magnetic Powder Test

First of all the cleaned component surface is given a visual inspection and
coated with a fast-drying special paint, if necessary, to achieve an improved
contrast with the magnetic powder. The application of the magnetic powder
and the magnetisation take place simultaneously. The time required for flush-
ing or spraying depends on the amount of powder applied per unit time, the
concentration of the suspension, the grain size, the shape of the component
surface to be tested and the size of the faults to be detected. In general, the
flushing or spraying must have been completed before the magnetic field is
deactivated in order not to destroy the powder beads formed over the faults.
Very fine separations, such as grinding and hardening cracks, can only be
reliably detected using the wet process with less concentrated magnetic par-
ticle suspensions and a smaller grain size.
General
2008-10-28 - de
4 (5) 6682 000.34-02 EN

Finally, the test area is examined for powder accumulation and the possible
fault indications are evaluated, marked and fixed if necessary. Depending on
Machine Elements
the use of the component, test agent residues are removed and the compo-
nent is demagnetised.
Magnetic Powder Indications

During the magnetic powder test, an image of the fault pattern is given by
the bead formation at the fault locations, but no information is provided as to
the fault depth. As already described, clear magnetic powder images are
provided of component surface faults, while faults underneath the compo-
nent surface only result in indistinct indications.
Figure 6: Valve cone with stress cracks in the fillet

False indications are a special problem in magnetic powder testing. These
are powder accumulations which occur in places that are not faulty. False
displays occur, for example, at sharp cross section transitions or in cold-
formed areas. A certain amount of experience is required in such cases to be

able to differentiate between a false display and a genuine fault indication.
Demagnetisation
After magnetisation, residual magnetism remains in the test object, which
can lead to malfunctions, depending on the use of the component. To
demagnetise, the component is subjected to an alternating magnetic field of
decreasing strength. Experience shows that the field strength may only
decrease by max. 10 % with each alternation. At the beginning of the
demagnetisation process, the field strength must be selected to be greater
or equal to the field strength used for the test.
General
2008-10-28 - de
6682 000.34-02 EN 5 (5)

Working and Safety Regulations
Machine Elements
the use of load carrying equipment/slings
Summary
Impart the necessary knowledge, ensure safe use (of load carrying equip-
ment).
In order to use the load carrying equipment/slings in a safe manner the regu-
lations for use must be observed.
The following must be observed:
Danger of accidents,
Safety regulations and
Maintenance regulations.

000.34
Preliminary remarks
The following must be observed in order to use the load carrying equipment/
slings safely:
▪ the regulations for use,
▪ the maintenance regulations and
▪ the safety regulations
Safety Regulations
▪ Observe the Work Cards and safety regulations.
▪ Remove dirt from the contact faces of engine parts or load carrying
equipment, check the thread and clean if necessary.
▪ Only use tools in perfect working order. Overhaul or replace faulty/doubt-
ful components.
▪ Use the stipulated tensioning values and lubricants.
Storage and Care of Tools

▪ The load carrying equipment must be stored in a stable condition.
▪ In order to prevent damage and corrosion the tools must be protected
from dust, dirt, chemicals and liquids.
▪ Always use genuine spare parts when carrying out overhaul work since
perfect function and carrying capacity depends upon this.
▪ Check the load carrying equipment regularly for correct condition. Before
and after extensive maintenance work, a crack check (see Work Card
000.34) in the main load area of the load carrying equipment must be
carried out.
General
2008-09-15 - de
6682 000.43-01 EN 1 (5)

Machine Elements
Basic Safety Information

Obligations and liability Knowledge of the basic safety information and safety regulations is a basic
prerequisite for ensuring safe handling and trouble-free operation of load car-
rying equipment.
These Operating Instructions, particularly the safety information, must be
observed by all persons who work with load carrying equipment.
The applicable rules and regulations at the place of use governing the pre-
vention of accidents must also be observed.
Intended use The sole purpose of load carrying equipment or sling gear is to raise and
lower the Diesel engine components or assemblies specified by MAN Diesel
& Turbo SE.
Improper use Use for any purpose other than that specified above is prohibited. Hazards
may arise as a result of improper use.
An example of improper use is the carrying of loads of unspecified compo-
nents or assemblies
Hazards associated with the Although the load carrying equipment/sling gear is constructed in accord-
handling of load carrying ance with the latest technical standards and generally recognised safety reg-
equipment ulations, it can still pose a danger to life and limb of the user or others, or
could be damaged or cause other material assets to be damaged when in
use. Load carrying equipment or sling gear must only be used:
▪ for its intended purpose,
▪ when it is perfectly safe to use.
Faults that could impair safety must be eliminated immediately.
Visual inspection of load carrying equipment/sling gear

Load carrying equipment/sling gear must be inspected visually to
check for damage or wear in general following every loading cycle
(change of load when lifting up or setting down).
Regular inspection of load carrying equipment/sling gear

Load carrying equipment/sling gear must be inspected (general visual
inspection, inspection for damage and wear and magnetic crack test of
all the components of the fixtures) at regular intervals (approx. every 50
loading cycles). This must be recorded in the operating records in writ-
ing!
Replacing load carrying equipment/sling gear

Load carrying equipment/sling gear must be taken out of service and
replaced with new equipment once 15 years have elapsed since its
manufacturing date! A tally of the loading cycles must be kept in the
operating records!
General
2008-09-15 - de
2 (5) 6682 000.43-01 EN

Warranty and liability Our "General terms and conditions of sale" apply as a basic rule. These are
available to the operator following contract conclusion at the latest. Warranty
Machine Elements
and liability claims are dealt with exclusively according to the provisions aris-
ing from the contractual agreement between MAN Diesel & Turbo and the
user and/or customer. Warranty and liability claims made in the event of
physical injury or damage to property will not be recognised if they are for
one or several of the following reasons:
▪ Use of the load carrying equipment/sling gear for any other purpose
other than that for which it was intended
▪ Incorrect assembly, commissioning, operation and maintenance of the
load carrying equipment/sling gear
▪ Operation of load carrying equipment with defective safety equipment,
and also when components, safety devices and guards have not been
properly installed or are not working correctly
▪ Non-compliance with the information on transport, storage, assembly,
commissioning, operation, maintenance and setting up of load carrying
equipment/sling gear contained in the Operating Instructions
▪ Constructional changes to the load carrying equipment/sling gear made
without authorisation
▪ Insufficient monitoring and inspection of load carrying equipment and
components that are subject to wear
▪ Repairs that have been incorrectly carried out
▪ Non-compliance with the maximum allowable service life of load carrying
equipment/sling gear
▪ Disasters due to extraneous causes or force majeure
Organisational measures In addition to the Operating Instructions, generally applicable rules and other
mandatory regulations for accident protection and environmental protection
must be observed and communicated!
Examples of these kind of obligations on the part of the operator are:
▪ Ensure availability/use of personal protective equipment
▪ All existing load carrying equipment/sling gear must be regularly
checked.
▪ Personnel who are authorised to work with the load carrying equipment/
sling gear must receive instruction regarding use of the Operating
Instructions and the safety information contained therein.
Safety equipment Before using load carrying equipment/sling gear, make sure that all safety
equipment is properly attached and functional.
Informal safety measures The Operating Instructions must always kept with the load carrying equip-
ment/sling gear.
In addition to the Operating Instructions, the generally applicable rules as well
as the local accident prevention and environmental protection regulations
must be made available and observed.
Instruction of personnel Work on the load carrying equipment/sling gear may only be carried out by
personnel who have received training and instruction in its use. It must be
clearly defined which personnel are responsible for operation, for carrying out
modifications and for carrying out maintenance. Personnel who are training
General
on the job may only work with the load carrying equipment/sling gear under
2008-09-15 - de
the supervision of an experienced person.
6682 000.43-01 EN 3 (5)

Safety measures to be taken Before using load carrying equipment/sling gear, make sure that this will not
put anyone in danger. Check the load carrying equipment at least once every
Machine Elements
during normal operation

loading cycle for signs of damage and also to ensure that the safety equip-
ment is in working order.
Particular dangers
Hot surfaces of components

Only touch the hot surfaces of components when wearing protective
gloves or protective clothing!
Allow the components to cool down before touching their surfaces
without wearing protective gloves or protective clothing.
Damaged components
Load carrying equipment must always be cleaned and checked for
damage after use.
Damaged and worn load carrying equipment or components must not
be used under any circumstances whatsoever and must be replaced
immediately.
Handling of heavy components or assemblies

Due to the weight of the components or assemblies being handled by
the load carrying equipment/sling gear as well as other factors, the fol-
lowing points in particular must be observed:
Stay clear of the area below suspended loads. Keep other persons out
of the danger zone.
Observe the maximum permissible capacity of the crane or lifting
tackle.
Observe the maximum permissible load-bearing capacity of the load
carrying equipment/sling gear.
Working with load carrying equipment, environmental condi-

tions
Components may be damaged when they are removed if the space

above is limited.
Danger of crushing when setting down load carrying equipment, and
when attaching/installing components or assemblies.
Tilting moments may be exceeded, or the load could shift unexpect-
edly, if the incorrect attachment point is used.
Maintenance and repairs, ▪ Carry out prescribed adjustment, maintenance and inspection work on
troubleshooting time.
▪ Secure load carrying equipment/sling gear or lifting tackle to prevent it
from starting up or moving accidentally.
Constructional changes to ▪ If the load carrying equipment/sling gear is not in perfect condition,
General
2008-09-15 - de
load carrying equipment/ replace it immediately! Only use genuine spare and wear parts! It cannot
sling gear be guaranteed that parts procured from other sources are designed and
manufactured to meet the specific loading and safety requirements.
4 (5) 6682 000.43-01 EN

▪ Do not modify, add to or convert the load carrying equipment/sling gear

without the manufacturer's consent.
Machine Elements
▪ All conversion measures require the written consent of MAN Diesel &
Turbo SE.

General
2008-09-15 - de
6682 000.43-01 EN 5 (5)

Hydraulic tensioners/High-pressure pump


2010-08-06 - de
6632 004-05 EN 1 (1)

Working and Safety Regulations

using high-pressure tools/hydraulic tensioners
Summary
Impart the necessary knowledge, ensure safe use (of high-pressure tools).
Hydraulic tensioners, high-pressure hose and the high-pressure pump are
tools that can be used safely, despite high-pressures, if the instructions for
use are observed.
The following are to be observed: Accident hazards, safety regulations and
maintenance instructions.
Preliminary remarks
Hydraulic tensioners, high-pressure hoses and the high-pressure pump are
tools which can be used safely without malfunctioning, despite high operat-
ing pressures, if the following instructions are observed.
▪ Instructions for use
▪ Instructions for repair
▪ Safety Regulations
Safety Regulations
▪ Observe work cards and safety regulations.
▪ Remove dirt from contact faces of engine parts or tools, check thread
and clean as necessary.
▪ Only use tools that are in proper working order. Overhaul or replace parts
which are defective or may not be working properly.
▪ Use prescribed tightening values and lubricants.
▪ Use low-viscosity slushing oil as hydraulic fluid (not lubricating oil or fuel).
▪ Once the hose coupling has engaged, screw on the locking ring (knurled
threaded ring) up to the stop.
▪ Seal the hose couplings that are not connected to a hose with blind
plugs.
▪ Put on safety goggles.
▪ Keep persons clear of the extension range of the bolts or axes of the
press.
▪ Keep as much distance as possible from presses and high-pressure
pipes.
▪ Raise the pressure control valve slowly, without exceeding the specified
pressure.
▪ Avoid heavy impacts on bolts, nuts and presses that are under load.
▪ Do not bend high-pressure pipes, minimum bending diameter 400 mm.
▪ Following each tightening operation, make sure the piston returns to its
original position. This is described in the work cards for the hydraulic ten-
General
sioners.
2007-07-19 - de
▪ When unfastening bolts that have been tightened hydraulically, do not

exceed the prescribed clamping pressure by more than 5%.
6682 000.33-01 EN 1 (6)

▪ When checking bolts that have been hydraulically tightened, the release
pressure must not by more than 7% below or more than 5% above the
prescribed clamping pressure (see Work Card 000.30).

If the release pressure is too low (7% below the prescribed value at the
most), the cause should be investigated (this may be due to insufficient
attention being paid during tightening, wear or excessive settlement of screw
connection).
If the release pressure is 10% or more below the prescribed value, notify
MAN Diesel & Turbo SE in Augsburg who will help you find the best
approach for checking this.
If the release pressure is too high (bolt cannot be released by applying 5%
higher clamping pressure), the cause must be eliminated if possible (bolted
connection damaged/corroded or siezed due to paint; tensioner damaged or
incorrectly attached).
Once remedial action has been taken and the connection still cannot be
released, the clamping pressure may then only be increased until the con-
nection releases with the consent of MAN Diesel & Turbo SE in Augsburg
which must be verifiable (as there is a danger of bolt elongation or deforma-
tion of components). Alternatively, the nut can be split and replaced with the
bolt.
Storage and Care of Tools

▪ Store tools at 15 to 25 °C if possible, so that plastic parts do not age
prematurely and the hydraulic fluid remains adequately fluid. Plastic seals
must be protected from the effects of light.
▪ Dust, dirt, chemicals and liquids must be kept away from tools to avoid
damage to the sealing faces.
▪ Presses and high-pressure hoses must be bled (air) for storage.
▪ Do not kink high-pressure hoses. Couplings to be interconnected.
▪ When carrying out overhaul work, only ever use genuine spare parts,
since perfect operation depends, for example, on the correct hardness of
the O-ring seals.
▪ Check the pump pressure gauge regularly for correct read-out.
Basic Safety Information

Obligations and liability ▪ Knowledge of the fundamental safety information and safety regulations
is a fundamental prerequisite for working safely with hydraulic tensioners
without problems.
▪ All persons working with the hydraulic tensioner must comply with these
Operating Instructions, particularly the safety information.
▪ The applicable rules and regulations at the place of use governing the
prevention of accidents must also be observed.
Hazards associated with Although the hydraulic tensioner is constructed in accordance with the latest
handling the hydraulic ten- technical standards and generally recognised safety regulations, it can still
sioner pose a danger to life and limb of the user or others, or could be damaged or
cause other material assets to be damaged when in use. Only use the
General
hydraulic tensioner:
2007-07-19 - de
▪ for its intended purpose,

▪ when it is perfectly safe to use.
2 (6) 6682 000.33-01 EN

Faults that could impair safety must be eliminated immediately.

Checking and logging the The hydraulic tensioner must undergo a general visual inspection, including
loading cycles an inspection of the thread for damage and wear, following every loading
cycle (i.e. change of load when tightening or releasing).
The hydraulic tensioner must be inspected (general visual inspection,

inspection of thread for damage/wear and magnetic crack test of all
components) at regular intervals (approx. every 100 loading cycles)
and this must be documented in the operating records!
Once 2500 loading cycles have elapsed, the hydraulic tensioner must
be taken out of service and replaced with a new one! A tally of the
loading cycles must be kept in the operating records!
Warranty and liability Our "General terms and conditions of sale" apply as a basic rule. These are
available to the operator following contract conclusion at the latest. Warranty
and liability claims made in the event of physical injury or damage to property
will not be recognised if they are for one or several of the following reasons:
▪ Use of the hydraulic tensioner for any purpose other than for which it was
intended
▪ Incorrect assembly, commissioning, operation and maintenance of the
hydraulic tensioner
▪ Operation of the hydraulic tensioner with defective safety equipment, and
also when components, safety devices and guards have not been prop-
erly installed or are not working correctly
▪ Non-compliance with the information on transport, storage, assembly,
commissioning, operation, maintenance and setting up the hydraulic ten-
sioner contained in the Operating Instructions
▪ Unauthorised constructional changes to the hydraulic tensioner
▪ Unauthorised changes to the operating pressure
▪ Insufficient monitoring of the hydraulic tensioner and components that
are subject to wear
▪ Repairs that have been incorrectly carried out
▪ Non-compliance with the maximum number of loading cycles the
hydraulic tensioner is allowed to perform
▪ Disasters due to extraneous causes or force majeure
Intended use The purpose of the hydraulic tensioner is to tighten and release the clamping
screw connections on the Diesel engine specified by MAN Diesel & Turbo
SE, Augsburg. This is done using a high operating pressure or tightening
pressure which is specified for the bolt connections and corresponding limits.
Improper use Use for any purpose other than that specified above is prohibited. Hazards
may arise as a result of improper use.
Examples of improper use are:
General
▪ Any type of bolted connection which has not been specified

2007-07-19 - de
▪ High-strength bolted connections in steel construction

▪ Clamping screw connections in other areas
6682 000.33-01 EN 3 (6)

Organisational measures In addition to the Operating Instructions, generally applicable rules and other
mandatory regulations for accident protection and environmental protection
must be observed and communicated!

Examples of these kind of obligations on the part of the operator are:
▪ Ensure availability/use of personal protective equipment
▪ All existing hydraulic equipment must be regularly checked.
▪ Personnel who are authorised to work with the hydraulic tensioner must
receive instruction regarding use of the Operating Instructions and the
safety information contained therein.
Safety equipment Each time you commission the hydraulic tensioner, make sure that all safety
equipment is properly attached and functional beforehand.
Informal safety measures The Operating Instructions must always be kept at the hydraulic tensioner.
In addition to the Operating Instructions, the generally applicable rules as well
as the local accident prevention and environmental protection regulations
must be made available and observed.
Instruction of personnel Work on the hydraulic tensioner may only be carried out by personnel who
have received training and instruction in its use. It must be clearly defined
which personnel are responsible for operation, for carrying out modifications
and for carrying out maintenance. Personnel who are training on the job may
only work with the hydraulic tensioner under the supervision of an experi-
enced person.
Safety measures to be taken Before commissioning the hydraulic tensioner, make sure that this will not
during normal operation put anyone in danger. Check the hydraulic tensioner at least once every
loading cycle for signs of damage and also to ensure that the safety equip-
ment is in working order.
When building up the pressure, pay attention to the permissible oper-

ating/clamping pressure for the relevant hydraulic tensioner and bolted
connection being tightened!
There is no additional limit applied to the maximum operating pressure
of the pump for the hydraulic tensioner/cylinder with low operating
pressure. In this instance, the pressure gauge must be carefully
observed!
Observe the residual mechanical, hydraulic and pneumatic energy in

the hydraulic tensioner and take corresponding measures when
instructing the operating personnel.
Particular dangers Period for which hydraulic hose lines and seals can be used
▪ Observe the information provided by the hose manufacturer regarding
the period of use!
Hose line connections
▪ Hose connections must be checked prior to operation.
▪ The connections must have snapped into place and must be locked.
General
2007-07-19 - de
▪ Hose lines may only be uncoupled once the hydraulic system is at zero
pressure.
4 (6) 6682 000.33-01 EN

Damaged hose lines

▪ High-pressure hose lines are subject to an operating pressure of 1500
bar (bursting pressure >3300 bar) and are equipped with protective hos-
ing. Check for damage prior to commissioning.
▪ Do not bend the hose line. The minimum bending diameter of the high-
pressure hose line is 400 mm.
▪ Only use hose lines approved by MAN Diesel & Turbo SE, Augsburg!
Crushing of limbs between tensioning cylinder and thrust piece
▪ When screwing onto the bolt, do not reach into the area near the contact
surface of the tensioning cylinder and thrust piece.
▪ Do not reach into the area near the contact surface of the tensioning cyl-
inder and thrust piece during pressurisation!
Hot surfaces of components
▪ Only touch the hot surfaces of components when wearing protective
gloves or protective clothing!
▪ Allow the components to cool down before touching their surfaces with-
out wearing protective gloves or protective clothing.
Breakage of bolt
▪ Keep clear of the direction of force, i.e. the bolt axis, during pressurisa-
tion
Damaged components
▪ Clean the threads following every tightening operation and check for
damage
▪ Damaged and worn parts (tension screw, clamping nut, etc.) must not
be used under any circumstances whatsoever and must be replaced
immediately.
The following points in particular must be observed due to the high pressures
and forces which are present:
▪ There is a risk of parts which are highly stressed breaking as the pres-
sure builds up in the tensioner (during tightening, releasing and testing).
Broken parts are flung outwards in the direction of force, i.e. along the
extended axis of the bolt or press. There is a danger of this happening
during pumping, or if a fully pressurised tightening device is stressed by
being struck heavily.
▪ Danger of needle-thin or razor-sharp jets of hydraulic oil being dis-

charged as a result of leaks at sealing elements, bursting hoses or break-
age of fixtures. These can inflict injuries to the skin and eyes at distances
of up to 1 m.
▪ If the tightening operations are not performed according to the specifica-
tions this could cause the running gear bolts to fracture and the machine
to be seriously damaged. Possible reasons for this are: Incorrect pres-
sure applied during pumping; a hose has not been connected; the hose
coupling has not engaged; tightening operation has not been checked
(length not measured, attention not paid to number of holes when turning
the nut).
Hydraulic tensioner system ▪ Work on hydraulic equipment may only be carried out by persons with
General
special knowledge and experience of hydraulic systems!

2007-07-19 - de
6682 000.33-01 EN 5 (6)

▪ Check all lines, hoses and threaded unions regularly for leaks and visible
signs of damage! Repair damage immediately! Oil that spurts out can
inflict injuries and cause burns.

▪ Dump the pressure in hose lines before starting repair or assembly and
installation work in accordance with the module descriptions!
▪ Only use hydraulic fluids prescribed by MAN Diesel & Turbo SE, Augs-
burg!
▪ Route and install high-pressure hose lines correctly! Do not get connec-
tions mixed up! The fixtures, as well as the length and quality of the hose
lines, must satisfy the requirements.
▪ Wear safety goggles and protective gloves when working on/with the
hydraulic tensioning cylinder. Stay clear of the area directly next to the
fixture during pressurisation.
Maintenance and repairs, ▪ Carry out prescribed adjustment, maintenance and inspection work on
troubleshooting time.
▪ Secure hydraulic tensioners to prevent them from being started up acci-
dentally.
Constructional changes to ▪ Do not modify, add to or convert the hydraulic tensioner without the
the hydraulic tensioner manufacturer's consent.
▪ All conversion measures require the written consent of MAN Diesel &
Turbo SE, Augsburg.
▪ If the hydraulic tensioning tool components are not in perfect condition,
replace them immediately! Only use genuine spare and wear parts! It
cannot be guaranteed that parts procured from other sources are
designed and manufactured to meet the specific loading and safety
requirements.
General
2007-07-19 - de
6 (6) 6682 000.33-01 EN

High-pressure pump

use
Summary
Impart the necessary knowledge, ensure adequate application. The high-
pressure pump produces the pressure required for tightening and releasing
the large bolted connections using the hydraulic tensioner. It is driven by
compressed air and produces pressures up to 1,500 bar at low delivery
rates.
Information is imparted concerning: Technical data, commissioning, shut-
down, maintenance and behaviour in the case of failures.
Tools/aids required
1 High-pressure pump 009.342 Standard
1 Slushing oil (viscosity 6-16 mm²/s) - Inventory
Technical data
Designation Information
Pressure range 0 - 1500 bar
Test pressure 1500 bar
Compressed air connection 7 - 15 bar
Oil filling 5 Liter
Quality Korrosionsschutzöl
Dimensions 431x317x405 mm
Weight 30,5 kg
Structure/Mode of action
For tightening and releasing large bolted connections the following is nee-
ded:
▪ high-pressure pump,
▪ specific pressure resistant hose lines and
▪ hydraulic tensioners, if necessary with resetting devices.
The high-pressure pump feeds a relatively small volume of liquid (if required,
at a pressure of up to 1,500 bar) through the pluggable hose pipes to one or
more tensioners.
If the piston of the hydraulic tensioner is screwed onto the thread of the
screw, the liquid raises the piston in the casing and extends the screw, whilst
General
the hydraulic tensioner is supported by the surrounding parts of the screw.

2007-04-25 - de
6682 009.03-05 EN 1 (6)

The high-pressure pump is operated by compressed air. The air is directed

through control elements to a piston. This piston can be pressurised from
both sides and is equipped with pistons of smaller diameter on both sides
which draw in hydraulic oil from the surrounding reservoir, or which feed it to
the distributor on the opposite side. As soon as the piston reaches an end
position, the air flow is directed to the other side of the piston by a pilot valve,
and the pumping and suction action is repeated. The effective pressure of
the air is normally reduced in order to produce a pressure of 1500 bar on the
hydraulic side. An outlet pressure of 1500 bar must not be exceeded.
Commissioning
Observe safety instructions in Work Card 000.33!
Work steps 1. Check oil level indicator (5) in the high-pressure pump, open oil filler neck
(1) and add slushing oil if necessary.
When adding slushing oil, pour oil through the basket strainer, since
malfunctions can be caused by foreign material.
2. Connect the high-pressure pump to hydraulic tensioner with a high-pres-

sure hose.
3. Set shut-off valve (A) to position II / OUT OF SERVICE.
4. Connect the compressed air hose to hose connection (6).
5. Adjust the pressure regulating valve (C) so that pressure gauge (7) shows
approx. 1 bar.
6. Open the relief valve (B) (counter-clockwise) to release the oil side of the
high-pressure pump.
7. Ensure that all connection hoses are properly connected and close off
the hose connections (4) which are not in use with a blind plug (lock the
sliding sleeve of coupling with the stop ring).
8. Put shut-off valve (A) to position I / OPERATION- High-pressure pump
starts.
9. Close relief valve (B) (clockwise).
When connecting the high-pressure hose and the hydraulic tensioner,

ensure that they are completely filled with slushing oil and bled.
General
10. Gradually turn the pressure-regulating valve (C) for compressed air in a
2007-04-25 - de
clockwise direction until the desired pressure is indicated on the oil pres-
sure gauge (3) (there is a delay depending on the size of the hydraulic
tensioner).
2 (6) 6682 009.03-05 EN

The high-pressure pump runs up to the adjusted oil pressure, leakage

losses are automatically compensated by re-pumping.
Shutdown
Work steps 1. Set shut-off valve (A) to position II / OUT OF SERVICE, thus venting the
air system of the high-pressure pump.
2. Open vent valve (B) in order to make the oil side of the high-pressure
pump pressure-free (oil pressure gauge (3) will fall to zero). The pressure
reduction in the high-pressure hose will take place more slowly. After the
pressure release, the high-pressure hose has to remain connected to the
high-pressure pump with the relief valve open for approx. 3 minutes.
Otherwise an internal pressure may remain which will block the hose
coupling (See Work Card 009.05 for troubleshooting).
3. Release the quick-acting coupling on the high-pressure hose.
Never open the quick-acting coupling while under pressure. - Risk of

accident! Oil pressure gauge (3) must indicate zero!
When more screw connections are tensioned one after the other at the
same pressure, the pressure regulating valve (C) remains at the set
value. Re-adjustments are not necessary.
4. Drain slushing oil from the hydraulic tensioner while the high-pressure
hose is still connected to hose coupling (4) (See Work Card for each
hydraulic tensioner for a description of this procedure).
5. Disconnect high-pressure hose.
Maintenance
The components and connections of the high-pressure pump have to be
checked regularly for leakage and overhauled if necessary. The set of wear
parts (2) for the high-pressure pump and pressure regulating valve (C) is fixed
behind the side plate.
Check the oil level on the oil level indicator (5) and add oil if necessary prior to
every start. Never run high-pressure pump without oil, to avoid air being
sucked in. Drain oil once a year and fill with new slushing oil. Clean the oil
chamber when changing oil.
To drain water from the compressed air filter at the compressed air regulator
(C) remove the side plate and screw in the screw plug by a few turns, so that
General
water can drain out. Tighten locking bolt afterwards. See manufacturer's
2007-04-25 - de
manual.
6682 009.03-05 EN 3 (6)

In the case of operating faults

Compressed air part 1. High-pressure pump works only at a pressure of > 1.5 ... 2 bar
Reason: Friction of the control slide seal too high
Remedy: Lubricate or renew O-ring seals on the pilot valve
2. The pump does not run or runs only very slowly
Reason 1: Compressed air system leaking
Remedy: Replace O-ring seal
Reason 2: Venting system frozen up
Remedy: Heat the high-pressure pump to approx. 20 °C
3. The pump does not generate any pressure, or remains at dead centre
Reason: Air system frozen up or functional problem
Remedy: Renew O-ring seals on the pilot valve or air piston
4. Condensate escaping from silencer of the vent
Reason: Compressed air filter full of water
Remedy: Drain the compressed air filter
Hydraulic part 1. Pump working but not feeding
Reason 1: Air in suction pipe
Remedy: Vent the hydraulic system
Reason 2: Suction filter choked
Remedy: Clean suction filter
2. Hydraulic oil escaping from the silencer
Reason: Piston seal worn and leaking
Remedy: Renew seal
General
2007-04-25 - de
4 (6) 6682 009.03-05 EN


1 Oil filler neck with basket strainer 6 Hose connection (compressed
air)
2 Set of wear parts 7 Compressed air pressure gauge
3 Oil pressure gauge A Shut-off valve
4 Hose connection (tensioner) B Relief valve
5 Oil level indicator C Pressure regulating valve
Figure 1: High-pressure pump, by GERUS, type HP25
General
2007-04-25 - de
6682 009.03-05 EN 5 (6)

A Shut-off valve C Pressure regulating valve

B Relief valve
Figure 2: Functional diagram of the high-pressure pump
General
2007-04-25 - de
6 (6) 6682 009.03-05 EN

High-pressure hoses

use
Summary
Impart the necessary knowledge, ensure safe use (of high-pressure tools).
High-pressure hoses are required for connecting the hydraulic tensioners to
the high-pressure pump. They transmit high pressure.
Information is imparted concerning: Proper use/application and pressurising
the non-return valve.
Tools/aids required
1 High-pressure hose 009.330 Standard
1 Opener 009.026 Standard
Make-up
For the connection of the high-pressure pump with hydraulic tensioner, spe-
cial pressure-resistant hose pipes are used. They consist of a steel wire-brai-
ded plastic interior hose and an external protective hose, which will catch the
emerging fluid jet in the case of leakage.
Permitted operating pressure:
with constant load 1500 bar
with sudden load 900 bar
Minimum burst pressure 3,300 bar
Use
For the connection of the high pressure pump there are quick-acting cou-
plings on both sides, which have to be secured with an additional threaded
ring against unintentional loosening. After the coupling is engaged, the corru-
gated threaded ring must be screwed up to the stop.
Observe safety instructions in Work Card 000.33! Consider the maxi-

mum usability quoted by the manufacturer.
Opening the check valve After the use of high pressure hoses, i.e. after switching off the high pressure
General
pump and opening the release valve, the hoses must remain connected for
2009-07-06 - de
approx. 3 minutes. Otherwise internal pressure may remain, which would

block the hose coupling. Under certain circumstances the hose cannot be
6682 009.05-01 EN 1 (2)

re-connected to the coupling. In this case, open the check valve with the
opener (009.026) (see Fig. 2). Other tools must not be used, since damage
could occur.
The high pressure hoses are equipped with check valves on both sides. This
stops them from leaking when in storage.
Figure 1: High pressure hose with mounted opener (bottom left)
1 Hydraulic nipple on the high pres-

sure hose
2 Threaded piece for clamping
3 Threaded piece to open the valve
Figure 2: Using the opener

General
2009-07-06 - de
2 (2) 6682 009.05-01 EN

Hydraulic tensioner

use
Summary
Impart the necessary knowledge, ensure proper use.
Hydraulic tensioners are used for extending bolts with regard to the compo-
nents to be connected. In this condition, nuts can be tightened or loosened
without applying force.
The work/work steps include:
loosening,
tightening and
resetting the piston.
Tools/aids required
1 Hydraulic tensioner 009.096 Standard
1 Hydraulic hand pump 009.320 Standard
1 Resetting device 009.092 Standard
1 Open-jaw wrench 24x27 000.606 Standard
1 Tommy bar, 10 000.263 Standard

000.30 000.33 009.02
009.03 009.05
Technical data
Tool number 009.096/009.097
Effective piston area 72,72 cm²
Effective stroke 11 mm
Nominal pressure 1200 bar
2007-10-25 - de
32/40
6629 009.01-02 EN 1 (4)

Preliminary remarks
The piston and the casing of the tensioner, supplemented by thrust pieces
and adapter pieces, extend the bolts with respect to the components to be
connected. This happens by pressing hydraulic fluid from the high-pressure
pump/hydraulic hand pump under the piston. When the pressure is high
enough, the bolt nut is accessible and can be releaseed or adjusted accord-
ing to specifications.
Hydraulic tensioners and high-pressure hoses must be completely filled with
hydraulic oil prior to use. They must be bled if necessary.
Check for leakage occasionally. See Work Card 009.02.
The high-pressure hoses are equipped with non-return valves on both sides.
They cannot, therefore, run dry.
A requirement for correct tightening of the bolted connection is a pressure
gauge with a display in perfect working order. In case of doubt compare the
pressure gauge with a comparison pressure gauge.
For instructions for re-setting the tensioner see Work Sequence 3.
Tensioners Single tensioners are used separately or in combination with others.
Tandem tensioners are always used as a unit.
1 Piston 5 Bolt
2 Casing 6 Tommy bar
3 Thrust piece 7 Hose connection
4 Nut A Gap dimension for releasing the
bolted connection
Figure 1: Single tensioner, not self-resetting. Shown on the left for tensioning, on the
right for releasing
Tightening Before tightening the screwed connection, the nut must be tightened hand-
tight. The piston of the tensioner must be screwed on such that the casing
and the thrust pad are blocked.
2007-10-25 - de
32/40
2 (4) 6629 009.01-02 EN

Releasing To untighten the screwed connection, its piston must be turned back by a
specified angle from the manually tightened position. Otherwise there is a

danger that the nut may be loosened, but that the bolt and the tensioner are
still tightened to such an extent that the tensioner cannot be removed.
Work Sequence 1 - Releasing

Work steps 1. Clean screw thread (5).
2. Place thrust piece (3) over nut (4).
3. Screw the tensioner in position, making sure that the thrust piece is loca-
ted centrically.
Before fitting the tensioners ensure that the pistons are completely
retracted. If the piston is not fully retracted there is a danger that
hydraulic oil may suddenly be discharged.
4. After fitting the tensioner turn back the piston by the turn-back angle
stipulated for the individual bolted connection (see Work Card 000.30).
This results in the associated gap dimension A, to be measured on or
under the thrust piece.
5. Connect the high-pressure hose to the tensioner and high-pressure
pump/hydraulic hand pump.
6. Start high-pressure pump or hydraulic hand pump (see Work Card
009.03).
7. Close gap (A).
8. Pump the tensioner until the nut (4) can be released.
Do not allow the pressure to fall below 7 % or exceed 5 % of the ten-

sion pressure (see Work Cards 000.30 and 000.33).
9. Turn nut back with tommy bar through the cut-out in the thrust piece
(turn-back angle see Work Card 000.30).
10. Release pressure, disconnect high-pressure hose from the tensioner and
high-pressure pump/hydraulic hand pump.
11. Remove tensioner and remove thrust piece.
Work sequence 2 - Tightening

1. Tighten nut (4) with tommy bar (6) hand-tight.
2. Place thrust piece (3) over nut.
ted centrically.
2007-10-25 - de
pump/hydraulic hand pump.

32/40

009.03).
6629 009.01-02 EN 3 (4)

6. Tighten stud (5) with specified pressure (see Work Card 000.30).
7. Tighten nut (4) with tommy bar through the cut-out in the thrust piece
until it is in contact.
high-pressure pump/hydraulic hand pump.
Work Sequence 3 - Resetting the Piston
1 Casing 4 Thrust piece

2 Piston 5 Hose nipple with non-return valve
3 Thrust spindle
Figure 2: Use of the resetting device
After each use of the hydraulic tensioner, the piston must be returned to its
initial position, so that the effective stroke cannot be exceeded. Danger of
sudden discharge of hydraulic fluid or leakage! Danger of tilting!
For practical reasons, resetting always takes place with the tensioner cou-
pled/ready for operation. The first step is to open the relief valve on the high-
pressure pump/hydraulic hand pump (enables displacement of the hydraulic

fluid). Re-setting the piston is made more easy if the relevant hose is connec-
ted temporarily to the return connection (only with a high-pressure pump).
If resetting the tensioner is performed without the high-pressure hose and
the high-pressure pump/hydraulic hand pump being coupled, the first step is
to open the non-return valve of the hose nipple with the press-open device.
Work steps 1. Turn back the two-armed resetting device (009.092) adequately, then
insert in the blind holes of the casing.
2. Turn the thrust spindle (3) forward until the matching recess in the thrust
piece (4) engages in the hole in the piston.
3. Turn on further until contact is made and then re-set the piston until con-
tact is made.
2007-10-25 - de
4. Remove the resetting device.

32/40
4 (4) 6629 009.01-02 EN

Hydraulic tensioner

bleeding, testing, renewing sealing rings
Summary
Impart the necessary knowledge, ensure the correct execution of the work.
Hydraulic tensioners must be completely filled with hydraulic fluid when used.
They must be bled, if necessary, and checked for leakage occasionally. If
they leak, the sealing rings must be replaced.
bleeding,
checking tightness,
disassembling and assembling and
replacing sealing rings/sealing elements.
Tools/aids required
1 Piston 009.097-1 Standard
1 Casing 009.097-12 Standard
1 Hydraulic nipple 009.096-20 Standard
1 Threaded piece 009.096-21 Standard
1 Sealing ring 009.096-22 Standard
1 O-ring seal 009.096-26 Standard
1 Backing ring 009.096-27 Standard
1 O-ring seal 009.096-30 Standard

1 Resetting device 009.092 Standard
1 Resetting device 009.092-1 Standard
1 Spacer 009.092-10 Standard
32/40;V32/40PGI

2007-10-24 - de
009.01
6629 009.02-02 EN 1 (4)

Preliminary remarks
Hydraulic tensioners must be completely filled with hydraulic fluid before they
are used, as is the case with high-pressure pipes. It may be necessary to
bleed them. A leak test should occasionally be carried out. Non-return valves
are fitted at both ends of the high-pressure pipes which means they cannot
run dry.
The hydraulic tensioner must be dismantled if the O-ring seals/backing rings
need to be replaced or if there is damage. All O-ring seals and backing rings
should be replaced as a matter of course if the hydraulic tensioner is disman-
tled. As high working pressures and critical tolerances and areas are
involved, further interventions/repairs are not recommended. Instead, we rec-
ommend you have the device overhauled by MAN Diesel & Turbo SE or an
authorised Service Centre, if necessary.
1 Piston 22 Sealing ring

2 Piston 26 O-ring seal
12 Casing 27 Backing ring
13 Casing 30 O-ring seal
20 Hydraulic nipple 31 Backing ring
21 Threaded piece*)
Figure 1: Single tensioner, not self-resetting
* Threaded piece (21) is glued into the hydraulic nipple (20) using Loctite 586
Work sequence 1 - Leak testing and bleeding of the tensioner

Bleeding 1. Arrange the tensioner so that the hydraulic nipple (20) points upwards.
2. Connect high pressure pump or hydraulic hand pump and high pressure
hose.
3. Press the tensioner apart by approx. 10 mm (not more!).
4. Reduce pressure to "0" and uncouple the high-pressure hose.
5. Fit the resetting device (009.092) (see Work Card 009.01). Push open the
non-return valve in the hydraulic nipple (20) with the push-open device
(see Work Card 009.05 for handling instructions).
32/40;V32/40PGI
6. Hold the tensioner in such a way that the high-pressure nipple points
upwards and depress the piston with the resetting device until the
hydraulic fluid comes out without any bubbles.
7. Remove the push-open device and the resetting device.
2007-10-24 - de
Leakage checking 1. Mount tensioner on a readily accessible bolt for occasional leakage
checking. Connect high-pressure hose.
2 (4) 6629 009.02-02 EN

2. Pump the hydraulic tensioner with the recommended tensioning pres-

sure for that bolt. No leakage should appear for the next 5 minutes.

3. Release pressure, disconnect high pressure pump or hydraulic hand
pump and high pressure hose. Remove tensioner.
Work sequence 2 - Dismantling and assembling the tensioner/replacing the sealing

elements
Dismantling 1. Place the hydraulic tensioner on a clean surface or clamp in a vice with
the spanner flats of the piston (1 or 2).
2. Push open the non-return valve in the hydraulic nipple (20) with the push-
open device (009.026) (see Work Card 009.05 for handling instructions).
3. Place the spacer (009.092-10) on the piston. See Fig. 2.
4. Turn back the resetting device (009.092-1) adequately, then insert in the
blind holes of the casing (12 or 13).
5. Turn the thrust spindle forwards until the recess in the thrust piece
engages with the spacer.
6. Continue to turn until the piston becomes free. In the final phase do not
tilt, if possible, and make sure it does not fall out. See Fig. 2.
7. Remove O-ring seals (26 and 30) and backing rings (27 and 31).
8. Clean all parts and check for damage, replace if necessary.
9. Apply a thin coat of Belzona anti-seize agent to all fitting surfaces on the
piston and on the casing. O-ring seals/backing rings and grooves must
remain free.
Replace the sealing rings 1. Fit new backing rings (27 and 31) and O-ring seals (26 and 30). Make
sure that the position is correct. O-ring seal always on the pressure side,
backing ring with groove towards the O-ring seal.
Assembly 1. Installation takes place in the reverse order. To do this, the resetting
device (009.092-1) must be applied from the opposite side. Do not tilt
the piston (1 or 2) when inserting. If necessary, off-set the resetting
device by 180°. Do not damage the O-ring seals. Use push-open device
(009.026) during the assembly as well. See Fig. 3.
2. Bleed the tensioner in accordance with work sequence 1 after assembly,
perform a leak test.
32/40;V32/40PGI
2007-10-24 - de
6629 009.02-02 EN 3 (4)

1 Piston 12 Casing
Figure 2: Dismantling the tensioner (pushing the piston out)
32/40;V32/40PGI
Figure 3: Assembly of the tensioner

2007-10-24 - de
4 (4) 6629 009.02-02 EN

Hydraulic tensioner

use
Summary
Impart the necessary knowledge, ensure proper use.
Hydraulic tensioners are used for extending bolts with regard to the compo-
nents to be connected. In this condition, nuts can be tightened or loosened
without applying force. The piston is pressed back into the initial position by
the cup springs.
loosening,
tightening and
resetting the piston.
Tools/aids required
1 Open-jaw wrench 55 000.570 Standard

000.30 000.33 009.03
009.05 009.08
Technical data
Nominal pressure 1000 bar
32/40;L32/44CR;V32/40PGI
Tool number 009.346/009.347

Effective piston area 2 x 20,23 = 40,46 cm²
Effective stroke 3,5 mm
Preliminary remarks
The piston and the casing of the tensioner, supplemented by thrust pieces
2007-10-24 - de
and adapter pieces, extend the bolts with respect to the components to be
connected. This happens when hydraulic fluid from the high-pressure pump
6629 009.07-02 EN 1 (4)

or hydraulic hand pump is pressed under the piston. When the pressure is
high enough, the bolt nut is accessible and can be releaseed or adjusted
according to specifications.
1 Tensioner
2 Cup spring
3 Tension nut
4 Tommy bar
5 Thrust piece
6 Nut
7 Bolt
A Gap dimension for releasing the
bolted connection
B Hole for tommy bar
X Releasing
Y Tightening
Figure 1: Tandem tensioner, self-resetting

Hydraulic tensioners and high-pressure hoses must be completely filled with
hydraulic oil prior to use. They must be bled if necessary. Check for leakage
occasionally. See Work Card 009.08.
The high-pressure hoses are equipped with non-return valves on both sides.
They cannot, therefore, run dry.
A requirement for correct tightening of the bolted connection is a pressure
gauge with a display in perfect working order. In case of doubt compare the
pressure gauge with a comparison pressure gauge.
The hydraulic tensioner is automatically set to zero position with a set of cup
springs (2). Added to this, the high-pressure pump or the hydraulic hand
pump must be connected and the relief valve must be opened.
Work Sequence 1 - Releasing

Work steps 1. Clean screw thread (7).
32/40;L32/44CR;V32/40PGI
2. Place pressure pad (5) over the nut (6).

3. Check with single-ended open-ended spanner (000.570) if tension nut (3)
is firmly bolted to the tensioner (1) (see Work Card 009.08).
ted centrically.
2007-10-24 - de
2 (4) 6629 009.07-02 EN

Insert tommy bar in the hole (B) for screwing on.

5. After assembly turn back the piston with tension nut by the specified
turn-back angle (see Work Card 000.30) for each individual screwed
connection. The associated gap dimension A results from this.
pump or hydraulic hand pump.
009.03).
8. Close gap (A).
9. Pump the tensioner until the nut (6) can be released.

10. Turn nut back with tommy bar through the cut-out in the thrust piece
(turn-back angle see Work Card 000.30).
high-pressure pump or hydraulic hand pump.
Work sequence 2 - Tightening

1. Tighten nut (6) with tommy bar (4) hand-tight.
2. Place thrust piece (5) over nut.
3. Check with single-ended open-ended spanner (000.570) if tension nut (3)
is firmly bolted to the tensioner (1) (see Work Card 009.08).
4. Tighten tensioner (1) and ensure that the thrust pad is placed centrically.
Insert tommy bar in the hole (B) for screwing on.

32/40;L32/44CR;V32/40PGI

pump or hydraulic hand pump.
009.03).
7. Tighten stud (7) with specified pressure (see Work Card 000.30).
8. Tighten nut (6) with tommy bar through the cut-out in the thrust piece
2007-10-24 - de
until it is in contact.
6629 009.07-02 EN 3 (4)


high-pressure pump or hydraulic hand pump.

32/40;L32/44CR;V32/40PGI
2007-10-24 - de
4 (4) 6629 009.07-02 EN

Hydraulic tensioner

bleeding, testing, renewing sealing rings
Summary
Impart the necessary knowledge, ensure the correct execution of the work.
Hydraulic tensioners must be completely filled with hydraulic fluid when used.
They must be bled, if necessary, and checked for leakage occasionally. If
they leak, the sealing rings must be replaced.
venting,
checking tightness,
disassembling and assembling and
replacing sealing rings/sealing elements.
Tools/aids required
1 Hydraulic nipple 009.346-1 Standard
1 Threaded piece 009.346-3 Standard
3 Cup spring 009.346-10 Standard
1 Closing cap 009.346-13 Standard
1 Nut 009.346-16 Standard
1 Sealing ring (Round) 009.346-20 Standard
1 Sealing ring (Round) 009.346-22 Standard

32/40;L32/44CR;L32/40CR

1 Eye bolt 001.404 Standard
2007-03-26 - de
1 Hexagon screw driver 12 000.299 Standard

6629 009.08-02 EN 1 (4)


009.07
Preliminary remarks
1 Hydraulic nipple
2 Seal
3 Threaded piece
4 Seal
5 Nut
6 Piston
7 Piston
8 Backing ring
9 O-ring seal
10 Casing
11 O-ring seal
12 Backing ring
13 Cup spring
14 Casing
15 Closing cap
Figure 1: Tandem tensioner, self-resetting

Hydraulic tensioners must be completely filled with hydraulic fluid before they
are used, as is the case with high-pressure pipes. It may be necessary to
bleed them. A leak test should occasionally be carried out.
Non-return valves are fitted at both ends of the high-pressure pipes which
means they cannot run dry.
The hydraulic tensioner must be dismantled if the sealing rings need to be
replaced or if there is damage. All sealing rings should be replaced as a mat-
ter of course if the hydraulic tensioner is dismantled. As high working pres-
sures and critical tolerances and areas are involved, further interventions/
repairs are not recommended. Instead, we recommend you have the device
overhauled by MAN Diesel & Turbo SE or an authorised Service Centre, if
necessary.
Work sequence 1 - Leak testing and bleeding of the tensioner

32/40;L32/44CR;L32/40CR
Bleeding 1. Hydraulic nipple (1) must point upwards when mounting tensioner with
tension nut.
2. Connect high-pressure pump or hydraulic hand pump and high-pressure
hose.
3. Expand or pump open (in disassembled condition) tensioner approx. 3
mm (not more).
2007-03-26 - de
2 (4) 6629 009.08-02 EN

Ensure that in the aforementioned case the tension pressure of the

selected bolt is not exceeded.
4. Release pressure again. When resetting the piston by the cup springs,
existing air escapes through the high-pressure hose.
5. Disconnect high-pressure hose and bleed hose with opener (009.026).
Leakage checking 1. Mount tensioner on a readily accessible bolt for occasional leakage
checking. Connect high-pressure hose.
2. Inflate hydraulic tensioner with the recommended tension pressure for
that bolt. No leakage should appear for the next 5 minutes.
3. Release pressure, uncouple high-pressure pump or hydraulic hand pump
and high-pressure hose. Remove tensioner.
Work sequence 2 - Assembling and disassembling the tensioner

Starting position Closing cap unscrewed (15) or nut (M30 x 2/M33 x 2) from piston (6) with
single-ended open-jaw spanner (000.570).
Work steps 1. Remove cup springs (13).
2. Mount opener (009.026) to the hydraulic nipple (1) and open non-return
valve in the hydraulic nipple.
3. Remove casing (14).
4. Place piston (6) on clamped hexagon screwdriver (000.299), loosen and
unscrew nut (5).
Screwed connection of nut and piston has a left-hand thread!
5. Pull piston (6 and 7) out of casing (10).

6. Clean all parts and check for damage, replace if necessary.
Installation takes place in the reverse order. Prior to the assembly, apply a
thin layer of Belzona-Antiseize on all metallic fitting surfaces of the piston (6
and 7) or on the casing (10). Thread, sealing elements and grooves have to
remain clear. When pushing the piston into the casing ensure that the sealing
elements are not damaged. Use opener (009.026) during the assembly as
well. Insert new seal (4) and screw nut (5) up to the stop. Install cup springs
32/40;L32/44CR;L32/40CR
(13) in the correct sequence (see figure). Screw in nut (M30 x 2/M33 x 2) with
single-ended open-jaw spanner (000.570) up to the stop, while counter-
holding the piston (6) with a hexagon screwdriver (000.299).
The cup springs (13) have to be compressed a little to enable the ten-
sion nut to rest on the piston.
2007-03-26 - de
6629 009.08-02 EN 3 (4)

Hydraulic tensioner has to be bled after assembly and checked for leakage
(see work sequence 1).
Work sequence 3 - Renewing the sealing elements

Starting position Tensioner is disassembled, cleaned and checked for damage. Sealing rings
are removed.
Work steps 1. Clean grooves in piston (6 and 7) and in the casing (10 and 14).
2. Place backing rings (8 and 12) and O-ring seals (9 and 11) in the appro-
priate grooves.
Ensure that the sealing elements are positioned correctly. Always place
O-ring seals on the pressure side, hollow in the backing ring faces the
O-ring seal
32/40;L32/44CR;L32/40CR
2007-03-26 - de
4 (4) 6629 009.08-02 EN

Measuring gauge (measuring device)

checking the screw elongation
Summary
It is important to use the right torque to tighten and untighten the screwed
connections and ensure correct performance of the work.
The measuring device serves the purpose of determining the bolt elongation
for comparison with a reference value. This should ensure that particularly
important screws are tightened correctly by using hydraulic tensioners.
correct use/application and
measuring of the elongation.
Tools/aids required
1 Measuring device 009.121 Standard
1 Magnetic prism with support 009.121-1 Standard
1 Guide piece 009.121-3 Standard
1 Clamping piece 009.121-5 Standard
1 Dial gauge 009.121-8 Standard

000.30 009.01 009.07
Preliminary remarks
The bolt elongation is to be measured for comparison with a reference value
in the case of bolted connections of primary significance. This is to ensure
that the required pretension is actually present in the form of the elongation
of the bolt and compressing of the parts to be tightened. This is not guaran-
teed if the tensioner is blocked or the tension pressure is partly or fully dissi-
32/40;V32/40PGI
pated by friction.
2007-10-24 - de
6629 009.06-03 EN 1 (2)

1 Knurled screw 4 Casing

2 Washer 5 Piston
3 Thrust piece
Figure 1: Measuring device, placed on hydraulic tensioner
Work sequence 1 - Measuring the bolt elongation Δl

Starting position Bolted connection released, tensioner is in position and ready to operate.
Work steps 1. Set high-pressure pump or hydraulic hand pump in operation and tighten
bolt with tensioner with pre-tension pressure.
(for value see Work Card 000.30).
2. Mount measuring device (009.121) on the casing (4) of the tensioner.
Adjust position of the dial gauge and sensor pin by sliding the clamping
piece (009.121-5) accordingly. Reset dial gauge to "0".
3. Raise tension pressure to recommended value (see Work Card 000.30).
Tighten nut with tommy bar, hand-tight.
4. Reduce pressure to "0" and raise again to pretension pressure.
5. Indication on the dial gauge is equivalent to screw elongation/compres-
sion of parts Δl. Read off the value, convert to millimetres and compare
with the target value (see Work Card 000.30).
Bolts must be tightened with the required oil pressure, not according
to Δl. The Δl measurement serves only as an additional check.
6. If deviation from the target value is too great repeat the process, other-
wise check tensioner, bolted connection and pressure gauge.
7. Reduce pressure to "0". Remove tensioner.
32/40;V32/40PGI
2007-10-24 - de
2 (2) 6629 009.06-03 EN

Operating values/Operating results


2010-08-06 - de
6632 005-05 EN 1 (1)

Ignition and compression pressures

determining
Summary
Collate and assess operational data, detect problems on (influencing) sub-
assemblies /systems.
Ignition and compression pressures are important measures for the mechani-
cal loading of the engine. They are closely connected to important operating
data and allow conclusions as to the condition of components and systems
to be drawn.
Recording pressures,
Collating operational data and
Assessing results.
Personnel and time required

Number Qualification Duration in h
1 Technician 0,5
Tools/aids required
1 Ignition measuring instrument by 419.019 Option
Baewert, Type 250E
1 Protective gloves - Inventory
Preliminary remarks
Ignition pressures are an important benchmark for the mechanical loading of
the engine. They are closely connected to important operating data and
allow conclusions as to the condition of components and systems to be
drawn. They must be determined with an indicator (pressure gauge) at regu-
lar intervals, in accordance with the maintenance schedule. When evaluating,
both the absolute values and the differences from cylinder to cylinder are
important.
The calibration interval for the ignition pressure measuring device should be
one year.
Work sequence 1 - Recording pressures

Starting position Engine at desired performance level in stable operation. Steady state condi-
tion of operational values is reached.
Work steps 1. Before indicating, open the indicator valve and keep it open for 2-3 igni-
tion strokes to remove carbon or combustion residues which have built
up in the indicator pipe.
General
2010-03-02 - de
6682 000.25-03 EN 1 (3)

Do not step in front of the fire jet!

2. Close the indicator valve.

3. Screw pressure sensor of the measuring device onto the indicator valve.
4. Record the ignition pressures according to the Operating Instructions for
the ignition pressure meter Type 250E (419.019).
The compression pressures can be recorded in a similar way to the

ignition pressures, if, during that procedure, the control rod of the asso-
ciated injection pump is set to zero against the force of the buckling
lever spring.
Measurement of the compression pressure is only allowed up to a load

where the remaining cylinders still operating can take the load of the
cylinder which is switched off.
Figure 1: Baewert Ignition pressure meter Type 250E

General
2010-03-02 - de
2 (3) 6682 000.25-03 EN


Work sequence 2 - Evaluation/Assessment
The following limit values/requirements must be observed:
▪ measured ignition pressures at nominal output ≤ maximum value,
▪ Deviations between cylinders ≤ average tolerance
(for corresponding limit values, refer to 010.005 Engine - Operating
Instructions, Chapter 2.5.2),
▪ same regulating rod position with all fuel-injection pumps.
For practical reasons, the diagrams/results should be compared with those
in the test run report, or those obtained during earlier measurements. If the
ignition pressures are too high, this is because fuel is being injected too early
or not enough fuel is being injected. If the ignition pressures at the individual
cylinders are too low, this may be due to one of the following malfunctions:
▪ fuel-injection nozzle is dripping or not injecting properly,
▪ damaged/worn fuel-injection pump and
▪ leaking gas exchange valves.
Type and source of danger

You can analyse measured data graphically and/or arithmetically using
the PC software supplied.

General
2010-03-02 - de
6682 000.25-03 EN 3 (3)

Charge air cooler/crankcase

Measuring the differential pressure
Summary
Collecting operating data, ensuring/restoring operating safety, enabling/sup-
porting economic operation. Differential pressure measurements support, in
addition to the details in the maintenance schedule, the determination of the
most suitable cleaning intervals of charge air coolers and they enable the
assessment of operating data.
The work includes: Measurement by means of a digital pressure gauge, and
measurement by means of a U-tube pressure gauge.
Tools/aids required
1 Digital pressure gauge "Digima- 009.090 Option
Premo"
1 Storage bag 009.090-1 Option
1 9V battery 009.090-2 Option
1 Plug-in charger 009.090-3 Option
1 PVC hose 009.090-4 Option
4 Quick-fitting coupling 009.090-5 Option
2 Hose plug-in nipple 009.090-6 Option
2 Filter 009.090-7 Option
1 U-tube pressure gauge/ water-filled - Inventory
PVC hose
1 Measuring tape - Inventory
Preliminary remarks
Contamination of the charge air cooler reduces the cooling effect and has a
negative effect on the operating values of the engine. In addition to the rec-
ommended cleaning intervals in the maintenance schedule, the measure-
ment of differential pressure helps to determine the most suitable time for
cleaning and to evaluate the operating data. The measurement can be done
with a digital differential pressure gauge or a U-tube pressure gauge.
General
2007-11-15 - de
6682 000.40-01 EN 1 (5)

Measuring set-up/measuring devices
1 Casing before charge air cooler 4 Measuring connection

2 Charge air cooler 5 Measuring device
3 Charge air pipe
Figure 1: Measuring points/measuring set-up (figure shows engine L 40/54 with sin-
gle-stage charge air cooler)
General
2007-11-15 - de
2 (5) 6682 000.40-01 EN


1a "On" push-button 4 "Attenuation" push-button 7 Indication of measured
value
1b "Off" push-button 5a Pressure connection p1 8 Battery tray
2a "●" push-button (measur- 5b Pressure connection p2 9 Indication "lo bat" (battery
ing range 0-2 bar) status)
2b "●" push-button (measur- 6a Zero-point setting for 10a Output for recording
ing range 0-10 bar) measuring range 0-2 bar instrument (+)
3 Information area (indica- 6b Zero-point setting for 10b Output for printer (-)
tion of measuring range/ measuring range 0-10 bar
attenuation)
Figure 2: Measuring device "Digima-Premo" made by SI, special instruments
Safety Instructions
Maximum pressure on the device 14 bar.
Only dry gases are allowed to be admitted at connection p1 and only gases
and fluids which do not attack polyester, silicone and silicon are allowed on
connection p2. On connection p1 you may only use a measuring hose with a
water repellent filter.
Differential pressure measurements normally p2 > p1. If p2 < p1 the sign of
the measured value is negative. With relative pressure measurements p1=
ambient pressure, p2 = measuring pressure.
The hose couplings on the engine and on the hoses in front of the measuring
device are self-blocking.
Measurement with digital pressure gauge

One-off preparations Fit hose plug-in nipple and quick-fit coupling on both ends of the PVC hoses.
Cut the hose approx. 30 cm before the coupling and connect both ends to
the connections on the water repellent filter. Also use this hose for connec-
tion p1!
Work steps 1. Blow by the measuring connections. In order to do so, connect hose
plug-in nipple with nom. Ø 8 mm temporarily to the coupling at the
General
2007-11-15 - de
engine side.
2. Connect PVC hoses with filter to measuring points A and B. The locking
rings of the hose couplings must engage.
6682 000.40-01 EN 3 (5)

3. Connect measuring device and press push-button "w" for measurement

of the 0 - 2 bar range. Indication at "w" will be visible in area 3.
4. Press "On" push-button. Read off the measured value of the display.
5. Pulsating pressures lead to unstable indications. In this case press the
push-button "attenuation". Indication at "D" will be visible in area 3.
6. Turn off measuring device. Remove measuring hoses from the measur-
ing points (lift locking ring to do so).
7. Compare measured value with reference value and evaluate. The differ-
ential pressure in the as-new condition can be taken from the engine
acceptance test record. The charge air cooler is, at the latest, to be
cleaned when the differential pressure has reached the maximum value
(see manual section 2.5).
Additional information If the battery or accumulator voltage is too low a pre-warning "lo bat" will
appear in the indication field 9. The device can be used until the indication
starts to flash. From this point onwards incorrect measured values can
occur.
The recording instrument outputs 10a/10b provide a DC voltage of 1 mV/
digit (maximum 2 V) which is proportional to the measured value.
The zero-point setting can be carried out with the potentiometer 6a/6b when
the device is unloaded.
Measurement with U-tube pressure gauge

Work steps 1. Blow by the measuring connections as described above.
2. Fit hose nipples, which are mounted on the measuring connections on
the engine, to both ends of the PVC hose having 8 mm inner diameter.
3. Fill hose with water until the water column is approx. 300 mm high on
both sides.
4. Grasp hose ends and connect to the couplings of the measuring points
at the same time.
5. Measure water level h and evaluate the result as described above.
Δh 100 mm WG = 10 mbar differential

pressure
2 Connection before charge air
cooler
3 Connection after charge air cooler
Figure 3: Differential pressure measurement with U-tube pressure gauge

General
2007-11-15 - de
4 (5) 6682 000.40-01 EN


Checking the crankcase pressure
A measuring connection is also located on the crankcase (approx. in the
middle of engine on the exhaust side). The crankcase pressure can be meas-
ured here on connection p2, relative to the atmosphere. When evaluating the
measured values, the following must be considered: the wear condition of
the piston, piston rings and cylinder liners, a potential sealing air transition
from the bearings of the turbocharger to the running gear area, the function
of the crankcase air bleed valve and other factors.
Figure 4: Measuring point on crankcase (engine L 40/54)

General
2007-11-15 - de
6682 000.40-01 EN 5 (5)

MAN Diesel & Turbo
1 Introduction
blies
4 Appendix
Work Cards, classified into sub-assemblies

2010-08-06 - de
6632 3 B2-05 EN 1 (1)

Sub-assembly overview
027 Torsional vibration damper
073 Crankcase cover/safety valve Work Cards, classified into sub-assemblies
2010-08-06 - de
6632 000-05 EN 1 (2)

000 MAN Diesel & Turbo

112 Push rods
160-162 Starting air pilot valve/Starting valve/Main start-
ing valve

2010-08-06 - de
2 (2) 6632 000-05 EN

Sub-assembly overview - longitudinal and cross-section of the engine

V32/40
Figure 1: Cross section of engine

2008-07-08 - de
6632 3.1-03 EN 1 (4)

Work Cards, classified into sub-assemblies Sub-assembly overview
3.1
2 (4)
V32/40
Figure 2: Longitudinal section of engine
6632 3.1-03 EN
MAN Diesel & Turbo
2008-07-08 - de
Overview of components - Designation
Sub-assembly Designation
0112) Oil sump

012 Cylinder crankcase
020 Crankshaft
021 Crankshaft bearing
0231)2) Crankshaft extension
030 Connecting rod
034 Piston
050 Cylinder liner with top land ring
055 Cylinder head
057 1) Safety valve on cylinder head
071a Coverings
071b1) Dead centre indicator/Speed sensor
072 Coverings
073a Crankcase covering
073b Crankcase casing with relief valve / splash oil
077 Casing of camshaft
101a Injection camshaft
101b Valve camshaft
101c1)2) Rotary vibration damper for injection camshaft

101c 1)2) Rotary vibration damper for valve camshaft
102a Camshaft bearing
102b Thrust bearing
111 Rocker arm with bearings and cylinder head cover
112 Inlet and exhaust cam follower with push rod
113 Inlet valve
1141) Exhaust valve
120a 2) Control piston for injection camshaft
120b1)2) Control piston for valve camshaft
125 1) Parts for the operating device and measuring devices
1401) Speed controller
160 1) Starting air pilot valve

V32/40
2008-07-08 - de
161 Starting valve

162 1) Main starting valve
6632 3.1-03 EN 3 (4)

Sub-assembly Designation
200 Fuel injection pump with drive

280a Charge air pipe
280b1)2) Air bypass pipe
286a Built-on components for turbocharger
286b Built-on components for washing device
289a Exhaust pipe
289b Exhaust pipe casing
300 2) Lubricating oil pump
3021) Lubricating oil pump for cylinder lubrication
3111) Crankcase ventilation

322a Charge air cooler with attaching parts
322b Casing
350 2) Cooling water pump
4081) Main bearing temperature monitoring
413a1) Cabling on engine for splash-oil temperature monitoring
413b1)2) Oil mist detector

419 Indicator valve
430 1) Piping, general
432 Starting air pipes and control pipes
434 Fuel injection pipe
434 1) Fuel pipes
440 lubricating oil lines

4421) Condensate drain
443a 1) Cylinder lubrication
443b1)2) Valve seat lubrication

447 Cooling water lines
489a1) Cable conduits with attachment
489b1) Warning sign

Table 1: Sub-assembly designation
1)
These sub-assemblies are not visible in the illustrations
2)
if any
V32/40
2008-07-08 - de
4 (4) 6632 3.1-03 EN

Foundations/Bearings
2010-08-06 - de
6632 009-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 009-05 EN

Position of crankshaft flange in relation to driven flange
determining/checking
Summary
Checking alignment, detecting problems on (influencing) sub-assemblies/
systems, ensuring/restoring operational safety.
The crankshaft flange/the engine must have specific offsets to the flange/unit
to be driven in the cold state. The alignment must be measured upon instal-
lation and must be checked regularly.
This includes:
Checking the alignment,
recording measured values and
evaluating results.
Tools/aids required
2 Dial gauge - Inventory
1 Inside micrometer - Inventory
1 External micrometer - Inventory

000.10 012.01
Preliminary remarks
The flange of the crankshaft, i.e. ultimately the engine, must show certain
axial offsets in the cold state, with respect to the driven flange so that influ-

encing factors are compensated for under operating conditions. Such factors
are:
▪ thermal expansion of the foundations,
▪ thermal expansion of the engine, generator or the gear,
▪ thermal expansion of the rubber elements in the case of resilient mount-
ing,
▪ the settling behaviour of the resilient mounting and
▪ shaft disalignment under pressure.
The position of both flanges is to be measured on the original equipment and
checked subsequently at regular intervals in accordance with the mainte-
nance schedule.
If required, a special manual can be prepared for certain propulsion

systems, in which the necessary alignment measurements are given.
General
These can vary from those in the flywheel alignment diagram.

2007-07-23 - de
6682 000.09-01 EN 1 (4)

1 Driven shaft flange C Reference mounting G Shaft axis

dimension, coupling
2 Engine main flange D Spacing
A Radial offset E Spacing ΔA Difference, radial offset
B Axial offset F Engine crankshaft axle ST Control side
Figure 1: Alignment of the crankshaft flange with respect to the driven flange - measurements and terms
Work sequence 1 - Measuring the flange alignment

Starting position The crank web deflection complies with the regulations (see Work Card
000.10).
Prerequisites/measuring pro- In order to ascertain the exact alignment during assembly, it is necessary to
cedure make a measuring bracket with two dial gauges to be fastened to the fly-
wheel. One measuring gauge records the radial axle misalignment (A) for the
vertical and horizontal deviations, the other gauge measures the plane paral-
lelism or the flange divergence (B). The measuring bracket can be used for
subsequent checks, as required in resiliently mounted engines in particular.
The axial distance (E) is measured using a micrometer from the flange of the
crankshaft to the flange of the driven shaft, the reference dimension is meas-
ured (C) from the flywheel to the flange of the driven shaft. The distance
between the engine and the driven flange and the fitting dimension (C) of the
flexible coupling is adjusted / checked with the pretension possibly required.
The engine bearings must, if required, be equipped with emergency

lubrication during rotation of the crankshaft for alignment.
The measured values are to be noted and recorded on a printed form (see
suggestion on the following page). The original measured values are to be
compared with the calculated given values, or with empirical values. If neces-
sary, the alignment must be corrected again. Later comparison of the values
allows conclusions to be drawn concerning time sequencing, the scope and
General
possible causes for changes.

2007-07-23 - de
2 (4) 6682 000.09-01 EN

Alignment protocol Date:
Engine Factory Ref. No.: Time:
1 - Driven shaft flange 2 - Engine main flange

* Enter values in the table
** Enter values in the figure
The actual radial offset amounts to only half of the calculated difference
from the dial gauge indications (ΔA).
1. Measurement 2. Measurement 3. Measurement 4. Measure-

ment
Radial offset (A), dial gauge indication

Axial offset (B), dial gauge indication
horizontal vertical
Difference in measurement (ΔA)
Actual radial offset (ΔA/2)
Reference mounting dimension (C), coupling
Spacing (D)
Spacing (E)
Distance between the main flange and engine crankcase
Distance between flange and bearing of the driven shaft
Engine coupled uncoupled
Engine condition cold hot [°C]
Engine room temperature [°C]
General
Remarks:
2007-07-23 - de
6682 000.09-01 EN 3 (4)

Work Cards, classified into sub-assemblies Foundations/Bearings
4 (4)
General
000.09
6682 000.09-01 EN
Signature:
MAN Diesel & Turbo
2007-07-23 - de
Check foundation bolts
Aligning engine on the foundations
Summary
Check alignment, Check sub-assemblies for consistency/wear, Detect prob-
lems with (influencing) components/systems.
Foundation bolts must be checked regularly for correct pretension, adapters
and stoppers to be checked for consistency and secure location.
This extends to:
Inspection of parts/components and
realign the engine.

1 Technician 4
1 Assistant 4
Tools/aids required
1 Thrust piece 030.258 Standard
1 Nut 030.205 Standard
1 Guide tube 021.032 Standard
1 High-pressure pump 009.342 Option

1 Thickness gauges 0.05-1 000.454 Standard
1 Forcing-off bolt M32x2 - Inventory
1 Depth gauge - Inventory
1 Hammer (wood/plastic-) - Inventory

32/40;L32/44CR

000.10 000.30 000.33
009.03
2009-08-11 - de
6629 012.01-01 EN 1 (6)

Preliminary remarks
Included in the work specified in the service schedule is also the inspection
of the hydraulically tensioned foundation bolts for correct pretension as well
as the checking of the adapters and stoppers for firm seating. The pressure
required to loosen the nut is determined in this way. This is then compared
with the specified tensioning pressure. The foundation bolts are then re-tight-
ened with the specified tensioning pressure.
A further point in the maintenance schedule is the check of the crank web
deflection. If an impermissibly high value is detected by this control (espe-
cially at cylinder 1, or at cylinders A1/B1, see Work Card 000.10) and could
not be corrected through the alignment of the connecting shaft (generator),
the engine must be lifted from the foundation and realigned. See alignment
specifications in the foundation drawing.
After a period of bad weather, after a collision or grounding (with

marine engines), or after natural catastrophes (with stationary engines),
the location of the engine should be checked accurately, and all foun-
dation bolts should be retightened. The foundation bolts on the cou-
pling side and on the free engine end are most at danger.
The fixing of the engine on the foundation is executed in different ways

depending on the system (marine engine, stationary engine). Marine engines
are bolted to the top plates of the ship, stationary engines are bolted to a
foundation beam.
Work sequence 1 - Checks on the cylinder crankcase

Danger of death! During all work in the cylinder crankcase, close the
starter air cylinder, vent the starter pipe and engage the turning gear,
to prevent starting of the engine and rotation of the running gear! For
additional safety regulations, refer to Volume 010.005 Engine - Operat-
ing Instructions.
Work steps 1. Carefully clean cylinder crankcase and oil sump when overhauling and at
every oil change.
2. Examine cylinder crankcase from inside and outside for cracks.
Work sequence 2 - Checking the foundations

32/40;L32/44CR
Checking the foundation bolts starts on the coupling side.

2009-08-11 - de
2 (6) 6629 012.01-01 EN

1. Remove protective caps (9) and clean and degrease foundation bolts (12
or 13).
2. Check that nut (030.205) on tightening device (009.346) is screwed on
tight.
3. Place pressure piece (030.258) over foundation bolt and screw on tight-
ening device.
4. Rotate the tightening device back through 180°.
5. Connect high-pressure hose (009.306) to tightening device and high-
pressure pump or hydraulic hand pump.
High-pressures can be released in the axial direction if the hydraulic

tensioners are damaged. This could inflict personal injury and cause
material damage. You should therefore make sure when working with
hydraulic tensioners that all persons stay clear of the extended axis of
the tensioner!
6. Start the high-pressure pump or hydraulic hand pump (see Work Card
009.03) and close the gap between the pressure piece and tightening
device that arose when turning the tightening device backwards.
7. Pump the tightening device until the nut (10) can be released. Make a
note of the release pressure and compare it with the clamping pressure.
The pressure must lie max. 7% under or 5% over the tension pressure
(see Work Cards 000.30 and 000.33).
If there is plastic chocking, the tensioning value for the foundation bolts
must be specified by the manufacturer of the liner. The threads of the

foundation bolts and the mating surface of the nuts must be free from
residual plastic particles.
8. Adjust high-pressure pump, or operate hydraulic hand pump, until pre-

scribed clamping pressure is reached and retighten the nut.
9. Dump the pressure and detach the hydraulic tightening device.
10. Follow the same procedure (points 3 to 9) to check the remaining foun-
dation bolts.
11. Grease the threads of the foundation bolts to protect against rust and
cover with protective caps.
12. Tap fitting pieces (14) and stopper (15) to make sure they are secure.
32/40;L32/44CR
Work sequence 3 - Aligning the complete engine

Work steps 1. Attach hydraulic tightening device to the foundation bolt (12 or 13) and
loosen nut (10) (see Work Sequence 2, points 1 to 7).
2009-08-11 - de
2. Turn back nut

6629 012.01-01 EN 3 (6)

4. Check the remaining foundation bolts by following the same procedure.

5. Unscrew the nuts and remove the foundation bolts if possible.

6. Remove the protective caps on the threaded extraction holes and screw
in jacking screws (19), placing shims (20) underneath to protect the foun-
dations.
7. Raise the engine with the jacking screws, remove the fitting pieces (14)
and align the engine so that the web deflection is within acceptable limits
(see Work Card 000.10).
When aligning take care with the coupled shaft and particularly with the
rib deflection of cylinder 1 or cylinders A1/B1 (coupling side). Check
with thickness gauges (000.454) whether the crankshaft rests on the
bottom bearing shells.
8. Determine the thickness of the fitting pieces and, if necessary, make new
fitting pieces.
Only one uniform material may be used for packers! A mixture of cast
resin and steel spacer plates is not allowed!
9. Install fitting pieces, check proper seating using the feeler gauge
(000.451).
10. Fit the foundation bolts (remember to install washer (17) with locating
screws!) and screw on nuts fingertight. Check bolt projection (A) = 79
mm.
11. Remove jacking screws and shims and store with the tool. Grease threa-
ded extraction hole and cover with protective caps.
12. Check that nut (030.205) is firmly screwed to the tightening device
(009.346).
13. Place pressure piece (030.258) over the foundation bolt and screw on
the tightening device, for tightening sequence see Fig. 4 or 5.
14. Connect high-pressure hose (009.306) to tightening device and high-
009.03) and tighten foundation bolt to specified clamping pressure (see
Work Card 000.30). Tighten nut fingertight using tommy bar (000.261).
If there is plastic chocking, the tensioning value for the foundation bolts
must be specified by the manufacturer of the liner. The threads of the
foundation bolts and the mating surfaces of the nuts must be free from
32/40;L32/44CR
residual plastic particles.
2009-08-11 - de
17. Follow the above procedure to tighten the remaining foundation bolts
(points 13 to 16).
4 (6) 6629 012.01-01 EN

18. Check crank web deflection again and record in operating data logs (see
Work Card 000.10).
19. Grease the threads of the foundation bolts to protect against rust and
cover with protective caps.
9 Protective cap 13 Foundation bolt (locating 17 Washer

bolt)
10 Nut 14 Fitting piece 18 Hexagon nut
11 Cylinder crankcase 15 Stopper
12 Foundation bolt (extension 16 Foundation A Bolt protrusion
bolt)
Figure 1: Mounting the engine on the foundation plate (marine engine) and fitting the hydraulic tightening device
14 Fitting piece

16 Foundation
19 Jacking screw
20 Shim
Figure 2: Arrangement of jacking screw

32/40;L32/44CR
2009-08-11 - de
6629 012.01-01 EN 5 (6)

1-8 Tightening sequence

Figure 3: Tightening sequence of foundation bolts (in-line engine)

A1- Cylinder bank A
A6
B1- Cylinder bank B
B6
Figure 4: Tightening sequence of the foundation bolts (V engine)
32/40;L32/44CR
2009-08-11 - de
6 (6) 6629 012.01-01 EN

Cylinder crankcase/tie rod

2010-08-06 - de
6632 012-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 012-05 EN

Crankshaft bearing bolts and cross tie rods

inspection, loosening and tightening
Summary
Tightening and releasing important screwed connections with the correct val-
ues, ensure correct execution of work.
Crankshaft bearing bolts and cross tie rods
determining pressure release and evaluating
tightening connection with target pressure.
Safety requirements
▪ Driving shaft secured against turning
Tools/aids required
2 Setting gauge 021.256 Standard
2 Tension screw 021.255 Standard
2 Intermediate ring 021.250 Standard

2 Angle piece 009.028 Standard
1 Thickness gauges 0.05-1 000.451 Option
1 Ring spanner (cranked) 24x27 000.247 Standard

V32/40
000.30 000.32 000.33

2007-10-09 - de
009.01 009.03
6632 012.02-01 EN 1 (8)

Work sequence 1 - Checking the cross tie rods

Starting position Protection caps removed from cross tie rods.
Work steps 1. Clean threads of the cross tie rods (6).
2. Assemble the hydraulic tensioners on both cross tie rods of a crankshaft
bearing, thereby tightening the tension screw (021.253) hand-tight up to
the stop.
Before installing the tensioning cylinder ensure that the pistons are
completely pressed in.
3. Turn the tensioning cylinder (009.097) back by 270°.

4. Connect the high-pressure hoses (009.306) to the tensioning cylinder
and the high-pressure pump or hydraulic hand pump.
5. Start the high-pressure pump or the hydraulic hand pump (see Work
Card 009.03) and close the gap between the thrust piece (021.252) and
ring (4) that resulted from the turning back.
6. Pump up the tensioning cylinder until the nuts (5) can be released.

Make a note of the release pressure and compare it to the clamping pres-
sure.
1. Adjust high pressure pump to the specified tension pressure or activate
hydraulic hand pump up to the specified tension pressure and tighten

both nuts.
2. Release the pressure and remove the hydraulic tensioners.
3. Place protection caps over the cross tie rods.
4. Reset the pistons of the tensioning cylinders (see Work Card 009.01).
V32/40
2007-10-09 - de
2 (8) 6632 012.02-01 EN


1 Cylinder crankcase 5 Nut
4 Ring 6 Cross tie rod
Figure 1: Attach the hydraulic tensioner to the cross tie rod
Work sequence 2 - Checking the crankshaft bearing bolts

Starting position Crankcase is opened, running gear is turned so that the main bearing cap is
easily accessible.

V32/40
2007-10-09 - de
6632 012.02-01 EN 3 (8)

3 Main bearing cap

Figure 2: Attaching the hydraulic tandem tensioner to the crankshaft bearing bolt dur-
ing releasing
Work steps 1. Clean the thread of the crankshaft bearing bolts (8).
2. Screw on tension screws (021.255) up to the stop of the tensioning cylin-
der (009.095).
3. Place thrust pieces (021.254) over nuts (7) and screw tensioning cylinder
a few turns onto the crankshaft bearing bolts.
4. Insert setting gauges (021.256) between thrust pieces and crankshaft
bearing cap (3) and turn tensioning cylinder so far that the thrust pads lie
directly on the setting gauges.

5. Fit intermediate rings (021.250) and tensioning cylinder (009.097).
6. Place angle pieces (009.028) on the tensioning cylinder.
7. Connect four high-pressure hoses (009.306) to the tensioning cylinder
and to the high-pressure pump or the hydraulic hand pump.
8. Remove setting gauges.
9. Start the high pressure pump or the hydraulic hand pump (see Work
Card 009.03) and close the gap between the thrust piece and crankshaft
bearing cap.
10. Pump the tensioning cylinder until the nuts can be released.

V32/40
2007-10-09 - de
4 (8) 6632 012.02-01 EN

11. Make a note of the release pressure and compare it to the clamping
pressure.

both nuts.
13. Release pressure and remove tandem tensioner.
14. Close crankcase.
3 Main bearing cap 9 Dial gauge

7 Nut

8 Crankshaft bearing bolt A Bolt projection
Figure 3: Arrangement of the hydraulic tandem tensioner on the main bearing bolt
Work sequence 3 - Unloading the cross tie rods

Starting position Remove protection caps from the cross tie rods.
Work steps 1. Attach hydraulic tensioner and release nuts (5) (see work sequence 1,
point 1 to 6).
2. Turn back both nuts
(turn-back angle, see Work Card 000.30).
4. Retract pistons of the tensioning cylinders (009.097)
Work sequence 4 - Releasing the crankshaft bearing bolts

V32/40
2007-10-09 - de
Starting position Crankcase is opened, running gear is turned so that the main bearing cap is
easily accessible. Cross tie rod unloaded.
6632 012.02-01 EN 5 (8)

Note_Before untightening the main bearing bolts the cross tied rods
must be untightened.
Work steps 1. Fit hydraulic tandem tensioners to both main bearing bolts (8) and
release the nuts (7).
(see Work Card 2, point 1 to 10)
2. Turn back both nuts (turn-back angle, see Work Card 000.30).
3. Release pressure and remove tandem tensioners.
4. Retract pistons of the tensioning cylinders (009.095) (see Work Card
009.01).
Work sequence 5 - Tightening the main bearing bolts and cross tie rods
The tightening process is performed in several steps. Attention must be

paid to the correct torque sequence. Before tightening the main bearing
bolts ensure that the bolt projection A = 174 ± 1.8 mm is maintained.
Work steps 1. Tighten nuts (7) of the crankshaft bearing bolts (8) with tommy bar
(000.263) hand-tight.
2. Check that the gap in the separating joint between main bearing cap (3)
and cylinder crankcase (1) is the same on both sides (max. 1 mm).
3. Tighten nuts (5) of the cross tie rods (6) with tommy bar (000.262) hand-
tight.
4. Assemble the hydraulic tensioners on both cross tie rods, thereby tight-
ening the tension screws (021.253) hand-tight up to the stop.
5. Screw on tension screws (021.255) up to the stop of the tensioning cylin-

der (009.095).
6. Place thrust piece (021.254) over nuts (7) and screw tension cylinder
onto the crankshaft bearing bolts (8).
V32/40
7. Place the intermediate rings (021.250) over the tension screws on the
2007-10-09 - de
tensioning cylinder, insert the tommy bars through the holes in the inter-
mediate rings in the tension screws.
6 (8) 6632 012.02-01 EN

By inserting the tommy bars, the intermediate rings do not have to be

fitted and removed when changing the tensioning cylinders (009.097).
1 Cylinder crankcase 2 Crankshaft 3 Main bearing cap

Figure 4: Mounting the hydraulic tensioner to the cross tie rod
1. Connect high pressure hoses (009.306) onto tensioning cylinder of the
cross tie rods and high pressure pump or hydraulic hand pump.
2. Set high-pressure pump or hydraulic hand pump in operation (see Work
Card 009.03) and tighten cross tie rod with a pressure of 300 bar.
Tighten both nuts using the tommy bar, hand-tight.
3. Release pressure, uncouple high-pressure hoses, unscrew tensioning
cylinder.

5. Screw the tensioning cylinder (009.097) onto the main bearing bolts,
remove the tommy bars from the tension screws.
6. Place angle pieces (009.028) on the tensioning cylinder.
7. Connect high-pressure hoses to the tensioning cylinder of the main bear-
ing bolts.
8. Set high-pressure pump or hydraulic hand pump in operation and tighten
main bearing bolts with a pressure of 300 bar. Tighten both nuts using
the tommy bar, hand-tight.
9. Release the pressure, uncouple the high-pressure hoses and angle
pieces, insert the tommy bars through the intermediate rings in the ten-
sioning bolts again and unscrew the tensioning cylinder (009.097).
10. Retract pistons of the tensioning cylinders.
11. Screw the tensioning cylinder back onto the cross tie rod
12. Connect high-pressure hoses to the tensioning cylinder of the cross tie
rods.
V32/40
2007-10-09 - de
13. Set high-pressure pump or hydraulic hand pump in operation and tighten
cross tie rod with final pressure (see Work Card 000.30). Tighten both
nuts using the tommy bar, hand-tight.
6632 012.02-01 EN 7 (8)

1 Cylinder crankcase 2 Crankshaft 3 Main bearing cap

Figure 5: Attaching the hydraulic tandem tensioner to the crankshaft bearing bolts
1. Release pressure, uncouple high-pressure hoses and remove hydraulic
tensioner from the cross tie rods.
2. Retract pistons of the tensioning cylinders.
3. Screw the tensioning cylinder onto the main bearing bolts, remove the
tommy bars from the tension screws.
4. Place angle pieces on the tensioning cylinder.
5. Connect high-pressure hoses to the tensioning cylinder of the main bear-
ing bolts.
6. Start high pressure pump or hydraulic hand pump and tighten crankshaft
bearing bolts with a pressure of 300 bar.
7. Set measuring devices (009.051) onto the tensioning cylinder (009.097)
and set the dial gauges (9) to "Zero".
8. Tighten crankshaft bearing bolts with the specified final pressure (see
Work Card 000.30). Tighten both nuts using the tommy bar, hand-tight.
9. Release the pressure.

10. Tighten main bearing bolts with a pressure of 300 bar again. Read off
elongation Δ L on the dial gauges and compare with the specified value
Tighten crankshaft bearing bolts with the specified tension pressure,

not according to the elongation. Elongation specifications serve only
for checking purposes. Repeat tensioning process in the case of great
deviations and check the measuring devices or pressure gauges.
11. Release pressure and remove tandem tensioners from the crankshaft
bearing bolts.
12. Close crankcase and place protection caps on the cross tie rods.
13. Retract pistons of all tensioning cylinders.
V32/40
2007-10-09 - de
8 (8) 6632 012.02-01 EN

Cylinder head bolts

removing and drawing in
Summary
Install/replace components, ensure proper use
, cylinder head bolts must be dismantled, if cylinder liners have to be disman-
tled at a low deinstallation height. Cylinder head bolts must also be disman-
tled if their sealing rings are damaged.
removing components,
installing components.
Tools/aids required
1 Bolt extractor 009.089 Option
1 Ring nut 009.089-1 Option
1 Grease (acid-free) - Inventory

000.30 055.02
Technical data

Cylinder head bolt 32,5 kg
Work sequence 1 - Removing the cylinder head bolt

Starting position Cylinder head removed.
Work steps 1. Mount bolt extractor (009.089) on the cylinder head bolt (1) (observe pro-
jection A = 53 mm - see figure 1).
2. Release and unscrew cylinder head bolt.
3. Dismantle the other cylinder head bolts in the same way.
4. Clean cylinder head bolts and check for damage.
32/40;L32/44CR
5. Check ring (3) for damage, (if necessary, replace).
Work sequence 2 - Drawing in the cylinder head bolt

2009-09-10 - de
Starting position Bore and thread in the cylinder crankcase as well as the cylinder head bolts
well cleaned and degreased.
6629 012.03-01 EN 1 (3)

Working steps 1. Push new O-ring seals (2) and possibly renewed ring (3) over the thread
of the cylinder head bolts.
2. Mount Bolt extractor (009.089) on the cylinder head bolt (1) (observe pro-
jection A = 53mm ).
3. Set cylinder head bolt in the bore, screw in and tighten with the tommy
bar (000.266), (see work card 000.30) hand-tight.
4. Remove bolt extractor.
5. Lubricate O-ring seals with acid-free grease.
6. Push O-ring seals and ring using suitable equipment in the bore, whilst
ensuring that the O-ring seals should not be twisted or damaged.
7. Mount the other cylinder head bolts in the same way.
8. Install cylinder head (see work card 055.02).
Before the subsequent hydraulic tensioning of the cylinder head bolts

ensure that the temperature between cylinder crankcase and cylinder
head bolts is the same. This is especially important when replacing cyl-
inder head bolts when the engine is at operating temperature.
9. ighten cylinder head bolts (see work card 055.01).

32/40;L32/44CR
2009-09-10 - de
2 (3) 6629 012.03-01 EN


1 Cylinder head bolt 5 Hexagon nut
2 O-ring seal 6 Stud
3 Ring 7 O-ring seal
4 Cylinder crankcase A Überstand

Figure 1: Cylinder head bolt in the crankcase/installation of the bolt extractor (upper
right)
32/40;L32/44CR
2009-09-10 - de
6629 012.03-01 EN 3 (3)

Crankshaft/Coupling bolts
2010-08-06 - de
6632 020-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 020-05 EN

Crankshaft
Measuring crankshaft deflection
Summary
Check alignment, detect problems (having an influence) on components/sys-
tems, ensure/restore operational safety.
The web deflection indicates the alignment of the crankshaft bearing and the
bearing/alignment of the driven shaft. Web deflection must be checked in
regular intervals.
The work includes:
checking the alignment,
recording measured values and
evaluation of results.
Safety requirements

1 Technician 0,15
1 Assistant 0,15
Tools/aids required

32/40;32/44CR;48/60B;48/60CR;L40/54;L58/64CD;
1 Web deflection measurement unit 008.171 Option
(mechanical)
1 Felt-tip pen/marker pen - Inventory

000.09
51/60DF;V28/33D
Preliminary remark
The crank web deflection is the difference in the measured values between
two crank web positions offset by 180º. The crank web deflection indicates
the alignment of the main bearings and the bearing of the driven shaft. If the
2010-03-03 - de
6682 000.10-05 EN 1 (6)

measured values (table 2 and 3) exceed the maximum values (table 4)

allowed, the cause should be eliminated and the crankshaft realigned. Possi-
ble causes are:

▪ Unequal wear on crankshaft bearing,
▪ Changes of the position of the driven shaft or
▪ Changes in the fixing of the engine on the foundations or of the founda-
tion.
The results of the measurement of the crank web deflection are correlated
with the check of the alignment of the crankshaft flange to the driven shaft.
Work sequence 1 - Measuring the crank web deflection

The measuring gauge is to be read at the RBDC and LBDC points when the
connecting rod is installed. If the connecting rod is installed, then it is to be
read in the BDC position.
The position of the crankshaft pin, not that of the measurement unit, is deci-
sive for the designation.
The designation of the crankshaft's sides and sense of rotation must be
made when looking at the crankshaft from the coupling flange (coupling
side).
For the subsequent work steps, the measurement must be made with the
connecting rods installed (normal case).
Work steps 1. Dismantle the covers on the running gear apertures.
2. Turn crankshaft cylinder 1 to the starting position, depending on the nor-
mal rotation direction of the engine, either in the LBDC or RBDC position.
Initial position
The initial position for the measurement of each crank is a position that
is closest possible to the left or right of the BDC and that allows the
measurement unit to be located.
32/40;32/44CR;48/60B;48/60CR;L40/54;L58/64CD;
3. Check whether the crankshaft is lying on the lower bearing shells using
the feeler gauges (000.454).
Incorrect values due to not fully supported crankshaft

If the crankshaft ist not fully supported, the values of the web deflection
measurement will be incorrect.
4. Select suitable extension rods and mount them on measurement unit.

5. Locate the measurement unit in the measuring points (2).
51/60DF;V28/33D
Measuring points
The measuring points for the measurement with fitted running gears
are in the balance weights! Exception: Engine 58/64, the measuring
2010-03-03 - de
points are in the crank webs!
2 (6) 6682 000.10-05 EN

Measurement when engine is hot
If the engine is measured when it is hot, the measurement unit should
be placed in the crankcase approx. 15 minutes before measuring for
temperature adjustment.
6. Set the dial gauge approximately at the centre of the measuring range to
"0" as initial value.
7. Turn crankshaft in the normal rotation direction to the intended measur-
ing positions (from RBDC to RTDC - TDC - LTDC - LBDC for engine with
left-hand rotation, from LBDC to LTDC - RTDC - RBDC). At the positions
stated, read the value and direction of the dial gauge indication against
the initial value and enter the figures into a table (see table 1). Values are
positive (+) if the measured distance is larger, values are negative (-) if the
measured distance is smaller than the initial value of "0" (fig. 2, 3 and 4 /
table 1).
Turning the crankshaft

Take care not to damage the measurement unit with the big-end bear-
ing bolts when turning the crankshaft!
When turning over a V-engine, ensure that the measurement unit is not
damaged by the slave connecting rod!
8. Measure the other crankshaft webs in the same way.

9. After measuring all webs, disassemble the measurement unit, clean it
and store it in the wooden case.
Work sequence 2 - Recording measured values

The measurement report must include the following information:
▪ Measurement value and direction of deviation (fig. 3, table 1),

32/40;32/44CR;48/60B;48/60CR;L40/54;L58/64CD;
▪ Assembly condition (e.g. piston/connecting rod installed/removed),
▪ Coupling type (rigid, resilient),
▪ Engine mounting (rigid, resilient, semi-resilient),
▪ Other relevant conditions (e.g. ship in dock or floating)
▪ Oil and coolant temperatures if the measurements are taken at engine
operating temperature, and
▪ Engine's main direction of rotation.
Work sequence 3 - Evaluation/Assessment

Crank position Hand crank number
51/60DF;V28/33D
1 2 3 4 5 6 ...
Hand crank at 0 0 0 0 0 0 ...
RBDC1)
2010-03-03 - de
Hand crank at -2 +1 0 +2 +1 -1 ...

RTDC
6682 000.10-05 EN 3 (6)

Hand crank at -5 +3 +5 +6 +1 -3 ...

TDC
Hand crank at +1 +2 +4 +3 -3 -2 ...
LTDC
Hand crank at +2 0 +2 0 -1 -1 ...
LBDC1)
Table 1: Recording of measured values (example) - measured values in 1/100 mm
1)
Measurement with connecting rod removed = BDC
Crank web deflection Hand crank number

1 2 3 4 5 6 ...
vertical av -6 +3 +4 +6 +1,5 -2,5 ... av = TDC - 1/2 (LBDC
+RBDC)
horizontal ah -3 -1 -4 -1 +4 +1 ... ah = RTDC - LTDC
Table 2: Recording of measured values (example) - crank web deflections in 1/100 mm
For comparison with the maximum permissible crank web deflection values,
the values of table 1 must be evaluated as stated in table 2. The vertical and
horizontal crank web deflection is determined (av and ah).
To obtain a value corresponding to the BDC position, a mean value of LBDC
and RBDC is calculated.
Example:
vertical av hand crank no. 6: av = (-3) - 0.5 ((-1) + 0) = -2.5
horizontal ah hand crank no. ah = (-1) - (-2) = +1
6:
Crank web deflection, with the corresponding algebraic sign, must not
exceed the maximum permissible value.

32/40;32/44CR;48/60B;48/60CR;L40/54;L58/64CD;
Hand crank number

1 to 2 2 to 3 3 to 4 4 to 5 5 to 6 6 to ... ...
Difference 8 2 1 5 4 ... ...
Table 3: Evaluation of TDC measured values of adjacent cylinders (example) - absolute differential values in 1/100 mm
The absolute difference between the TDC values of adjacent cranks (calcula-
ted in table 3) must not exceed the absolute values of the permissible crank
web deflection.
51/60DF;V28/33D
Example:
TDC measured value between hand crank 5 +1 - (-3) = 4
and 6:
TDC measured value between hand crank 2 +3 - (+5) = -2, absolute difference = 2
2010-03-03 - de
and 3:
4 (6) 6682 000.10-05 EN

Engine 28/33 32/40 L 32/44 V 32/44 40/54 L 48/60 V 48/60 58/64
type D CR CR L 48/60 V 48/60
B B
L 48/60 V 48/60
CR CR
L 51/60 V 51/60
DF DF
Crank web with cold ±15 ±142) ±182) ±182) ±18 ±23 ±26 ±23
deflection engine
with warm ±15 +14 +18 +18 ±18 ±23 ±26 ±23
engine -20 -25 -25
Measuring 320 460 540 550 505 580 580 560
point dis-
tance (A)
Table 4: Maximum permissible crank web deflection (differential values) with the running gear installed and correspond-
ing measuring point distances. Applies to all cranks of rigidly or resiliently mounted engines, except engine type 32/40
and 32/44 CR.1)2)
Crank web deflection in 1/100 mm, measuring point distances in mm
1)
The values specified are guide values only. The measured values must be tested and approved by MAN Diesel &
Turbo SE individually for new construction or for maintenance checking purposes. Attention: Different values with
tighter limits apply to newly installed engines!
2)
For hand crank no. 1 (on coupling side) for engines with resilient couplings of the type 32/40 the maximum values
of +14/-20 apply, for type 32/44 CR the maximum values of +18/-25 apply.
1 Crank web
2 Measuring range (centre punch)
3 Crank pin
A Measuring point distance

32/40;32/44CR;48/60B;48/60CR;L40/54;L58/64CD;
Figure 1: Measuring the crank web deflection

51/60DF;V28/33D
2010-03-03 - de
6682 000.10-05 EN 5 (6)

1 Crank web 5 Balance weight LTDC Left Top Dead Centre

2 Measuring range LL Sense of engine rotation RTDC Right Top Dead Centre
left
3 Crank pin RL Sense of engine rotation LBDC Left Bottom Dead Centre
right
4 Connecting rod TDC Top Dead Centre RBDC Right Bottom Dead Centre
Figure 2: Crank web deflection measurement (with connecting rod) - seen from the coupling side - in-line engine 48/60
B shown
32/40;32/44CR;48/60B;48/60CR;L40/54;L58/64CD;
1 Crank web
3 Crank pin
Figure 3: Direction of deviation - measuring point distance relative to initial value "0" in
BDC or LBDC or RBDC (+ = increase, – = decrease)
TDC Top Dead Centre
LTD Left Top Dead Centre
C
RTD Right Top Dead Centre
C
51/60DF;V28/33D
BD Bottom Dead Centre

C
LBD Left Bottom Dead Centre
C
2010-03-03 - de
RB Right Bottom Dead Centre

DC
Figure 4: Designation of crank positions - seen from the coupling side
6 (6) 6682 000.10-05 EN

Balance weight bolts
inspecting
Summary
Carry out the work in good time according to the maintenance schedule,
ensure the correct execution of the work/restore operational safety.
Bolted connections which are tightened with hydraulic tensioners must be
checked according to the maintenance schedule for correct tensioning.
Safety requirements
Tools/aids required
2 Tensioning screw 021.251 Standard

000.30 000.32 009.01
009.03
V32/40
2007-07-17 - de
6632 020.01-01 EN 1 (3)

Work sequence 1 - Checking the balance weight bolts
1 Cylinder crankcase 2 Balance weight

Figure 1: Illustration and installation of the hydraulic tensioner
Starting position Crankcase is open, crankshaft is arranged in such a way that the balance
weight is vertical (see figure 1).
Work steps 1. Clean thread of studs (4).
2. Screw on tension screws (021.251) until they abut on the tensioning cyl-
inder (009.096).
3. Place the thrust pieces (030.243) over the nuts (3) and screw the ten-
sioning cylinder onto the studs.
4. Turn the tensioning cylinder (009.096) back by 2505.
5. Fit intermediate rings (021.250) and tensioning cylinder (009.097).

7. Start the high-pressure pump or the hydraulic hand pump (see Work
Card 009.03) and close the gap between the thrust piece and the bal-
ance weight (2).


both nuts.
V32/40
2007-07-17 - de
10. Release pressure and remove tandem tensioner.

11. Close crankcase.
2 (3) 6632 020.01-01 EN

2 Balance weight
3 Nut
4 Stud
Figure 2: Arrangement of the hydraulic tandem tensioner

V32/40
2007-07-17 - de
6632 020.01-01 EN 3 (3)

Crankshaft oil bore
closing
Summary
Ensure correct execution of work, enable emergency operation.
If the engine has to continue to run in an emergency despite a removed run-
ning gear (piston with connecting rod), the oil bores of the respective crank
pin are to be closed.
proper assembly
and if necessary
disassembly.
Safety requirements
Tools/aids required
1 Locking device 020.050 Standard
1 Threaded rod 020.050-1 Standard
2 Sealing plug 020.050-5 Standard
1 Screwdriver 0.8x5.5 000.391 Standard

112.01 200.01
Preliminary remarks
It may be necessary in an emergency to continue running the engine despite
a removed running gear (piston and connecting rod). In order to sustain the
oil circuit, and ensure the lubrication of other engine parts, the oil bore in the
crank pin must be closed.
It is only in an emergency that the engine should continue to run when

the running gear is removed and, as such, when the performance and
speed is reduced. See detailed description in the user manual, section
3.6.
2007-05-10 - de
32/40
6629 020.02-01 EN 1 (2)

Work sequence 1 - Closing the oil bore

Starting position Piston with connecting rod, big-end bearing and push rod are removed.
Work steps 1. Place a sealing plug (020.050-5) on the threaded rod (020.050-1) and
insert in the oil bore (3).
2. Place a second sealing plug on the threaded rod, screw on castle nut (4),
tighten and secure with cotter pin (5).
3. Attach complete cylinder head, do not insert push rods. Shut down
exhaust and inlet cam follower (fix outside of the cam range), close lubri-
cation holes.
4. Take injection pump of the concerned cylinder out of operation (pull con-
trol rod to zero filling and lock with pipe clamp, see Work Card 200.01).
5. Close oil pipe to the rocker arm lubrication.
6. Close starting control air pipe to the cylinder out of operation.
1 O-ring seal 4 Castle nut M8

2 Crank pin 5 Cotter pin
3 Oil bore
Figure 1: Close the oil bore in the crank pin (figure shows L32/40)
2007-05-10 - de
32/40
2 (2) 6629 020.02-01 EN

Gearwheel on the crankshaft
removal and installation
Summary
Check assembly parts for state/wear condition; prevent operational prob-
lems/damage.
If the gearwheel on the crankshaft shows damage, then the gear rim is to be
replaced, i.e. renewed.
Tools/aids required
1 Torque wrench 008.017 Standard
1 Adapter 12.5x20 001.927 Standard
1 Extension piece 12.5x250 001.912 Standard
1 Screwdriver insert 17x12.5 001.859 Standard
1 Socket spanner insert 30x12.5 001.759 Standard
1 Ratchet tool 001.521 Standard
2 Lifting eye bolt M12 000.142 Standard
2 Lifting tackle with rope - Inventory
4 Threaded rod M22/Dia22 - Inventory
2 Wood (to support underneath) - Inventory
1 Lubricant (containing molybdenum - Inventory
disulphide)
Corresponding Work Cards Work Cards, classified into sub-assemblies

000.30 000.32 100.01
Technical data
Crankshaft gearwheel 66 kg
Preliminary remarks
It is recommended to have overhaul work on the camshaft drive on marine
V32/40
engines done in a customer service locations (ship's safety/degree of diffi-

2007-11-05 - de
culty).
6632 020.03-01 EN 1 (6)

Work sequence 1 - Removing the crankshaft gearwheel

Starting position Covering of the coupling side and crankshaft outer bearing are dismantled.
Marks on the gearwheels coincide (see figure 4).
Work steps 1. Release hexagon bolts (27) and unscrew.
2. Screw in four threaded rods (29) through crankshaft gearwheel (23) in the
crankshaft (22).
3. Pull crankshaft gearwheel so far towards the front until it is outside the
crankcase. Prop the crankshaft gearwheel with a wooden support.
4. Screw two lifting eye bolts (000.142) into the gearwheel upper part (24).
5. Attach the cables (28) with the shackles (002.452) to the ring screws and
hook them onto the lifting tackle.
6. Release hexagon socket bolts (32) and unscrew.
7. Unscrew both upper threaded rods.
8. Lift gearwheel upper part, remove over the crankshaft and place on the
support.
Do not lay gearwheel upper part on cylindrical pins (31).
9. Detach shackle from lifting eye bolts and remove from ropes.
10. Lay ropes around the gearwheel lower part (25) and mount on the lifting
tackle.
11. Unscrew lower threaded rods.
12. Lift gearwheel lower part, replace wooden support for flat wooden sup-
port, lower gearwheel lower part onto this and pull out from under the
crankshaft.
13. Remove ropes, place gearwheel lower part on the support.
Only turn the running gear when the rocker arm casing is completely
removed, otherwise damage may be inflicted on the opened valves
through high running pistons (constrained motion between crankshaft
and camshaft(s) cancelled).
V32/40
2007-11-05 - de
2 (6) 6632 020.03-01 EN

21 Flywheel 26 Parallel pin 29 Threaded rod
22 Crankshaft 27 Hexagon bolt 30 Wooden support
23 Crankshaft gearwheel 28 Rope
Figure 1: Arrangement of the crankshaft gearwheel (left)/crankshaft gearwheel pulled forwards to the outside of the
crankcase (right)
22 Crankshaft 28 Rope 31 Parallel pin

24 Gearwheel upper part 29 Threaded rod 32 Hexagon socket bolt
V32/40
2007-11-05 - de
25 Gearwheel lower part 30 Wooden support

Figure 2: Attaching the gearwheel upper part and lifting the gearwheel lower part
6632 020.03-01 EN 3 (6)

Work sequence 2 - Fitting the crankshaft gearwheel

Starting position Replace damaged crankshaft gearwheel with a new one. Contact faces on
the crankshaft and crankshaft gearwheel as well as parting lines between
gearwheel upper part and lower part have been cleaned. Marks on the gear-
wheels coincide (see figure 4).
1-4 Marking the tightening sequence

23 Crankshaft gearwheel
31 Parallel pin
32 Hexagon socket bolt
KS Coupling side
Figure 3: Torque sequence for the radial fastening screws

Work steps 1. Place two ropes (28) around the gearwheel lower part (25), hook onto
the lifting tackle, push onto flat wooden support under the crankshaft
(22) and lift. Push wooden support (30) for propping under the gearwheel
lower part. Remove ropes.
Before installing the gearwheel lower part pay attention to the position
of the holes for the cylindrical pins (31).

V32/40
2007-11-05 - de
4 (6) 6632 020.03-01 EN

23 Crankshaft gearwheel 35 Double spur wheel (intermediate
wheel)
33 Camshaft gearwheel 36 Injection camshaft gearwheel
34 Spur wheel (intermediate wheel) M Mark
Figure 4: Marks on the gearwheels
1. Screw in two threaded rods (29) through the gearwheel lower part in the
crankshaft.
2. Screw lifting eye bolts (000.142) into gearwheel upper part (24), fix ropes
with shackle (002.452) on the lifting eye bolts and suspend from the lift-
ing tackle.
3. Lift gear wheel upper part over the crankshaft and set on the gear wheel
lower part, thereby paying attention to the parallel pins/bores.
4. Apply MoS2-lubricant on threads and resting surface of the hexagon
socket bolts (32), screw in and tighten with the specified torque (see

Work Card 000.30), see figure 3 for sequence.
5. Screw in upper threaded rods through the gearwheel upper part in the
crankshaft.
6. Remove ropes from lifting tackle, remove shackle from the lifting eye
bolts and unscrew lifting eye bolts from the gearwheel upper part.
7. Push crankshaft gearwheel (23) up to the stop on the crankshaft in the
crankcase, paying attention to the offset on the crankshaft and position
of the parallel pin (26) bore.
Check that the marks (M) of the camshaft drive gearwheels coincide
(see figure 4).
8. Unscrew threaded rods and remove.

V32/40
2007-11-05 - de
9. Apply MoS2-lubricant on threads and resting surface of the hexagon

bolts (27), screw in and tighten with the specified torque (see Work Card
000.30), see figure 5 for sequence.
6632 020.03-01 EN 5 (6)

10. Attach the main outer bearing and covering on the coupling side (see
Work Card 021.04 and 071.01).

0
22 Crankshaft
23 Crankshaft gearwheel
27 Hexagon bolt
Figure 5: Torque sequence for the axial fastening screws

V32/40
2007-11-05 - de
6 (6) 6632 020.03-01 EN

Coupling bolts
inspecting
Summary
Carry out the work in due time according to the maintenance schedule,
ensure the operational safety of the bolted connections.
The coupling bolts must be checked at regular intervals. If you find loose
connections, the cause for this is to be investigated.
The work includes:
checking the bolted connections.
Tools/aids required
disulphide)

000.32
Preliminary remarks
Controlling the coupling bolts for firm fitting also forms part of the specified
work in the maintenance schedule. If slack connections are detected the
cause must be ascertained (carelessness while tightening, overload,
amongst others).

Work sequence 1 -Checking the coupling bolts
Starting position Coupling (1) on coupling side removed.
Work steps 1. Check the tightness of the coupling bolts with the prescribed torque (see
flywheel arrangement drawing of the individual installation), if necessary
tighten the hexagon nuts (7).
When checking or retightening the coupling bolts, hold the hexagon

nuts (9) in position with an open-jaw wrench.
2. When fitting the coupling (1) make sure that the thread and resting sur-
face of the hexagon bolts (10) are coated with MoS2 lubricant, are
screwed in position and tightened with the prescribed torque (see fly-
wheel arrangement drawing of the individual installation) and that there
2007-10-31 - de
32/40
are washers between the hexagon bolts and the coupling (11).
6629 020.04-01 EN 1 (2)

1 Coupling* 7 Hexagon nut

2 Flywheel* 8 Coupling bolt
3 Hexagonal socket bolt 9 Hexagon nut
4 Crankshaft 10 Hexagon bolt
5 Casing 11 Washer
6 Oil pipe
* Shape and size of the coupling
and of the flywheel can differ
from the representation in the
illustration
Figure 1: Connection between crankshaft, flywheel and coupling
2007-10-31 - de
32/40
2 (2) 6629 020.04-01 EN

Balance weight
Summary
Dismantling a balance weight is not customary maintenance work. This is
necessary only in special cases, e.g. emergency operation of the engine with
dismantled running gear.
Safety requirements

1 Technician 2
1 Assistant 2
Tools/aids required
2 Wire rope 030.255 Option

1 Ratchet hoist 002.552 Option
V32/40

2007-10-09 - de
6632 020.05-01 EN 1 (5)


1 Lifting tackle - Inventory

1 Rope - Inventory
1 Socket spanner (set) - Inventory
disulphide)

000.30 009.03 009.06
Technical data
Balance weight 145 kg
Work sequence 1 - Removing the balance weight

1 Cylinder crankcase 4 Stud

2 Balance weight 7 Crankshaft deflection
3 Nut 8 Threaded hole
Figure 1: Opened crankcase
Starting position Crankcase is opened, crankshaft is turned so that the balance weight is verti-
cal.
Work steps 1. Clean thread of studs (4).
2. Screw on tension screws (021.251) up to the stop on the hydraulic ten-
sioner (009.096).
V32/40
2007-10-09 - de
3. Place the thrust pieces (030.243) over the nuts (3) and screw the ten-
sioners (009.096) onto the studs (see figure 2).
2 (5) 6632 020.05-01 EN

Before fitting the tensioners ensure that the pistons are fully retracted.
Once the tensioners have been fitted the crankshaft must not be
turned again.
1 Cylinder crankcase 3 Nut 4 Stud

2 Balance weight
Figure 2: Fitting the tensioners
1. Turn the tensioners (009.096) back by 250°.
2. Fit intermediate rings (021.250) and tensioners (009.097).
3. Connect four high-pressure hoses (009.306) onto tensioners and high-
4. Start the high-pressure pump or hydraulic hand pump (see Work Card
009.03) and close the gap between the thrust piece (030.243) and bal-
ance weight (2) which arises from turning backwards.

5. Pump the tensioners until the nuts (3) can be released. Make a note of
the release pressure and compare it to the specified locking pressure.

6. Turn back nuts.

8. Screw two lifting eye bolts (000.143) into the threaded holes (8) in the
side of the balance weight (see 1 and 4).
V32/40
2007-10-09 - de
6632 020.05-01 EN 3 (5)

2 Balance weight
4 Stud
Figure 3: Extraction and fitting the studs on the balance weight

1. Hang balance weight with ropes (030.255) onto the ratchet hoist
(002.552) and suspend from lifting tackle and tighten ropes.
2. Unscrew a nut (3), undo stud (4) with bolt extractor (009.089) and
unscrew (see Fig. 3).
Repeat procedure to remove second nut with stud.
3. Lower balance weight evenly until the parallel pin (6) and clamping sleeve
(5) are free.
4. Pull the balance weight carefully from the crankcase (see figure 4) by
alternately slackening and tightening the ratchet hoist or lifting tackle.
Ensure that the clamping sleeve (5) and the parallel pin (6) remain in the
balance weight and do not stay in the crankshaft deflection (7).
1 Cylinder crankcase 4 Stud 7 Crankshaft deflection

2 Balance weight 5 Clamping sleeve
3 Nut 6 Parallel pin
V32/40
2007-10-09 - de
Figure 4: Removing and installing the balance weight
4 (5) 6632 020.05-01 EN

Work sequence 2 - Installing the balance weight
Installing the balance weight is carried out in reverse order from the removal.
In doing so, observe the following points:
1. Check the position of the clamping sleeve (5) before installation.
2. Brush the threads of the studs (4) using MoS2 lubricant, screw them in
and tighten them using the specified tightening torque (see Work Card
000.30).
3. Screw on nuts (3) and tighten with tommy bar (000.263).
4. Check that the gap on the joint between crankshaft deflection (7) and
balance weight (2) is the same size on both sides.
5. Install measuring device (009.121) on the tensioner
6. Mount tensioners on both balance weight bolts.
7. Connect high-pressure hoses (009.306) to the tensioners and high-pres-
sure pump or hydraulic hand pump.
009.03) and tighten balance weight bolts with a pressure of 50 bar.
Reset measuring gauge to "zero".
9. Tighten balance weight bolts with specified final pressure (see Work Card
000.30) and tighten both nuts hand-tight. Release the pressure.
10. Tighten balance weight bolts with a pressure of 50 bar again. Read
screw elongation ΔL on the dial gauge and compare with the specified
value (see Work Card 000.30).
Tighten balance weight bolts with specified tensioning pressure,

notaccording to the screw elongation Δl. Elongation specifications
serve only for checking purposes. Repeat tensioning process in the
case of great deviations and check the measuring devices or pressure
gauges.
11. Release pressure and remove tensioners. Remove lifting eye bolts on the
balance weight. V32/40
2007-10-09 - de
6632 020.05-01 EN 5 (5)

Crankshaft bearing/main thrust bearing

2010-08-06 - de
6632 021-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 021-05 EN

Main bearing cap with lower bearing shell

lowering and checking
Summary
ensure the operational safety of the bearings.
Bearing shells must be checked at regular intervals. Usually, only the loaded
bearing shell is checked. From the wear condition and appearance of the
bearing shell running surface, conclusions can be drawn regarding the load
conditions, the lube oil maintenance etc.
dismantling the cross tie rods,
lowering the bearing cap,
checking the bearing shell and
restoring the starting position.
Safety requirements

1 Technician 6
1 Assistant 6
Tools/aids required

6 Tommy bar 021.523 Standard
1 Raising and lowering fixture 021.336 Standard
2 Support 021.260 Standard
1 Cross bar 021.259 Standard
1 Scissor-type jack 009.085 Standard
1 Tommy bar, 10 000.263 Option
V32/40;V32/40G
1 Combination spanner (set) - Inventory

disulphide)
2010-04-23 - de
6632 021.01-03 EN 1 (5)


000.10 000.11 012.02
Technical data
Main bearing cap 118 kg
Work sequence 1 - Lowering the main bearing cap - checking the lower crankshaft
bearing shell
Starting position The main bearing bolts and the cross tie rod are unloaded. Running gear is
turned so that the main bearing cap is easily accessible. The foot board (spe-
cial tool) is placed in the oil sump or the oil sump has been cleaned using an
appropriate agent. Temperature sensor removed (if fitted).
9 Cross tie rod
10 Nut
11 Ring
12 O-ring seal
Figure 1: Illustration of the cross tie rod

Work steps 1. Unscrew nuts (10) from cross tie rods (9), and remove rings (11) and O-
ring seals (12).
2. Unscrew both cross tie rods and dismantle.
3. Screw guide tubes (021.258) into main bearing bolts (16), tighten finger-
tight.
4. Place the cross tie (021.259) into the oil sump (17), slide under the guide
tube, lift and fix in position by inserting a tommy bar (021.523) into each
centre hole (3) in the guide tubes.
(see figure 2 A)
5. Fit two supports (021.260) on cross tie and clamp in the crankcase by
turning the hexagon nuts (18). The cross tie will be pressed against the
V32/40;V32/40G
tommy bars by doing this.

6. Slide the scissor-type jack (009.085) into the groove in the cross tie and
insert the locking mechanism (20) into the cross tie. Screw the scissor-
2010-04-23 - de
type jack up until it touches the main bearing cap (7) and fix in position
with two hexagon bolts (15).
7. Unscrew nuts (14) and place on cross tie.
2 (5) 6632 021.01-03 EN

8. Insert two more tommy bars in holes (1) in the guide tubes. Pull the main
bearing cap down onto these tommy bars with the scissor-type jack (see

Fig. 2 B).
With a hot engine it may be necessary to unload the cross tie rods of
the adjacent main bearing.
Do not remove the crankshaft bearing shell for inspection purposes to

avoid disturbing the fit as far as possible.
9. Release the tommy bars in the holes (3) in the cross beam and remove
supports (021.260).
10. Extract the tommy bars from the holes (3) and insert in holes (4).
11. Lower the cross beam and tommy bars and release the tommy bars in
the holes (1) of the main bearing cap (see figure 2 C).
12. Extract the tommy bars from the holes (1) and insert in holes (2).
13. Pull the crankshaft bearing cap down onto these tommy bars with the
scissor lift (see figure 2 D).
14. Carefully clean running surface of the crankshaft bearing shell (8) and do
not damage whilst doing so.
15. Check the condition of the running surface, (see Work Card 000.11).
Replace crankshaft bearing shell if damaged or if there is severe scor-

ing caused by dirt. Insert new crankshaft bearing shell in the main
bearing cap, paying attention to the bearing shell fixation (back of
bearing shell free from oil). New crankshaft bearing shells are delivered

ready for installation and should not be rescraped or adapted in any
way. The bearing points are numbered. If new crankshaft bearing
shells are installed, the corresponding numbers should be transferred
to new shells. V32/40;V32/40G
2010-04-23 - de
6632 021.01-03 EN 3 (5)

1-4 Identification of the bores in the 15 Hexagon bolt M12x45

guide tube
5 Cylinder crankcase 16 Crankshaft bearing bolt
6 Crankshaft 17 Oil pan
7 Crankshaft bearing cover 18 Hexagon nut M24x2
8 lower crankshaft bearing shell 19 Locating pin
9 Cross tie rod 20 Retainer
10 Nut (A) Step 1...4
Cross tie inserted
11 Ring (B) Step 5...8
Bearing cap partially lowered
12 O-ring seal (C) Step 9...11
Cross tie relocated
V32/40;V32/40G
13 Ratchet tool (D) Step 12...13

Bearing cap lowered
14 Nut
Figure 2: Crankshaft bearing and attached lifting and lowering device
2010-04-23 - de
4 (5) 6632 021.01-03 EN


Work sequence 2 - Lifting the main bearing cap
Work steps 1. Oil the running surface of the crankshaft bearing shell (8) well.
2. Lift the crankshaft bearing cap (7) using the scissor-type jack, making
sure that it does not become jammed. If needed, slightly loosen the hex-
agon bolts (15) so that the crankshaft bearing cap can self-align itself.
Remaining procedure in reverse order (work sequence 1 points 3 - 13),
i.e. lift the bearing cap in two stages.
3. Screw nuts (14) onto crankshaft bearing bolts (16) and screw on hand-
tight until they touch the crankshaft bearing cap.
4. Detach or remove the entire lifting and lowering device.
5. Apply MoS2-lubricant to the screw threads of the cross tie rods (9) and
screw into the crankshaft bearing cap hand-tight until it comes to rest.
6. Place O-ring seals (12) and rings (11) over the cross tie rods, screw nuts
(10) hand-tight up to the stop.
7. Tighten main bearing bolts and cross tie rods (see Work Card 012.02).
If the cross tie rods of the adjacent crankshaft bearing have been
unloaded, first tension the crankshaft bearing bolts and cross tie rods
of the checked crankshaft bearing and then the cross tie rods of the
adjacent crankshaft bearings.
8. Check the crankshaft bearing clearance using a thickness gauge

(000.454) (see operating instructions section 2.5), in doing so, insert the
feeler gauge approx. 10 mm deep from the coupling side and the free
engine end.
9. Measure the crank web deflection (see Work Card 000.10) and note in
the operating log sheets.
10. Remove the foot board (if fitted) from the oil sump.

11. Mount the temperature sensor (if available).
For the running-in of the new main bearing shells, see run-in instruc-
tions in section 3 of the Operating Instructions.
V32/40;V32/40G
2010-04-23 - de
6632 021.01-03 EN 5 (5)

Upper crankshaft bearing shell

removing and installing/checking
Summary
ensure the operational safety of bearings.
The upper crankshaft bearing shell must be removed and checked, if dam-
age or severe scoring from dirt is detected upon checking the lower crank-
shaft bearing shell.
The work includes:
checking the bearing shell.
Safety requirements
Tools/aids required
1 Turning block 021.268 Standard
1 Centring template 021.266 Standard
1 Turning block 021.265 Standard
1 Eye bolt M6 000.023 Standard

000.11 021.01

Technical data
upper crankshaft bearing shell 2,5 kg
Work sequence - Checking the crankshaft bearing shell (removal and fitting)
Starting position Main bearing cap is lowered, lower bearing shell is removed.
Work steps 1. Insert turning block (021.265) in the oil hole in the crankshaft (6), the
crankshaft may have to be turned slightly.
Turning block must be completely in contact with the crankshaft.

V32/40
2007-10-09 - de
6632 021.02-01 EN 1 (4)

2. Carefully turn out upper main bearing shell (20), do not damage it whilst
doing so (see figure 1).
Observe position of bearing shell fixation (bent-up nose). The crank-

shaft must be turned in such a way that the fixing is released. It must
not be pulled into the bearing casing.
3. Pull out turning block with eye bolt (000.023).

4. Carefully clean running surface of the crankshaft bearing shell and do not
damage whilst doing so.
5. Check the condition of the running surface, (see Work Card 000.11).
Work steps (part 2: Installa-
tion)
Damaged or worn-out crankshaft bearing shells must be replaced. New

crankshaft bearing shells are delivered ready for installation and should
not be rescraped or adapted in any way. The bearing points are num-
bered (see Operating Instructions section 5). If new crankshaft bearing
shells are installed, the corresponding numbers should be transferred
to new shells.
1. Set centring template (021.266) on cylinder crankcase (5). Insert the cen-
tring bolts of the centring template in the bore for the main bearing cap
fixation (centring template is held using magnets).
2. Oil running surface of the crankshaft bearing shell (20) liberally (rear side
of the bearing shell remains dry).
3. Place crankshaft bearing shell on the centring template and push in as
far as possible by hand.
Before pushing in make a note of the position of the bearing shell fixa-
tion.
4. Turn crankshaft (6), until the turning block (021.268) can be inserted
through a hole in the crankshaft bearing shell into the oil hole in the
crankshaft.
In order to avoid warping the thin crankshaft bearing shell when insert-
ing. Place the turning block in position as close as possible to the part-
ing line in the crankshaft bearing.
5. Turn in crankshaft bearing shell in several steps (depending on the hole

spacing). Pull out the turning block after the first turn, turn crankshaft one
V32/40
2007-10-09 - de
back by one hole pitch and insert turning block again. Repeat process
up to the last hole.
6. Turn the crankshaft back until the oil hole is free.
2 (4) 6632 021.02-01 EN

7. Insert turning stone (021.265) directly in the crankshaft oil hole and turn
the crankshaft bearing shell in completely.

Ensure even final position of the bearing shell joint faces.
8. Remove centring template and pull out turning block with eye bolt
(000.023).
9. Install main bearing cap with lower crankshaft bearing shell (see Work
Card 021.01).
For the running-in of the new main bearing shells, see Operating
Instructions, section 3.4.
5 Cylinder crankcase 20 Crankshaft bearing shell

6 Crankshaft 21 O-ring seal
16 Crankshaft bearing bolt
Figure 1: Removal of the upper crankshaft bearing shell
V32/40
2007-10-09 - de
6632 021.02-01 EN 3 (4)

5 Cylinder crankcase 16 Crankshaft bearing bolt

6 Crankshaft 20 Crankshaft bearing shell
Figure 2: Fitting the upper crankshaft bearing shell
V32/40
2007-10-09 - de
4 (4) 6632 021.02-01 EN

Main thrust bearing

Measure axial clearance/check locating bearing rings
Summary
measure components, assess surface/wear condition.
The axial clearance and the locating bearing rings must be checked at regu-
lar intervals.
measuring components and
assessing the wear surface appearance / wear condition.
Tools/aids required
1 Extension piece 12.5x125 001.911 Option
1 Socket spanner insert 19x12.5 001.755 Option
1 Crow bar 001.391 Option
1 Magnetic post - Inventory
disulphide)

000.11
Technical data
Locating bearing ring 3,0 kg
Work sequence 1 - Measuring the crankshaft axial clearance

Work steps 1. Move the crankshaft using the crow bar (001.391) axially in one direction
up to the contact surface.
Using a hydraulic press with a support mechanism between the crank-

case wall and balance weight is strictly prohibited!
2007-10-31 - de
32/40
6629 021.03-01 EN 1 (3)

2. Mount the dial gauge on the magnetic post, fasten the magnetic post
and place the dial gauge on the coupling flange or in another accessible
location. Reset measuring gauge to "zero".

3. Slide the crankshaft axially as far as it will travel in the opposite direction.
The dial gauge measures the distance travelled.
4. Take note of the axial clearance and compare it to the permitted clear-
ance (see Operating Instructions, section 2.5). Record the axial clearance
in the operation notes.
If the permitted clearance is exceeded, remove the crankshaft locating

bearing rings and check them (see work sequence 2).
5. Remove the magnetic post and dial gauge.
Work sequence 2- Checking the crankshaft locating bearing rings

Starting position Crankcase cover removed
Work steps 1. Anchor the crankshaft (4) with suitable fixtures so that the crankshaft
locating bearing rings (2) are uncovered.
2. Remove the stop piece (6). See Fig. 1.
Ensure that the crankshaft locating bearing rings do not fall out.
3. Unscrew both crankshaft locating bearing rings in the direction of rota-

tion.
Do not turn the crankshaft.
4. Clean crankshaft locating bearing rings carefully, without damaging it.

5. Check the condition of the running surfaces (see Work Card 000.11).
6. Slightly lubricate the crankshaft locating bearing rings (2).
7. Apply MoS2-lubricant to threads and contact face of hexagon bolt (5).
8. Screw in the crankshaft locating bearing rings, mount the stop piece (6)
and screw in the hexagon bolts hand-tight.
Ensure that both sides correspond to the specification dimension A.

See Fig. 1.
2007-10-31 - de
32/40
2 (3) 6629 021.03-01 EN

9. Tighten the hexagon bolts with prescribed torque. (see Work Card
000.30)

10. Remove the crankshaft axial anchoring (see point 1).
11. Measure the crankshaft axial clearance (see Work Card 1) and record the
results in the operation notes.
12. Fit the crankcase cover.
2 Crankshaft locating bearing ring

5 Hexagon bolt
6 Stop piece
A Specification dimension = 1.0 mm
(Interval between crankshaft -
locating bearing ring - stop piece
Figure 1: Securing the crankshaft locating bearing ring
1 Bearing body 3 Cylinder crankcase 5 Hexagon bolt

2 Crankshaft locating bear- 4 Crankshaft 6 Stop piece
ing ring
Figure 2: Axial crankshaft anchor (adjusting bearing)
2007-10-31 - de
32/40
6629 021.03-01 EN 3 (3)

Crankshaft flange bearing/Bearing shells

removing, fitting and checking
Summary
ensure the operational safety of the bearings.
The crankshaft bearing shells on the outer crankshaft bearing must be
checked at regular intervals.
inspecting the bearing shells,
refitting components.
Tools/aids required
1 Guide tube (V engine) 021.258 Standard
1 Adapter 20x12.5 001.923 Option
1 Cross handle 001.891 Option
2 Socket spanner insert 36x20 001.771 Standard
1 Hexagon nut M10 - Inventory

1 Rope - Inventory
disulphide)

000.10 000.11 000.30
Technical data
32/40;V32/40PGI
Flange bearing complete 165 kg
Flange bearing - upper part 77 kg
2008-01-08 - de
Flange bearing - lower section 76,5 kg
6629 021.04-01 EN 1 (6)

lower crankshaft bearing shell 3,0 kg

upper crankshaft bearing shell 2,5 kg
Work sequence 1- Checking the crankshaft bearing shells

Starting position Crankcase cover and covering on the coupling side removed, flywheel and
coupling supported, temperature sensor (if available) removed.
29 Coupling bolt 36 Hexagon bolt 41 Parallel pin

30 Crankshaft 37 Rope 42 Casing
31 Hexagon bolt 38 Hexagon bolt 43 Taper pin
32 Flange bearing 39 Hexagon nut 44 lower crankshaft bearing
shell
35 upper crankshaft bearing 40 Wooden support
shell
Figure 1: Main outer bearings
Danger of death when lifting and moving loads!

32/40;V32/40PGI
Unless absolutely necessary, do not enter or remain in the area below

suspended loads!
2008-01-08 - de
Work sequences (part 1) - 1. Pull out four taper pins (43).

Inspecting the bearing shells 2. Unscrew and remove the hexagon bolts (31).
2 (6) 6629 021.04-01 EN

3. Clean and lubricate the crankshaft.

4. Pull the flange bearing (32) forward and support it with the wooden sup-
port (40). See Fig. 1.
5. Loosen the hexagon nuts (39) and unscrew, remove the hexagon bolts
(36 and 38).
6. Suspend the flange bearing upper part (33) with the rope (37) in the lifting
tackle, lift it up, remove it over the crankshaft (30) and place it onto the
wooden support. Remove rope.
When removing the flange upper part, ensure that the crankshaft bear-
ing shell does not fall out and is damaged in the process.
7. Attach the flange bearing lower part (34) with ropes to the lifting tackle,
tighten the ropes, remove the wooden support and lower the flange
bearing lower part.
8. Carefully clean the crankcase bearing shells (35 and 44) running surface,
do not damage them in the process.
9. Check the condition of the running surfaces (see Work Card 000.11).
Do not remove the crankshaft bearing shells for inspection purposes,

otherwise realignment will be necessary.
Replacing the bearing shells Remove the damaged or worn-out crankshaft bearing shell from the flange
bearing upper part or lower part and insert a new crankshaft bearing shell
(rear part of the crankshaft bearing shell is dry), in so doing, pay attention to
the bearing shell fixation.

New crankshaft bearing shells are delivered ready for installation and
should not be rescraped or adapted in any way. The bearing points are
numbered (see Operating Instructions section 5). If new crankshaft
bearing shells are installed, the corresponding numbers should be
transferred to new shells.
Work sequences (Part 2) - 1. Clean and lubricate the crankshaft bearing journals (30).
Assembling the crankshaft 2. Lubricate the running surface of the bottom crankshaft bearing shell (44)
external bearing well.
3. Lift the bottom part of the flange bearing (34) and position the wooden
support (40) under the flange bearing to support it. Remove the ropes.
32/40;V32/40PGI
4. Suspend the upper part of the flange bearing (33) with the rope (37) on
the lifting tackle.
5. Lubricate the running surface of the upper crankshaft bearing shell (35)
2008-01-08 - de
well.
6629 021.04-01 EN 3 (6)

6. Lift the upper part of the flange bearing, lift it over the crankshaft and
place it on the bottom part of the flange bearing, in so doing, pay atten-
tion to the parallel pins (41).
When attaching the flange upper part, ensure that the crankshaft bear-
ing shell does not fall out and is damaged in the process.
7. Insert the hexagon bolts (36 and 38) into the holes.
8. Brush the threads and the running surface of the hexagon nuts (39) with
MoS2 lubricant, screw them hand-tight onto the hexagon bolts and
tighten them to the specified torque (see Work Card 000.30), for the
sequence, see figure 2.
9. Push the flange bearing (32) until it abuts the covering (42) in the direc-
tion of the crankcase. In the process, pay attention to the bores for the
taper pins (43).
10. Apply MoS2lubricant to threads and contact surface of the hexagon bolts
(31) and tighten hand-tight.
11. Press four taper pins (43) into the holes.
12. Tighten the hexagon bolts to the specified torque (see Work Card
000.30). For the sequence, see figure 3.
13. Check the crankshaft bearing clearance using thickness gauges
(000.454) (see operating instructions, Section 2.5), in doing so, insert the
feeler gauge approx. 10 mm deep from the coupling side and from the
free engine end.
14. Measure the crank web deflection (see Work Card 000.10) and note in
the operating log sheets.
15. Mount the temperature sensor (if available).
16. Mount the crankcase cover and the covering on the coupling side.
For the running-in of the new crankshaft bearing shells, see Section 3.
32/40;V32/40PGI
2008-01-08 - de
4 (6) 6629 021.04-01 EN


32 Flange bearing
36 Hexagon bolt
38 Hexagon bolt
39 Hexagon nut
KS Coupling side
Figure 2: Torque sequence for the radial fastening screws
5-28 Marking the tightening sequence 34 Flange bearing - lower section

31 Hexagon bolt 43 Taper pin
33 Flange bearing - upper part
Figure 3: Torque sequence for the axial fastening screws
Work sequence 2 - Removing the flange bearing

Starting position Crankcase cover and covering on the coupling side removed, flywheel and
coupling supported, temperature sensor (if available) removed.
32/40;V32/40PGI
2008-01-08 - de
6629 021.04-01 EN 5 (6)



suspended loads!
Work steps 1. Remove the flange bearing (32) (see work sequence 1, Points 1 to 6).
2. Attach the flange bearing lower section (34) with ropes (37) to the lifting
tackle, tighten the ropes, remove the wooden support and replace it with
a flat wood surface and lower the flange bearing lower section onto it.
3. Remove the lower crankshaft bearing shell (44) from the bottom part of
the flange bearing.
4. Pull out the bottom part of the flange bearing from the crankshaft (30)
and place it on a second surface.
Work sequence 3 - Installing the flange bearing

Starting position The contact face on the covering and the flange bearing, as well as the part-
ing line between the upper and bottom part of the flange bearing are clean.

suspended loads!
Work steps 1. Place the lower section of the flange bearing (34) onto a flat wooden sup-
port and slide it under the crankshaft (30).
2. Insert the lower crankshaft bearing shell (44) into the bottom part of the
flange bearing (rear part of the crankshaft bearing shell is dry), in so
doing, pay attention to the bearing shell fixation.
3. Fit the flange bearing (32) (see work sequence 1, Points 10 to 25).
32/40;V32/40PGI
2008-01-08 - de
6 (6) 6629 021.04-01 EN

Torsional vibration damper

Crankshaft
2010-08-06 - de
6632 027-05 EN 1 (2)

Crankshaft

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 027-05 EN

Torsional vibration damper of the crankshaft

Crankshaft
removing and refitting
Summary
Carry out the work in good time according to maintenance schedule, ensure
the work is properly performed, ensure / return to operational safety.
The torsional vibration damper on the crankshaft is to be replaced at speci-
fied intervals according to the maintenance schedule.
removing the components,
refitting the components.
Safety requirements
Tools/aids required
1 Removal and fitting fixture 027.033 Option
1 Screw-on plate 027.033-1 Option
1 Suspension plate 027.033-7 Option
2 Pipe 027.033-13 Option
2 Swivel ring bolt 027.033-27 Option
1 Power amplifier 008.030 Standard

1 Ratchet tool 001.521 Option
2 Rope - Inventory
1 Socket spanner insert (set) - Inventory
V32/40
disulphide)
2008-01-08 - de
6632 027.03-02 EN 1 (6)

Crankshaft

000.30
Technical data
Cover 28 kg
Torsional vibration damper 1295 kg
Preliminary remarks
Each torsional vibration damper is a special component specifically designed
for an individual piece of equipment. Improper installation can lead to dam-
age of the equipment or to the torsional vibration damper.
1 Crankshaft 4 Stud 8 Cover

2 Cylinder crankcase 6 Nut 9 Hexagon socket bolt
3 Torsional vibration damper 7 Hexagon socket bolt
Figure 1: Torsional vibration damper
Work sequence 1 - Removing the torsional vibration damper

V32/40
2008-01-08 - de
Starting position The crankcase cover and the covering on the free engine end have been
removed.
2 (6) 6632 027.03-02 EN


Crankshaft
suspended loads!
Work steps 1. Screw lifting eye bolt (000.141) into cover (8). Fasten cable with shackle
(002.452) on lifting eye bolt and suspend rope from lifting tackle.
2. Unscrew hexagon socket bolts (7) and remove cover. Place the cover on
a support (see figure 1).
3. Turn the crankshaft (1) so that the torsional vibration damper (3) sits with
the mark "Crank 1" pointing upwards.
4. Unscrew and remove the nuts (6) from the stud bolts (4).
5. Mount the screw-on plate (027.033-1) using hexagon bolts (14) to the
crankshaft (see figure 2 and 3).
6. Push the tubes (027.033-13) onto the spigot on the screw-on plate and
secure with hexagon bolts (12).
7. Push the suspension plate (027.033-7) with pins onto the pipe ends and
secure with hexagon bolts (11).
8. Place bracket (027.033-15) under suspension plate and secure with hex-
agon bolts (15) or nuts (16) onto suspension plate (see figure 3).
9. Place a suitable supporting beam (10) under the bracket.
10. Screw the hexagon bolts (12) into the spigots of the screw-on plate as
far as possible, until the tubes abut the torsional vibration damper.
11. Unscrew and remove the hexagon socket bolts (9).
12. Lightly oil the pipes and pull the torsion vibration damper forwards (see
figure 2). Pay attention to centrings and do not damage them.
13. Screw the swivel ring bolt (027.033-27) into the torsional vibration
damper. Fasten ropes with shackles (002.453) on lifting eye bolts and

suspend ropes from lifting tackle.
14. Slightly lift the torsional vibration damper. Remove supporting beam (10),
suspension plate (027.033-7) and bracket (027.033-15) and tubes
(027.033-13).
15. Guide the torsional vibration damper outwards using the lifting tackle and
place it on the surface.
V32/40
2008-01-08 - de
6632 027.03-02 EN 3 (6)

Crankshaft
1 Crankshaft 9 Hexagon socket bolt 14 Hexagon bolt M24x50

2 Cylinder crankcase 10 Supporting beam 15 Rope
3 Torsional vibration damper 11 Hexagon bolt M16x100
4 Stud 12 Hexagon bolt M16x100
Figure 2: Attached removal and fitting fixture

V32/40
2008-01-08 - de
4 (6) 6632 027.03-02 EN


Crankshaft
3 Torsional vibration damper 15 Hexagon bolt M16x40
12 Hexagon bolt M16x100 16 Hexagon nut M16
14 Hexagon bolt M24x50
Figure 3: Screwing-on and suspension plate
Work sequence 2 - Transporting the torsional vibration damper

15 Rope ∢ a max. 60°
Figure 4: Lifting and transporting the torsion vibration damper
V32/40
2008-01-08 - de
6632 027.03-02 EN 5 (6)


Crankshaft

suspended loads!
The torsional vibration damper may only be transported in a horizontal posi-

tion. Use only the slings (027.033-27) provided for the purpose. Both during
removal and during transport, the torsional vibration damper must be sus-
pended from at least two attachment points (see figure 4).
Work sequence 3 - Mounting the torsional vibration damper

suspended loads!
The mounting of the torsional vibration damper is done in reverse sequence.

In doing so, observe the following points:
1. Remove all corrosion preventative from the new rotation vibration
damper before fitting.
2. When fitting take note of the centring and marking on the crankshaft
rotation vibration damper and do not damage it.
3. Apply MoS2 lubricant on threads and contact face of the studs (4) and
nuts (6) and tighten the nuts hand-tight. Hold the internal nuts in position
with a ring spanner and tighten the external nuts with a power amplifier
(008.030) and torque wrench (008.017), crosswise (see Work Card
000.30).
To achieve the specified torque, follow the Operating Instructions sup-

plied with the power amplifier (008.030) and set the torque wrench
(008.017) accordingly.
Use caution when tightening the bolted connections with a torque

wrench and force amplifier in order to avoid slipping off the nuts (6).
4. Dismantle the complete removal and fitting tool.

5. Before commissioning the engine the rotary vibration damper must be
supplied with pressurised oil using the priming pump until oil comes out
of the circulation holes in the side discs.
V32/40
2008-01-08 - de
6 (6) 6632 027.03-02 EN


Crankshaft
inspecting
Summary
Carry out all work on time in accordance with the maintenance schedule,
ensure that all work is carried out properly, and make sure that operational
safety is established (or re-established if necessary).
The torsional vibration damper on the crankshaft/camshaft (if equipped)
should be inspected at the intervals specified in the maintenance schedule.
The work/ work steps include:
Disassembling components,
Assembling components,
Checking components.
Tools/aids required
1 Thickness gauges 0.05-1 000.451 Inventory
1 Data sheet (Geislinger & Co.) - Special
1 Measuring wedge (Geislinger & Co.) - Special
1 Sliding calliper Form A - Inventory
1 Sliding calliper Form C - Inventory
1 Ratchet tool - Inventory
1 Torque wrench - Inventory
1 Socket spanner (set) - Inventory
2 lifting eye bolt (high-strength design) - Inventory
2 Shackle - Inventory

2 Rope - Inventory
1 Hammer - Inventory
1 Rubber mallet - Inventory
1 Centre-punch - Inventory
1 Brass wedge - Inventory
1 Securing compound, Loctite 275 - Inventory
disulphide)
1 Lubricating oil, clean - Inventory
1 Silicone grease - Inventory
General
2009-01-23 - de
6682 027.04-01 EN 1 (11)

Crankshaft
Preliminary remark
Each torsional vibration damper is a special component specifically designed
for an individual piece of equipment. Incorrect disassembly or assembly may
cause serious damage to the system or the torsionial vibration damper.
The manufacturer's instructions must be followed when carrying out work on
the torsional vibration damper.
Lifting eye bolts, shackles and lifting tackle must be appropriately selected
for the respective torsional vibration damper.
General
2009-01-23 - de
2 (11) 6682 027.04-01 EN


Crankshaft
1 Spring pack 15 Bearing bush 851 O-ring seal

5 Flange 750 Hexagon bolt
7 Side plate 810 Cup spring I Torsional vibration damper
without bearing bush
9 Inner star 850 O-ring seal II Torsional vibration damper
with bearing bush
Figure 1: Torsion vibration damper*
Work sequence 1 - Disassembling and checking torsional vibration damper

General
2009-01-23 - de
Starting position Torsion vibration damper dismantled and placed on flange (5) with a wooden
support. Crankshaft flange side of the inner star (9) points towards the top.
6682 027.04-01 EN 3 (11)


Crankshaft
Do not stand under suspended loads unless absolutely necessary!
Work steps 1. Mark position of the flange (5) and the side plate (7) on the spring packet
(1) of the torsional vibration damper. Mark with a centre-punch.
2. Unscrew hexagon bolts (750) with cup springs (810). See Fig. 2/I.
3. Screw lifting eye bolts into side plate (7). See Fig. 2/II.
4. Attach rope with shackle to lifting eye bolts and suspend from lifting
tackle. See Fig. 2/II.
5. Lift side plate (7) from spring packet (1), turn and place on wooden sup-
port. See Fig. 2/II.
6. Remove slings.
7. Remove O-ring seals (850 and 851) from side plate (7) and spring packet
(1). See Fig. 2/III.
8. Check sealing face of the side plate (7). Refer to data sheet for permissi-
ble wear limit.
Exchange of the complete torsion vibration damper

Replace the torsion vibration damper when the threshold values indi-
cated on the data sheet are exceeded.
9. Checking the permissible wear limit with measuring wedge or sliding cal-
liper. See work sequence 2 - Measuring the wear limit.
10. Screw lifting eye bolts into inner star (9). See Fig. 3/V.
tackle. See Fig. 3/V.
12. Carefully lift inner star (9) from spring pack (1) and place on wooden sup-
port. Do not tilt inner ring or damage adjacent components in the proc-
ess. See Fig. 3/V.
13. Remove slings.
14. Check sealing surfaces of the inner star (9). Refer to data sheet for per-
missible wear limit.

15. Screw lifting eye bolts into spring packet (1). See fig. 3/VI.
tackle. See fig. 3/VI.
General
2009-01-23 - de
17. Lift spring pack (1) and place on wooden support. See fig. 3/VI.
18. Remove slings.
4 (11) 6682 027.04-01 EN

19. Check sealing surfaces of the flange (5). Refer to data sheet for permissi-
ble wear limit.

Crankshaft
20. Remove O-ring seals (850 and 851) from flange (5) and spring packet (1).
See Figure 3/VII.
21. Clean all the components.
Work sequence 2 - Measuring the wear limit
Number of measuring points:

Approximately every fourth spring pack shall be checked.
Measuring wedge 1. Place measuring wedge between spring-leaf tips at the base of groove.
2. Press measuring wedge down (manually or using a rubber mallet) until
both sides of the spring-leaf tips are in contact with the groove flanks.
See data sheet and fig. 2/IV.

The torsional vibration damper must be replaced when the measuring
wedge can be inserted between the spring leaf end up to the parallel
end (max. marking).

Sliding calliper 1. Place brass wedge between the spring-leaf tips approx. 10 mm above
the base of groove.
2. Press brass wedge down (manually or using a rubber mallet) until both
sides of the spring-leaf tips are in contact with the groove flanks.
3. Measure dimension between the spring-leaf tips and enter results into
measurement log.

Work sequence 3 - Assembling the torsionial vibration damper

General
2009-01-23 - de
Starting position All parts cleaned and lightly oiled with clean lubricating oil.
6682 027.04-01 EN 5 (11)

Work steps 1. Insert a new O-ring seal (850) wetted with clean lubricating oil in the seal-
ing ring groove of the flange (5). Make sure that it is evenly tensioned
Crankshaft
along the entire circumference and is not twisted.

2. Screw lifting eye bolts into spring packet (1).
tackle.
4. Lift spring pack (1) over flange (5). In doing so, pay attention to the mark-
ing.
5. Insert a new O-ring seal (851) wetted with clean lubricating oil in the
lower sealing ring groove of the spring packet (1). Make sure that it is
evenly tensioned along the entire circumference and is not twisted. Apply
silicone grease to the O-ring seal at several points to prevent it from fall-
ing out during the assembly.
6. Screw two hexagon bolts (750) into the guide. See Fig. 4.
7. Lower spring pack (1) over flange (5).
8. Use a dial gauge with magnetic post or sliding calliper to align spring
packet (1) with the flange (5). Take the maximum permissible radial run-
out into account (see drawing).
9. Remove slings.
10. Use two hexagon bolts (750) and old cup springs (810) as spacer wash-
ers to screw down the spring packet (1) on the flange (5). See Fig. 4.
11. Unscrew the guide bolts from work step 6.
12. Screw lifting eye bolts into inner star (9).
13. Attach rope with shackle to lifting eye bolt and suspend from lifting
tackle.
14. Carefully insert inner star (9) into spring pack (1). Do not tilt inner ring or
damage adjacent components in the process.
15. Align inner star (9) with the spring pack (1). Provide even clearance
between inner ring and spring packet in the process.
16. Remove slings.
17. Unscrew fixing screws from spring pack.

18. Insert a new O-ring seal (851) wetted with clean lubricating oil in the seal-
ing ring groove of the spring packet (1). Make sure that it is evenly ten-
sioned along the entire circumference and is not twisted.
19. Screw lifting eye bolts into side plate (7).
tackle.
21. Lift side plate (7) over the spring pack (1). In doing so, pay attention to
the marking.
22. Insert a new O-ring seal (850) wetted with clean lubricating oil in the
lower sealing ring groove of the side plate (7). Make sure that it is evenly
tensioned along the entire circumference and is not twisted. Apply sili-
cone grease to the O-ring seal at several points to prevent it falling out
during the assembly.
23. Carefully lower side plate (7) over the spring pack (1).
General
2009-01-23 - de
24. Use a dial gauge with magnetic post or sliding calliper to align side plate
(7) with the spring packet (1) (see Figure 8). Take the maximum permissi-
ble radial run-out into account (see drawing).
6 (11) 6682 027.04-01 EN

25. Remove slings.

Crankshaft
26. Place new cup springs (810) coated with Loctite on both sides over the
holes in the side plate (7).
27. Apply MoS2 lubricant to threads and contact faces of hexagon bolts
(750). Screw in hexagon bolts, tighten with contact torque (see table)
until cup springs are completely pressed down. Subsequently tighten up
with the prescribed torsion angle (see data sheet).
cup springs must have flat contact!

If the cup springs do not have flat contact, the tightening torque of the
hexagon bolts becomes distorted.
Correct tightening of the hexagon bolts

First of all, tighten four hexagon bolts in a diagonally opposed
sequence. Tighten the remaining bolts in a circle. In the case of tor-
sional vibration dampers with two hole circles, the inner one must be
tightened first and then the outer one.

General
2009-01-23 - de
6682 027.04-01 EN 7 (11)

Crankshaft
1 Spring pack 750 Hexagon bolt 1001 Measuring wedge

5 Flange 810 Cup spring
7 Side plate 850 O-ring seal I-IV Work steps
9 inner star 851 O-ring seal
General
Figure 2: Dismantling and assembling the torsional vibration damper

2009-01-23 - de
8 (11) 6682 027.04-01 EN


Crankshaft
1 Spring pack 9 inner star 851 O-ring seal

5 Flange 850 O-ring seal V - VII Work steps
General
2009-01-23 - de
6682 027.04-01 EN 9 (11)

Crankshaft
1 Spring pack 750 Hexagon bolt

5 Flange 810 Cup spring
Nominal width of cup spring Contact torque

M8 8 Nm
M 10 13 Nm
M 12 21 Nm
M 14 30 Nm
M 16 40 Nm
M 18 50 Nm
M 20 70 Nm
M 22 100 Nm
M 24 - with 2.5 mm cup-spring width 105 Nm
M 24 - with 3.6 mm cup-spring width 125 Nm
M 27 - with 3 mm cup-spring width 177 Nm
M 27 - with 4 mm cup-spring width 160 Nm
M 30 205 Nm
M 33 345 Nm
M 36 350 Nm
Table 1: Contact torque for cup springs*
General
* The values only apply when the specified installation specifications for bolts
2009-01-23 - de
are complied with: "Thread lubricated or treated with Molykote and Loctite
applied to both sides of cup springs."
See drawing by Co. Geislinger
10 (11) 6682 027.04-01 EN


Crankshaft
Figure 5: Sample of a data sheet
* Shape and size of the torsion vibration damper may differ from the illustration in the figures
General
2009-01-23 - de
6682 027.04-01 EN 11 (11)

Connecting rod/Big-end bearing

2010-08-06 - de
6632 030-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 030-05 EN

Conrod shank bolts

Summary
Conduct the tasks in due time according to the maintenance schedule,
ensure the operational safety of the screwed connections.
The conrod shank bolts are to be checked at regular intervals using hydraulic
tension tools.
Safety requirements

1 Technician 1
1 Assistant 1
Tools/aids required
2 Nut 030.205 Standard

2 Angle piece 009.028 Standard

32/40;V32/40PGI

000.30 000.32 009.03
2007-10-31 - de
6629 030.01-01 EN 1 (4)

Work sequence 1 - Checking the conrod shank bolts

Starting position Crankcase is open, running gear of the corresponding cylinder is at BDC.
1-4 Marking the tightening 6 Big-end bearing 10 Balance weight

sequence
5 Connecting rod shank 8 Conrod shank bolt
Figure 1: Work on the conrod shank bolts. On the right of the illustration - arrangement of the tensioners/running gear
adjustment. On the left of the illustration - sequence of tightening (figure shows an in-line engine)
Work steps 1. Clean the threads of the conrod shank bolts (8).
2. Mount the hydraulic tensioners onto the conrod shank bolts (1 and 3)
(see figure 1).
When hydraulic tensioners are installed, the running gear may not be
turned.
3. Turn the tensioners (009.346) back by 290°.

4. Connect the high-pressure hoses (009.306) to the hydraulic tensioners
5. Set the high-pressure pump or the hydraulic hand pump in operation
(see Work Card 009.03) and close the gap created while it was being
turned back between the thrust piece (030.258) and the tensioner.
6. Pump up the tensioning cylinder until the nuts (7) can be released. Make
a note of the release pressure and compare it to the clamping pressure.
32/40;V32/40PGI
2007-10-31 - de
2 (4) 6629 030.01-01 EN



both nuts.
8. Release the pressure and detach the hydraulic tensioners.
9. Repeat the process (points 2 to 8) in the same way for the conrod shank
bolts (2 and 4).
Work sequence 2 - Untightening the conrod shank bolts

Work steps 1. Clean the threads of the conrod shank bolts (8).
2. Untighten the conrod shank bolts (1 and 3) (see work sequence 1, points
2 to 6).
3. Rotate the nuts (7) back (for turn back angle see Work Card 000.30).
5. Repeat the process (points 2 to 4) in the same way for the conrod shank
bolts (2 and 4).
Work sequence 3 - Tightening the conrod shank bolts

Starting position Running gear is in BDC, connecting rod shank is attached to the big-end
bearing (see Work Card 034.01). Nuts are screwed on
Work steps 1. Tighten the nuts (7) of the conrod shank bolts with the tommy bar
2. Check that the overall circumference of the parting line between the con-
necting rod shank (5) and the big-end bearing (6) is < 0.05 mm.
3. Mount the hydraulic tensioner onto the conrod shank bolts (1 and 3) (see
figure 2).
4. Connect the high-pressure hoses (009.306) to the hydraulic tensioners
(009.346) and to the high-pressure pump or the hydraulic hand pump.
5. Affix the measuring devices (009.051) to the tensioners.

(see Work Card 009.03) and tighten the conrod shank bolts (8) with a 50
bar pressure. Set the dial gauges (9) to "zero".
7. Tighten the conrod shank bolts (8) to the specified pressure (see Work
Card 000.30). Tighten both nuts (7) hand-tight.
9. Tighten the conrod shank bolts (8) again using 50 bar pressure. Read off
elongation ΔL on the dial gauges and compare with the specified value
Tighten the conrod shank bolts using the specified tension pressure,
not according to elongation. Elongation specifications serve only for
checking purposes. Repeat tensioning process in the case of great
32/40;V32/40PGI
deviations and check the measuring devices or pressure gauges. As a

result of irregular circumstances, the conrod shank bolts can be per-
manently stretched. The conrod shank bolt, having an as-new dimen-
sion of 253 +/- 0.1 mm may only be permanently extended by 0.5 mm,
2007-10-31 - de
i.e. if the length of 253.6 mm (untensioned) is exceeded the conrod

shank bolt must be replaced.
6629 030.01-01 EN 3 (4)


11. Repeat the process (points 3 to 10) in the same way for the conrod
shank bolts (2 and 4) (see figures 1 and 2).
5 Connecting rod shank

7 Nut
8 Conrod shank bolt
9 Dial gauge
Figure 2: Arrangement of the hydraulic tensioner and the measuring device

32/40;V32/40PGI
2007-10-31 - de
4 (4) 6629 030.01-01 EN

Big-end bearing bolts

Summary
Conduct the tasks in due time according to the maintenance schedule,
ensure the operational safety of the screwed connections.
The conrod shank bolts are to be checked at regular intervals using hydraulic
tension tools.
Safety requirements

1 Technician 1
1 Assistant 1
Tools/aids required


32/40;V32/40PGI
000.30 000.32 009.01

009.03
2007-10-24 - de
6629 030.02-01 EN 1 (4)

Work sequence 1 - Checking the big-end bearing bolts

Starting position Crankcase is open, crank pin of the relevant cylinder is vertically at the top on
in-line engines (running gear at TDC), on V engines vertically at the bottom.
The foot board (special tool) is placed in the oil sump or the oil sump has
been cleaned using an appropriate agent.
1 Big-end bearing body 2 Big-end bearing cap

Figure 1: Attaching the hydraulic tensioners to the big-end bearing bolts
Work steps 1. Clean the threads of the big-end bearing bolts (5).
2. Mount hydraulic tensioners on both big-end bearing bolts (5), whilst
doing so take the centring into account (see figures 1 and 2).
When hydraulic tensioners are installed, the running gear must not be
turned. Before mounting the tensioning cylinder, ensure that the pis-
tons are fully pressed in.
3. Turn the tensioning cylinder (009.097) back by 310°.

(see Work Card 009.03) and close the gap created while it was being
turned back between the thrust pieces (030.243) and the big-end bear-
ing cap (2).
6. Pump up the tensioning cylinder until the nuts (3) can be released. Make
32/40;V32/40PGI
a note of the release pressure and compare it to the clamping pressure.
2007-10-24 - de
2 (4) 6629 030.02-01 EN

7. Set the high-pressure pump to the specified clamping pressure or

actuate the hydraulic hand pump until the specified clamping pressure

has been reached and tighten the nuts (3).
8. Dump the pressure and detach the hydraulic tensioner.
9. Remove the foot board (if available) from the oil sump.
Work sequence 2 - Releasing the big-end bearing bolts

Work steps 1. Release big-end bearing bolts (see work sequence 1, points 1 to 6).
2. Rotate the nuts (3) back (for turn back angle see Work Card 000.30).

2 Big-end bearing cap 4 Dial gauge
3 Nut 5 Big-end bearing bolt
Figure 2: Sectional view of the hydraulic tensioner/Arrangement of the measuring
gauge
Work sequence 3 - Tightening the big-end bearing bolts

Starting position Big-end bearing is pre-assembled (see Work Card 030.03), crank pin of the
relevant cylinder is vertically at the top on in-line engines (running gear at
32/40;V32/40PGI
TDC), on V engines vertically at the bottom.

Work steps 1. Tighten the nuts (3) of the big-end bearing bolts with the tommy bar
2. Check whether the gap at the connection between the big-end bearing
2007-10-24 - de
body (1) and the big-end bearing cap (2) is equal on both sides.
6629 030.02-01 EN 3 (4)

3. Mount the hydraulic tensioners onto the big-end bearing bolts (5) (see
figure 1).

(009.097) and to the high-pressure pump or the hydraulic hand pump.
5. Place the measuring device (009.051) on the tensioning cylinder (see fig-
ure 2)
6. Set high-pressure pump or hydraulic hand pump in operation (see Work
Card 009.03) and tighten big-end bearing bolts with a pressure of 500
bar. Set the dial gauges (4) to "zero".
7. Tighten big-end bearing bolts with specified pressure (see Work Card
000.30). Tighten both nuts (3) hand-tight.
9. Tighten big-end bearing bolts with a pressure of 500 bar again. Read off
elongation ΔL on the dial gauges and compare with the specified value
Tighten the big-end bearing bolts using the specified clamping pres-
sure, not according to elongation. Elongation specifications serve only
for checking purposes. Repeat tensioning process in the case of great
deviations and check the measuring devices or pressure gauges. As a
result of irregular circumstances, the big-end bearing bolts can be per-
manently stretched. The big-end bearing bolt, having an as-new
dimension of 462 +/- 0.1 mm may only be permanently extended by 1.0
mm, i.e. if the length of 463.1 mm (untensioned) is exceeded the con-
rod shank bolt must be replaced.

11. Remove the foot board (if available) from the oil sump.
12. Retract the pistons of the tensioning cylinders (see Work Card 009.01)
32/40;V32/40PGI
2007-10-24 - de
4 (4) 6629 030.02-01 EN

Lowering big-end bearing cap/Removing big-end bearing bolt/

checking lower big-end bearing shell
Summary
ensure the bearings' operational safety.
The big-end bearing shells must be checked at regular intervals. To do so,
the big-end bearing cap must be lowered and the big-end bearing bolts
must be dismantled.
Safety requirements
Tools/aids required
1 Removal and fitting fixture 030.535 Standard
1 Wire rope 200.067 Standard
1 Rope clamp 030.535-7 Standard
1 Screw-on plate 030.320 Standard
1 Support fixture 030.536 Standard
1 Rope guide 030.321 Standard

2 Extension pipe 030.269 Standard
2 Bracket 030.250 Standard
V32/40
2009-05-07 - de

6632 030.03-03 EN 1 (7)



1 Feeler gauge (set) 000.451 Option

000.11 030.02 030.04
Technical data
Bearing shell 2,5 kg
Big-end bearing cap 44,5 kg
Preliminary remarks
In order to check the unstressed lower bearing shell, the big-end bearing cap
needs only to be lowered into the oil sump. The shell can be removed for
inspection purposes (work sequence 1 in part as well as 2 and 3). To check
the stressed upper bearing shell, the condition of which is decisive for
assessing the bearing, the big-end bearing cap must also be lowered. In
addition, the big-end bearing bolts must be removed (description in work
sequence 1). Only in this condition can the crankshaft below the upper bear-
ing shell be taken out (see Work Card 030.04). Bearing shells can be
replaced as half-shells.
V32/40
2009-05-07 - de
2 (7) 6632 030.03-03 EN


Work sequence 1 - Lowering the big-end bearing cap/Removing the big-end bearing
bolts
1 Hexagon bolt M12x25 3 Oil pan 6 Big-end bearing cap

2 Cylinder crankcase 4 Big-end bearing bolt 8 Balance weight

5 Crankshaft 10 Big-end bearing body
Figure 1: Removing the big-end bearing bolts
Starting position Big-end bearing bolts are released (see Work Card 030.02 and figure 1 A).
Drive gear is turned so that the crankshaft balance weight of the relevant cyl-
inder points vertically upwards.
Work steps 1. Affix two supports (030.250) to the big-end bearing cap (6) and the big-
end bearing body (10).
2. Unscrew the nuts.
3. Only remove the big-end bearing bolts (4) as follows, if, subsequent to
checking the lower bearing shell, removal of the upper bearing shell in
accordance with Work Card 030.04 is intended. Otherwise continue at
step 8.
4. Mount the bolt extractor (009.089) onto the big-end bearing bolts (pay
attention to projection A in figure 2).
5. Release the big-end bearing bolts, unscrew them and remove.
V32/40
2009-05-07 - de
6. Remove bolt extractor.
6632 030.03-03 EN 3 (7)

7. Turn the crankshaft by 20 – 25° (in the direction of the big-end bearing to
be removed) (see figure 3).
8. Affix two rope guides (030.261 and 030.262) to balance weights (8) so
that these can still be moved.
9. Screw the rope guide (030.321) to the cylinder crankcase (2) (see figure
3, View Y).
The engine must no longer be allowed to turn as from this assembly

step (rope guides).
10. Lay the wire rope (200.067) over the rope guides and using shackles
(002.452) affix it to retainers (see figure 3).
11. Append ratchet hoist (002.552) at a suitable location. Hook the wire rope
into the ratchet hoist and secure with wire rope clamp (030.535-7) (see
figure 3). Tension the wire rope.
12. Screw the guide tubes (030.268) into the big-end bearing body and
screw the extension pipe (030.269) in position.
13. Screw the screw-on plate (030.320) to the cylinder crankcase (2) and
screw the support fixture (030.536) to the screwing-on plate depending
upon the relevant cylinder bank
(see figure 3, View X).
14. Unscrew two hexagon bolts (1) from the big-end bearing body.
15. Lower the crankshaft bearing cap onto the support by actuating the
ratchet hoist (see figure 3).
16. Remove the rope guides between the balance weights and the wire
rope.
17. Clean the running surface of the big-end bearing shell (13).
V32/40
2009-05-07 - de
4 (7) 6632 030.03-03 EN


4 Big-end bearing bolt
6 Big-end bearing cap
10 Big-end bearing body
17 O-ring seal
18 Stud M10
19 Hexagon nut
A Projection A = 53 mm
Figure 2: Image of the assembled bolt extractor and the big-end bearing bolt
Work sequence 2 - Checking the lower big-end bearing shell

Starting position Big-end bearing cap is lowered into the oil sump.
The condition of the upper bearing shell is primarily decisive for the
assessment of the big-end bearing. See Work Card 030.04. The lower
bearing shell is to be checked in conjunction with these tasks, espe-
cially in the event that damage has been detected on the upper bearing

shell.
Work steps 1. Take out the big-end bearing shell (13) from the big-end bearing cap (6).
2. Check the condition of the running surface of the lower big-end bearing
shell (see Work Card 000.11).
Damaged or worn-out big-end bearing shells must be replaced.
The bearing shells are numbered consecutively during initial assembly. When
installing new bearing shells, these are to be marked in the same way with
the corresponding number.
V32/40
New bearing shells are delivered ready for installation. Neither the joint face
2009-05-07 - de
for bearing shells in use nor new ones should be filed off or mechanically pro-
cessed in order to achieve a clearance reduction since this would lead to a
6632 030.03-03 EN 5 (7)

smaller clearance, whereas the bearing shells would no longer be able to be

clamped into the big-end bearing body and cap with sufficient hold. Like-
wise, under no circumstances should any additional scraping be performed

to the running surface.
1. Insert the lower big-end bearing shell into the big-end bearing cap (the
back of the big-end bearing shell is oil dry).
Work sequence 3 - Fitting the big-end bearing cap

Starting position Bearing shell has been cleaned, running surface is well lubricated, big-end
bearing bolts have been cleaned and threads are dry, running gear is posi-
tioned as shown in figure 3.
2 Cylinder crankcase 8 Balance weight

3 Oil pan 9 Hexagon bolt M12x25
5 Crankshaft 11 Crankcase cover fastening
6 Big-end bearing cap 13 lower big-end bearing shell
7 Hexagon nut
Figure 3: Lower the big-end bearing cap
V32/40
2009-05-07 - de
Work steps The installation procedure is the same as the removal procedure but in
reverse. In doing so, observe the following points:
6 (7) 6632 030.03-03 EN

1. When joining the big-end bearing cap (6) to the big-end bearing body
(10) take note of the locating pins.

2. When installing the big-end bearing bolts (4), proceed as follows:
3. Crankshaft (5) turned so that the balance weight (8) is vertical (see figure
1 B).
4. Manually screw in the inner big-end bearing bolts from below through the
big-end bearing cap into the big-end bearing body until the contact sur-
face of the big-end bearing bolts abut the big-end bearing body (see fig-
ure 2).
5. Screw the nuts on manually until they abut the contact surface of the
big-end bearing cap.
6. Once you have tightened the big-end bearing bolts, measure the bearing
clearance by inserting a feeler gauge (000.451) to a depth of roughly 10
mm from the coupling side and free engine end.
Record the values in the operating log sheets.

V32/40
2009-05-07 - de
6632 030.03-03 EN 7 (7)

Upper big-end bearing shell

Summary
ensure the bearings' operational safety.
The big-end bearing shells must be checked at regular intervals. To do so,
the big-end bearing cap must be lowered and the big-end bearing bolts
must be dismantled.
Safety requirements

1 Technician 4
1 Assistant 4
Tools/aids required

1 Bracket 030.322 Standard
1 Supporting device (for easy-running 030.516 Standard
piston)
1 Support (for easy-run piston) 030.515 Standard
1 Carrier (upper) 030.515-1 Standard
1 Carrier (lower) 030.515-2 Standard

000.11 030.03
V32/40
2007-10-25 - de
6632 030.04-03 EN 1 (5)

Technical data
Bearing shell 2,5 kg
Work sequence 1 - Removing the upper big-end bearing shell

2 Cylinder crankcase 15 Cylinder liner

3 Oil pan 22 Connecting rod
6 Big-end bearing cap 24 Easy-running piston
8 Balance weight A Cylinder bank A
10 Big-end bearing body B Cylinder bank B
Figure 1: Attached tools for checking the upper big-end bearing shell
Starting position The big-end bearing bolts have been removed, the big-end bearing cap has
been placed in the support fixture, the running gear is positioned in BDC.
Work steps 1. Wire rope and rope guides (see Work Card 030.03) removed or disman-
tled.
2. Removing the extension pipes (030.269) from the guide tubes (030.268)
V32/40
2007-10-25 - de
and putting to one side.
2 (5) 6632 030.04-03 EN

3. Turn the drive gear so that the crank pins on the crankshaft (5) are hori-
zontal.

4. Screw a support (030.515) for the easy-running piston (24) on to cylinder
liner (15) (see figure 2, View X).
5. Carefully turn the pistons downwards until they touch the surface.
While turning the pistons, ensure that the big-end bearing body follows
the crankshaft.
6. Attach the support (030.322) to the cylinder crankcase (2).

7. Fasten the big-end bearing body (10) using the hexagon bolt (1) to the
holder (see figure 2).
8. Turn the crank pin downwards as far as possible until the big-end bear-
ing shell (16) can be easily accessed (see figure 2).
When turning the crank pin away, observe the big-end bearing shell to
ensure that it does not fall out or is damaged.
9. Remove the big-end bearing shell.

10. Check the big-end bearing shell (see Work Card 000.11), if necessary,
replace it.

V32/40
2007-10-25 - de
6632 030.04-03 EN 3 (5)

1 Hexagon bolt M12x25 7 Hexagon nut M12 16 Upper big-end bearing

shell
2 Cylinder crankcase 8 Balance weight 23 Hexagon bolt M12x40
5 Crankshaft 10 Big-end bearing body 24 Easy-running piston
15 Cylinder liner
Figure 2: Fitted tool and turning out the crank pin
Work sequence 2 - Installing the upper big-end bearing shell

Starting position The big-end bearing shell has been cleaned, the rear is oil dry, the running
surface is well lubricated.
The bearing shells are numbered consecutively during initial assembly.

When installing new bearing shells, these are to be marked in the same
way with the corresponding number.
New bearing shells are supplied ready to install. Neither the joint faces
for bearing shells in use nor new ones should be filed off or mechani-
cally processed in order to achieve a clearance reduction since this
would lead to a smaller clearance, and the bearing shells would no lon-
ger be able to be clamped into the big-end bearing body and cap with
sufficient hold. Likewise, under no circumstances should any additional
scraping be performed to the running surface.
The installation procedure is the same as the removal procedure but in

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2007-10-25 - de
reverse. In doing so, when installing the upper big-end bearing shell (16) into
the big-end bearing body (10) attention is to be given to how the bearing
shell is anchored.
4 (5) 6632 030.04-03 EN

When turning the crankshaft into the BDC position, ensure that the

support (030.515) has been removed and that the connecting rod with
the pistons follows the movement of the crankshaft.

V32/40
2007-10-25 - de
6632 030.04-03 EN 5 (5)

Big-end bearing

Summary
Ensure correct execution of work, allow emergency mode.
Big-end bearings do not need to be removed when performing normal main-
tenance work. This is necessary only in special cases, e.g. emergency oper-
ation of the engine with dismantled running gear and closed oil hole.
Removing components,
Safety requirements

1 Technician 3
1 Assistant 3
Tools/aids required
1 Screw-on plate 030.320 Standard
1 Slide piece 030.313-10 Standard

1 Bracket 030.313-20 Standard
1 Support 030.313-30 Standard
1 Guide rod 030.313-40 Standard
1 Plate 030.313-45 Standard
1 Strap 030.244 Standard
1 Turning stirrup 030.260 Standard
V32/40
1 Rope - Inventory
2008-01-08 - de
6632 030.05-03 EN 1 (11)


030.02 034.01
Technical data
Big-end bearing cap 44,5 kg
Big-end bearing body 48,5 kg
Work sequence 1 - Removing the big-end bearing

Starting position Big-end bearing bolts released, big-end bearing with turning stirrup (030.260)
fixed to the balance weight, piston and connecting rod shank removed.

suspended loads!
Work steps 1. Turn the crankshaft (5) until the big-end bearing is horizontal (see figure
1).
2. Unscrew the nut (3) from the lower connecting rod bolt (4).
3. Fit the sliding block (030.313-10) to the big-end bearing cap (6) (see fig-
ure 1).
4. Remove turning stirrup (030.260) whilst holding the big-end bearing with
the slide piece.
5. Turn the crankshaft through 90°, keep the big-end bearing with sliding
block horizontal (see figure 2).
Hold the big-end bearing with slide piece until both parts are in posi-
tion.
6. Insert the support (030.313-30) into the drive casing and place onto the
hexagon bolts (2) (see figure 2).
7. Turn the crankshaft back until the big-end bearing and sliding block is in
position. If necessary release the hexagon bolts (1) and re-align the slid-
ing block (see figure 3).
8. Unscrew a conrod shank bolt (7) at the bottom of the big-end bearing
body (10).
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9. Place the plate (030.313-45) in position and screw the guide rod
(030.313-40) through the plate in the connecting rod body (see figure 4).
2 (11) 6632 030.05-03 EN

10. Place screw-on plate (030.320) on the studs (11) and fix to the cylinder
crankcase (9) with hexagon nuts (12) (see figure 4).

11. Mount the bracket (030.313-20) on the screw-on plate.
12. Unscrew the nut (3) from the upper connecting rod bolt (4).
13. Carefully pull the big-end bearing body outwards (see figure 5).
When extracting, make sure the big-end bearing shell (15) does not fall
out and therefore become damaged.
14. Take out big-end bearing shell (15).

15. Fix the strap (030.244) onto the big-end bearing body. Screw the lifting
eye bolt (000.141) into the strap.
16. Fasten the rope (17) with shackle (002.452) to the lifting eye bolt. Hook
the rope onto the lifting tackle and tighten.
17. Pull the big-end bearing body out completely taking care not to damage
the big-end bearing bolts (4).
18. Lift the big-end bearing body and place onto a wooden support. Remove
the strap from the big-end bearing body.
When putting down the big-end bearing body, make sure that the big-
end bearing bolts and the conrod shank bolts are not damaged.
19. Remove the bracket and screw-on plate and fit on the opposite side (see
figure 6).
20. Pull the big-end bearing cap outwards (see figure 6).
When extracting, make sure the big-end bearing shell (14) does not fall
out and therefore become damaged.
21. Take out big-end bearing shell (14).

22. Fix the strap (030.244) onto the big-end bearing cap.
23. Fasten the rope (17) with shackle (002.452) to the lifting eye bolt. Hook
the rope onto the lifting tackle and tighten.
24. Lift big-end bearing cap and place on wooden support. Remove the
strap from the big-end bearing cap.
25. Clean individual parts.
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6632 030.05-03 EN 3 (11)

1 Hexagon bolt M12x25 6 Big-end bearing cap

3 Nut 8 Balance weight
4 Big-end bearing bolt 10 Big-end bearing body
5 Crankshaft 11 Stud
Figure 1: Big-end bearing fixed onto balance weight, slide piece fitted to big-end
bearing cap
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4 (11) 6632 030.05-03 EN


2 Hexagon bolt 6 Big-end bearing cap 10 Big-end bearing body
5 Crankshaft 9 Cylinder crankshaft 11 Stud
Figure 2: Installation of support in crankcase

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6632 030.05-03 EN 5 (11)

3 Nut 6 Big-end bearing cap

4 Big-end bearing bolt 10 Big-end bearing body
5 Crankshaft
Figure 3: Big-end bearing placed on support
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6 (11) 6632 030.05-03 EN


4 Big-end bearing bolt 7 Conrod shank bolt 11 Stud
5 Crankshaft 9 Cylinder crankcase 12 Hexagon nut M12
6 Big-end bearing cap 10 Big-end bearing body
Figure 4: Big-end bearing with tool attached

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6632 030.05-03 EN 7 (11)

4 Big-end bearing bolt 7 Conrod shank bolt 15 Upper big-end bearing

shell
5 Crankshaft 10 Big-end bearing body 16 Hexagon bolt M12x35
6 Big-end bearing cap 13 Locating pin 17 Rope
Figure 5: Big-end bearing body removed
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8 (11) 6632 030.05-03 EN


1 Hexagon bolt M12x25 11 Stud 16 Hexagon bolt M12x35
5 Crankshaft 12 Hexagon nut M12 17 Rope
6 Big-end bearing cap 14 lower big-end bearing
shell
Figure 6: Big-end bearing body removed
Work sequence 2 - Installing the big-end bearing

Starting position Individual parts cleaned, back of big-end bearing shells oil dry, running surfa-
ces well oiled, threads on the big-end bearing bolts dry, drive gear located
approx. 99° before/after TDC (see figure 3). Support (030.313-30) placed in
the drive casing, bracket (030.313-20) fixed to cylinder crankcase for fitting
the big-end bearing cap.

suspended loads!
Work steps 1. Note the position of the mark that identifies the exhaust counter side
before installing the big-end bearing cap (6) or body (10).
2. Fix the strap (030.244) onto the big-end bearing cap. Screw the lifting
eye bolt (000.141) into the strap.
3. Fasten the rope (17) with shackle (002.452) to the lifting eye bolt. Attach
rope to lifting tackle.
4. Fit the sliding block (030.313-10) to the big-end bearing cap (see figure
6).
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5. Lift the big-end bearing cap and place onto bracket (see figure 6).
Remove strap.
6632 030.05-03 EN 9 (11)

6. Insert the big-end bearing shell (14) into the big-end bearing cap, taking
the bearing shell fixation into account.
7. Push the big-end bearing cap forward onto the bracket and support until
it reaches the crank pin, turning the crankshaft (5) slightly if necessary.
When introducing the big-end bearing cap, make sure the big-end
bearing shell does not fall out and therefore become damaged.
8. Remove bracket and screw-on plate and mount on the opposite side.
9. Fasten the strap to the big-end bearing body.
10. Screw the guide rod (030.313-40) through the plate (030.313-45) in the
big-end bearing body (see figure 5).
11. Lift up the big-end bearing body and place it on the bracket, taking care
not to damage the big-end bearing bolt (4) and conrod shank bolt (7).
Remove strap.
12. Insert the big-end bearing shell (15) into the big-end bearing body, taking
the bearing shell fixation into account.
13. Displace the big-end bearing body on the bracket and support up to the
crank pin and make sure that the big-end bearing bolt (4) is not dam-
aged when introducing the big-end bearing cap (see figure 4).
When introducing the big-end bearing cap, make sure the big-end
bearing shell does not fall out and therefore become damaged.
14. When joining the big-end bearing body to the big-end bearing cap, note
the two locating pins (13).
15. Screw the nut (3) onto the upper big-end bearing bolt until it makes con-
tact with the big-end bearing cap.
16. Remove the bracket, guide rod and plate.
17. Manually screw in the conrod shank bolt (7) into the big-end bearing
body until the contact face of the conrod shank bolts abut the big-end
bearing body (see figure 7).
18. Turn the crankshaft through approx. 99°, keep the big-end bearing with
sliding block horizontal (crankshaft with balance weight is vertical, see
figure 2).
Hold the big-end bearing with slide piece until the connecting rod has
been fixed to the balance weight with the turning stirrup.
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19. Remove the support from the crankcase.

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20. Turn the crankshaft back by 90º (crankshaft with balance weight is hori-
zontal, see figure 1)
10 (11) 6632 030.05-03 EN

21. Fix the big-end bearing with turning stirrup (030.260) onto the balance
weight (8) (see figure 1).

22. Remove the slide piece.
23. Screw the nut (3) onto the lower big-end bearing bolt until it makes con-
tact with the big-end bearing cap.
24. Turn the engine until the crank pin is at TDC. Tighten the big-end bearing
bolts (see Work Card 030.02).
25. Once you have tightened the big-end bearing bolts, measure the bearing
clearance by inserting a feeler gauge (000.451) to a depth of roughly 10
mm from the coupling side and free engine end. Record the values in the
operating log sheets.
26. Turn the engine until the crank pin is at BDC. Fit piston with connecting
rod shank and top land ring. (see Work Card 034.01).
7 Conrod shank bolt 10 Big-end bearing body

Figure 7: Conrod shank bolt

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6632 030.05-03 EN 11 (11)

Piston/Piston rings
2010-08-06 - de
6632 034-05 EN 1 (2)

Piston/Piston rings

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 034-05 EN

Piston
Piston/Piston rings
Summary
ensure the work is carried out correctly, check the components as to their
state / extent of their wear.
The pistons are to be disassembled within the scope of maintenance and
repair work.
Safety requirements

1 Technician 1
1 Assistant 1
Tools/aids required
1 Tapered sleeve for inserting the pis- 034.100 Standard
ton rings
1 Tap wrench 034.097 Standard

1 Tap 034.096 Standard
1 Suspension device 034.142 Standard
1 Carrier 034.142-1 Standard
1 Pilot rod 034.006 Standard
2 Slide piece 030.264 Standard
1 Turning stirrup 030.260 Standard
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6632 034.01-02 EN 1 (5)

Piston/Piston rings

030.03 034.02
Technical data
Piston with connecting rod shank 234 kg
Work sequence 1 - Removing the piston

5 Rope 11 Balance weight 18 Hexagon bolt M12x20

7 Piston 13 Conrod shank bolt 19 Hexagon bolt M16x35
8 Backing ring 15 Big-end bearing body 20 Hexagon bolt M12x120
9 Cylinder liner 16 Big-end bearing cap
10 Connecting rod shank 17 Crankshaft
Figure 1: Removing and installing the piston
General Before removing the piston, the top land ring must be removed, because it
has a smaller diameter than the piston.
Starting position Top land ring has been removed, crankcase is open, foot board (special tool)
has been placed in the oil sump or the oil sump has been cleaned for this
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purpose with a suitable agent, conrod shank bolts are released, running gear
2007-11-06 - de
at TDC.
2 (5) 6632 034.01-02 EN

Work steps 1. Clean the threaded holes in the piston crown with a manual tap
(034.096).
Piston/Piston rings
2. Lay the support (034.142-1) on the piston (7), screw in two hexagon
bolts and tighten the support to the piston using hexagon nuts. Attach
the rope (5) to the support with the shackle (002.453) (see figure 1).
3. Turn the pistons exactly to BDC and hook the rope to the lifting tackle.
4. Fasten turning stirrup (030.260) to the big-end bearing with hexagon
bolts (18) and to the balance weight (11) with a hexagon bolt (19) (see
figure 1).
5. Unscrew the nuts from the conrod shank bolts (13).
6. Screw two guide tubes (030.263) onto the inner conrod shank bolts until
they abut (see figure 1).
7. Pull out the piston upwards until the sliding block (030.264) can be
screwed on to the connecting rod (10) (see figure 1).
8. When pulling out further, remember that the base of the connecting rod
shank is lifted on slide pieces on the cylinder liner (see figure 1). Pull the
piston upwards over the cylinder liner until the pilot rod (034.006) can be
screwed into the carrier.
9. Pull the pistons carefully from the cylinder liner, in doing so use the pilot
rod as a guide.
When pulling out the base of the connecting rod shank, ensure that it
does not catch on the cylinder liner and that the cylinder liner running
surface is not damaged.
10. Place the pistons with the connecting rod shank (10) onto a wooden sur-
face.
11. Close the lube oil hole in the connecting rod shank and the big-end bear-
ing body to protect it from any dirt penetration.
12. Cover the opening that has been made in the cylinder liner.

The big-end bearing may only be attached to the balance weight with
the turning stirrup when the engine is at rest, when turning the running
gear with the piston removed and in some other maintenance tasks.
The engine must not be taken back into operation in this condition!
Work sequence 2 - Installing the piston

Starting position Piston cleaned, checked and attached to the connecting rod shank. Cylinder
liner and the joint faces at the big-end bearing body and the connecting rod
shank have been cleaned. The big-end bearing has been fastened to the bal-
ance weight using a turning stirrup and turned exactly to BDC.
Work steps 1. Screw two guide tubes (030.263) onto the inner conrod shank bolts (13)
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until they abut (see figure 1).

2. Remove cover on cylinder liner opening.
6632 034.01-02 EN 3 (5)

3. Set the tapered sleeve (034.100) on the cylinder liner (9), lubricate the
interior surface well.
Piston/Piston rings
4. Affix the carrier (034.142-1) to the piston (7) (see work sequence 1, point
2), attach the rope (5) with the shackle (002.453) to the carrier and screw
the pilot rod (034.006) into the carrier. Attach rope to lifting tackle. Screw
sliding block (030.264) on to the base of the connecting rod shank.
5. Raise piston. Apply clean lubricating oil to piston rings and running sur-
face of piston.
6. Arrange piston ring joints as shown in Fig. 2.
1-3 Position of the piston ring joint

KS Coupling side
KG Free engine end
S
Figure 2: Position of the piston ring joint

1. Open lubricating oil bore in the big-end bearing body (15) and connect-
ing rod shank (10).
2. Guide the piston using the lifting tackle over the cylinder liner and care-
fully lower it into the liner. In doing so, manually guide the connecting rod
and the piston with the pilot rod until the piston skirt slides into the cylin-
der liner (see figure 1).
During the insertion process, ensure that the conrod shank foot does
not damage the cylinder liner running surface.
3. Unscrew the pilot rod and continue to lower the piston carefully to allow
the piston rings to slide through the lead-in sleeve in the cylinder lining.
Align the piston and connecting rod shank in good time so the holes in
the connecting rod shank are facing towards the corresponding guide
tubes.
4. Lower the piston until the connecting rod shank is guided by the guide
tubes (030.263) and the sliding block (030.264) can be removed (see fig-
ure 1).
5. Carefully continue to lower the piston until it touches the connecting rod
shank on the big-end bearing body. In doing so, observe the locating
pins on the joint face. To facilitate the insertion process, slightly release
the hexagon bolt on the balance weight (11) (see figure 1).
6. Use a feeler gauge (000.451) to check that the joint along the entire cir-
cumference is < 0.05 mm.
7. Unscrew the guide tubes and in doing so, ensure that the conrod shank
bolts do not rotate as well. Screw the nuts finger-tight on to the conrod
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shank bolts.
2007-11-06 - de
8. Remove the turning stirrup and tension the conrod shank bolts (see
Work Card 030.01)
4 (5) 6632 034.01-02 EN

9. Turn the piston to TDC, detach the rope and remove the tool.
Piston/Piston rings
10. Install the top land ring (see Work Card 050.01).
11. Remove the tread plate (if installed) from the oil sump, close the crank-
case.

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6632 034.01-02 EN 5 (5)

Piston/Piston rings
Piston/Piston rings
inspecting
Summary
The pistons and piston rings are to be checked with regard to the appear-
ance of their contact faces as well as the lubricating and wear condition.

1 Technician 1
Tools/aids required
1 Piston ring expander 034.110 Standard
1 Thickness gauge (set) 000.451 Standard


034.01 034.05 034.07
Work sequence 1 - Checking the piston

Starting position Piston has been removed and placed on a suitable wooden support.
Work steps 1. Check the condition of the piston and piston rings.
The piston running surface should have a uniform wear surface appear-
ance and be free of machining marks and other damage. Heavy
machining marks or wear points are signs of the following: the engine
has been overloaded; the cooling system is faulty; insufficient lubrica-
tion or the ingress of impurities between the piston and cylinder liner.
2. Clean piston of carbon residues, without roughening the surface of the

2007-10-19 - de
piston floor. Clean the running surface carefully.

32/40
6629 034.02-02 EN 1 (5)

Do not damage the graphitated coating on the piston lower part (22)
Piston/Piston rings
when cleaning.
8 Guide shoe 15 Locking ring

9 Hexagon bolt 16 Clamping sleeve
10 Piston crown 17 Compression ring
11 Spring plate 18 Compression ring
12 Compression spring 20 Oil control ring
13 Sleeve 22 Piston skirt
14 Locking ring
Figure 1: Piston (connecting rod and piston pin removed)
1. Measure and note down axial clearance of the piston rings in the
grooves, compare with the maximum permissible clearance and record
the results in operating log sheets. To do this, use a feeler gauge
(000.451) determine the axial clearance at four points (exhaust side,
exhaust counter side, coupling side and free engine end) at a quarter of
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the piston ring groove depth (see Fig. 2).
2 (5) 6629 034.02-02 EN

For assessment of piston rings see Work Card 034.05 and 034.07.
Piston/Piston rings
10 Piston crown 22 Piston skirt
17 Compression ring
18 Compression ring A Piston ring groove depth
20 Oil control ring B Measuring point (¼A)
Figure 2: Measuring the axial clearance of the piston rings
Work sequence 2 - Removing and installing the piston rings

Starting position When checking the pistons, the piston rings are not usually to be removed,
since they would be under heavy strain during removal and fitting. In the

event that piston rings are removed because of their wear condition or dirt:
Work steps 1. Remove piston rings (17, 18, 20) individually using the piston ring pliers
(034.110), clean them and mark them using a marking pen (cylinder no.
and piston ring groove number).
It is necessary to mark the piston rings to prevent them from getting

mixed up (used piston rings must be reinstalled in the same piston and
in the same piston ring groove).
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6629 034.02-02 EN 3 (5)

Piston/Piston rings
17 Compression ring
18 Compression ring
23 Locking lever
Figure 3: Piston ring pliers with inserted piston ring
When removing and installing piston rings use piston ring pliers (see
figure 3). In order to tighten the piston rings, press down the locking
lever (23). The locking lever automatically returns to its original position
once it is released.
1. Inspect the piston rings thoroughly, if necessary, replace them.

2. Carefully clean the ring grooves in the piston and determine their wear.
To do so, use an appropriate dial gauge (30) to measure at four points
(exhaust side, exhaust counter side, as well as the coupling side and free
engine end) in quarter piston ring groove depth and to determine wear
(see figure 4).
10 Piston crown
30 Dial gauge
A Piston ring groove depth

B Measuring point (¼A)
Figure 4: Measuring the piston ring groove (determining wear)
If the piston ring grooves are conically worn, this is an indication of

excessive cylinder liner wear. Worn piston ring grooves can be
reworked. We recommend you consult MAN Diesel & Turbo in this
regard. Install suitable replacement piston rings in the reworked piston
ring grooves, and record the new height of the piston ring in the oper-
ating records.
1. Using the piston ring pliers pull the piston rings onto the piston, in doing
so, position them according to the corresponding marking. Measure the
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axial clearance of the piston rings in the grooves and record this in the
operation notes (see work sequence 1, point 3).
4 (5) 6629 034.02-02 EN

If a piston that has already been in use is installed into a different cylin-
Piston/Piston rings
der liner, the compression rings and the oil control rings must be
replaced and the cylinder liner will need to be rehoned. The engine
must be run in again (see Operating Instructions, section 3).
For piston ring and piston ring groove measurements and clearances, see
Operating Instructions, section 2.5.4.
A chrome ceramic coated compression ring (17) is fitted into the top piston
ring groove (ring groove 1) in the piston crown. The ring flank marked "TOP"
is the upper flank. The tapered edge on the interior diameter must be at the
top.
Chrome plated compression rings (18) are installed in the second and third
piston ring groove from the top (ring groove 2 and 3). The ring flank marked
"TOP" is the upper flank. The tapered edge on the interior diameter must be
at the top.
The oil control ring (20) with tubular spring must always be installed so that
the ring flank with the marking "TOP" faces upward.

2007-10-19 - de
32/40
6629 034.02-02 EN 5 (5)

Piston pin and piston pin bush
Piston/Piston rings
Summary
Piston pin and piston pin bush are to be checked at regular intervals and, are
hence to be dismounted.
Tools/aids required
1 Retaining bow 034.109-1 Option
1 Pliers for locking ring 002.165 Standard

034.01
Technical data
Connecting rod shank 93,5 kg
Piston pin 31,5 kg
2007-07-18 - de
32/40
6629 034.03-01 EN 1 (3)

Piston/Piston rings
Work sequence 1 - Removing the piston pin (and the piston pin bush)
1 Rope
2 Connecting rod shank
3 Piston pin
4 Piston
5 Wooden support
6 Locking ring
7 Piston pin bush
Figure 1: Removing and installing the piston pin

Starting position Piston with connecting rod shank removed and placed on a wooden support
together with the piston crown (see Figure 1). The connecting rod is secured
against tilting. Piston inside free of oil and oil coke residue.
Work steps 1. Screw the lifting eye bolt (000.143) into the connecting rod shank (2).
2. Attach the rope (1) with the shackle (002.453) to the lifting eye bolt.
Attach rope to lifting tackle.
3. Slightly lift the connecting rod shank (2) so that the load is released from
the piston pin (3).
4. Remove the tilting protection from the connecting rod shank (2).
5. Remove the locking rings (6) and pull the piston pin (3) out as far as
shown in the figure. In doing so, protect the piston (4) from tilting.
In the event of a temperature difference of 30 to 40°C as compared to

the piston, the piston pin is to be pulled out slightly. To do so, carefully
heat up the piston, for example by using a gas burner, around the pis-
ton pin area by applying the torch in circular movements and ensuring
that the flame does not come too close to the piston.
6. Lift out the connecting rod shank (2) from the piston (4) and carefully
place it on the support. Unhook the rope (1) from the lifting tackle and
shackle.
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7. Install the retaining bow (034.109-1) into the piston pin (3) (see figure).
2 (3) 6629 034.03-01 EN

8. Attach the rope (1) with the shackle (002.452) to the retaining bow.
Attach rope to lifting tackle.
Piston/Piston rings
9. Carefully pull out the piston pin (3) fully.
10. Clean the piston pin (3) and the piston pin bush (7) and check for wear
(for a maximum permitted clearance, see Operating Instructions, section
2.5).
If it is necessary, the piston pin bush should be replaced in a service

workshop, since for installation purposes, it must be supercooled. In
the meantime, a replacement connecting rod shank can be installed.
No additional scraping should be performed on either the running sur-
face of the new piston pin bush or the run-in bush.
Work sequence 2 - Installing the piston pin

Work steps 1. Check how well the guide shoe can be moved in the piston skirt.
2. Installation of the piston pin (3) is basically in reverse order of how it was
removed. In doing so, ensure that the piston (4) with the retaining bow
(034.109-1) is not damaged when it is being pushed in and that when
installing the connecting rod shank (2) the marking (AS) on the piston and
the connecting rod shank match.

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6629 034.03-01 EN 3 (3)

Piston
Piston/Piston rings
dismantling and assembling
Summary
check the components as to their state / extent of their wear.
Pistons are to be dismantled within the scope of maintenance and repair
work.
disassembling components,
assembling components.

1 Technician 2
1 Assistant 2
Tools/aids required
1 Cross handle 001.891 Standard
1 Pliers for the locking rings C 19-60 002.162 Standard
1 Pliers for locking ring 002.165 Standard
1 Extension piece 20x400 001.914 Standard

1 Emery paper - Inventory
1 Oil stone - Inventory
1 Honing stone - Option
1 Special anti-seize agent (Molykote G - Inventory
Rapid, Molykote G-n)

000.30 034.03
2007-09-25 - de
32/40
6629 034.04-03 EN 1 (4)

Piston/Piston rings
Technical data
Piston with piston rings, complete 118 kg
Work sequence 1 - Dismantling the piston

Starting position The piston has been placed on the wooden support (the piston skirt is posi-
tioned upward). The piston pin and the connecting rod have been removed
or disassembled. Piston cleaned externally.
8 Guide shoe 15 Locking ring

9 Hexagon bolt 16 Clamping sleeve
10 Piston crown 17 Compression ring
11 Spring plate 18 Compression ring
12 Compression spring 20 Oil control ring
13 Sleeve 22 Piston skirt
14 Locking ring A Total length of the hexagon bolts
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32/40
(9)
Figure 1: Piston (connecting rod and piston pin removed)
2 (4) 6629 034.04-03 EN

Work steps 1. Release hexagon bolts (9) and unscrew.
Piston/Piston rings
2. Hook the piston skirt (22) with the rope through the piston pin bore to the
lifting tackle, lift it up and place it on the wooden support (do not set it
onto the guide shoe (8)).
When lifting up the piston skirt, pay attention to the seating and con-
tact surfaces between the piston crown and the piston skirt and do not
damage them.
3. Check mobility of guide shoe and replace if necessary.

4. Clean the piston crown (10) and piston skirt (22) carefully. The cooling
chambers (internally) should be cleaned to produce a polished metallic
surface (with rotating wire brushes or emery belts). Blow the oil bores out
using compressed air. Check the parts for damage (cracks).
5. Check the contact surface between the piston crown (10) and skirt (22),
and smooth out any lifting of the material (see work sequence 2).
Work sequence 2 - Smoothing out the contact surface between the piston crown and the
piston skirt
Preliminary remark While an engine is in operation, heat seals may occur at the contact faces
between the piston crown and the piston skirt in localised spot welds which
can cause lifting of the material at the contact faces when the piston is being
removed.
Since, when the piston is being reassembled, the exact starting position can
no longer be achieved, the liftings in the material must be removed or
smoothed out.
Starting position The piston is dismantled and has been cleaned.
Work steps 1. Check the contact surface of the piston crown (10) and the piston skirt
(22) for raised points in the material.

2. Remove any raised points in the material using several work steps, using
emery paper with increasingly fine grain size (100 - 180).
3. Smooth the contact surfaces using oil stone or a honing stone.
In doing so, ensure in particular that the raised points in the material
are completely removed from the contact surfaces of the piston crown
and the piston skirt, since any remaining raised points can lead to high
selective point compressive stress.
Work sequence 3 - Assembling the piston

Starting position Piston components are cleaned, checked and replaced if required, piston
crown is placed on wooden supports.
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Work steps
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1. Check resting surface of piston crown and skirt, they must be completely
clean and dry.
6629 034.04-03 EN 3 (4)

2. Hook the piston skirt (22) using the rope through the piston pin bore and
attach it to the lifting tackle, lift it up and carefully set it onto the piston
Piston/Piston rings
crown.
Before fitting the piston skirt, ensure the correct location of the bore in
the piston skirt to the clamping sleeve (16) in the piston crown.
When lowering the piston skirt do not get it twisted, pay attention to
the seating and contact surfaces between the piston crown and the
piston skirt and do not damage them.
3. Check the overall length of the hexagon bolts (9) dimension (A). Target
dimension: A ≦ 136.2 mm. (see fig. 1)
If the overall length of the hexagon bolts (9) exceeds the prescribed
target dimension (A) ≦ 136.2 mm the hexagon bolts (9) must be
replaced.
4. Brush the thread and contact face of the hexagon bolts (9) with special
anti-seize agent (Molykote G-n Plus) and screw them until they abut.
5. Tighten the hexagon bolts (9) with torque 200 Nm in two stages alter-
nately and release again.
6. Carry out the final tightening process in 2 steps:
7. Pre-tighten the hexagon bolts (9) with tightening torque 80 Nm.
8. Turn the hexagon bolts (9) on through tightening angle 90°.
Check: It must not be possible to further rotate the hexagon bolts (9) at tor-
que 90 Nm.
1. Check the guide shoe (8) mobility.
2. Install the connecting rod shank and the piston pin (see Work Card
034.03). 2007-09-25 - de
32/40
4 (4) 6629 034.04-03 EN

Piston rings
Piston/Piston rings
assessing
Summary
ule; check the components dimensionally, evaluate contact pattern/wear
condition.
Asses the piston rings at regular intervals on the basis of the wear pattern.
The work includes:
Checking parts/components.

034.07
Preliminary remarks
The piston rings must be replaced after the operating hours listed in the
maintenance schedule. They are also to be replaced if, during intermediate
checks, damage to the running surface is detected or there is too much
clearance.
Compression rings are in use with chrome coated or chrome ceramic coated
running surfaces and chrome plated oil control rings. See Table 1.
Ring Running surface Appearance
Compression rings
Groove 1 Chrome-ceramic coated net of cracks later
Groove 2 chrome coated uniformly grey
Oil control ring

Groove 3 chrome coated uniformly grey
Table 1: Piston rings/Surface coating
In the case of chrome plated rings, the appearance of the coating only
shows minor or slight change during continuous wear. This is not the case
for chrome ceramic coated rings. The running surface of these rings when
not worn has a smooth metallic appearance and has a uniform grey colour.
After several hundred operating hours, a net of cracks becomes visible. This
is normal. This is the result of hard metal-oxide ceramic particles burying
themselves into the network structure of the chrome coat.
The ring version can be identified by the item number stamped on the upper
side of the piston rings.
Wear patterns of chrome or chrome ceramic coated piston rings

As a result of the shape of the running surface, new compressing rings do
not wear along the entire running surface, but only along running pattern area
General
A. As the wear increases, the running pattern area becomes wider and
2007-10-24 - de
wider.
6682 034.05-03 EN 1 (3)

Piston/Piston rings
A Running pattern height B Ring height

Figure 1: Running surface of chrome plated piston rings (operating hours > 1000 h)
Figure 2: Network of cracks in chrome ceramic coated piston rings (operating hours >
8,000 h)
At the end of its working life the running pattern reaches up to the chamfers
or radii of the ring flanks. (figure 3).
Figure 3: Piston ring with a well-formed running pattern at the end of its working life
The piston ring shown in figure 3 shows chamfers or radii, which can still be
clearly identified. Coated compression rings must be replaced once the run-
ning pattern height extends to cover the entire height of the piston ring, i.e.
the chamfers or radii are barely visible. In this condition, the next scheduled
maintenance interval cannot be completed safely given the remaining coating
thickness.
Burn marks (C) can be identified by local discolouration on the running sur-
face. Rings in this condition must be replaced. Figure 4.
Figure 4: Piston ring with burn marks in the running surface

Coated compression rings and oil control rings must also be replaced once
the coating has been worn off in one location.
General
2007-10-24 - de
2 (3) 6682 034.05-03 EN

Piston/Piston rings
Figure 5: Piston ring with coating worn away
Figure 5 shows a chrome plated compression ring. The layer of chrome has
been partially worn away at (D).
Once spallings or cracks are visible in the coating of a piston ring it also
should be replaced.
Chrome ceramic coated compression rings must be replaced once the
closed surface, traversed by microcracks, has dissolved into a structure that
looks similar to a cobblestone surface. At this point, the cracks have reached
the base material and there is a risk of breakaways.

General
2007-10-24 - de
6682 034.05-03 EN 3 (3)

Piston rings with chrome ceramic coating
Piston/Piston rings
assessing
Summary
ule; check the components’ quality/wear condition.
Asses the piston rings at regular intervals on the basis of the wear pattern.
The work includes:

034.05
Preliminary remarks
The piston rings must be replaced after the operating hours listed in the
maintenance schedule. They are also to be replaced if, during intermediate
checks, damage to the running surface is detected or there is too much
clearance.
In groove 1, piston rings with the chrome ceramic coated running surface are
in use. The ring version can be identified by the item number stamped on the
upper side of the piston rings.
As opposed to plasma coated or chrome plated rings, the appearance of the
coating of chrome ceramic coated rings changes significantly with increased
wear. The running surface of these rings when still new has a smooth metal-
lic appearance and is uniformly silver grey in colour. After several hundred
hours in operation, a network of cracks or individual longitudinal and trans-
verse cracks becomes visible. This is normal and is the result of hard metal-
oxide ceramic particles burying themselves into the network structure of the

chrome coat. This leads to very high levels of wear resistance and a signifi-
cantly improved thermal load capacity with minimal wear on the cylinder lin-
ers. The characteristic network of cracks in this case serves the purpose of
providing a reservoir of lube oil.
The following sequence of images shows the piston rings, magnified approx.
five times. The sequence of images is provided to facilitate the assessment of
coated piston rings and supplements the Work Card 034.05.
General
2007-04-23 - de
6682 034.07-01 EN 1 (4)

Piston/Piston rings
1. Normal wear pattern. Piston ring can be used without reservations
Figure 1: Wide network of cracks

This running surface appearance shows the normal state of wear for a
chrome ceramic coated ring.
Assessing: The piston ring can be used without restrictions and can continue
to be used.
Figure 2: Tight network of cracks

This running surface appearance also shows a normal state of wear. The
entire surface is smooth. Wave-forms in the running layer in the direction of
the cracks are not visible. This pattern will not result in any flaking of the
coating.
Assessment: The piston ring can be used without restrictions and can con-
tinue to be used.
General
2007-04-23 - de
2 (4) 6682 034.07-01 EN

Piston/Piston rings
Figure 3: Narrow longitudinal cracks in the running direction
This running surface appearance also shows a normal state of wear. The
entire surface is smooth.
Assessment: If the crack width is < approx. 0.1 mm, the piston ring can be
used without any restrictions and can continue to be used.
2. Critical wear - the piston ring must be replaced
Figure 4: Burn spot

The appearance of this running surface shows a normal state of wear how-
ever, in this case, it shows a burn spot, which cannot be rectified. In addition,
there is risk of a so-called blow-by.
Assessing: The piston ring can no longer be used and must be replaced.
General
2007-04-23 - de
6682 034.07-01 EN 3 (4)

Piston/Piston rings
Figure 5: Severe cobblestone formation

This running surface shows pronounced cobblestone formation with a wide
area of cracks. The surface is no longer smooth throughout, but instead
shows bulging around the cracks.
Assessment: The piston ring can no longer be used and must be replaced.
Figure 6: Wide longitudinal cracks in the running direction

This running surface shows an extensive formation of longitudinal cracks with
the risk of the coating flaking off, even though the surface may be entirely
smooth.
Assessment: Since the crack width is approx. > 0.1 mm, the piston ring can
no longer be used and must be replaced.
3. Terminal damage. The piston ring must be replaced.

If the piston ring shows terminal damage, for example:
▪ Ring fracture
▪ Flaking of the running layer
▪ Spallings, etc.
the piston ring must be replaced. Check the adjoining parts, such as the cyl-
inder liner, piston, cylinder head, for damage.
General
2007-04-23 - de
4 (4) 6682 034.07-01 EN

Top land ring/cylinder liner

2010-08-06 - de
6632 050-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 050-05 EN

Top land ring

Summary
The top land ring must always be removed when the corresponding piston is
to be removed or if the seal ring needs to be changed.
Safety requirements

1 Technician 1
1 Assistant 1
Tools/aids required

3 Hexagon bolt 050.165-3 Standard
2 Spacer pipe 050.133 Standard
2 Thrust screw 050.099-15 Standard

2007-09-24 - de

32/40
055.02
6629 050.01-04 EN 1 (6)

Technical data
Top land ring 33,5 kg
Work sequence 1 - Disassembling the top land ring

Starting position Cylinder cooling water has been fully drained. Cylinder head has been
removed, running gear approximately 60° before/after TDC.
Cooling water must not be pumped into the bilges or into the sewage
system! Cooling water must be pumped into its own individual tank
and be reused (cooling water treatment agent)!
Work steps 1. Remove any coke deposits on the top land ring (6) and around the cylin-
der liner (5) area. Cover the gap between the piston (7) and the cylinder
liner to prevent foreign objects from falling into it.
2007-09-24 - de
32/40
2 (6) 6629 050.01-04 EN


1 Backing ring 6 Top land ring
2 Rope 7 Piston
3 Hexagon bolt BM16x140 8 O-ring seal
4 Sealing ring 9 Cylinder head bolt
5 Cylinder liner 10 Nut
Figure 1: Removing the top land ring (illustration shows in-line engine)

1. Clean the three blind holes on the interior diameter of the top land ring
and remove loose debris on the piston upper surface.
2. Attach the carrier (050.165-1) to the top land ring. Make sure that the pin
in the carrier is located in the sleeve (12) of the backing ring (1) (see figure
1).
3. Screw three hexagon bolts (050.165-3) into the blind holes in the top
land ring, hand-tight.
4. Plug the spacer pipes (050.133) diagonally over the cylinder head bolts
(9) and fix them with the nuts (10).
5. Pull the top land ring out until it is loose by even, alternating turning of the
hexagon bolts (3).
6. Fasten the rope (2) with the shackle (002.452) onto the support and hook
the rope to the lifting tackle (depending on the engine type, choose the
correct suspension point).
7. Screw the pilot rod (034.006) into the carrier.
2007-09-24 - de
32/40
8. Carefully pull the top land ring out upwards, using the pilot rod as a
guide.
9. Place the top land ring on the wooden support, remove the tools.
6629 050.01-04 EN 3 (6)

10. Release sealing ring (4) and remove.

1 Backing ring 6 Top land ring

2 Rope
Figure 2: Removal and fitting of the top land ring in the backing ring (figure shows an
in-line engine)
Work sequence 2 - Fitting the top land ring

Starting position The top land ring has been cleaned
Work steps 1. Insert new O-ring seals (8), oiled with clean lubricating oil, in the ring
groove. Make sure that they are clamped over the entire circumference
and are not twisted.
2. Insert a new O-ring (4) in the groove.
3. Attach the support (050.165-1) to the top land ring (6) and turn back
hexagon bolts (3).
4. Screw three hexagon bolts (050.165-3) into the blind holes on the top
land ring hand-tight.
correct suspension point).

7. Carefully insert the top land ring into the backing ring (1) and guide using
the pilot rod (see figure 2).
When fitting the top land ring, ensure the correct placement of the
marking (M) on the top land ring - backing ring.
2007-09-24 - de
32/40
4 (6) 6629 050.01-04 EN


1 Backing ring M Mark
6 Top land ring AGS Exhaust counter side
Figure 3: Mark on backing ring - top land ring
1. Detach the tool.
2. Screw the thrust screws (050.099-15) back in the carrier (050.099-1).
3. Place the carrier on the backing ring and take care with the position of
the recess for the sleeve (12).
4. Fasten carrier onto backing ring using hexagon bolts (11).
5. Screw down the thrust bolts until they reach the top edge of the top land
ring.
6. Using even, alternating turns of the thrust bolts, press the top land ring
down, until it abuts the cylinder liner.
1 Backing ring 9 Cylinder head bolt

4 Sealing ring 11 Hexagon bolt M16x35
5 Cylinder liner 12 Sleeve
6 Top land ring
8 O-ring seal A Check hole for cooling water
leakages and gas leakages
Figure 4: Pushing down the top land ring (illustration shows in-line engine)
1. Detach the tool.
2. Fit the engine parts removed, fit the pipes and fittings, add cooling water
2007-09-24 - de
32/40
to the engine.
6629 050.01-04 EN 5 (6)

3. After completion of the fitting work check that the O-ring seals are OK
with the cooling water under pressure. No water coming out from the
check holes (A).

4. With the engine running, check for gas coming out of the inspection
holes (A).
2007-09-24 - de
32/40
6 (6) 6629 050.01-04 EN

Cylinder liner

measure
Summary
Check the components as to their state / extent of their wear, prevent opera-
tional problems / damage.
The cylinder liners are to be checked within the scope of maintenance and
repair work.
Measuring components and
Assessing contact pattern /wear condition.
Tools/aids required
1 Gauge bar 32/40 050.164 Option
1 Gauge bar 48/60 050.162 Option
1 Micrometer (Internal) 48/60 050.062 Option
1 Micrometer (Internal) 32/40 050.038 Option
Preliminary remarks
Cylinder liners are not evenly worn all the way around their surface or along
the running surface. The wear values are limited both with regard to ovality
as well as to the maximum wear. This way, any sealing problems and over-
loads on the piston rings may be avoided.
Regular inspection will provide ideas for optimising the operating conditions
and will be decision-making factors for any necessary cylinder liner replace-
ment.

Work sequence 1 - measuring the cylinder liner
Starting position Cylinder head is detached, top land ring is disassembled, piston and con-
necting rod (in engine 32/40) or small end (in engine 48/60 B) are disassem-
bled. Cylinder liner thoroughly cleaned, particularly in the upper area and on
top (in the contact area of the gauge bar).
Work steps 1. Insert gauge bar (050.162 or 050.164) in cylinder liner (8). See Fig. 2.
The measuring bar is held magnetically to the running surface and the
upper side of the collar. The quantity and location of the measuring
points (1 to 5) are defined by the bores in the gauge bar.
32/40;48/60B;V48/60CR
2. Bring internal micrometer (050.038 or 050.062) up to the temperature of

the cylinder liner (8)
3. Insert the internal micrometer into each of the bores in the gauge bar,
take measurements and make a note of the measured values. See Fig.
3.
2008-10-22 - de
6682 050.02-02 EN 1 (5)


Measure the dimensions in the transverse and longitudinal direction of

the engine.
4. Determine the temperature of the cylinder liner (8) during the measure-
ment and make a note of the value.
5. Record the dimensions in the operating log sheet and compare them to
the maximum permitted values (see Volume 010.005 Engine - Operating
Instructions).
If the measured values exceed the maximum permitted values for wear
or out-of-roundness then the cylinder liner must be replaced!
The wear is calculated by subtracting the nominal dimension from the meas-
ured values. The out-of-roundness is the difference between the measured
values (in the transverse and longitudinal direction of the engine) in one
plane.
32/40;48/60B;V48/60CR
2008-10-22 - de
2 (5) 6682 050.02-02 EN


6 Cylinder head bolt 9 Cylinder crankcase
7 Backing ring ST Control side

8 Cylinder liner
Figure 1: Cylinder liner
32/40;48/60B;V48/60CR
2008-10-22 - de
6682 050.02-02 EN 3 (5)

1-5 Measuring point 8 Cylinder liner

Figure 2: Cylinder liner - inserted gauge bar
32/40;48/60B;V48/60CR
2008-10-22 - de
4 (5) 6682 050.02-02 EN


8 Cylinder liner
Figure 3: Measuring the cylinder liner
Cylinder diameter (mm)

Measuring plane
Cyl. 1 Cyl. 2 Cyl. 3
etc.
transverse longitudi- trans- longitudi- trans- longitudi-

nal verse nal verse nal
1 480,36 480,28
2 480,52 480,45
3 480,24 480,16
4 480,18 480,15
5 480,07 480,05
Temperature of cylinder liner during
measurement 30 °C
Running surface condition perfect
Table 1: Measurement report - Example for engine 48/60 B
32/40;48/60B;V48/60CR
2008-10-22 - de
6682 050.02-02 EN 5 (5)

Cylinder liner (with backing ring)

Summary
ensure the work is carried out correctly,
check the components as to their state / extent of their wear.
The cylinder liners must be removed at regular intervals to be cleaned.
Tools/aids required
3 Retaining bow 050.157-3 Standard
2 Thrust screw 050.099-15 Standard


034.01 050.02
Technical data
Cylinder liner 172,5 kg
Cylinder liner (with backing ring) 407,5 kg
Backing ring 233,5 kg
2007-07-18 - de
32/40
6629 050.03-04 EN 1 (5)

Preliminary remarks
State of wear and ovality are to be determined, the appearance of the run-
ning surface is to be assessed, the interior and exterior surfaces of the oil
bores are to be cleaned and the sealing rings are to be replaced. These
tasks provide valuable experience for running the engine and they make a
contribution to ensuring operational safety.
Under normal conditions cylinder liners are pulled out without removing the
backing ring. They only need to be removed together if the backing ring
needs to be replaced or there needs to be better accessibility.
1 Cylinder head bolt 7 O-ring seal

2 Rope 8 Sleeve
3 Hexagon bolt M16x35 9 O-ring seal
4 Backing ring 10 O-ring seal
5 Cylinder crankcase 11 Sleeve
6 Cylinder liner A Inspection hole for cooling water
leakage
Figure 1: Removal and fitting of the cylinder liner (with backing ring) - illustration
shows in-line engine
Work sequence 1 - Removing the cylinder liner/Removal of the backing ring

Starting position Big-end bearing fixed to balance weight with turning stirrup, piston with con-
necting rod shank removed and screwed fittings on backing ring removed.
Work steps 1. Clean and measure the cylinder liner (6) (see Work Card 050.02).
2007-07-18 - de
32/40
2 (5) 6629 050.03-04 EN

3. Fasten the carrier using hexagon bolts (3) to the backing ring, in doing
so, ensure that the branch socket for the pilot rod (034.006) is located on

the exhaust counter side. Figure 1.
4. Screw in the thrust screws until they reach the top edge of the cylinder
liner. This avoids the potentially loose backing ring from falling down
when removing the drawn cylinder liner.
correct suspension point). Screw pilot rod into branch socket on carrier.
6. Cover the crankcase using suitable means, especially on the side, to pre-
vent dirt from penetrating into the cooling chambers in the big-end and
crankshaft bearings.
7. Pull the cylinder liner and backing ring parallel to the cylinder centre axis
upward from the cylinder crankcase, in doing so guide the cylinder liner
using the pilot rod.
When removing the cylinder liner, do not damage the cylinder head
bolts.
6 Cylinder liner
Figure 2: Suspending the cylinder liner

1. Place cylinder liner and backing ring on a wooden support.
2. Screw two lifting eye bolts (000.155) into the backing ring.
3. Separate the shackle from the carrier. Unhook the rope and fix with
shackles to the lifting eye bolts. Tension rope.
4. Unscrew two thrust screws by a few rotations, slacken the lifting tackle
slightly and loosen the backing ring by gently knocking it (using a
wooden or copper packer).
5. Remove the support and lower the backing ring onto the wooden sup-
port.
6. Suspend the rope from the shackle (002.452) and the lifting tackle and fix
the shackle to the carrier (050.157-1).
7. Lower the carrier (050.157-1) onto cylinder liner and fix in position with
retaining bow (050.157-3) and hexagon bolts (16) on the cylinder liner (6).
(Figure 2)
8. Lift the cylinder liner out of the backing ring and place on a wooden sup-
port.
2007-07-18 - de
32/40
9. Clean the cylinder liner and backing ring.
6629 050.03-04 EN 3 (5)

Work sequence 2 - Installing the cylinder liner

Starting position The cylinder liner has been thoroughly cleaned inside and out. Measure the
inside of the cylinder liner (deep scoring in the piston running surface or too
much wear requires the cylinder liner to be replaced, especially if the maxi-
mum permitted wear has been reached around the upper compression ring
area in TDC or if the ovality is excessive (see operating Instructions, section
1)). The lube oil holes have been blown out with compressed air, the sealing
faces are clean and undamaged. The crankcase is adequately covered. Cyl-
inder liner is located in the backing ring.
Work steps 1. Insert new O-ring seals (7), lubricated with acid-free grease, in the ring
grooves, ensuring that these are tightened equally around the entire cir-
cumference and not twisted.
2. Fasten rope with shackle (002.452) on two lifting eye bolts (000.155) and
suspend rope from lifting tackle.
3. From below, pull the backing ring (4) over the cylinder liner (6), in the
process pay attention to the O-ring seals.
Make sure that the mark (M) backing ring-cylinder liner is correctly
located (see figure 3).

5. Fix the carrier on the backing ring with hexagon bolts (3) and screw two
thrust screws in position up to the top edge of the cylinder liner.
When placing the carrier onto the backing ring, ensure that the branch
socket for the pilot rod is positioned on the exhaust counter side (AGS).
6. Separate the rope from the lifting eye bolts.

7. Suspend the rope from the shackle (002.454) and fix the shackle to the
carrier. Screw the pilot rod (034.006) into the carrier.
8. Carefully insert the backing ring with the cylinder liner into the cylinder
crankcase (5), in doing so guide the cylinder liner with the pilot rod.
Ensure that the backing ring is positioned in line with the sleeves (8).
Avoid damaging the cylinder head bolts (1) during installation.
9. Remove the fixture, remove the cover in the crankcase.

10. Measure the cylinder liner.
2007-07-18 - de
32/40
11. Attach pipes and screwed connections.
4 (5) 6629 050.03-04 EN

12. After completing the assembly tasks (cylinder head attached, cylinder
head bolts tightened, etc.), check, at the existing cooling water pressure

rating, whether the O-ring seals are OK, and make sure no water is leak-
ing through the inspection holes (A).
If a new cylinder liner was installed, it must be run in according to

specifications (see Operating Instructions, section 3).
3 Hexagon bolt M16x35 14 Hexagon bolt

4 Backing ring 15 Sleeve
6 Cylinder liner
11 Sleeve AGS Exhaust counter side
13 Washer M Mark backing ring - cylinder liner
Figure 3: Suspending the backing ring/Mark backing ring-cylinder liner

2007-07-18 - de
32/40
6629 050.03-04 EN 5 (5)

Cylinder liner (without backing ring)

Summary
measure components, assess surface/wear condition.
The cylinder liners must be removed and cleaned at regular intervals.
Tools/aids required
2 Spacer pipe 050.133 Standard
1 Cross tie 050.129-1 Standard
1 Carrier (upper) 050.129-5 Standard
1 Carrier (lower) 050.129-12 Standard
1 Spindle (short) 050.129-21 Standard
1 Spindle (long) 050.129-27 Standard
1 Spherical disc 050.129-33 Standard
1 Ball socket 050.129-34 Standard
3 Retaining bow 050.157-3 Standard

1 Ring nut M30 x 3 000.186 Standard

012.03 034.01 050.02
Technical data
2007-09-24 - de
32/40
Cylinder liner 172,5 kg
6629 050.04-06 EN 1 (6)

Preliminary remarks
State of wear and ovality of the cylinder liners are to be determined, the
appearance of the running surface is to be analysed, the interior and exterior
surfaces of the oil holes to be cleaned and the sealing rings are to be
replaced. These tasks provide valuable experience for running the engine
and they make a contribution to ensuring operational safety.
Under normal conditions cylinder liners are pulled out without removing the
backing ring. They only need to be removed together if the backing ring
needs to be replaced or there needs to be better accessibility.
1 Cylinder head bolt 7 O-ring seal

3 Collar nut M30 8 Hexagon nut M30
4 Backing ring 10 O-ring seal
5 Cylinder crankcase 11 Sleeve
6 Cylinder liner 12 Nut
Figure 1: Removal of the cylinder liner (illustration shows in-line engine)
Work sequence 1 - Removing the cylinder liner

Starting position Piston with connecting rod shank has been removed, the big-end bearing is
fastened to the balance weight using a turning stirrup and is turned so that
the cylinder liner is easily accessible from below.
Work steps 1. Clean and measure the cylinder liner (6) (see Work Card 050.02).
2. Insert the lower carrier (050.129-12) through the drive casing and place
on the cylinder liner. Figure 1.
2007-09-24 - de
32/40
2 (6) 6629 050.04-06 EN

As from the installation of the lower carrier, the crankshaft should no

longer be turned.
3. Insert the long spindle (050.129-27) into the carrier and fix in position
with the hexagon nut (8).
4. Place the upper carrier (050.129-5) on the spindle, place on the cylinder
liner and fix in position with hexagon nut (8).
5. Screw the spindle (050.129-21) onto the long spindle, place the cross tie
(050.129-1) over the spindle and place on the backing ring (4).
When attaching the cross tie, pay attention to the sleeve (11).
6. Insert the ball socket (050.219-34) over the spindle and attach it to the
cross tie.
7. Lubricate the spherical disc (050.129-33) and attach it above the spindle
onto the ball socket. Screw on the collar nut (3).
8. Plug the spacer pipes (050.133) diagonally over the cylinder head bolts
(1) and fix them with the nuts (12).
9. Cover the crankcase using suitable means, especially on the side, to pre-
vent dirt from penetrating into the cooling chambers in the big-end and
crankshaft bearings.
10. By tightening the collar nut, release the cylinder liner and pull it up.
On V engines remove the cross tie (050.129-1) and fix the shackle on
the suspension point on the rib

11. Screw the ring nut (000.186) onto the spindle, suspend the rope (2) from
the shackle (002.454) and lifting tackle and fix onto the ring nut.
12. Pull the cylinder liner out upwards parallel to the central axis of the cylin-
der.
When removing the cylinder liner make sure that the cylinder head bolts
are not damaged.
13. Set the cylinder liner down on a wooden support.

14. Detach tools.
2007-09-24 - de
32/40
6629 050.04-06 EN 3 (6)

6 Cylinder liner
Figure 2: Suspending the cylinder liner

1. For onward transport suspend the rope from the shackle (002.452) and
the lifting tackle and fix the shackle to the carrier (050.157-1). Figure 2.
2. Lower the carrier onto cylinder liner (6) and fix in position with retaining
bow (050.157-3) and hexagon bolts (16) on the cylinder liner. Figure 2.
3. Clean cylinder liner.
Work sequence 2 - Installing the cylinder liner

Starting position The cylinder liner has been thoroughly cleaned inside and out. Measure the
inside of the cylinder liner (deep scoring in the piston running surface or too
much wear requires the cylinder liner to be replaced, especially if the maxi-
mum permitted wear has been reached around the upper compression ring
area in TDC or if the ovality is excessive). The lube oil holes have been blown
out with compressed air, the sealing faces are clean and undamaged. Drive
chamber covered with suitable equipment, cylinder head bolts on exhaust
counter side have been removed. Cylinder liner is on wooden supports, bot-
tom carrier (050.129-12) placed in cylinder liner.
1. Insert new O-ring seals (7), lubricated with acid-free grease, in the ring
grooves, ensuring that these are tightened equally around the entire cir-
cumference and not twisted.
2. Insert the long spindle (050.129-27) into the carrier and fix in position
with the hexagon nut (8). Figure 3.
2007-09-24 - de
32/40
4 (6) 6629 050.04-06 EN


1 Cylinder head bolt 8 Hexagon nut M30
2 Rope 10 O-ring seal
4 Backing ring 11 Sleeve
6 Cylinder liner A Inspection hole for cooling water
leakage
Figure 3: Fitting the cylinder liner (illustration shows in-line engine)
1. Place the upper carrier (050.129-5) over the spindle on the cylinder liner
(6) and fix in position with hexagon nut (8).
On V engines fix the shackle to the suspension point in the rib.
2. Screw the ring nut (000.186) onto the spindle, suspend the rope (2) from
the shackle (002.454) and lifting tackle and fix onto the ring nut. Lift the
cylinder liner.

3. Insert the cylinder liner carefully in the backing ring (4) and cylinder crank-
case (5).
When fitting the cylinder liner take care with the correct location of the
mark (M) backing ring-cylinder liner and for lack of damage to the cylin-
der head bolts. (figure 4).
4. Detach the tool.

5. Remove the cover from the drive chamber.
6. Measure the cylinder liner.
7. After completing the assembly tasks (cylinder head attached, cylinder
head bolts tightened, etc.), check, at the existing cooling water pressure
rating, whether the O-ring seals are OK, and make sure no water is leak-
ing through the inspection hole (A).
2007-09-24 - de
32/40
6629 050.04-06 EN 5 (6)

If a new cylinder liner has been fitted, it must be run in according to

specifications (see Operating Instructions, section 3).
4 Backing ring 14 Hexagon bolt

6 Cylinder liner 15 Sleeve
11 Sleeve AGS Exhaust counter side
13 Washer M Mark backing ring - cylinder liner
Figure 4: Mark on the backing ring and the cylinder liner for correct installation
2007-09-24 - de
32/40
6 (6) 6629 050.04-06 EN

Cylinder liner

honing
Summary
Execute work on time according to the maintenance schedule, ensure cor-
rect execution of work, check components for state/wear condition, re-cre-
ate running surface.
Cylinder liners should be checked at regular intervals and the original running
surface geometry must be re-created.
Honing the reversing area of the piston rings,
Honing the entire running surface.
Tools/aids required
1 Honing device 050.152 Option
1 Rope pull with remote control 050.152-1 Option
1 Cross bar 050.152-2 Option
2 Intermediate piece 050.152-5 Option
4 Stop for stroke limiter 050.152-6 Option
1 Guide arm with control valve 050.152-7 Option
1 Extension 050.152-8 Option
1 Drive unit 050.152-9 Option
1 Air connection with universal joint 050.152-10 Option
1 Honing head 050.152-11 Option
1 Container 050.152-12 Option
1 Funnel 050.152-13 Option

2 Spring strap 050.152-16 Option
1 Air supply station 050.152-17 Option
1 injection nozzles 050.152-20 Option
3 Cleaning brush 050.152-21 Option
1 Oil for air oiler 050.152-23 Option
1 Support 050.152-24 Option
2 Extension pipe 050.152-27 Option
3 Ball-bearing 050.152-28 Option
V32/40;V32/40PGI
1 Honing stone (set) for unhardened - Option

cylinder liners
1 Honing stone (set) for laser-hard- - Option
ened cylinder liners
2009-03-09 - de
1 Collecting tank - Inventory
6632 050.05-01 EN 1 (10)


1 Rope - Inventory
1 Cleaning agent (diesel oil / kerosene) - Inventory

034.01 050.02
Preliminary remarks
The cylinder liners must be rehoned when the piston rings are replaced, or if
the maintenance interval has expired. Honing restores the original roughness
of the cylinder liner running surface. This is necessary to ensure the lubricat-
ing film is thick enough and has sufficient adhesion. While the original micro-
geometry can be extensively restored through honing, it is not possible to
influence the wear profile, i.e. the macrogeometry of the cylinder liner.
The piston rings are normally honed in the TDC area during the first honing
operation, and the entire running surface of the piston rings is honed during
the second.
The cylinder liner honing operation is not particularly time consuming. How-
ever, due care and attention, as well as a certain amount of experience, is
required to operate the device, carry out the work and assess the results. We
therefore recommend you have this work carried out by MAN Diesel & Turbo
personnel, even if this is only once for instruction purposes.
Structure and mode of operation

In essence, the honing device consists of:
▪ the rope pull (1)
▪ the drive unit (11)
▪ the lubrication installation (18 and 20)

▪ the guide elements (2 to 4, 6 and 7) and
▪ the portable air supply station (23).
The honing device is driven and controlled using compressed air.
The fittings on the air supply station are used for filtering air and for drainage
as well as for adding oil.
The stroke speed and the honing head speed are preset, as is the contact
pressure of the honing sticks, using the control valves on the compressed air
outlet. The rope pull contol engine is activated for lifting and lowering move-
ments using the buttons on the remote control (5).
Using the ball cock on the guide arm (7) the drive unit (11) is switched on and
V32/40;V32/40PGI
off. The contact pressure of the honing elements is regulated with the sliding
valve located alongside.
Using the lubricating device, consisting of tank (20) and spray nozzles (18)
the grinding area can be lubricated and cleansed of abrasion particles. The
2009-03-09 - de
lubricant / cleaning agent is collected in a funnel (16), attached to the lower
2 (10) 6632 050.05-01 EN

edge of the cylinder liner, and from there it is guided outward. When switch-
ing from grinding strips to cleaning brushes (14), it is possible to mechanically

clean the cylinder liner (19).
The device can be set for several different diameters and with the use of
extension pieces and adapters, it can be adjusted for varying strokes.
Work sequence 1 - Honing the piston ring reversal point in the top dead centre (nip area)
Starting position Cylinder head removed, piston with connecting rod shank removed, big-end
bearing with turning stirrup fastened to balance weight and turned aside far
enough to allow the funnel to be installed. Cylinder liner cleaned (no traces of
coke and lubricating oil) and measured (cylinder liner has not yet reached the
maximum wear dimensions; for limit values see Volume 010.005 Engine -
Operating Instructions). Outlet of cylinder lubrication bores sealed with mod-
elling clay (plasticine) or high-viscosity grease. Crank mechanism covered
with suitable material. Funnel fastened at bottom on cylinder liner and hose
routed to an external collecting tank. Honing device set up and adjusted
according to separate description.
The piston ring reversal points are to be honed as a first work step
using short honing stones before the entire running surface of the pis-
ton ring is honed during a subsequent work step (see work sequence
2).
Work steps 1. Clamp honing stones (20 mm lg.) in each grinding bar (13) at the same
height in the central section of the grinding bar.
The short honing stones can be produced by breaking long honing ele-
ments: Notch using a steel hacksaw blade, clamp in vice and break off.

2. Fit the ball-bearings (24) to the honing head (15).
3. Insert the honing head carefully into the cylinder liner (19).
4. Adjust the ball-bearings and thus centralise the honing head in the cylin-
der liner.
5. Set the stroke movement of the honing head in the cylinder liner (19) with
stops (4) in such a way that the upper edge of the honing stones comes
to rest approx. 10 mm above the top dead centre of the first piston ring
resulting in a stroke of 40-50 mm.
6. Align spray nozzles (18) so that lubricant coats the honing area on exit-
ing.
7. Close the shut-off valve for the tank (20) and fill it with lubricant (diesel oil,
V32/40;V32/40PGI
gas oil or petroleum).
No smoking, do not use an open flame - fire hazard!

2009-03-09 - de
6632 050.05-01 EN 3 (10)

8. Open the tank's shut-off valve. Check that lubricant is discharged from
the spray nozzles and is coating the honing area. Check that lubricant is
reaching the collecting tank (32) via the funnel (16) without leaking.
Honing a cylinder liner needs about 4-6 litres of lubricant. Always make
sure a sufficient quantity of lubricant is used when performing the hon-
ing process. It is advantageous to wash away abraded material imme-
diately.
The lubricant may be used several times if it flows into the collecting
tank through a fleece mat.
Clean lubricant/cleaning agent must be used for subsequent cleaning
of the cylinder liner following the actual honing process.
9. Bring the honing device into operation using a tried-and-tested setting.

Bring the honing stones into contact.
Using slight upward and downward strokes (20 - 30 double strokes
each) hone the surface until the short honing stones have been com-
pletely used up. This takes between roughly 1 and 1.5 minutes. Speed of
the honing head should be about 35 1/min, pressure 2.5 bar. Due to the
short stroke, only a shallow honing angle is achieved. If honing marks
start to appear in the TDC area of the first piston ring, cancel the honing
operation. If a rounded ledge is still present at the reversal point of the
first piston ring, this is permissible. If required, the operation must be
repeated using a second set of short honing stones.
10. As soon as a satisfactory surface condition has been established, stop
the honing operation and cut off the supply of lubricant.
11. Move the honing head out of the cylinder liner and secure in the upper
position.
Work sequence 2 - Honing the entire running surface of the cylinder liner
Starting position Reversal area of piston rings at TDC honed, or cylinder liner available with
low wear shoulders in the TDC area.
This task is intended to roughen up the upper area of the cylinder liner
on which no further honing grooves are visible after many operating
hours. The lower section should be honed as little as possible, but two
double strokes must be directed along the entire running surface of the
piston rings once this operation is complete. In case of laser-hardened
cylinder liners, pay attention to a fluent transition of the hardened run-
ning surfaces to the underlying soft part of the cylinder liner.
Work steps 1. Mount six long honing stones on honing head (15).
V32/40;V32/40PGI
2. Guide honing head carefully into the cylinder liner (19) and readjust ball
bearing guides (24) if required.
3. Adjust the stroke movement of the honing head with stops (4) so that the
honing stones move in the upper half of the piston's travel range (running
area of piston rings), i.e. the upper and lower edges of the stone travel
2009-03-09 - de
overshoot by roughly 100 mm.
4 (10) 6632 050.05-01 EN

4. Align spray nozzles (18) so that lubricant coats the honing area on exit-
ing. Fill the container (20) with lubricant (diesel oil, gas oil or petroleum).

No smoking, do not use an open flame - fire hazard!
5. Open the tank's shut-off valve. Check that lubricant is discharged from
the spray nozzles and is coating the honing area. Check that lubricant is
reaching the collecting tank (32) via the funnel (16) without leaking.
Approx.10 litres of lubricant are needed for the honing process of one
cylinder liner.
Always make sure a sufficient quantity of lubricant is used when per-
forming the honing process. It is advantageous to wash away abraded
material immediately.
6. Bring the honing device into operation using a tried-and-tested setting.

Move the honing stones up against the surface.
To hone a cylinder liner, 60-65 upward and downward movements (see
Table 1) are required with a hoisting speed of roughly 18 double strokes
per minute (see Table 1). The total honing time for a cylinder liner is nor-
mally 3.5 - 4 minutes; the higher values in the range apply for laser-hard-
ened cylinder liners.
Speed of honing head approx. 35 rpm; contact pressure 2.5 bar.
The stroke movement must be controlled so that a honing angle (α) of 45
– 60° (22.5 – 30°) in relation to the horizontal plane is achieved (for tem-
plate see page 9). A surface roughness Rz of 10-15 µm should ideally be
achieved with laser-hardened cylinder liners and normal cylinder liners.
7. Stop the honing device. Assess the roughness, honing angle and honing
pattern (see Table 2).

If the result is satisfactory, finish by performing two double strokes over
the entire running surface of the piston rings. In doing so, adjust the
stops (4) so that the honing stones run partially out of the cylinder liner.
Making sure the honing head does not run into and strike the funnel (16).
8. Measure the cylinder liner following the honing operation. If the maximum
permissible wear at TDC of the first piston ring, or the maximum permis-
sible out-of-roundness, is exceeded (for limit values see Volume 010.005
Engine – Operating Instructions, Chapter 2.5.5), replace the cylinder liner.
9. Replace grinding elements (13) with hard cleaning brushes (14).
10. Retract the honing head and carefully remove (free and rinse away) all
grinding residues by applying a reduced contact pressure of 0.5 - 1.0 bar
with the same rotational speed and stroke speed. Repeat the procedure
V32/40;V32/40PGI
using soft cleaning brushes if necessary. Use plenty of lubricant when

carrying out the cleaning. Perform roughly 50 double strokes in total.
Perform the last cycle using fresh lubricant. No grinding residues should
be left behind (check with fingertips).
2009-03-09 - de
11. Remove the honing device. Move to next cylinder or clean the device
and store it safely, or stow it away in a packing box.
6632 050.05-01 EN 5 (10)

12. Remove modelling clay or grease stopper completely from the cylinder
lubrication bores. Actuate the cylinder lube oil pump to wash away resi-
due in the oil ducts.

13. Remove the funnel, making sure that dirt does not enter the engine.
14. Then clean the cylinder liner manually.
Observe instructions for commissioning the engine!

Once you have installed the piston and mounted the cylinder head,
start up by following the instructions in Volume 010.005 Engine – Oper-
ating Instructions, Chapter 3.4.4.
Type Lifting height (mm) Rotational speed Number of double Time for each Number of double
(rpm) strokes per minute Double stroke * strokes required
(s)
32/40 450 35 18 3.3 60 - 65
Table 1: Processing parameters for the honing of cylinder liners
* Valid for a honing angle (α) of 45°
Characteristic Test/measurement As an alternative

1 2
Roughness Rz, Measuring device Technovit impression (hard- Finger nail test and visual
measured at the TDC 1 and ening plastic) assessment
mid-stroke ranges of piston - allows subsequent evalua-
ring 1 tion of all three parameters
Honing angle Protractor Angle template

Honing pattern, i.e. profile Assessment of fax film Analysis assisted by magni-
and distribution of machin- impressions fying glass, visual assess-
ing marks, so-called sheet (cellulose acetate film) ment
metal jacket formation - experience required
under the microscope (50x

(smudging and tearing magnification)
along honing marks),
Residual unhoned "holes"
Table 2: Assessment of running surface of cylinder liners following honing
V32/40;V32/40PGI
2009-03-09 - de
6 (10) 6632 050.05-01 EN


1 Rope pull 12 Air connection with universal joint
2 Cross bar 13 Grinding element with honing
stones
3 Extension pipe 14 Cleaning brush
4 Stop for stroke limiter 15 Honing head
5 Remote control 16 Funnel
6 Intermediate piece 17 Spring strap
7 Guide arm with control valves 18 injection nozzle
8 Extension 19 Cylinder liner
9 Support 20 Container
V32/40;V32/40PGI
10 Cylinder head bolt 23 Air supply station

11 Drive unit 24 Ball-bearing
Figure 1: Pneumatic honing device when mounted
2009-03-09 - de
6632 050.05-01 EN 7 (10)

23 Air supply station A Compressed air supply

26 Filter/water separator B Compressed air to rope-pull
motor (lifting speed)
27 Oiler C Compressed air to drive unit
(rotational speed)
28 Pressure regulating valve D Compressed air to guide arm/
honing head (contact pressure)
29 Pressure gauge
Figure 2: Air supply station (side view and view from above)
V32/40;V32/40PGI
2009-03-09 - de
8 (10) 6632 050.05-01 EN


16 Funnel 31 Hose
19 Cylinder liner 32 Collecting tank
24 Ball-bearing α Honing angle
Figure 3: Honing of cylinder liner (starting position)

V32/40;V32/40PGI
2009-03-09 - de
6632 050.05-01 EN 9 (10)

X 135° ≙ 45° honing angle Y 120° ≙ 60° honing angle

Figure 4: Auxiliary material required to manufacture a honing angle template
V32/40;V32/40PGI
2009-03-09 - de
10 (10) 6632 050.05-01 EN

Cylinder head/Valve seat rings/Safety valve

2010-08-06 - de
6632 055-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 055-05 EN

Cylinder head bolts

Summary
ensure operational safety of the bolted connections.
Cylinder head bolts are to be checked at regular intervals using hydraulic ten-
sioners.
Checking bolted connections,
loosening them,
tightening them.
Safety requirements
Tools/aids required


000.30 009.01 009.03
Work sequence 1 - Checking the cylinder head bolts

Starting position Protection caps removed from the cylinder head bolts of the affected cylin-
32/40;V32/40PGI
der. Cylinder head cover (5) removed.

Work steps 1. Clean the threads of the cylinder head bolts (4).
2. Screw on the tension screws (055.157) until contact is made on the
exhaust-side cylinder head bolts (see Fig. 1).
2009-01-29 - de
3. Push the thrust pieces (055.156) over the tension screws.
6629 055.01-02 EN 1 (4)

4. Screw on the tensioning cylinder (009.096) onto the tension screws; in

the process, make sure that the tensioning cylinder thrust piece is cen-
tred.
5. Push the thrust pieces (030.243) over the cylinder head bolts on the
exhaust counter side.
6. Screw on the tensioning cylinder (009.097) onto the cylinder head bolts;
in the process, make sure that the tensioning cylinder thrust piece is cen-
tred.
7. Rotate back the tensioning cylinder through 530°.

9. Start up the high-pressure pump or hydraulic hand pump (see Work
Card 009.03) and close the gap between the thrust pieces and the ten-
sioning cylinder that resulted from turning back the tensioning cylinder.
10. Pump up the tensioning cylinder until the nuts (3) can be released.
The pressure must not be a maximum of 7% under or a maximum of

5% over the tensioning pressure. (See Work Cards 000.30 and 000.33)
11. Make a note of the release pressure and compare it to the specified
locking pressure.
12. Adjust high-pressure pump to the specified clamping pressure or acti-
vate hydraulic hand pump up to the specified clamping pressure and
tighten the nuts.

14. Push the protection caps onto the cylinder head bolts.
15. Attach the cylinder head cover.
Work sequence 2- Releasing the cylinder head bolts

Starting position Protection caps removed from the cylinder head bolts of the affected cylin-
der.
Work steps 1. Attach the hydraulic tensioners to the cylinder head bolts (4) and release
32/40;V32/40PGI
the nuts (3) (see work sequence 1, Points 1 to 10).

2. Rotate the nuts back (for return rotation angle see Work Card 000.30).
2009-01-29 - de
2 (4) 6629 055.01-02 EN


1 Cylinder head 4 Cylinder head bolt
2 Fastening screw 5 Cylinder head cover

3 Nut AGS Exhaust counter side
Figure 1: Installing the hydraulic tensioners to the cylinder head bolts
Work sequence 3 - Tightening the cylinder head bolts

Starting position Cylinder head has been affixed, nuts have been screwed onto the cylinder
head bolts.
Work steps 1. Tighten the nuts (3) of the cylinder head bolts (4) with the tommy bar
2. Screw on the tension screws (055.157) until contact is made on the
exhaust-side cylinder head bolts (see Fig. 1).
3. Push the thrust pieces (055.156) over the tension screws.
32/40;V32/40PGI
4. Screw on the tensioning cylinder (009.096) onto the tension screws; in

the process, make sure that the tensioning cylinder thrust piece is cen-
tred.
5. Push the thrust pieces (030.243) over the cylinder head bolts on the
2009-01-29 - de
exhaust counter side.
6629 055.01-02 EN 3 (4)

6. Screw on the tensioning cylinder (009.097) onto the cylinder head bolts;
in the process, make sure that the tensioning cylinder thrust piece is cen-
tred.

(see Work Card 009.03) and tighten the cylinder head bolts with the
specified clamping pressure (see Work Card 000.30). Tighten the nuts
using the tommy bar hand-tight.
10. Push the protection caps onto the cylinder head bolts.
32/40;V32/40PGI
2009-01-29 - de
4 (4) 6629 055.01-02 EN

Cylinder head

Summary
Check components for condition/wear condition,
Prevent operating problems/damage.
Cylinder heads are to be dismantled within the scope of maintenance and
repair work.
Safety requirements
Tools/aids required

055.01 434.01
Technical data
Cylinder head, complete 750 kg
Cylinder head 525 kg
2009-03-10 - de
32/40
6629 055.02-03 EN 1 (5)

Work sequence 1 - Removing the cylinder head
1 Hexagon bolt M20x405 16 Cylinder head

2 Hexagon bolt M20x190 17 Charge air pipe section
Figure 1: Cylinder head with fitted suspension device
Starting position Cooling water in the engine has been lowered to below the cylinder heads,
cooling water for the injection valves has been drained.
Cooling water must not be pumped into the bilges or into the sewage
system! Cooling water must be pumped into its own individual tank
and be reused (cooling water treatment agent)!
2009-03-10 - de
32/40
2 (5) 6629 055.02-03 EN


5 Cylinder head bolt 12 Top land ring
6 Nut 13 Backing ring
7 O-ring seal 14 Sealing ring
8 Stud 15 O-ring seal
9 Exhaust pipe 16 Cylinder head
10 Sleeve 17 Charge air pipe section
11 O-ring seal 18 sealing screw on distribution
block
Figure 2: Cylinder head
Cocks in the fuel pipes closed. Shut-off valve on compressed air tank closed,
starting air pipes not under pressure.
Running gear switched so that the piston of the relevant cylinder is at ignition
TDC, cylinder head hood removed, cylinder head bolts released, push rods
removed.
Work steps 1. Remove all pipes and fasteners for the pipes from the respective cylinder
head.
2. Detach casing of the exhaust pipe partially.

3. Open the pipe clamp on the exhaust pipe connection.
4. Unscrew screw plug (18) and drain condensed water from the charge air
pipe (17). Screw the sealing screw back in place (see figure 2).
5. Release pipe clamps on charge air pipe section (17) and displace.
6. Remove pressure pipe of injection line (see Work Card 434.01).
7. Remove the starting air pipe from the starting valve (see Work Card
161.01).
8. Unscrew and remove the nuts (6).
9. Set down the carrier (055.205-1) on the cylinder head (16) and secure it
with the hexagon bolts (1 and 2).
10. Fasten the rope with the shackle (002.454) to the carrier and attach to
lifting tackle.
2009-03-10 - de
32/40
6629 055.02-03 EN 3 (5)

Take care to select the correct suspension point (see figure 1).

12. Lift cylinder head whilst guiding with the pilot rod and place on the
wooden support.
Do not damage the cylinder head bolts (5) and the studs (8).
13. Close all openings on the engine using suitable means, close off the
exhaust connection with the closing cover.
14. Clean the cylinder head (see Work Card 055.03).
Work sequence 2 - Installing the cylinder head

Starting position The cylinder head has been cleaned; the sealing faces between the cylinder
head and the piston top land ring or cylinder liner, and between the cylinder
head and exhaust pipe, have been cleaned. All covers have been removed.
11 O-ring seal 20 O-ring seal

13 Backing ring 21 Push rod
16 Cylinder head 22 Sleeve
19 Sleeve
Figure 3: Connecting sleeves between cylinder head and backing ring
Work steps 1. Check sealing ring (14), replace if necessary.
2. Remove sleeves (10 and 22) and remove both O-ring seals (11); insert
new O-ring seals lubricated with acid-free grease in the ring grooves,
making sure they are evenly tensioned all around the circumference and
are not twisted. Install sleeves (see Figs. 2 and 3).
3. Set down the carrier (055.205-1) on the cylinder head (16) and secure it
with the hexagon bolts (1 and 2).
4. Fasten the rope with the shackle (002.454) to the carrier and attach to
lifting tackle.
2009-03-10 - de
32/40
4 (5) 6629 055.02-03 EN

6. Insert new O-ring seals (7 and 20) that have been lubricated with acid-
free grease in the ring grooves, making sure they are evenly tensioned all

around the circumference and are not twisted.
7. Move cylinder head until it is above the centre of the cylinder then lower
it, using the pilot rod to guide it.
Do not damage the stud bolts (8) and cylinder head bolts (5); observe
the position of the sleeves (10, 19 and 22).
8. Screw the nuts (6) onto the cylinder head bolts (5).
9. Push pipe couplings over the charge air pipe section (17) and fasten.
10. Mount exhaust pipe on cylinder head and attach casing.
11. Attach delivery pipe of fuel injection pipe (see Work Cards 221.01 and
434.01).
12. Attach all pipes and pipe mountings to the cylinder head and attach the
starting valve.
13. Tighten the cylinder head bolts to the prescribed tightening pressure (see
Work Card 055.01).
14. Check the valve clearance and readjust if necessary (see Work Card
111.02).
15. Fill up the cylinder head and injection valve cooling system with cooling
water, vent the cooling water pipes.
16. Open all closed cocks.
If the cylinder head is leaking in spite of tightened cylinder head bolts, it

must be removed again and the sealing ring should be checked.

2009-03-10 - de
32/40
6629 055.02-03 EN 5 (5)

Cylinder head

cleaning
Summary
ensure/restore operational safety.
Cylinder heads have to be cleaned from soot and coke deposits at regular
intervals.
This includes:
Cleaning the components

1 Assistant 1
Tools/aids required
1 Degreasing and cold cleaning agent - Inventory
1 Cleaning trough - Inventory
1 Safety goggles - Inventory


000.08 055.02 113.01
Work sequence - Cleaning the cylinder head

Starting position Cylinder head has been removed, rocker arm casing and charge air pipe
section has been removed, inlet and exhaust valves have been removed.
32/40;L32/44CR
2009-04-28 - de
6629 055.03-02 EN 1 (2)

Figure 1: Sectional view of a dismounted cylinder head

Work steps 1. Check the inlet and outlet channels as well as the side positioned toward
the combustion chamber for deposits and, if necessary, clean any stick-
ing debris. Do not damage the surface in the process.
2. Check cooling chambers for deposits, if needed, remove coating (see
Work Card 000.08).
3. Clean any oily sludge off the upper surface of the cylinder head.
4. Install inlet and exhaust valves (see Work Card 113.01)
32/40;L32/44CR
2009-04-28 - de
2 (2) 6629 055.03-02 EN

Sealing face on the cylinder head and the sealing groove in the top land ring

grinding
Summary
Check components for condition/wear condition, prevent operating prob-
lems/damage.
The sealing face on the cylinder head or in the top land ring must be
checked every time the cylinder head is removed, and, if necessary, re-
worked.
The work includes:
Grinding the sealing face or the sealing groove.
Tools/aids required
1 Grinding-in fixture 050.119 Option
1 Grinding wheel 050.119-1 Option
2 Bow 050.119-2 Option
1 Grinding paste, silicon-free - Inventory

050.01 055.02 055.05
Preliminary remarks Work Cards, classified into sub-assemblies
The grinding tool can be used for the cylinder head and top land ring.
The correct side in each case is shown in Fig. 1.
For a refinished sealing face or sealing groove, gap (A) between the cyl-
inder head and top land ring must be at least 0.5 mm (see figure 2 in the
"work sequence" section).
2007-10-31 - de
32/40
6629 055.04-01 EN 1 (3)

1 Hexagon bolt M12x25 3 Top land ring B Sealing face

2 Cylinder head C Sealing groove
Figure 1: Grinding the sealing face on the cylinder head (illustration on the left) or the sealing groove in the top land ring
(illustration on the right)
Work sequence 1 - Grinding the sealing face on the cylinder head or sealing groove in
the top land ring
Starting position The cylinder head has been removed and has been clamped into the turn-
over stand. The top land ring has been removed and the sealing ring has
been taken out.
Work steps 1. Affix the bow (050.119-2) to the grinding wheel (050.119-1), in doing so,
pay attention to whether the sealing face (B) or the sealing groove (C) is
to be ground.
2. Apply grinding paste to the grinding wheel.
Do not apply too much grinding paste.
3. Set the grinding tool onto the sealing face or insert it in the sealing
groove, see figure 1.
2007-10-31 - de
32/40
2 (3) 6629 055.04-01 EN

If necessary, hook the grinding tool with the shackle (002.452) to the

rope and using the lifting tackle, place it on the cylinder head or the top
land ring.
4. Rotate the grinding tool back and forth, lift it up every now and then so
that the grinding paste can be redistributed.
Only grind off as much material until the sealing face or the sealing
groove is bare and undamaged, therefore check the sealing face or the
sealing groove during the grinding process often.
5. Once the grinding process has been completed, remove the grinding
tool (050.119) and carefully clean the sealing face or the sealing groove.
6. By measuring the difference, determine the size of gap (A) between the
cylinder head (2) and the top land ring (3) at numerous points. Minimum
gap: 0.5 mm
2 Cylinder head
3 Top land ring
4 Sealing ring
5 Cylinder liner
6 Backing ring
A Gap
Figure 2: Gap between the top land ring –cylinder liner when the sealing ring is fitted
2007-10-31 - de
32/40
6629 055.04-01 EN 3 (3)

Cylinder head with reversing device

working/machining
Summary
Impart the necessary knowledge, ensure adequate application.
Various tasks must be performed on the cylinder heads at regular intervals.
The turnover stand is used to do this.
The work includes:
Chucking components.
Tools/aids required
1 Turnover stand 055.153 Option
Technical data
Cylinder head 32/40 503 kg
Cylinder head 32/40 PGI 515 kg
Cylinder head 32/44 CR 538 kg
General
The turnover stand is suitable for:
▪ thoroughly cleaning and checking the cylinder head (see Work Card
055.03),

▪ Grinding the valve seating surfaces in the cylinder head,
▪ Checking the valve seats (see Work Card 113.03),
▪ Measuring the inlet and exhaust valve seating surfaces,
▪ Installing and removing the valve seat rings in the cylinder head (see
Work Card 113.04).
Work sequence - Mounting the cylinder head

Starting position Cylinder head is hooked with the suspension device to the lifting tackle.
32/40;32/44CR;V32/40PGI
Work steps 1. Affix the adapter plates (2 and 9) to the cylinder head (8).
2. By turning the hand wheel on the shuttle gearbox (3), place the adapter
head (4) in such a way that the support bracket (5) is at the top (see fig-
ure).
3. Open the support bracket and the locking latch (10).
4. Set the cylinder head down (see figure) and clamp it down with the sup-
2008-09-19 - de
port bracket. Close the locking latch.
6629 055.05-01 EN 1 (2)

5. Remove the suspension device. With a locking lever (7) flipped upward,
the cylinder head may now be brought into any desired position by turn-
ing the handwheel (locking positions every 45°).
When working on the cylinder head, it is of utmost importance that the

locking lever locks into a groove in the adapter head (4).
6. The adapter plates can be left attached to the frame (1) for storage.
1 Frame for the turnover 6 Reversing shaft axis 11 Exhaust valve

stand
2 Adapter plate 7 Locking lever 12 Inlet valve
3 Shuttle gearbox 8 Cylinder head 13 Collecting trough
4 Adapter head 9 Adapter plate 14 Minimum circumscribed
circle (cylinder head with
valves)
5 Support bracket 10 Locking latch
Figure 1: The cylinder head is mounted in the turnover stand
32/40;32/44CR;V32/40PGI
2008-09-19 - de
2 (2) 6629 055.05-01 EN

Dead centre indicator/Speed sensor

2010-08-06 - de
6632 071-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 071-05 EN

Speed sensor

inspection, removal and installation
Summary
Execute work on time according to the maintenance schedule, free compo-
nents from dirt/residues, ensure / restore operational safety.
Check speed sensors at regular intervals and replace if necessary.
The work / work steps include:
checking parts/ components,
Safety requirements
▪ Power supply/generation interrupted

1 Technician 0,2
Tools/aids required
1 Screwdriver (Set) - Inventory
Work sequence 1 - Checking the speed sensor Work Cards, classified into sub-assemblies
Starting position Engine shut off.
Work steps 1. Check the cable (8) to the speed sensors (3).
2. Turn the crankshaft (1) with flywheel (2) so that the front end of a gear
tooth is positioned at the centre of the speed sensor.
3. Measure the distance (F) between the front end of the gear tooth and the
speed pick-up with feeler gauge (000.451).
Distance (F) = 1.0 ... 3.0 mm.
4. Check the remaining speed sensors in the same manner.
Engines without a Slow Turn facility are less likely to be fitted with a
speed sensor.
2007-10-31 - de
32/40
6629 071.01-02 EN 1 (3)

2 Flywheel 8 Cable B 2SE for engine-dependent

control (safety)
3 Speed sensor 9 Terminal box C 3SE for speed sensor
4 Holder 10 Cylinder crankcase D 4SE for speed regulation
5 Hexagon nut F Gap between flywheel and E 5SE for Slow Turn
speed sensor
7 Dead centre indicator A 1SE for engine-dependent
control (alarm)
Figure 1: Speed sensor with dead centre indicator
Work sequence 2 - Removing and installing a speed sensor

Starting position Engine is switched off and has cooled down to room temperature.
Work steps 1. Pull out plug (11) from relevant revolution recorder (3).
2. Turn the crankshaft (1) with flywheel (2) so that the front end of a gear
tooth is positioned at the centre of the speed sensor.
3. Unscrew the hexagon nuts (5) of the relevant revolution recorder and pull
the revolution recorder from the holder (4).
4. Unscrew the hexagon nut on the new revolution recorder.
5. Fit the revolution recorder to the holder (4) with hexagon nuts (5) (see fig-
ure 1).
6. Insert the feeler gauge (000.451) between the front end of the gear tooth
and the speed sensor at distance (F).
7. Screw the hexagon nuts (5) in alternately until the feeler gauge is a tight
fit.
2007-10-31 - de
32/40
2 (3) 6629 071.01-02 EN


1 Crankshaft 8 Cable
2 Flywheel 9 Terminal box
3 Speed sensor 10 Cylinder crankcase
7 Dead centre indicator 11 Plug

Figure 2: Speed sensor with dead centre indicator
1. Tighten hexagon nuts (5), whilst taking care with the revolution recorder.
After final tightening of the hexagon nuts (5) check the gap (F) once
again.
2. Carry out a function test.

2007-10-31 - de
32/40
6629 071.01-02 EN 3 (3)

Crankcase cover/safety valve

2010-08-06 - de
6632 073-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 073-05 EN

Safety valve on crankcase cover

inspecting
Summary
ensure/restore operational safety.
Safety valves on crankcase covers must be checked for ease of motion at
regular intervals.
The work includes:
Tools/aids required
Technical data
Crankcase cover with safety valve 16,5 kg
Preliminary remarks
The purpose of checking the ease of movement of all safety valves mounted
on the crankcase is to ensure that increases in pressure/pressure waves,
e.g. following an explosion, can be safely reduced.
Do not open after an alarm or an engine stop until at least 10 minutes

have passed because of increased temperatures in the bearings or

concentrated oil mist in the crankcase. There is a risk of explosion
from inflowing oxygen, because components, which have run hot and
their surrounding operating media can reach ignition temperatures.
Work sequence 1 - Checking the safety valves

Work steps 1. Unscrew the hexagon nuts (2), and remove washers (3) and crankcase
cover (8).
2. Check safety valve (4) for good state and immovability, dismantle safety
valve if necessary and clean it (see Work Card 073.02).
3. Check valve plate (6), compression spring (5) and O-ring seal (7) for dam-
age, dismantle the safety valve if necessary and replace parts (see Work
Card 073.02).
4. Check sealing ring (1) for damage, replace if necessary.
2009-03-10 - de
32/40
5. Fit crankcase cover and fix in position with hexagon nuts and washers.
6629 073.01-01 EN 1 (2)

1 Sealing ring 6 Spring plate

2 Hexagon nut 7 O-ring seal
3 Washer 8 Crankcase cover
4 Safety valve 9 Cylinder crankcase
5 Compression spring
Figure 1: Safety valve fitted to the crankcase cover
2009-03-10 - de
32/40
2 (2) 6629 073.01-01 EN

Control device operating mechanism

2010-08-06 - de
6632 100-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 100-05 EN

Studs for intermediate wheel axles

inspecting
Summary
ensure operational safety of the bolted connections.
Studs for intermediate wheel axles are to be checked at regular intervals
using hydraulic tensioners.
determining and evaluating the loosening pressure and
tightening the connection as per specified pressure.
Safety requirements

1 Technician 2
1 Assistant 2
Tools/aids required


000.30 000.32 009.01
009.03
2007-10-31 - de
32/40
6629 100.01-01 EN 1 (4)

Work sequence 1 - Checking the fastening screws
1 Axle 6 Washer
2 Nut 7 Spur wheel (intermediate wheel)

3 Stud 8 Double spur wheel (intermediate
wheel)
4 Hexagon bolt 9 Cover ring
5 Lockwasher
Figure 1: Partial view of the camshaft drive (Side view)
Starting position Crankshaft external bearing is removed, covering on the coupling side is
removed, pushed in the engine longitudinal axis up to the flywheel and sup-
ported with a wooden support (see figure 2).
Work steps 1. Unscrew the hexagon bolts (4) and remove the washers (6) (see figure 1).
2. Remove the side disc (9) on axle (1) for double spur wheel (8).
3. Clean thread of studs (3).
4. Check the tensioning cylinder (009.096 and 009.097) to ensure that the
pistons are pressed in completely.
5. Screw the tension screws (021.251) until they abut the tensioning cylin-
der head (009.096) (see figure 2).
2007-10-31 - de
32/40
6. Push the thrust pieces (030.243) over the nuts (2) and screw the tension-
ing cylinder (009.096) until it abuts.
2 (4) 6629 100.01-01 EN

7. Push the intermediate rings (021.250) over the tension screws and screw
the tensioning cylinder (009.097) until it abuts the intermediate rings on

the tension screws.
8. Rotate the entire tandem tensioner back by 2305.
10. Put the high-pressure pump or the hydraulic hand pump into operation
(see Work Card 009.03) and close the gap that resulted from turning it
back between the thrust pieces and the axles (1).
12. Make a note of the release pressure and compare it to the clamping
pressure.
13. Set the high-pressure pump to the specified clamping pressure or
actuate the hydraulic hand pump until the specified clamping pressure
has been reached and tighten both nuts hand-tight.
14. Release pressure and remove tandem tensioners.
15. Place the side disc (9) on axle (1) for double spur wheel (8).
16. Fasten the washers (6) using the hexagon bolts (4) including the new
lockwashers (5) to the axles.
17. Attach the covering (11) onto the coupling side and the crankshaft exter-
nal bearing.

2007-10-31 - de
32/40
6629 100.01-01 EN 3 (4)

1 Axle 7 Spur wheel (intermediate 11 Casing (on coupling side)

wheel)
2 Nut 8 Double spur wheel (inter-
mediate wheel)
3 Stud 10 Flywheel
Figure 2: Attaching the hydraulic tandem tensioners (right) and sectional view of an attached tandem tensioner (left)
2007-10-31 - de
32/40
4 (4) 6629 100.01-01 EN


inspecting
Summary
Carry out tasks in due time according to the maintenance schedule, check
the components for their quality / wear condition
The camshaft drive must be checked at regular intervals for any variances,
the contact pattern is to be analysed so that any source for disturbances can
be recognised in due time and if needed can be removed.
The work includes:
Tools/aids required
Preliminary remarks
We recommend having overhaul work to the camshaft drive performed at a
customer service support point or by a MAN Diesel & Turbo fitter.
Work sequence - Checking the camshaft drive

Starting position The covering cap on the control drive has been removed.
Work steps 1. Make a visual check of all gear wheels, assess the contact pattern.
2. Measure the gear backlash with a feeler gauge (000.451), note it down
and compare with the prescribed values. See 010.005 Engine - Operat-
ing Instructions, Section 2.5.

3. Check spray nozzles (15) to ensure they function perfectly, if necessary,
blow them out with compressed air.
4. Check the hexagon bolts (4) for secure seating.
V32/40
2009-06-24 - de
6632 100.02-01 EN 1 (2)

1 Axle 13 Crankshaft gearwheel

4 Hexagon bolt 14 Crankshaft
7 Spurwheel (intermediate gear) 15 Spray nozzle
8 Double spurwheel (intermediate 16 Injection camshaft gearwheel
gear)
12 Camshaft gearwheel
Figure 1: Control drive - upper figure seen from the coupling side
V32/40
2009-06-24 - de
2 (2) 6632 100.02-01 EN

MAN Diesel & Turbo 101/102
Camshafts/Camshaft bearings
2010-08-06 - de
6632 101/102-05 EN 1 (2)

101/102 MAN Diesel & Turbo

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 101/102-05 EN

Injection camshaft
Removing and installing camshaft section
Summary
Ensure correct execution of work, fit/adjust components properly.
The removal and fitting of camshaft sections is not among the activities
specified in the service schedule. This is required for repairs and requires a
considerable measure of technical expertise.
installing components,
Logging the measured values.
Safety requirements

1 Technician 5
1 Assistant 5
1 Engineer 1
Tools/aids required

1 Hexagon screwdriver (set) - Inventory
disulphide)
1 Marker pen - Inventory

000.30 200.03 200.07
2007-10-31 - de
32/40
6629 101.10-01 EN 1 (4)

Technical data
Camshaft section 45 kg
Preliminary remarks
The replacement of camshaft sections is only required in case of damage
and is to be considered purely as repair work. Before actually removing the
damaged camshaft section certain measured values need to be made or
determined in order to recreate the original condition when subsequently fit-
ting the new camshaft section. On IMO certified engines the value quoted for
the plunger lift, quoted in the acceptance test record or IMO certification,
must be set again. If the specified setting range is not complied with the cer-
tificate will become void.
Work sequence 1 - Evaluation of the current condition or evaluation of the target

condition
▪ As far as is permitted by the damage, evaluate the current condition on
the relevant cam (see Work Card 200.07).
▪ Determine the current condition of the plunger lift (seen from the direction
of camshaft drive).
▪ Compare the evaluated values with the values given in the acceptance
test record or the IMO certificate and note in the engine log.
Work sequence 2 - Removing a camshaft section

Starting position Fuel injection pump of the relevant camshaft section removed. Turn the
engine, if possible, so that the adjacent pump drive rollers are in position on
the relevant cam base circle.
Work steps 1. Unscrew the hexagon socket bolts (4) and remove the lubricating oil line
(1) to the thrust bearing.
2. Unscrew hexagon bolts (2) and remove thrust bearing of the injection
camshaft (3).
3. Mark the location of the camshaft section with a marker pen (e.g. at the
point of maximum cam lift)
4. Place the rope sling from the outside, or through the hole in the pump
drive, over the camshaft section and slightly tighten the rope with the lift-
ing tackle.
5. Release the screwed connections (7, 8) of the camshaft section (11) and
unscrew the hexagon nuts (8).
6. Remove the screwed connection (9) of the camshaft section (11).
7. Separate the camshaft by displacement in the axial direction (see figure 1
at the bottom). Make sure that the camshaft section to be removed (11)
is pulled out of the centrings of the bearing rings (10) completely.
2007-10-31 - de
8. Remove the camshaft section through the opening on the cylinder crank-
32/40
case (5).
2 (4) 6629 101.10-01 EN

1 Lube oil pipe 5 Cylinder crankcase 9 Hexagon bolt
2 Hexagon bolt 6 Fuel injection pump 10 Bearing ring
3 Thrust bearing 7 Hexagon bolt 11 Camshaft section
4 Hexagon socket bolt 8 Hexagon nut 12 Rope
Figure 1: Removing the camshaft section (illustration shows in-line engine)
Work sequence 3 - Fitting a camshaft section

Starting position Roller of the fuel injection pump drive on relevant camshaft section checked,

replaced if necessary. The fitting of a camshaft section best takes place in
reverse order to the removal. In doing so, observe the following points:
Work steps 1. Insert the camshaft section in correct location and bolt to the injection
camshaft hand-tight.
2. Fitting the fuel injection pump (see Work Card 200.07)
3. Determine the plunger lift of the camshaft section (see Work Card
200.03).
4. Compare the value determined with the target value from the acceptance
test record or the IMO certificate.
5. If the actual value is within the permitted range continue to work
sequence 3 point 8. Otherwise continue from point 6.
6. Release the camshaft bolted connections and adapt the relative position
of the camshaft section in accordance with the value determined.
7. Determine the plunger lift again (see Work Card 200.07). Repeat the
process until the plunger lift is within the permitted range.
2007-10-31 - de
32/40
8. Tighten the camshaft bolted connections with MoS2 lubricant and pre-
scribed tightening torque (see Work Card 000.30).
6629 101.10-01 EN 3 (4)

9. Determine and adjust the plunger lift of the subsequent camshaft sec-
tions (seen in the direction of the camshaft drive) in the same way.
Only release the screwed connections on the replaced camshaft sec-

tion in order to adjust the plunger lift.
5 Cylinder crankcase 9 Hexagon bolt

6 Fuel injection pump 11 Camshaft section
7 Hexagon bolt 13 Starting cam
8 Hexagon nut
Figure 2: Fitting the camshaft section
2007-10-31 - de
32/40
4 (4) 6629 101.10-01 EN

Injection/valve camshaft
Check thrust bearing
Summary
Check components for state/wear condition, ensure/ restore operational
safety.
Examine the thrust bearings of the valve and injection camshaft regular inter-
vals for damage, determine the axial clearance. This helps detect changes /
problem sources in a timely manner and rectify them if necessary.
The work includes:
Tools/aids required
1 Sliding calliper - Inventory
1 Sealing compound - Inventory

000.11
Technical data Work Cards, classified into sub-assemblies

Bearing body 47 kg
Work sequence 1 - Checking the thrust bearing

Work steps 1. Remove the lube oil supply pipe (6) to the thrust bearing.
2. Remove the cap (9).
3. Remove butting disc (8).
4. Screw lifting eye bolt (000.142) into bearing body (7), fasten rope to lifting
eye bolt with shackle (002.452) and suspend rope from lifting tackle.
5. Unscrew and remove the hexagon bolts (5).
2009-01-15 - de
32/40
6629 102.02-01 EN 1 (3)

1 Valve camshaft 8 Butting disc

2 Shaft 9 Cover
3 Bearing bush 10 Hexagon bolt
4 Cylinder crankcase 11 Hexagon bolt
5 Hexagon bolt 12 O-ring seal
6 Lube oil supply pipe 13 Oil bore
7 Bearing body
Figure 1: Thrust bearing for the valve camshaft
1. Push off the bearing body with two hexagon bolts M16, remove and
place on a support surface.
2. Clean all the components and check for damage. Replace if necessary.
3. Determine the projection (A) on the butting disc and the dimension (B) on
the bearing body and note them down. Calculate the axial clearance
from the measurements and compare with the permissible clearance.
Refer to the Operating Instructions section 2.5.
4. Check the bearing bush (3) for damage or grooves caused by dirt (see
Work Card 000.11), replace if necessary.
2009-01-15 - de
32/40
2 (3) 6629 102.02-01 EN

7 Bearing body A Projection
8 Butting disc B Dimension
Figure 2: Measuring the projections to determine the axial clearance
Exchanging of the bearing bush should be carried out only by a service

support location or by MAN-Diesel staff, as the bearing bush is
pressed into the bearing body.
1. Screw lifting eye bolt (000.142) into bearing body (7), fasten rope to lifting
eye bolt with shackle (002.452) and suspend rope from lifting tackle.
2. Place new O-ring seal (12) coated with acid-free grease in ring groove,
ensuring that it is not twisted.
3. Lightly oil the running surface of the bearing bush (3).
4. Fit the bearing body carefully, making sure that the oil bore (13) is at the
bottom.
5. Screw the hexagon bolts (5) in position hand-tight.
6. Oil the contact face of the butting disc (8) and fit in position.

7. Attach lube oil supply pipe (6).
8. Coat the contact face of the cap (9) with sealing compound Hylomar SQ
32/M and fit the cap onto the bearing body.
2009-01-15 - de
32/40
6629 102.02-01 EN 3 (3)


Camshaft
2010-08-06 - de
6632 101-05 EN 1 (2)

Camshaft

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 101-05 EN

Torsional vibration damper of the valve camshaft

Camshaft
inspecting
Summary
ule; check the components’ quality/wear condition.
The rotation vibration damper on the valve camshaft must be inspected for
the appearance of wear in the sleeve spring packets at regular intervals.
The work includes:
Tools/aids required
1 Pipe clamp 027.019 Standard
1 Removing fixture 027.018 Standard
1 Socket spanner insert 19x12.5 001.755 Option
1 Rope - Inventory
1 Sealing compound (Silicone Rhodor- - Inventory
sil)

disulphide)

000.30 000.32
Technical data
V32/40;V32/40PGI
Cover ring 15,5 kg

Cover with oil supply 8,5 kg
Cover with block distributor and oil pump 28 kg
2007-10-29 - de
6632 101.02-01 EN 1 (4)

Camshaft
Work sequence - Checking the sleeve spring packs

Work steps 1. Remove all pipes to the block distributor (1), to the cap (6) and to the oil
pump (7). Secure the openings created from the ingress of dirt.
2. Remove the cap (4), including block distributor (1), cap (6) with oil supply
and oil pump (7).
3. Remove the cap (11).
4. Unscrew and remove the hexagon bolts (13). Dismantle the side disc (14)
and remove.
5. Pull out the bolts (8) with the eye bolt (000.028).
Number the spring sleeve packets, bolts and bores, because when
being reinstalled, the spring sleeve packets and bolts of one bore must
be installed in the same ones.
Never remove all bolts and spring sleeve assemblies at the same time,
i.e. in every second bore, the bolt and the sleeve spring assembly
remain installed.
6. Pull out the sleeve spring pack (9) using the removing tool (027.018).
7. Clean the bolt (8) and sleeve spring packet (9) and check them, if neces-
sary replace them.
In the event of broken springs, replace entire sleeve spring pack only.
8. Clean all oil channels in the damper support (12) thoroughly.

9. Brush the springs of the sleeve spring pack (9) one at a time with MoS2
lubricant.
10. Compress the sleeve spring packets (9) using the clamp (027.019) and
insert it into the bore. Remove the clamp and press the sleeve spring
packet in completely using appropriate means (e.g. a copper bar).
11. Brush the bolts (8) with MoS2 lubricant and insert them.
12. Attach the side disc (14) and locate on the torsional vibration damper.
13. Brush the threads and the contact surface of the hexagon bolts (13)
using MoS2 lubricant, screw them in and tighten them using the specified
torque (see Work Card 000.30).
14. Place the cap (11) on the damper carrier (12), align centrally and fix in
position with hexagon socket bolts (10).
V32/40;V32/40PGI
15. Clean contact face on the cap (4) and cylinder crankcase.
16. Release the hexagon bolts (5) to permit alignment of the cap (6) during
fitting.
17. Brush the abutting surface between the cover (4) and the cylinder crank-
2007-10-29 - de
case with "Silicone Rhodorsil" sealing compound.
2 (4) 6632 101.02-01 EN

18. Fit the cap (4), including block distributor (1), cap (6) with oil supply and
oil pump (7).

Camshaft
Make sure that the pipe on the cap (6) is inserted in the hole in the cap
(11) and that no adjacent parts are damaged!
19. Fasten cap (4) with hexagon nuts (3).

20. Align the cap (6) with oil supply centrally to the rotation vibration damper,
if necessary turn the engine over. Tighten the hexagon bolts (5).
21. Connect the pipes to the block distributor (1), cap (6) with oil supply and
oil pump (7).
1 Block distributor 5 Hexagon bolt

2 Stud 6 Cover with oil supply
3 Hexagon nut 7 Oil pump
4 Cover
Figure 1: Covering cap for valve camshaft on free engine end with fitted block distrib-
utor and fitted oil pump
V32/40;V32/40PGI
2007-10-29 - de
6632 101.02-01 EN 3 (4)

Camshaft
4 Cover 12 Damper support

6 Cover with oil supply 13 Hexagon bolt
8 Pin 14 Cover ring
9 Sleeve spring pack 15 Damper mass
10 Hexagon socket bolt 16 Camshaft

11 Cover
Figure 2: Rotation vibration damper on the valve camshaft
V32/40;V32/40PGI
2007-10-29 - de
4 (4) 6632 101.02-01 EN

Rocker arm casing/Rocker arm

2010-08-06 - de
6632 111-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 111-05 EN

Valve clearance

inspection and adjustment
Summary
Carry out the work in accordance with the maintenance plan in good time,
enable/support economic working, prevent operational problems/damage.
Check the valve clearance at regular intervals and correct if required.
The work includes:
Checking /adjusting valve clearance.
Safety requirements
▪ Drive shaft secured to prevent it from rotating
▪ Engine secured against starting up
▪ Engine stopped

1 Technician 0,2
1 Assistant 0,2
Tools/aids required
1 Locating device 113.227 Standard
2 Fixing screw 113.227-1 Standard
1 Setting device 113.226 Standard

1 Box spanner 113.226-1 Standard
1 Box spanner 113.226-2 Standard
1 Setting gauge (exhaust valve) 0.9 113.139 Standard
1 Feeler gauge (set) 0.2 000.455 Standard

32/40;32/40G;32/40PGI

000.30 111.03
Preliminary remarks
Execute an inspection and adjustment, if necessary, for the valve clearance,
2010-07-16 - de
during commissioning, when new parts are installed or the rocker arms are
re-fitted after servicing activities.
6629 111.02-02 EN 1 (5)

1 Cylinder head cover 16 Cylinder head

2 Rocker arm (inlet valve) 19 Inlet valve
3 Rocker arm (exhaust valve) 39 Sealing cord
15 Exhaust valve
Figure 1: Cylinder head with rocker arm bearing
Work sequence 1 - Checking the valve clearance

Starting position ▪ Engine is cold (same temperature of all engine parts), or
▪ Engine is at operating temperature (similar temperature of all engine
parts).
Incorrectly adjusted valve clearance

With engine at operating temperature, valve clearance may be
checked/adjusted 0.5 hours after engine shut-off at the earliest.
Checking/adjusting the valve clearance with a preheated engine is
32/40;32/40G;32/40PGI
possible, it is absolutely imperative, however, to check/adjust the valve

clearance again after the temperatures of all engine components have
adjusted. For this purpose, the engine must be operated for a minimum
of 0.5 hours. Incorrectly adjusted valve clearances may lead to short
component service lives within the valve gear and, in the case of a
valve stem rupture, to significant engine damage.
2010-07-16 - de
2 (5) 6629 111.02-02 EN

Running gear of relevant cylinder has been turned to the ignition TDC posi-
tion (inlet and exhaust valves are closed). Cylinder head cover removed.

Work steps 1. Lift the rocker arms (2 and 3) by hand, until they rest on the push rods
with no clearance.
2. Measure valve clearance (C) for inlet and exhaust valves (15 and 19)
between valve stem and calotte (26) with setting gauge (113.139 for
exhaust valve) or feeler gauge set (000.455 for inlet valve). For target val-
ues, see Volume 010.005 Engine - Operating Instructions, section 2.5.6.
3. If necessary, reset the valve clearance (C) (see work sequence 2).
4. Place the cylinder head hood (1) on the cylinder head (16) and fix in posi-
tion. Take care with sealing cord (39). See Fig. 1.
2 Rocker arm (inlet valves) 19 Inlet valve

3 Rocker arm (exhaust valves) 25 Valve adjusting screw
15 Exhaust valve 26 Calotte
16 Cylinder head AS Exhaust side
17 Nut AGS Exhaust counter side
32/40;32/40G;32/40PGI
Figure 2: Attachment of the setting device
Work sequence 2 - Setting the valve clearance

Starting position ▪ Engine is cold (same temperature of all engine parts), or
▪ Engine is at operating temperature (similar temperature of all engine
2010-07-16 - de
parts).
6629 111.02-02 EN 3 (5)

Incorrectly adjusted valve clearance

With engine at operating temperature, valve clearance may be

checked/adjusted 0.5 hours after engine shut-off at the earliest.
Checking/adjusting the valve clearance with a preheated engine is
possible, it is absolutely imperative, however, to check/adjust the valve
clearance again after the temperatures of all engine components have
adjusted. For this purpose, the engine must be operated for a minimum
of 0.5 hours. Incorrectly adjusted valve clearances may lead to short
component service lives within the valve gear and, in the case of a
valve stem rupture, to significant engine damage.
Running gear of relevant cylinder has been turned to the ignition TDC posi-
tion (inlet and exhaust valves are closed). Cylinder head cover removed.
Work steps 1. Lift the rocker arms (2 and 3) by hand, until they rest on the push rods
with no clearance.
2. Screw in fixing screws (113.227-1) thus keeping the rocker arm (2 and 3)
in a clearance-free position. See Fig. 2.
3. Mount torque wrench (008.011) in socket wrench (113.226-2). See Fig.
2.
4. Release and unscrew nuts (17) on valve adjuster screws (25), clean
threads and contact faces.
5. Screw back the valve adjuster bolts (25) using socket wrench
(113.226-1).
6. Apply MoS2 lubricant to the threads and support surface of the nuts (17)
and screw onto the valve adjustment screw (25) for an inlet valve (19).
7. Slide feeler gauge (000.455) between valve stem and calotte (26) of the
inlet valve (19).
8. Screw in valve adjuster screw (25), until feeler gauge fits without clear-
ance.
9. Tighten nut (17) with specified torque (see Work Card 000.30), whilst
holding the valve adjuster screw. See Fig. 3.

10. Remove feeler gauge.
11. Adjust the valve clearance for a second inlet valve (19) in a similar way
(see Point 6 to 10).
12. Adjust valve clearance on the exhaust valves (15) with setting gauge
(113.139) in the same way (see points 6 to 11).
13. Place the cylinder head hood (1) on the cylinder head (16) and fix in posi-
tion. Take care with sealing cord (39). See Fig. 1.
32/40;32/40G;32/40PGI
2010-07-16 - de
4 (5) 6629 111.02-02 EN


2 Rocker arm (inlet valves) 26 Calotte
3 Rocker arm (exhaust valves) C Valve clearance
Figure 3: Adjusting the valve clearance or tightening the nuts on the setting screws

32/40;32/40G;32/40PGI
2010-07-16 - de
6629 111.02-02 EN 5 (5)

Rocker arm bracket with control levers

Summary
Impart necessary knowledge, ensure correct execution of work.
Rocker arm support with control lever are to be dismantled within the scope
of maintenance and repair work.
Dismantling components,
fitting components.
Safety requirements

1 Technician 0.5
1 Assistant 0.5
Tools/aids required
1 Locating device 113.227 Standard
2 Fixing screw 113.227-1 Option

1 Socket spanner insert (set) - Inventory

000.30 111.02
Technical data
2007-07-18 - de
32/40
Rocker arm bracket with control levers 95 kg
6629 111.03-03 EN 1 (4)

Work sequence 1 - Removal of rocker arm support with control level

Starting position Running gear of the relevant cylinder in ignition -TDC (all valves closed). Cyl-
inder head cover removed.
Work steps 1. Lift the rocker arms (2, 3) by hand, until they rest on the push rods with-
out clearance.
2. Screw in fixing screws (113.227-1) thus keeping the rocker arm in a
clearance-free position (see figure 2).
3. Screw in the lifting eye bolt (000.143) in rocker arm bracket (1).
4. Unscrew three hexagon bolts (4) and remove them with washers (5) (see
figure 3).
5. Fasten cable with shackle (002.453) on lifting eye bolt and suspend from
lifting tackle.
6. Lift up rocker arm bracket (1) with rocker arm (2, 3) carefully, paying
attention to distance sleeves (6) and push rods.
7. Lift up the rocker arm bracket completely and place it on the wooden
support.
8. Remove distance sleeves (6) (see figure 4).
1 Rocker arm bracket 4 Hexagon bolt

2 Rocker arm (inlet valves) 5 Washer
3 Rocker arm (exhaust valves) 6 Spacer sleeve
Figure 1: Cylinder head with rocker arm bearing
2007-07-18 - de
32/40
2 (4) 6629 111.03-03 EN


1 Rocker arm bracket 2 Rocker arm (inlet valves)
3 Rocker arm (exhaust valves)
Figure 2: Attachment of the locating device
1 Rocker arm bracket 4 Hexagon bolt

2 Rocker arm (inlet valves) 5 Washer
3 Rocker arm (exhaust valves) 6 Spacer sleeve
Figure 3: Removing the rocker arm bearing
Work sequence 2 - Attachment of rocker arm bracket with control lever

2007-07-18 - de
32/40
Starting position Contact surfaces on rocker arm bracket, distance sleeves, cylinder head,
valve cones, rocker arms and push rods have been cleaned.
6629 111.03-03 EN 3 (4)

Work steps 1. Insert rocker arm (2,3) in rocker arm bracket and fasten with fixing
screws (113.227-1).
2. Screw in lifting eye bolt (000.143) in rocker arm bracket.

3. Fasten cable with shackle (002.453) on lifting eye bolt and suspend from
lifting tackle.
4. Lift rocker arm bracket with rocker arm and move over cylinder centre.
5. Insert distance sleeves (6) in cylinder head (16) (see figure 4).
6. Lower the rocker arm bracket carefully, ensuring that distance sleeves
engage in rocker arm bracket. Moreover, ensure that thrust pieces of the
rocker arm (2, 3) fit properly on pressure cup of the push rods (see figure
4).
7. Unscrew the fixing screws (113.227-1) and lifting eye screw (000.143).
8. Screw in three hexagon bolts (4) with washers (5) and tighten with speci-
fied torque (see Work Card 000.30) (see figure 3).
9. Readjust valve clearance on exhaust and inlet valves (see Work Card
111.02).
10. Set the cylinder head cover on rocker arm casing and tighten.
1 Rocker arm bracket 6 Spacer sleeve

2 Rocker arm (inlet valves) 16 Cylinder head
3 Rocker arm (exhaust valves)
Figure 4: Cylinder head with rocker arm support removed
2007-07-18 - de
32/40
4 (4) 6629 111.03-03 EN

Push rods
2010-08-06 - de
6632 112-05 EN 1 (2)

Push rods

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 112-05 EN

Cam follower with valve cams
Push rods
checking and evaluation
Summary
rect execution of work, check components for state/wear condition.
Inspect cam followers and valve cams at regular intervals. A visual inspection
and running surface evaluation must be carried out.
The work includes:
Safety requirements

1 Technician 2,5
1 Assistant 2,5
Tools/aids required
1 Case for TKC-1481 and TM-1010 101.142 Option
1 Video-adapter A1-11C 101.141 Option
1 Colour monitor TM-1010 101.140 Option
1 CCD colour camera TKC-1481 101.139 Option

1 Case for ILH-2A and IF8C5-20 101.138 Option
1 Endoscope holder 101.137 Option
1 Tripod with universal joint 101.136 Option
1 Adapter AT100D/FF 101.135 Option
1 Industrial fibrescope IF8C5-20 101.134 Option
1 High-power light source ILH-2A 101.133 Option
1 Guide tubes (Bank A) 101.130 Option
2 Support 101.129 Option
1 Guide pipes (Bank B) 101.128 Option
V32/40;V32/40PGI

1 Torch - Inventory
1 Toolbox - Option
2007-10-31 - de
1 Compressed air, max. 15 bar - Inventory
6632 112.01-03 EN 1 (7)

Push rods
Preliminary remarks
The guide pipes (101.128 and 101.130) are ready fitted and should not
be dismantled.
In addition to the work prescribed in the maintenance schedule there is the

checking of the running surfaces of the valve cams and of the cam follower
rollers.
In order to keep the fitting work as little as possible this work is carried out
using a flexible endoscope which is directed to the relevant points via the
guide pipes.
Operation of the fibrescope and the evaluation of the valve cam and cam fol-
lower roller running surfaces requires care and a certain level of experience.
We thus recommend having this task performed at least once for instruction
purposes by MAN Diesel & Turbo personnel.
Read the operating instructions provided by the manufacturer before

using the fibrescope and the high-power light source and the colour
camera.
V32/40;V32/40PGI
2007-10-31 - de
2 (7) 6632 112.01-03 EN

Push rods
12 Bush for light guide 18 Plug for light guide
13 Ocular 19 Angle piece
14 Locking lever for bending-direc- 20 Flexible part
tion selection (top/bottom)
15 Locking lever for bending-direc- 21 Objective (direct view)
tion selection (top/bottom)
16 Locking lever for bending-direc- 22 Optical adapter
tion selection (right/left)
17 Locking lever for bending-direc- 23 Objective (side view)
tion selection (right/left)
Figure 1: Fibrescope with objective lenses and high-power light source

V32/40;V32/40PGI
5 Tool box
2007-10-31 - de
Figure 2: Guide tubes with supports
6632 112.01-03 EN 3 (7)

Push rods
Work sequence 1 - Fitting the guide pipes (on the example of Bank B)
Starting position Crankcase cover is removed. Crankshaft turned so that the relevant piston is
at TDC.
Work steps 1. Introduce the guide pipes (101.128) into the drive casing and insert up to
the stop in the openings in the cylinder crankcase (1). See Figs. 3 and 4.
2. Place the support (101.129) over the guide pipes and studs (24) on the
cylinder crankcase and fix in position with nuts (25). See Fig. 3.
3. Fix the guide tubes onto the support (101.129) with knurled screws.
Work sequence 2 - Checking the valve cams and cam follower rollers
Work steps 1. Blow through the guide pipes (101.128) with compressed air to remove
lube oil from the camshaft (2).
2. Place the objective (21 or 23) on the optical adapter (22) on the fibre-
scope (101.134).
3. Remove the intermediate adaptor from the support on the high-power
light source (101.133) and place on the light source plug (18).
4. Plug the light guide plug (18) on the fibrescope (101.134) in the bush (12)
on the high-power light source (101.133) and start up.
Danger of dazzling. Set the lowest brightness level on the high-power

light source.
5. Set the locking lever for bending-direction selection (14 and 17) in posi-
tion "F".
6. Plug the flexible part (20) in the guide pipe and push upwards up to the
valve camshaft (2). Observe the process in the ocular (13).
7. Release locking-lever for bending-direction selection (14 and 17) and

adjust the optimum viewing angle with the bending-direction selection
lever (15 and 16) if necessary. See Fig. 5.
8. Focus the image in the ocular (13).
9. If fitted:
•Place the Video-Adapter (101.141) on the ocular,
•Fit the colour camera (101.139),
•Connect the colour camera to the colour monitor (101.140) via video
cable,
•Connect the colour camera and colour monitor to the power supply,
•Start the colour camera and colour monitor.
V32/40;V32/40PGI
Any drops of oil adhering to the valve cam can be removed by com-
pressed air if required. See Fig. 6.
2007-10-31 - de
10. Turn the engine over and check the entire valve cam running surface.
4 (7) 6632 112.01-03 EN

11. By alternate moving the lever for binding-direction selection and sliding
the flexible part (20) move this upwards to the cam follower roller (4). See
Push rods
Fig. 5.
12. Turn the engine over and check the entire roller running surface.
13. Set the locking lever for bending-direction selection (14 and 17) in posi-
tion "F" to pull back the flexible part (20).

1 Cylinder crankcase 11 Push rod
2 Valve camshaft 24 Stud
3 Cam follower 25 Nut
4 Roller
Figure 3: Mounting the guide pipes
V32/40;V32/40PGI
2007-10-31 - de
6632 112.01-03 EN 5 (7)

Push rods
1 Cylinder crankcase 6 Exhaust cam (Bank B)

2 Valve camshaft 7 Inlet cam (Bank A)
3 Cam follower 8 Inlet cam (Bank B)
4 Roller 9 Exhaust cam (Bank A)
Figure 4: Valve camshaft
V32/40;V32/40PGI
3 Cam follower 8 Inlet cam (Bank B)

4 Roller
Figure 5: Fibrescope images of an inlet valve cam and a cam follower roller
2007-10-31 - de
6 (7) 6632 112.01-03 EN

Push rods
8 Inlet cam (Bank B)
10 Oil drops on the running surface
Figure 6: Valve cam with adhering oil drops

V32/40;V32/40PGI
2007-10-31 - de
6632 112.01-03 EN 7 (7)

Push rods
Push rods
Summary
Check components for quality/ wear status, ensure /restore operating safety.
push rods are to be disassembled and assessed within the scope of mainte-
nance and repair work.
Checking parts/ components,
Installing components.

111.03
Technical data
Push rod 6,5 kg
Work sequence 1 - Removing the push rods

Starting position Rocker arm casing removed, cap of the camshaft covering has been
removed.
Work steps 1. Rotate push rod (1), until it can be uncoupled from the thrust piece (2)
(push rod with transverse slot, thrust piece with milled shoulder - see fig-
ure 1).
2. Remove the push-rod (1).

3. Dismantle second push rod (1) in the same manner.
4. Clean push rods (1) and check for damage.
Work sequence 2 - Installing of the push rods

Starting position Push rods have been cleaned and checked for damage.
Work steps 1. Clean thrust piece (2), then oil it lightly.
2. Place push rod (1) in the engine and set it on the thrust piece (2), paying
32/40;L32/44CR;V32/40PGI
attention to the transverse slot in the push rod and milled groover on the
thrust piece.
3. Rotate push rod (1) by about 90° (for position of the marking M on the
push rod see figure 2) and connect push rod to the thrust piece. See Fig.
1.
4. Install second push rod (1) in the same manner.
5. Check movability of the push rods (1).
2007-10-31 - de
6629 112.02-01 EN 1 (3)

Push rods
1 Push rod
3 Cam follower (inlet /exhaust valve)
4 Cylinder head
5 Valve camshaft
Figure 1: Installed push rod (illustration shows in-line engine)

1 Push rod
2 Thrust piece
3 Cam follower (inlet /exhaust valve)
32/40;L32/44CR;V32/40PGI
Figure 2: Connection push rod - cam follower

2007-10-31 - de
2 (3) 6629 112.02-01 EN

Push rods
1 Push rod
4 Cylinder head
AS Exhaust side
M Marking on the push rod
Figure 3: Position of the marks on the push rods, if the push rods are connected to
the thrust pieces (plan view)

32/40;L32/44CR;V32/40PGI
2007-10-31 - de
6629 112.02-01 EN 3 (3)

Inlet and exhaust valves

2010-08-06 - de
6632 113/114-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 113/114-05 EN

Valve rotator

Checking rotating motion
Summary
Execute work on time according to the maintenance schedule, check com-
ponents for state/wear condition.
Valve rotators are to be assessed at regular intervals.
The work includes:
Checking parts/ components.

1 Technician 0,1
Tools/aids required
Principle of operation
Inlet valve When the valve is opened, the cup spring (4) in the valve rotator is flattened
by the rising force of the valve spring. See figure 1 and figure 2. In the proc-
ess, it exerts load on the balls inserted in the pockets of the basic body (1),
forces them to roll off on their inclined running surfaces and rolls off on the
balls itself. The cap, cup spring and valve spring are, on the other hand, held
in position rotationally by friction. The relative rotation between cup spring/
cap and basic body is transferred to the valve via the basic body. When the

valve closes, the cup spring is relieved and also the balls, which are then
pushed back to their initial position without rolling by the compression spring.
Exhaust valve When the valve is opened, it is put into rotation by a valve propeller on the
valve stem as soon as the gas stream flows past the valve propeller. This
rotation is made possible by a deep groove thrust ball bearing friction moun-
ted at the top end of the valve.
Work sequence - Checking the valve rotators

32/40;32/44CR;V32/40PGI
Starting position Engine at a standstill.

Work steps 1. Remove the cylinder head hood.
2. Make line markings on the valve rotators (15) and thrust bearings (17)
with a felt-tip pen (see Fig. 2).
3. Fit the cylinder head hood and fasten.
4. Start up the engine and run it for 1 minute at nominal speed and 25% to
30% power output.
2009-06-26 - de
5. Shut down the engine.
6629 113.01-03 EN 1 (3)

Danger of burning due to hot components!

Wear protective gloves during assembly work! Do not walk on hot sur-
faces!
6. Remove the cylinder head hood.

7. Check the markings. If the valve rotators are working correctly, the mark-
ings will now be in a different position. If the position of the markings has
not changed, repeat work steps 3 and 4 again once.
Due to dirt, especially of the ball pockets due to residues in the oil (due
to abrasion, combustion products) there can be malfunctions. The dep-
ositions stick to the individual parts and hinder the balls in their move-
ment. The valve rotator must be removed, dismantled, washed carefully
and lubricated before reassembling (see Work Card 113.02).
If the balls have been pressed in through concentrated load with a

non-rotating inlet and exhaust valve in the running surface, the com-
plete valve rotator or the thrust bearing must be replaced. Moreover,
for non-rotating inlet or exhaust valves, check the condition of the
valve cone and valve seat ring (see Work Card 113.03).
8. Fit the cylinder head hood and fasten.
1 Base body
2 Ball
4 Cup spring
5 Cover
6 Circlip
7 Pressure spring
Figure 1: Inlet valve rotator

32/40;32/44CR;V32/40PGI
2009-06-26 - de
2 (3) 6629 113.01-03 EN


8 Inlet valve seat ring 13 O-ring 18 Outlet valve cone with
valve propeller

9 Cylinder head 14 Pressure spring 19 Exhaust valve seat ring
10 Inlet valve cone 15 Valve rotator
11 Valve guide 16 Valve cone piece (two- M Mark
part)
12 Pressure spring 17 Axial bearing
Figure 2: Inlet and outlet valve
32/40;32/44CR;V32/40PGI
2009-06-26 - de
6629 113.01-03 EN 3 (3)

Inlet/exhaust valve/valve rotator

removing and installing or disassembling and assembling
Summary
Inlet and exhaust valves as well as valve rotator are to be disassembled at
regular intervals and overhauled if necessary.
Separating parts/ components,
Safety requirements

1 Technician 1
1 Assistant 1
Tools/aids required
1 Valve spring tensioner 113.211 Standard
1 Thrust piece 113.211-1 Standard

1 Bridge 113.211-7 Standard
1 Special anti-seize agent (Molykote G - Inventory
Rapid, Molykote G-n)

32/40;L32/44CR;V32/40PGI

000.34 055.02 055.05
113.03 113.04 113.05
2007-11-06 - de
6629 113.02-03 EN 1 (8)

Technical data
Inlet valve cone 3,5 kg
Exhaust valve cone 3,5 kg
Work sequence 1 - Removing the inlet and exhaust valves

Starting position Cylinder head is removed and clamped in the cylinder head turnover stand.
Cylinder head turned through 90° in the horizontal.
If only the valve rotators / thrust bearings or the compression springs

are to be disassembled, the cylinder head remains attached and the
piston is in ignition TDC.
Work steps 1. Fix bridge (113.211-7) to the cylinder head (9) with two hexagon bolts
(21). See Fig. 2.
2. Insert thrust piece (113.211-1) over the spindle on the bridge and posi-
tion it centrally over the valve rotator (15) or thrust bearing (17). See Fig.
2/I.
3. Screw the hexagon nut (20) onto the spindle.
4. Press down the thrust piece by rotating the hexagon nut (20), compress-
ing the compression springs (12 and 14) until the two-part tapered piece
(16) can be removed. Keep the valve cone (10 or 18) on the valve cone
plate by hand while pressing down the compression springs. Remove
tapered pieces. See Fig. 2/II.
Make sure that the valve cone does not rotate as well. If necessary,
push back the valve cone on the valve cone plate again to the valve
seat.
If the valve cone is not held, it falls out on removing the tapered piece
from the valve guide.
32/40;L32/44CR;V32/40PGI
5. Unscrew hexagon nut (20) and relieve compression springs (12 and 14).
See Fig. 2/III.
6. Screw back the hexagon nut (20) completely, remove thrust piece from
the valve rotator (15) or thrust bearing (17), and swing to the next valve
rotator or thrust bearing.
7. Remove valve rotator (15) or thrust bearing (17) and compression springs
(12 and 14).
2007-11-06 - de
8. Push out valve cone (10 or 18) from valve guide (11) and place it on
clean surface.
2 (8) 6629 113.02-03 EN

9. Remove the remaining valves in the same manner (see point 2 to 8).

Note the assignment valve cone / valve guide, since valve cones which
are not overhauled (ground) must be assembled in the same valve
guide.
10. Remove O-ring seals (13) from valve guides (11).

11. Dismantle valve rotator (15) (see work sequence 2).
If the balls have been pressed in through concentrated load with a

non-rotating inlet and exhaust valve in the running surface, the com-
plete valve rotator or the thrust bearing must be replaced.
12. Clean all individual parts and check for damage (for max. clearance see
Operating Instructions, section 2.5), renew if necessary.
13. Clean hollow fillet of the valve cones (10 and 18) and transitions above
the vane area (exhaust valve) to produce a metallic bright finish (e.g. wet
blasting). Carry out magnetic crack testing. (see Work Card 000.34) If
cracks are displayed, discuss with an authorised Service Centre regard-
ing continued use.
14. If necessary, regrind valve cone (10 and 18) or valve seat (see Work Card
113.04 and 113.05).
15. Check state of the valve guide (11) and remove if necessary (see Work
Card 113.05).
16. Push the valve cone (10 or 18) into the valve guide (11) and determine
radial clearance by means of a feeler gauge (000.451), note and com-
pare with specified clearance. Refer to the Operating Instructions in sec-
tion 2.5.
17. Check valve seats (see Work Card 113.03).
Work sequence 2 - Dismantling and assembling the valve rotator Work Cards, classified into sub-assemblies
Starting position Valve rotator removed and placed on the support (snap ring is on top).
Work steps 1. Remove snap ring (6). See Fig. 3.
2. Remove cover (5) and cup spring (4).
3. Remove all balls (2) and compression springs (7) from the basic body (1).
4. Wash all individual parts in a suitable cleaning agent and then dry them.
32/40;L32/44CR;V32/40PGI
5. Check, and if necessary, replace, individual parts for wear and ball inden-
tations.
When changing parts of the valve rotator, the basic body (1) must be
identified with the art. no. of the used wear sets. Clean new parts
before assembling them.
2007-11-06 - de
6629 113.02-03 EN 3 (8)

6. Insert balls (2) and compression springs (7) in the ball pocket tracks in
the basic body (1).
Ensure that balls are at the highest point of the inclined ball pocket
tracks and thus all are in the same direction. See Fig. 3.
7. Insert cup spring (4), place cover (5) on top and install snap ring (6).
8. Place valve rotator (15) in clean lubricating oil and remove shortly before
installation.
Never fill the valve rotator with grease.
Bearings Parts kept in stock must be well packed, protected against dust, water,
humidity and aggressive media. Dust sticks to the individual parts and pre-
vents or hampers rotation during commissioning.
Work sequence 3 - Fitting the inlet and exhaust valves

Starting position All individual parts cleaned, cylinder head clamped in the cylinder head turn-
over stand. Bridge mounted on the cylinder head.
If only the valve rotators / thrust bearings or the compression springs

are to be disassembled, the cylinder head remains attached and the
piston is in ignition TDC.
1. Clean bore in the valve guide (11) and the valve seat ring (8 or 19).
2. Insert new O-ring seal (13) in ring groove, whilst ensuring that it is not
twisted.
3. Install compression springs (12 and 14) in the cylinder head (9) and set
valve rotator (15) or thrust bearing (17) on compression springs.
4. Insert thrust piece (113.211-1) over the spindle on the bridge (113.211-7)
and position it centrally over the valve rotator (15) or thrust bearing (17).
See Fig. 2/III.
32/40;L32/44CR;V32/40PGI
5. Screw the hexagon nut (20) onto the spindle.

6. Treat valve cone stem of the valve cone (10 or 18) with "Molykote G-n"
special anti-seize agent and push into the valve guide (11). For immedi-
ate commissioning of the engine, the valve stem can also be treated with
clean engine oil.
2007-11-06 - de
4 (8) 6629 113.02-03 EN

During the assembly of the tapered piece hold the valve cone by hand

on the valve cone plate.
7. Press down the thrust piece by rotating the hexagon nut (20), compress-
ing the compression springs (12 and 14) until the two-part tapered piece
(16) can be fitted. Insert tapered pieces. See Fig. 2/II.
Before releasing the compression springs, check that the two-part

tapered piece is correctly inserted and that the gap between both
parts is evenly distributed.
8. Screw back hexagon nut (20) and release the load on the valve spring
tensioner (113.211).
9. Completely screw back the hexagon nut (20), remove thrust piece from
the valve rotator (15) or thrust bearing (17) and swing aside.
10. Fit the remaining valves in the same manner (see point 1 to 9).
11. Remove valve spring tensioner.

32/40;L32/44CR;V32/40PGI
2007-11-06 - de
6629 113.02-03 EN 5 (8)

8 Inlet valve seat ring 14 Compression spring

9 Cylinder head 15 Valve rotator
10 Inlet valve cone 16 Valve tapered piece (two-part)
11 Valve guide 17 Thrust bearing
12 Compression spring 18 Exhaust valve cone with valve

propeller
13 O-ring seal 19 Exhaust valve seat ring
Figure 1: Inlet and exhaust valve
32/40;L32/44CR;V32/40PGI
2007-11-06 - de
6 (8) 6629 113.02-03 EN


9 Cylinder head 16 Tapered piece (two-part) 22 Inlet valve
10 Inlet valve cone 17 Thrust bearing 23 Exhaust valve
12 Compression spring 18 Exhaust valve cone
14 Compression spring 20 Hexagon nut AS Exhaust side
15 Valve rotator 21 Hexagon bolt
32/40;L32/44CR;V32/40PGI
2007-11-06 - de
6629 113.02-03 EN 7 (8)

1 Basic body
2 Ball
4 Cup spring
5 Cover
6 Snap ring
Figure 3: Inlet valve rotator

32/40;L32/44CR;V32/40PGI
2007-11-06 - de
8 (8) 6629 113.02-03 EN


Check and assess valve cone and valve seating surfaces
Summary
Execute work on time according to the maintenance schedule, check com-
ponents for state/wear condition, assess the contact pattern /wear status.
Inlet and exhaust valve cones and seat surfaces are to be checked at regular
intervals and overhauled or replaced if necessary.
executing touching tests ,
assessing contact pattern /wear status.
Tools/aids required
1 Touching bracket for engine 114.033 Standard
L,V48/60B+CR: 51/60DF
1 Touching bow for engine 40/54 114.032 Standard
1 Touching bow for engine 58/64 114.054 Standard
1 Touching up device for engine 113.224 Standard
32/40, 32/44CR
1 Combination spanner (set) 009.231 Option
1 Touching-test ink - Inventory
Preliminary remark
Exhaust and inlet valves with a faulty wear surface appearance will not have

a long service life. And must be overhauled or replaced.
The overhaul intervals specified in the maintenance schedule (see operating
instructions) represent guide values that depend on the mode of operation,
the condition of the engine and the quality of the fuel used. The most expedi-
ent overhaul intervals should be defined based on the prescribed inspection.
The valve cone material is subject to fatigue as a result of frequent tempera-
ture fluctuations. The valve cones must be replaced once the operating peri-
ods specified in the maintenance schedule (see operating instructions) have
elapsed, even if the maximum permissible refinishing limits have not yet been
reached.
Continued use poses an inestimable risk to the engine!

General
2009-10-12 - de
6682 113.03-05 EN 1 (9)

1 Cylinder head 4 Exhaust valve cone

2 Inlet valve cone 5 Valve seat ring
3 Valve seat ring
The valve seat angle (α) of the valve cone is 120° with a positive tolerance.
The valve seat angle (β) in the valve seat ring has been engineered with a
negative tolerance which produces a small differential angle (γ). This ensures
that a seal against the hot gases at the outer edge of the valve seat area is
maintained during operation. See Fig. 2.
The wear surface appearance is tested by performing a touching test.
2 Inlet valve cone α Angle at valve cone γ Differential angle

3 Valve seat ring β Angle at valve seat ring
Figure 2: Relationship of geometric angle between valve seat ring and valve cone - illustration shows inlet valve
Check machining tools!

Clearance may develop in older valve seat grinders or valve seat lathes
as a result of wear that changes the valve seat angle and therefore
produces an incorrect wear surface appearance! We recommend that
a touching test is carried out using a new original MAN Diesel & Turbo
valve cone! If deviations are identified, check the valve seat grinder or
valve seat lathe!
General
2009-10-12 - de
2 (9) 6682 113.03-05 EN


Work sequence 1 - Touching test
Starting position Cylinder head is clamped in the cylinder head turnover stand, inlet and
exhaust valves are dismantled.
2 Inlet valve cone

Figure 3: Touching bow or touching up device - figure shows inlet valve
Work steps 1. Clean valve seating surfaces carefully.
Do not damage valve cones by using the wrong cleaning device (e.g.
chipping hammer)!
2. Attach touching bow or touching up device to the valve cone (2 or 4).

See Fig. 3.

3. Apply the thinnest possible layer of touching-test ink to the valve seating
surfaces of the valve cone (2 or 4) and spread very thinly.
4. Introduce valve cone (2 or 4) in the relevant valve guide in the cylinder
head (1) and move by half a revolution with the touching bow or touching
up device under pressure in a vertical position.
5. Remove valve cone (2 or 4).
6. Check valve seating surfaces in the valve seat ring (3 or 5). With the cor-
rect differential angle and proper rework, a closed, load bearing face
must form a closed load bearing surface on the outer edge of the valve
seat.
7. Remove touching bow or touching up device.
Work sequence 2 - Assessing the valve seating surfaces

General
2009-10-12 - de
Result 1 Valve seating surfaces of the valve seat rings are clean, lightly lacquered or
only have slight scar formation. Uniform contact pattern all around - see fig-
ure 4.
6682 113.03-05 EN 3 (9)

Figure 4: Figure for Result 1

Action
Apply silicon-free grinding paste on the valve seating surfaces of the valve
seat rings (follow the manufacturer's instructions!) and clean by hand using a
touching bow or touching up device, until the lacquer is removed. Conduct
touching test after the cleaning (see work sequence 1).
Clean as little as possible with grinding paste and then wash valve cone
and valve seat ring carefully. Residues of grinding paste promote fur-
ther wear.
Existing small cracks after cleaning are still permitted, they do not affect the
durability too much.
Result 2 Valve seating surface of the valve seat ring shows heavy deposit, deeper cor-
rosion cracks and/or distinct impact marks. Wear on valve seat ring - see fig-
ure 5.
General
2009-10-12 - de
4 (9) 6682 113.03-05 EN


Action
Machine valve seat ring by using valve seat grinder or valve seat lathe until
valve seating surfaces are clean and a new contact pattern appears (see
Work Card 113.04 and 113.05). Conduct touching test after the cleaning
(see work sequence 1).
Grind or turn as little as possible and then wash valve cone and valve
seat ring carefully. Residues of grinding paste promote further wear.
Existing small cracks after grinding/ turning are still permitted, they do not
affect the durability too much.

Result 3 Valve seating surfaces of valve cones are clean, lightly lacquered or only have
light crack formation. Uniform contact pattern all around.
Action
Apply silicon-free grinding paste on valve seating surfaces of valve cones and
valve seat rings (follow the manufacturer's instructions!) and clean by hand
using a touching bow or touching up device, until lacquer is removed. Con-
duct touching test after the cleaning (see work sequence 1).
Clean as little as possible with grinding paste and then wash valve cone
and valve seat ring carefully. Residues of grinding paste promote fur-
ther wear.
Existing small cracks after cleaning are still permitted, they do not affect the
durability too much.
General
2009-10-12 - de
Result 4 Valve seating surface of the valve cone shows heavy deposit, deeper corro-
sion cracks and/or distinct impact marks. Wear on the valve cone - see fig-
ure 6.
6682 113.03-05 EN 5 (9)


Action
Machine valve cone with valve cone grinder until valve seating surfaces are
clean or a new contact pattern appears (see Work Card 113.xx). Conduct
touching test after the cleaning (see work sequence 1).
Grind as little as possible and then wash valve cone carefully. Residues
of grinding paste promote further wear.
Existing small cracks after grinding/ turning are still permitted, they do not
affect the durability too much.
Result 5 Valve cone with the start of burning through or cracks in the valve seat
armouring. Wear on the valve cone - see figure 7.

General
2009-10-12 - de
6 (9) 6682 113.03-05 EN


Action
Replace the valve cone.
Work sequence 3 - Assessing the valve cone

Result 6 Valve cone with the start of stem corrosion. Wear on the valve cone - see
figure 8.

General
2009-10-12 - de
6682 113.03-05 EN 7 (9)

A Stem corrosion
Action
Replace the valve cone.
Result 7 Valve cone with burn-up on the valve plate. Wear on the valve cone - see fig-
ure 9.
B Burn-up on the valve plate

General
2009-10-12 - de
Action
8 (9) 6682 113.03-05 EN

Replace the valve cone if the limits indicated on the Work Card 113.09 are
exceeded.

Result 8 Valve cone with tension cracks on the valve stem. Wear on the valve cone -
see figure 10.
C Tension cracks on the valve stem

Action
Replace the valve cone, if tension cracks are detected on the valve stem.
Conduct a crack test as given in Work Card 000.34.

General
2009-10-12 - de
6682 113.03-05 EN 9 (9)

Valve seat rings

Summary
Impart necessary knowledge, ensure correct execution of work. Execute
work on time according to the maintenance schedule, make possible/ sup-
port economic operation, prevent operational problems/damage.
Removal and installation of valve seat rings are not part of the work specified
in the maintenance schedule.

1 Technician 1
1 Assistant 1
Tools/aids required
1 Guide piece 113.221 Standard
1 Clamping piece 113.222 Standard
1 Extractor 113.218 Standard

1 Nut 002.512-1 Standard
1 Spindle head 002.512-4 Standard
1 Crown 002.512-5 Standard
1 Spindle 002.512-8 Standard
3 Shell 002.512-9 Standard
1 Expanding solid 002.512-10 Standard
1 Counter support 002.524 Standard
1 Cross tie 002.524-4 Standard
2 Adjusting nut 002.524-5 Standard
2 Pin 002.524-7 Standard
32/40;L32/44CR

2 Angle 002.524-9 Standard
2008-09-19 - de

6629 113.04-04 EN 1 (7)


1 Autogenic welding unit - Inventory


113.02 113.03 113.06
Preliminary remarks
1 Welding torch 3 Inlet valve seat ring A Heating locations

2 Cylinder head 7 Exhaust valve seat ring AS Exhaust side

Figure 1: Heating valve seat rings
Valve seat rings must be dismantled and replaced,
▪ if there are corrosion or impact points, which cannot be removed by
machining,
▪ if breakaway or burn-through or tension cracks are present and
▪ if rework limits (see Work Card 113.06) are reached.
It is not possible to dismantle valve seat rings without prior heating and cool-
ing.
32/40;L32/44CR
2008-09-19 - de
2 (7) 6629 113.04-04 EN


2 Cylinder head 7 Exhaust valve seat ring D Gap between cylinder
head and valve seat ring

3 Inlet valve seat ring 6 Hexagon nut M16 AGS Exhaust counter side
Figure 2: Dismantling the valve seat rings (figure shows dismantling of an inlet valve seat ring)
Work sequence 1 - Removing the valve seat rings

Starting position Cylinder head removed, cleaned carefully of oil and fuel and loaded in the
cylinder head turnover stand (combustion chamber side facing up). Corre-
sponding inlet and exhaust valve removed.
Work steps 1. Heat valve seat ring (3 or 7) with welding torch (1) on the valve seat at
four places offset by about 90° until the material starts to melt (see Figure
1).
2. Let cylinder head (2) and valve seat ring cool down.
32/40;L32/44CR
The tangential stress is reduced in the heating zone as a result of

exceeding the yield point.
2008-09-19 - de
6629 113.04-04 EN 3 (7)

3. Screw back expanding solid (002.512-10) until the extractor (002.512)

can be guided into the valve seat ring (see figure 2/I).
4. Set complete extractor (113.218) over valve seat ring.

5. Align bolts (002.524-7) by opening the hexagon nuts (6) such that they fit
on the cylinder head in a supporting position. Then retighten the hexagon
nuts.
6. Set shells (002.512-9) before gap (D) between valve seat ring and cylin-
der head (2) by turning the spindle (002.524-8) (see figure 2/I or Detail X).
7. Hold the crown (002.512-5) and spread the extractor (002.512) by turn-
ing the spindle (002.524-8) to the maximum extent. See that shells grip in
the gap (D) between valve seat ring and cylinder head (see figure 2/II or
Detail Y).
8. Extract valve seat ring by turning the adjusting nut (002.524-5) (see figure
2/III).
See that the valve seat ring is extracted uniformly i.e. it is not tilted.
9. Check locating hole in the cylinder head for damage, check dimension
(B) (max. allowable 118.022 mm), measure dimension (E) and note (see
figure 3).
If the dimension (B) has been exceeded, oversize valve seat rings are
available from MAN Diesel & Turbo SE. The locating hole will need to
be reworked in this case.
Work sequence 2 - Fitting of the valve seat ring

Starting position Cylinder head loaded in cylinder head turnover stand (combustion chamber
side facing up), locating hole in the cylinder head cleaned and measured.
2 Cylinder head
B Max. permitted dimension of the
locating hole
E Distance of the two surfaces
32/40;L32/44CR
Figure 3: Locating hole for the valve seat ring in the cylinder head
Work steps 1. Measure dimension from bottom edge to the contact face on the new
valve seat ring and compare with dimension (E). Dimension (E) must be
2008-09-19 - de
min. 0.2 mm greater.
4 (7) 6629 113.04-04 EN

2. Insert new O-ring seal (5) in the ring groove on exhaust valve seat ring
(7), ensuring that this is tensioned equally on the entire periphery and not

twisted. The inlet valve seat ring has no O-ring seal (see figure 4).
3. Push the guide piece (113.221) into the valve guide (8), set the clamp
(113.222) on it and screw on hexagon nut (6) hand-tight (without open-
ended or ring spanner) up to contact.
2 Cylinder head 5 O-ring seal 7 Exhaust valve seat ring

3 Inlet valve seat ring
Figure 4: Cylinder head with inlet and exhaust valve seat ring

32/40;L32/44CR
2008-09-19 - de
6629 113.04-04 EN 5 (7)

2 Cylinder head 6 Hexagon nut M20 C Contact face cylinder

head
3 Inlet valve seat ring 8 Valve guide D Gap between cylinder
head and valve seat ring
Figure 5: Fitting the valve seat ring (figure shows the fitting of an inlet valve seat ring)
1. Apply Loctite 640 on the contact face (C) in the cylinder head (2) and, in
addition, apply clean mineral oil on the area of the O-ring seals (5) on
exhaust valve seat ring.
2. Place thrust piece (113.220) on valve seat ring, insert together over the
guide piece and centre it by hand in the locating hole of the cylinder head
(see figure 5/I).
3. Screw on second hexagon nut (6) on guide piece up to contact.
4. Tighten valve seat ring by turning the hexagon nut until it touches.
See that the valve seat ring is pressed in uniformly and is not tilted.
5. Detach the tool.

32/40;L32/44CR
6. Check gap (D) for uniform width at several places by using feeler gauge
(000.451).
2008-09-19 - de
6 (7) 6629 113.04-04 EN

The gap must not be smaller than 0.2 mm!

7. Grind valve seat ring by using a valve seat grinder (see Work Card
113.06) and touch up with new valve cone (see Work Card 113.03).
8. Install inlet or exhaust valve with new or reground valve cone (see Work
Card 113.02).

32/40;L32/44CR
2008-09-19 - de
6629 113.04-04 EN 7 (7)

Valve guide in cylinder head

Summary
check valve guides are to be replaced within the scope of the service and
maintenance work.
Checking parts /components,
Assembling components.

1 Technician 1
1 Assistant 1
Tools/aids required
1 Guide piece 113.221 Standard
1 Clamping piece 113.223 Standard

055.05 113.02 113.04
Work sequence 1 - Check valve guide
Replace the valve guide if the wear limit is reached. The wear limit is
32/40;L32/44CR;V32/40PGI
reached,
• If the valve cone (20) picks up on the combustion chamber side cylindri-
cal recess (C) of the valve guide (21). See Fig. 1.
• if the wearing edge (A) all around the valve guide (21) can no longer be
seen or felt. This can also only occur on one part of the periphery.
2008-09-19 - de
6629 113.05-03 EN 1 (4)

20 Valve cone B Wearing edge worn

21 Valve guide C cylindrical hollowing out
A Wearing edge in new condition
Figure 1: Wearing edge on the valve guide
Work sequence 2 - Dismantling a valve guide

Starting position Cylinder head is removed and clamped in the cylinder head turnover stand.
Corresponding inlet/exhaust valve has been detached.
Work steps 1. Introduce the guide piece (113.221) into the valve guide (8) and hold.
2. Insert clamp piece (113.223) over the guide piece and screw on the hex-
agon nut (6). See Fig. 2.
3. Extract valve guide (8) from cylinder head (2) by turning the hexagon nut
(6).
4. Clean locating hole in cylinder head (2).
5. Clean the valve guide (8) and check for wear/damage, renew if neces-
sary.
32/40;L32/44CR;V32/40PGI
2008-09-19 - de
2 (4) 6629 113.05-03 EN


2 Cylinder head
6 Hexagon nut M20
8 Valve guide
Figure 2: Removing the valve guide
Work sequence 3 - Assembling a valve guide

Starting position Cylinder head is loaded in cylinder head turnover stand (combustion cham-
ber side facing upwards). Locating hole in cylinder head has been cleaned.
Valve guide is cleaned, checked and renewed where necessary.
Work steps 1. Insert valve guide (8) on guide piece (113.221) and fix with hexagon nut
(6). See Fig. 3.
2. Introduce guide piece including valve guide (8) from below in cylinder

head (2) and hold.
3. Insert thrust piece (113.220) over guide piece and place on valve seat
ring (7).
4. Screw on second hexagon nut (6).
5. Pull in valve guide (8) up to the contact in the locating hole by turning the
hexagon nut (6).
Ensure that the valve seat guide is pulled in uniformly and is not tilted.
32/40;L32/44CR;V32/40PGI
6. Dismantle complete tool.

2008-09-19 - de
6629 113.05-03 EN 3 (4)

2 Cylinder head 7 Valve seat ring

6 Hexagon nut M20 8 Valve guide
Figure 3: Fitting the valve guide (figure shows valve guide on the exhaust valve)
32/40;L32/44CR;V32/40PGI
2008-09-19 - de
4 (4) 6629 113.05-03 EN

Valve seating surface

working/machining
Summary
rect execution of work, restore contact pattern.
Valve seating surfaces are to be checked at regular intervals and remachined
if necessary. This is carried out using the Hunger VDS2.3E valve seat lathe.
The work includes:
Creating a correct contact pattern.

1 Technician 0,5
Tools/aids required
1 Valve seat lathe of type VDS2.3E 113.230 Option
(277V)
(120V)
(230V)
1 Lathe with boring head 113.228-1 Option
10 Insert 113.228-5 Option
1 Pilot 113.228-6 Option
1 Support frame 113.228-7 Option

1 TORX screwdriver 113.228-10 Option
1 Pilot nut 113.228-13 Option
1 Compensation cone 113.228-14 Option
1 Power supply unit 277V 113.343 Option
1 Hexagon screw driver 5 113.339 Option
1 Hexagon screw driver 4 113.338 Option
1 Milling cutter 113.337 Option
32/40;V32/40PGI
2 Clamping screw 113.334 Option

1 Tool holder 113.333 Option
1 Carry case 113.341 Option
2010-06-23 - de

1 Cutting oil - Inventory
6629 113.06-02 EN 1 (7)


055.05 113.03
Work sequence 1 - Fitting the pilot

32/40;V32/40PGI
2010-06-23 - de
Figure 1: Valve seat lathe, Type VDS2.3E
2 (7) 6629 113.06-02 EN

Starting position Cylinder head loaded in the cylinder head turnover stand (see Work Card
055.05) or placed on blocks. Inlet and exhaust valve cone removed. Valve

guide in the cylinder head and valve seating surface have been cleaned.
Work steps 1. Carefully read through the manufacturer's operating instructions before
commissioning the machine.
2. Free conical surfaces (chamfers) of any adhering coke residues on the
valve guide (3) on both sides using a milling cutter (113.337) and restore
clean bearing surface for the guide pilot (see figure 2).
3. Push the guide pilot (113.228-6) on the combustion chamber side into
the cleaned valve guide (3) and screw nut (113.228-13) on to guide pilot
until the cone is firmly seated in the valve guide.

In case of engines with shortened valve guide see that pilot is mounted
with compensation cone (113.228-14).
4. Push the support frame (113.228-7) on to the guide pilot and position
with clamping screw (4). Use the clamping screws (5) (see Fig. 2) to
locate the sprung preloaded dowel pins.
5. Front stem and surface of the pilots (113.228-6) with a few drops of
machine oil.

32/40;V32/40PGI
1 Valve seat ring 3 Valve guide 5 Clamping screw

2 Cylinder head 4 Clamping screw
2010-06-23 - de
Figure 2: Installation of guide pilot
6629 113.06-02 EN 3 (7)

Work sequence 2 - Setting up the valve seat lathe

1. Install insert (113.228-5) and clamping screw (113.334) in tool holder
(113.333) using a screwdriver (113.228-10).
2. Install tool holder with mounted insert in the tool slider of the milling head.
3. Set lathe (113.228-1) down on guide pilot (113.228-6) so the integrated
stop pin (7) in the guide tube rests on the front surface of the guide pilot.
Do not let insert impact on the valve seat ring!
4. Position the insert with the feed adjusting ring (12) above the centre of
the valve seating surface to be processed.
5. Hold on to the lathe (113.228-1) and slacken the clamping screw (8).
Lower the lathe carefully until the insert is slightly above the valve seating
surface. Push the stop pin (7) gently against the guide pilot (113.228-6)
and locate with the clamping screw (8).

Before connecting the valve seat lathe to the mains you must check
the following:
• Does the mains voltage match the input voltage stated on the identifica-
tion plate of the power supply unit (113.332/113.342/113.343).
• Is the speed switch (13) on the power supply unit set to ʺ30Vʺ.
6. Plug the circular plug of the output cable (14) into the socket on the valve
seat lathe and engage locking tag.
32/40;V32/40PGI
2010-06-23 - de
4 (7) 6629 113.06-02 EN


1 Valve seat ring 10 Push-button
2 Cylinder head 11 Feed ring

3 Valve guide 12 Feed adjusting ring
7 Stop pin 13 Speed switch
8 Clamping screw 14 Output cable
9 Feed adjustment ring 15 Swivel arm
Figure 3: Mounting the valve seat lathe
Work sequence 3 - Milling out the valve seating surface

Starting position Valve seat lathe set up as described under work sequence 2. The point of
the insert is level with the valve seating surface.
Work steps 1. Position the point of the insert with the feed adjusting ring (12) before the
inner edge of the valve seating surface (see Fig. 3).
32/40;V32/40PGI
2. Turn the feed adjusting ring (9) anticlockwise. One scale division line cor-
responds to an adjustment of 0.025 mm. During the initial boring opera-
tion, the chosen cutting depth should be such that the chip removal from
the entire valve seating surface can be ensured.
2010-06-23 - de
3. Make sure that the swivel arm (15) has engaged in the groove provided
in the feed ring (11).
6629 113.06-02 EN 5 (7)

4. Wet valve seating surface with cutting oil.

5. Hold lathe (113.228-1) fixed with both hands and start the boring opera-
tion by pressing the push button (10).
6. Hold the push-button pressed until machining of the valve seating sur-
face is complete.
7. Repeat work steps 1 - 5 in 0.05 - 0.1 mm increments, until the entire
valve seating surface to be worked on is machined bare.
8. Make colour pen marks at several points on the valve seating surface
and carry out the last boring operation as follows:
▪ Movement by one scale division (0.025 mm),
▪ Switch speed switch (13) on power supply unit to "42V" position.
Markings are for checking a uniform chip removal.
Work sequence 4 - Conduct touching test

Work steps 1. Take lathe (113.228-1) from pilot (113.228-6) and remove pilot.
2. Conduct touching test (see Work Card 113.03)
If you cannot obtain the required wear pattern using the valve seat
lathe, have this repair carried out by a MAN Diesel & Turbo Service
Centre.
Work sequence 5 - Maximum permitted rework of the valve seating surfaces

The maximum permitted rework is reached if the valve seat is machined up
to the surface (B). On reaching the rework limit the valve seat ring should be
replaced (see figure 4).
32/40;V32/40PGI
2010-06-23 - de
6 (7) 6629 113.06-02 EN


1 Valve seat ring
A Valve seating surface
B Rework limit
Figure 4: Rework limit of the valve seating surface

32/40;V32/40PGI
2010-06-23 - de
6629 113.06-02 EN 7 (7)

Valve cone

grinding
Summary
rect execution of work, restore contact pattern.
Valve seating surfaces are to be checked at regular intervals and remachined
if necessary. This is carried out using the valve seat turning machine Hunger
VKM 3.1.
The work includes:

1 Technician 0,5
Tools/aids required
1 Valve cone grinder VKM 3.1 113.242 Option
1 Clamp for engine 32/40 113.247 Option
1 Dressing diamond 113.258-3 Option
1 Coolant concentrate 113.258-5 Option
1 Magnetic post - Inventory


113.03 113.06 113.09
32/40;L32/44CR;V32/40PGI
Preliminary remarks
Exhaust and inlet valves with a faulty wear surface appearance will not have
a long service life. And must be overhauled or replaced.
The overhauling intervals entered in the maintenance schedule are approxi-
mate values, which are dependent on the operating method and the condi-
tion of the engine as well as the quality of the fuels used. The most expedient
overhaul intervals should be defined based on the prescribed inspection.
2008-10-24 - de
6629 113.08-02 EN 1 (6)

The valve cone material is subject to fatigue as a result of frequent tempera-

ture fluctuations. The inlet and exhaust valve cones are to be replaced after
the operating periods specified in the maintenance schedule, even if the

maximum permitted reworking limits have not yet been reached.
Continued use poses an inestimable risk for the engine.
Additional information The valve seat angle of the valve cone is 120° with a plus tolerance. The
valve seat angle in the cylinder head is executed with a minus tolerance, so
the valve cone seating surface bears fully on the seating area of the valve
seat ring or there is a small differential angle. This ensures that there is seal-
ing on the outer area of the valve seating area against the hot gases during
operation.
Figure 1: Valve cone grinder
Work sequence - Grinding the valve cone seat face
Before commissioning the device, read the manufacturer's user manual

32/40;L32/44CR;V32/40PGI
the manufacturer carefully, use existing guards.
Starting position Valve cone is cleaned.

To set and grind the valve cone see the User Manual and observe the follow-
ing points:
2008-10-24 - de
Work steps 1. Before beginning work, check the grinding wheel fastening for firm seat-
ing.
2 (6) 6629 113.08-02 EN

2. Dress grinding wheel with dressing diamond. In doing so, drag the
dressing diamond across the grinding wheel, guiding it at an angle of 15

- 20°.
Due to the cutting speed the grinding wheel diameter must not be
smaller than 150 mm.
3. Insert collect chuck in the spindle head.

4. Insert valve cone in the workpiece spindle head. Clamp valve cone to the
collar provided as short as possible (Clamping point: Collar before vane
area or collar on the stem) (see figure 2).
5. Tighten collet (hand-tight with hook spanner), knock with plastic hammer
on the valve plate floor (2-3 light impacts), tighten collet again.
6. Check concentricity (see figure 3).
If the maximum permissible value for concentricity has been exceeded,

consult the MAN Diesel & Turbo SE service department.
7. Grinding slot is fixed at set value by manufacturer with the pin.

8. Before starting the cut, set grinding wheel and valve cone so that centre
of the valve cone seat surface = centre of the grinding wheel (see figure
4).
9. Advance until the valve cone seat surface starts to be ground.
10. Grinding with coolant and oscillating (to and fro) movement of the grind-
ing wheel by hand. Ensure that the grinding wheel is always on the valve
seat. Grinding motion as low as possible (0.025 mm = 1/2 greater than
the pitch mark on the scale), to avoid chatter marks.

Always supply sufficient coolant to the taper between the grinding
wheel and valve cone seating surface. During the grinding process
ensure that the grinding wheel does not cut into the valve cone radius
(R). Dress the grinding wheel often when grinding, because it clogs
quickly and presses (high grinding sound).
32/40;L32/44CR;V32/40PGI
11. Dress the grinding wheel again before the last grind.
12. For grinding out (last grinding) set for lower quantity (< 0.02 mm) and
grind out completely.
After grinding out donot lift grinding wheel from valve cone seating
surface, but lift valve cone seating surface away from the grinding
wheel.
2008-10-24 - de
6629 113.08-02 EN 3 (6)

13. Remove burr on the outer diameter of the valve plate with suitable tool
(file, grindstone) or break edge on seat inner diameter using grindstone.
On reaching the maximum value (H) the valve cone may no longer be
used (see table 1).
Maximum rework on inlet and exhaust valve cone

Maximum rework on inlet The maximum permitted rework has been reached on the valve cone seating
and exhaust valve cone surface, if the valve cone seat width (G, new condition) has enlarged to the
tangential point (X) of the radius (A) (see Table 1 and figure 5).
For permitted rework on the valve plate outer diameter and permitted burn-
up and corrosion depth on valve plate see Work Card 113.09.
Figure 2: Clamped exhaust valve cone

32/40;L32/44CR;V32/40PGI
2008-10-24 - de
4 (6) 6629 113.08-02 EN


1 Valve cone 2 Collet 3 Collar plate
Figure 3: Concentricity check on the valve cone (figure shows inlet valve)
1 Valve cone
4 Grinding wheel
Figure 4: Position grinding wheel/valve cone seating surface before grinding

32/40;L32/44CR;V32/40PGI
1 Valve cone G Valve cone seat width R Valve cone radius

2008-10-24 - de
(new condition)
A Radius H Max. rework X Tangential point
Figure 5: Rework on the valve cone
6629 113.08-02 EN 5 (6)

Inlet- Exhaust-
valve cone valve cone

Valve cone seat width (G) 9,8 9,8
in the new condition in (mm)
maximum rework (H) 13 12,8
in (mm)
Table 1: Valve cone seat width (new condition/max. rework)
32/40;L32/44CR;V32/40PGI
2008-10-24 - de
6 (6) 6629 113.08-02 EN

Valve seating surface

inspecting
Summary
Combat corrosion attack, keep quality in the permitted range.
When regrinding the valve seating surface, the permissible valve plate thick-
ness is to be determined.
Measuring components and
Assessing contact pattern /wear condition.
Tools/aids required
1 Steel ruler - Inventory

113.03 113.05 113.06
Work sequence 1 - Checking the valve thickness

Work steps 1. Clean valve cone and remove any adhering carbon residue.
2. Determine plate thickness in new condition (HN) at measuring point (C)
on a new, same valve and note.

3. Mark one or more measuring points (C), depending on the state of the
valve cone to be tested, distributed on the periphery, using a felt-tip pen.
4. Measure and note the plate thickness using sliding calliper at point (C).
Dimension A = Difference between HN and the measured value must not
be greater than 10 % of HN (new condition) at any point
If regrinding is necessary on a used valve cone on the seating surface,

then the expected material reduction due to grinding should be taken
into account when assessing the determined grinding dimension A.
(The material reduction on the seating surface S further reduces the
plate thickness).
5. Measure and take note of the wear dimension (B) by placing a ruler on
the plate bottom with depth gauge or feeler gauge somewhere in the
centre of the plate. Dimension B may be maximum 3.0 mm at the deep-
General
2008-09-11 - de
est point.
6682 113.09-01 EN 1 (3)

Regrinding the valve seating surface (S) and possibly occurring hot cor-
rosion on the plate bottom could reduce the valve plate thickness to
inadmissible values.
1 Valve plate in new condition 2 Valve plate with maximum per-

mitted wear
A Wear dimension on the plate B Wear dimension in the plate cen-
edge at measuring point C tre
C Measuring point at 1/6 D from the D Valve plate outer diameter
plate diameter
E Tracer arms of the sliding calliper HN Plate thickness in the new condi-
tion at measuring point C
S Seating surface
Figure 1: Determine wear dimension A on the valve plate
Work sequence 2 - Checking for corrosion grooves on the valve plate outer diameter (D)
Circumferential corrosion grooves of low depth can be produced at the

transition from the base to the armouring material on the valve plate
outside diameter (D). The transition point must be checked for cracks. If
there are cracks the outside diameter it must be ground down until
there are no more cracks, whilst maintaining machining limits.
General
Work steps 1. Clean valve cone, do not damage surface by using the wrong cleaning
2008-09-11 - de
device (e.g. chipping hammer).
2 (3) 6682 113.09-01 EN

2. Check armouring transition by using the dye-penetrant method (Met-L-

Check) for cracks (see Work Card 000.34)

3. If there are cracks, regrind on valve plate outer diameter without coolant
supply until free from cracks, maintaining machining limits (see table 1).
Valve plate outer diameter Permitted rework related to diameter against
new condition
up to 100 mm 0.2 mm
over 100 mm 0.5 mm
Table 1: Limit values for rework on valve plate outer diameter

General
2008-09-11 - de
6682 113.09-01 EN 3 (3)

Operating device
2010-08-06 - de
6632 125-05 EN 1 (2)

Operating device

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 125-05 EN

Three-way valve M306
Operating device
checking, overhauling
Summary
Check components for quality/wear condition, ensure / restore operational
safety.
Control elements in the compressed air or control air system resp. are to be
checked and, if necessary, overhauled at regular intervals.
Disassembling/separating components,
Replacing sealing rings /sealing elements,
Assembling/refitting components.

1 Technician 0,5
Tools/aids required
Spare parts
Quantity Designation Number

1 Three-way valve 125.98.306
1 Set of wear parts 125.99.306
Work sequence 1 - Disassembling the three-way valve

Starting position Compressed air or control air system depressurised. Valve cleaned exter-
nally.
Work steps 1. Detach pipe connections (mark if necessary), remove fastening screws
and take out valve.
2. Plug the open pipe ends using suitable equipment to prevent the ingress
of dirt.
3. Unscrew roller lever (11), thread off valve guide (12) with cam follower
(13) and spring.
4. Continue dismantling valve and thoroughly clean all individual parts.
5. Check wear parts (V) for abrasion or hardening (in the case of sealing
General
rings), replace if necessary.

2007-08-01 - de
6682 125.02-01 EN 1 (2)

A wear parts kit is available from MAN Diesel & Turbo SE for you to use
Operating device
to overhaul the M306 three-way valve.
6. Check all moving parts for ease of movement prior to assembly.
Work sequence 2 - Assembling the three-way valve

The assembly is done in reverse order of the dismantling. In doing so,
observe the following points:
When assembling, take utmost care in maintaining cleanliness at the

workplace, even the smallest dirt particles can cause faults in the valve
or in the compressed air / control air system.
1. When assembling new sealing rings ensure that they are not twisted.
2. Lightly oil all parts prior to assembly.
11 Roller lever 14 Valve seat

12 Valve guide
13 Valve slide V Wear parts
Figure 1: Sectional view of the three-way valve M306
Connection 1 2 4
Position I closed connected
Position II connected closed
General
2007-08-01 - de
2 (2) 6682 125.02-01 EN

Three-way valve M317
Operating device
Summary
safety.

1 Technician 0,5
Tools/aids required
1 Hook wrench - Inventory
Spare parts

1 Three-way valve 125.98.317
Work sequence 1 - Disassembling the three-way valve

nally.
and take out valve.
of dirt.
3. Unscrew hexagon socket bolts (11) and remove upper section of casing
(12).
4. Unscrew valve guide (15) together with piston (13) and cam follower (14)
General
using hook spanner.

2007-08-01 - de
5. Take out valve seat (16) and remove valve (17).
6682 125.04-01 EN 1 (3)

6. Continue dismantling valve, thoroughly clean all individual parts and blow
off with compressed air.
Operating device
to overhaul the M317 three-way valve.
Work sequence 2 - Assembling the three-way valve


11 Hexagon socket bolt 16 Valve seat

12 Casing top section 17 Valve
13 Piston 18 Casing bottom section
14 Valve slide
15 Valve guide V Wear parts
General
Figure 1: Sectional view of the three-way valve M317

2007-08-01 - de
2 (3) 6682 125.04-01 EN

Operating device
Connection 1 2 4
5 pressurised connected closed
5 without pressure closed connected

General
2007-08-01 - de
6682 125.04-01 EN 3 (3)

3/2-way solenoid valve M329
Operating device
Summary
safety.

1 Technician 0,5
Tools/aids required

125.30
Spare parts Work Cards, classified into sub-assemblies

1 3/2-way solenoid valve 125.98.329
Work sequence 1 - Disassembling the 3/2-way solenoid valve

nally.
and take out valve.
General
of dirt.
2010-04-29 - de
3. Unscrew hexagon bolts (11) and hexagon socket bolt (12).
6682 125.05-01 EN 1 (4)

4. Remove connection piece (13) with emergency override (14) and

unscrew hexagon socket bolt (12).
Operating device

to overhaul the M329 3/2-way solenoid valve.
Work sequence 2 - Assembling the 3/2-way solenoid valve



Ensure the pins in the valve casing are arranged correctly, taking the
application of the 3/2-way solenoid valve M329 into consideration. If
the pin arrangement is incorrect, severe damage to the machine and
serious physical injury may result.

General
2010-04-29 - de
2 (4) 6682 125.05-01 EN

Operating device
11 Hexagon bolt 14 Emergency operation
12 Hexagon socket bolt 15 Valve casing
13 Connecting piece V Wear parts
I-V Valve functions
Figure 1: Sectional view of 3/2-way solenoid valve M329
The functions shown in Figs. 1 and 2 are available, depending on the pin
arrangement in the valve casing.

General
2010-04-29 - de
6682 125.05-01 EN 3 (4)

Operating device
I Starting valve, marine/stationary IV Emergency stop valve, stationary

engine engine
II Vent valve V Slow-turn valve
III Emergency stop valve, marine
engine
Figure 2: Valve function depending on pin arrangement
General
2010-04-29 - de
4 (4) 6682 125.05-01 EN

Emergency stop device
Operating device
Functional testing at the engine
Summary
Check condition/function of components; ensure/restore operating reliability.
Regularly check the control elements in the compressed air or control air
system and overhaul as necessary.
The work/work steps comprise:
Check of the emergency stop device.
Safety requirements
Personnel and time requirements

1 Technician 0.5
1 Assistant 0.5
Tools/aids required
1 Ear defenders - Inventory


125.05
Preliminary remarks
The emergency stop device essentially consists of emergency stop valve
M329/2 (designation of measuring range: 1SZV1012) and emergency stop
buttons as well as the corresponding signal lines. This must be checked at
regular intervals in accordance with the maintenance schedule to make sure
it is working properly. Different versions of the emergency stop valve are
used, depending on the area of application of the engine. The emergency
stop valve features in marine engines and is normally not used in stationary
engines.
General
2010-04-28 - de
6682 125.30-01 EN 1 (6)

Checking the emergency stop valve following removal/installa-

Operating device
tion
Each time the emergency stop valve is removed/installed, a function
check must be carried out. This check must first be carried out with
the engine at a standstill, and subsequently when running in idle.
Work sequence 1 - Checking the emergency stop valve

Starting position The engine is in idle, without dynamic load response.
Work steps Marine engines
1 Emergency stop valve M329/2 2 Emergency stop button

Figure 1: Emergency stop valve M329/2 (measuring range 1SZV1012) installed in
marine engines
Wear ear defenders

When operating the emergency stop valve (1), this is charged abruptly
with compressed air at a maximum pressure of 30 bar. This is accom-
panied by a loud bang. Please wear ear defenders.
General
2010-04-28 - de
2 (6) 6682 125.30-01 EN

1. Press the emergency stop button (2) at the emergency stop valve (1).
Make sure that the emergency stop button (2) is kept pressed down by
Operating device
the arresting device (3) (see Fig. 2).
2. Check the effects of the emergency stop operation:
When the emergency stop valve (1) is triggered, this is accompanied by a
loud bang.
Engines with conventional fuel injection
The control rods of the fuel-injection pumps are at the "Zero Filling" posi-
tion, the engine stops. It is no longer possible to push in the control rods
manually.
Engines with Common-Rail injection
The pressure in the Common-Rail accumulator is released immediately,
the engine stops. The engine control display indicates insufficient pres-
sure in the Common-Rail accumulator.
Malfunction of emergency stop device

If the engine continues running although the emergency stop has been
triggered, the fuel supply to the engine must be interrupted immedi-
ately.
2 Emergency stop button 3 Arresting device

Figure 2: Emergency stop button with arresting device – image on left: normal posi-
tion, image on right: locked in emergency stop position

General
2010-04-28 - de
6682 125.30-01 EN 3 (6)

Stationary engines
Operating device
1 Emergency stop valve M329/2 4 Connecting plug

5 Lock screw
Figure 3: Emergency stop valve M329/2 (measuring range 1SZV1012) installed in sta-
tionary engines
Wear ear defenders

When operating the emergency stop valve (1), this is charged abruptly
with compressed air at a maximum pressure of 30 bar. This is accom-
panied by a loud bang. Please wear ear defenders.
1. Unscrew lock screw (5) and pull off connecting plug (4). (see Fig. 3).
When the connecting plug (4) is pulled out, the electric circuit for the
emergency stop valve (1) is interrupted which causes it to trigger.
General
2010-04-28 - de
loud bang.
4 (6) 6682 125.30-01 EN

manually.
Operating device
Malfunction of emergency stop device

If the engine continues running although the emergency stop has been
triggered, the fuel supply to the engine must be interrupted immedi-
ately.
Work sequence 2 - Operating an emergency stop button

Starting position Engine stopped.
6 Emergency stop button

Figure 4: Emergency stop button
Work steps 1. Press the emergency stop button (6).
Overspeed
Before the engine is started, a corresponding emergency stop button
(6) must be pressed without fail. In engines equipped with an electronic
speed governor, there is a danger of the engine accelerating and going
into overspeed. When the emergency stop button (6) is pressed, the
engine control detects the emergency stop.
Work sequence 3 - Resetting the emergency stop valve

Starting position Engine stopped.
General
2010-04-28 - de
6682 125.30-01 EN 5 (6)

Work steps Marine engines

Operating device
1. Release the arresting device (3) for the emergency stop button (2). The
emergency stop button (2) then jumps back out and air is evacuated
from the emergency stop valve (1) (see Fig. 2).
Stationary engines
1. Plug in the connecting plug (4) for the emergency stop valve (1) and
screw in the lock screw (5) (see Fig. 3).
Work sequence 4 - Checking the emergency stop button

Starting position The emergency stop valve has been successfully checked. The engine is in
idle, without dynamic load response.
Work steps When an emergency stop button (6) is pressed, the emergency stop valve (1)
is triggered via the engine control.
1. Press all emergency stop buttons that belong to the engine (6).
loud bang.
manually.
General
2010-04-28 - de
6 (6) 6682 125.30-01 EN

5/2-way solenoid valve M367
Operating device
Summary
safety.

1 Technician 0,5
Tools/aids required
Spare parts

1 5/2-way solenoid valve 125.98.367
Work sequence 1 - Disassembling the 5/2-way valve

Starting position Compressed air or control air system depressurised. Valve exterior cleaned.
Work steps 1. Undo pipe connections (mark if necessary), remove fastening screws and
take out valve.
2. Seal open pipe ends to prevent the ingress of dirt using suitable equip-
ment.
3. Disassemble the valve and thoroughly clean all individual parts.
4. Check wear parts for wear or hardening (in sealing rings), replace with
new ones if necessary.
General
2007-08-01 - de
6682 125.08-02 EN 1 (2)

Operating device


Figure 1: 5/2-way solenoid valve M367
Connection 5 4 1 2 3
Magnet deenergised connected connected closed
Magnet energised closed connected connected
General
2007-08-01 - de
2 (2) 6682 125.08-02 EN

Pressure-reducing valve M409
Operating device
Summary
safety.

1 Technician 0,5
Tools/aids required
Spare parts

1 Pressure-reducing valve with pressure gauge 125.98.409
Work sequence 1 - Disassembling the pressure-reducing valve

nally.
and take out valve.
of dirt.
3. Unscrew cylinder screws (11) and knurled screw (14).
4. Detach upper section of casing (12) from lower section of casing (13) and
remove wear parts (V).
General
2007-03-28 - de
6682 125.09-01 EN 1 (3)

Operating device
to overhaul the M409 pressure reducing valve.
Work sequence 2 - Assembling the pressure-reducing valve


General
2007-03-28 - de
2 (3) 6682 125.09-01 EN

Operating device
11 Cylinder screw 14 Knurled screw
12 Casing top section
13 Casing bottom section V Wear parts
Figure 1: Sectional view of the pressure-reducing valve M409

General
2007-03-28 - de
6682 125.09-01 EN 3 (3)

Compressed air filter M462
Operating device
Summary
safety.

1 Technician 0,5
Tools/aids required
Spare parts

1 Compressed air filter 125.98.462
1 Filter insert 125.99.462
Work sequence 1 - Disassembling the compressed air filter

Starting position Compressed air or control air system depressurised. Filter cleaned externally.
and take out filter.
of dirt.
3. Drain the compressed-air filter initially via the hexagon bolt (13).
4. Unscrew the hexagon nut (11) and remove the pipe clamp.
5. Dismantle filter and thoroughly clean all individual parts.
6. Clean filter insert (12) according to the manufacturer's specifications, or
replace with new one as necessary.
General
2007-03-28 - de
6682 125.10-01 EN 1 (2)

You can obtain the filter insert for the M462 compressed-air filter from
Operating device
MAN Diesel & Turbo SE.
Work sequence 2 - Assembling the compressed air filter


11 Hexagon nut
12 Filter insert
13 Hexagon bolt
Figure 1: Sectional view of the compressed air filter M462

General
2007-03-28 - de
2 (2) 6682 125.10-01 EN

Limit switch M745
Operating device
Summary
safety.
Electric/ electronic control and/or switch elements are to be checked and, if
necessary, overhauled at regular intervals.
Checking parts/ components,

1 Technician 0,5
Tools/aids required
Spare parts

1 Limit switch 125.98.745
Work sequence 1 - Disassembling the limit switch

Starting position No voltage is present at the limit switch.
Work steps 1. Release cable connections (mark if necessary), remove fastening screws
and disassemble switch.
2. Remove roller lever (1), unscrew cylinder screws (2) and remove push-
button.
3. Unscrew cylinder screw (3) and cover (4).
4. Disassemble the limit switch further and thoroughly clean all individual
parts.
General
2007-03-28 - de
6682 125.12-01 EN 1 (2)

Operating device
Work sequence 2 - Assembling the limit switch

Keep the workplace absolutely clean when assembling.
1 Roller lever
2 Cylinder screw
3 Cylinder screw
4 Cover
Figure 1: Illustration of the limit switch M745

General
2007-03-28 - de
2 (2) 6682 125.12-01 EN

2/2-way solenoid valve M314/M315/M316
Operating device
Summary
safety.

1 Technician 0,5
Tools/aids required
Work sequence 1 - Disassembling the 2/2-way solenoid valve

Starting position Compressed air or control air system depressurised. Valve exterior cleaned.

Work steps 1. Undo pipe connections (mark if necessary), remove fastening screws and
take out valve.
2. Seal open pipe ends to prevent the ingress of dirt using suitable equip-
ment.
3. Disassemble the valve and thoroughly clean all individual parts.
4. Check wear parts for wear or hardening (in sealing rings), replace with
new ones if necessary.

General
2007-07-31 - de
6682 125.14-01 EN 1 (2)


Operating device
Figure 1: 2/2-way solenoid valve M314/M315/M316
Connection A B
Magnet deenergised closed closed

Magnet energised connected
General
2007-07-31 - de
2 (2) 6682 125.14-01 EN

Speed regulation
2010-08-06 - de
6632 140-05 EN 1 (2)

Speed regulation

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 140-05 EN

Electronic speed governor
Speed regulation
Check in the case of an error
Summary
Ensure correct execution of work, allow emergency mode.
Electronic speed governors are largely maintenance-free. However, if operat-
ing problems do occur, the cause of the error must be remedied as quickly
as possible.
The work includes:
Repair of the speed governor.
Tools/aids required

203.02
Work sequence 1 - Repairing the speed governor

Starting position Speed governor, alarm in engine control room.
Work steps 1. Open speed governor cubicle (10).
2. Remove cover from digital controller (11).
3. Connect hand-held parameterising unit (17) to socket (4) of digital con-
troller.
4. If "NO PARAMETER IN MASK" appears in the display (18), press "MASK

ON / OFF" button.
5. Read off error flag (text in 4th line) on display.
Display shows the last fault that has arisen.
6. Search for and note down corresponding code number in Table 1.

7. Look for the code number in the "Fault handling" section of the governor
brochure entitled "Programming the digital controller" and eliminate the
cause by carrying out the measure described.
8. If parameters have been modified, save these changes (by pressing
"2nd" button followed by "SAVE DATA" button).
V32/40
2007-11-06 - de
6632 140.01-01 EN 1 (5)

9. Press "RESET" button (14) on digital controller.

If other faults are present, the next error flag appears in the display once
Speed regulation
the cause of the previous fault has been eliminated. If this is the case,
repeat points 5 to 9. Do this until no further error flags appear on the dis-
play.
10. Press the "2nd", "CLEAR ERR", "2nd" and "ERASE ERR" buttons in this
order to delete errors that are not automatically deleted and to erase the
error memory.
11. Disconnect the hand-held parameterising unit, mount the cover on the
digital controller. Close the speed governor cubicle.
6 Actuator 8 Pull rod KGS Free engine end

7 Control rod 9 Position pick-up
Figure 1: Fitting the actuator for the governor
If the cause of the fault which led to the failure of the speed governor elec-
tronics cannot be eliminated and the speed governor therefore cannot be
brought into operation, proceed as follows:
▪ With the hand-held parameterising unit plugged in, press the "MASK
ON / OFF", "2nd" and "ERRORS" buttons in this order, make a note of all
V32/40
2007-11-06 - de
error flags that are set to "1" and consult MAN Diesel & Turbo SE.
2 (5) 6632 140.01-01 EN

Example: ERR FEEDBACK O = no error indicated by error flag
Speed regulation
ERR EED OVER 1 = error indicated by error flag
▪ Disconnect the hand-held parameterising unit.

▪ Deactivate the automatic circuit breakers (12 and 13).
When the power supply is switched off, an alarm is signalled in the

engine control room.
▪ Mount hand crank on governor control linkage (see Work Card 203.02)
and operate engine by hand.
10 Speed governor cubicle 12 Automatic circuit breaker

11 Digital controller 13 Automatic circuit breaker
Figure 2: Speed governor cubicle
1-5 Connecting socket 15 "RESET" button

11 Digital controller 16 LED row
14 7-segment display
Figure 3: Digital controller
V32/40
2007-11-06 - de
6632 140.01-01 EN 3 (5)

Speed regulation
17 Hand-held parameterising unit 19 Keyboard

18 Display
Figure 4: Hand-held parameterising unit
Error flag Code number Error flag Code number

(ERR) (SERR)
ERR_ACTUATOR_DIFF 3004 SERR_ACTUATOR_DIFF 3104
ERR_ADC1 3041
ERR_ADC2 3042
ERR_ADC3 3043
ERR_ADC4 3044
ERR_ADC5 3045
ERR_ADC6 3046
ERR_ADC7 3047
ERR_ALINE 3068 SERR_ALINE 3168
ERR_AMPLIFIER 3005 SERR_AMPLIFIER 3105
ERR_BOOST 3023 SERR_BOOST 3123
ERR_CALC_TIME 3069 SERR_CALC_TIME 3169
ERR_CLEAR_FLASH 3065
ERR_CPU2 3014 SERR_CPU2 3114
ERR_CURVE 3060 SERR_CURVE 3160
ERR_DATA 3062 SERR_DATA 3162
ERR_FEEDBACK 3001 SERR_FEEDBACK 3101
ERR_FEEDBACK 3002 SERR_FEEDBACK2 3102
ERR_FEEDBACK 3003 SERR_FEEDBACK3 3103
V32/40
ERR_FEEDBACK_ADJUST 3000 SERR_FEEDBACK_ADJUST 3100

2007-11-06 - de
ERR_GAS_PRESS_MIX 3030 SERR_GAS_PRESS_MIX 3130
4 (5) 6632 140.01-01 EN

Error flag Code number Error flag Code number
Speed regulation
(ERR) (SERR)
ERR_GAS_PRESS_RED 3031 SERR_GAS_PRESS_RED 3131
ERR_INTER 3072 SERR_INTER 3172
ERR_LMG_INPUT 3029 SERR_LMG_INPUT 3129
ERR_LOGICAL 3064 SERR_LOGICAL 3164
ERR_MAP 3061 SERR_MAP 3161
ERR_MEMORY 3063 SERR_MEMORY 3163
ERR_OIL_ECY 3010 SERR_OIL_ECY 3110
ERR_OIL_PRESSURE 3024 SERR_OIL_PRESSURE 3124
ERR_OIL_WARN 3009 SERR_OIL_WARN 3109
ERR_PICK_UP1 3007* SERR_PICK_UP1 3107
ERR_PICK_UP2 3008* SERR_PICK_UP2 3108
ERR_PROG_FLASH 3066* SERR_PROG_FLASH 3166
ERR_SETPOINT1 3020 SERR_SETPOINT1 3120
ERR_SPEED_OVER 3006 SERR_SPEED_OVER 3106
ERR_STACK 3070 SERR_STACK 3170
ERR_SYNCHRON_INPUT 3028 SERR_SYNCHRON_INPUT 3128
ERR_TEMP_CHARGE_AIR 3027 SERR_TEMP_CHARGE_AIR 3127
ERR_TEMP_COOL_WATER 3025 SERR_TEMP_COOL_WATER 3125
ERR_TEMP_OIL 3026 SERR_TEMP_OIL 3126
ERR_USER 3067 SERR_USER 3167
ERR_VOLTAGE 3011 SERR_VOLTAGE 3111

ERR_VOLTAGE2 3012 SERR_VOLTAGE2 3112
ERR_VOLTAGE3 3013 SERR_VOLTAGE3 3113
ERR_WATCHDOG 3071 SERR_WATCHDOG 3171
Table 1: Assignment of error flag to code number
* also see Work Card 400.01

V32/40
2007-11-06 - de
6632 140.01-01 EN 5 (5)

MAN Diesel & Turbo 160-162
Starting air pilot valve/Starting valve/Main starting valve

2010-08-06 - de
6632 160-162-05 EN 1 (2)

160-162 MAN Diesel & Turbo

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 160-162-05 EN

Starting air pilot valve

Summary
Execute work on time according to the maintenance schedule, ensure/
restore operational safety.
Starting air pilot valves are to be checked at regular intervals and overhauled,
if necessary.
Removing/disassembling components,
Replacing sealing rings/elements,
Assembling/fitting components.
Tools/aids required
Technical data
Starting air pilot valve 8,5 kg
Work sequence 1 - Removal and dismantling of the starter pilot valve

On opening the starter air systems, ensure that no dirt of any kind can
enter the valves and pipes. Block open pipe ends with plastic caps or
adhesive tape. Dismantle starter pilot valve only at a clean workplace,
and use degreasing agents and compressed air for cleaning.
Absolute cleanliness at the workplace is essential when re-assembling.
Dirt particles of any kind can cause malfunctioning in the starter sys-
tem.
Work steps 1. Unscrew the air supply pipe (2) and control air pipe (4) from the casing
(9). Figure 1.
2. Remove the complete starter pilot valve and dismantle, clean all the
parts, blow out the pontrol air holes, check the sliding surfaces and the
set of seals (6) for wear, and replace if necessary.
2007-11-05 - de
32/40
6629 160.01-02 EN 1 (2)

1 Spacing washer 6 Set of seals 12 Pitot tube

2 Air supply pipe 7 O-ring seal 13 Starting cams
3 Hexagon bolt 8 PTFE ring A Clearance
4 Control air line 9 casing B New dimension 2±0.6 mm
5 Control piston 11 Cylinder crankcase
Figure 1: Starter pilot valve - Arrangement left/Control piston right. Figure shows a clockwise rotating engine
Work sequence 2 - Assembly of the seal set

Work steps 1. Insert O-ring seal (7) in groove.
2. Heat PTFE-Ring (8) in oil to 80 -100 °C.
3. Pull PTFE ring over control piston (5) into the groove.
4. Reshape the expanded PTFE-Ring by placing the control piston (5) into
the oiled casing (9).
Work sequence 3 - Assembly and installation of the starter pilot valve

Starting position Check all parts for cleanliness and assemble and fit in the reverse order. The
following must be particularly observed:
Work steps 1. Check the control piston (5) mobility.
2. Check the gap (A) after screwing both the hexagon bolts (3) in (see Oper-
ating Instructions Section 2.5), if necessary remove the starter pilot valve
again and correct by changing the dimension (B) by removing foils from
the spacing washer (1).
3. Upon completion, check the air pipes (2 and 4) for leakage and function-
ality.
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2 (2) 6629 160.01-02 EN

Starting valve

Summary
Starting valves are to be checked at regular intervals and overhauled, if nec-
essary.
checking for leakages,
Tools/aids required
1 Thrust piece 161.018-1 Standard
1 Cleaning tool 055.149 Standard
1 Ring nut M12 000.182 Standard

disulphide)

000.30 161.03
Technical data
Starting valve 6,5 kg
Thrust flange 5,5 kg
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6629 161.01-01 EN 1 (4)

Work sequence 1 - Checking for leakage
If the starting line becomes hot during operation, the engine should be
shut down immediately whenever possible and the faulty starting valve
replaced. Make all air pipes pressureless before work on the starting
valve. Close the shut-off valve on the compressed air tank.
1 Cylinder head
2 Thrust flange
3 O-ring seal
4 O-ring seal
5 Starting valve
6 Stud
7 Hexagon nut
8 Control air line
Figure 1: Starting valve in the cylinder head

Work steps 1. Remove the pipe section between the main starting valve and the distrib-
uting pipe to the starting air pilot valves and seal the open ends with a
union nut and sealing plug. This ensures that no starter valve can be
charged with pontrol air.
2. Open the indicator valves on the cylinder head.
3. Switch piston to ignition TDC (inlet and exhaust valve closed).
4. Vent starting pipe. Leaking starting valves can be detected by the air out-
let on the indicator valves.
Overhaul leaking starting valves as soon as possible, otherwise the

valve seat will continue to deteriorate.
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2 (4) 6629 161.01-01 EN


Work sequence 2 - removing the Starting valve
Work steps 1. Unscrew the pontrol air line (8) from the thrust flange (2).
2. Unscrew two hexagon nuts (7) and remove the thrust flange.
3. Screw the spindle (161.018-5) until it fits onto the starting valve (5).
4. Set thrust piece (161.018-1) over the spindle on cylinder head (1), screw
on collar nut (10).
5. Release the starting valve by turning the collar nut and carefully unscrew.
6. Screw the ring nut (000.182) onto the spindle, hook onto lifting tackle
with shackle (002.452) and rope, and remove from the cylinder head
7. Clean the starting valve bore in the cylinder head using a cleaning tool
(055.149). Make sure that no foreign bodies fall into the combustion
chamber.
8. Non-return valve seating surface in the cylinder head, grind if necessary
9. Cover the opening in the cylinder head.
10. Place starting valve on the workbench and remove tool.
11. Dismantle starting valve and clean it (see Work Card 161.02).
1 Cylinder head
5 Starting valve
9 Adjacent cylinder head
10 Collar nut M20
Figure 2: Removing and installing the starting valve
Work sequence 3 - installing the Starting valve

Starting position Starting valve cleaned and checked, damaged parts replaced.
The installation is carried out in reverse order from the disassembling. The
following must be observed when doing so:
1. Insert new O-ring seals (3 and 4), lubricated with acid-free grease, in the
ring groove, ensuring that it is tightened equally around the entire circum-
ference and not twisted.
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2. Fit starting valve (5) with the spindle (161.018-5) and ring nut (000.182).
6629 161.01-01 EN 3 (4)

3. Coat screw thread and contact face of the hexagon nut (7) with MoS2
lubricant, screw on and tighten alternately to specified torque (see Work
Card 000.30).
If the starting valve is installed in a cylinder head at operating tempera-

ture, tighten the two hexagon nuts (7) initially only hand-tight and, only
after temperature equalisation, with specified torque.
4. After installing the starting valve, check for leakage (see work sequence
1).
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4 (4) 6629 161.01-01 EN

Starting valve

Summary
essary.
disassembly of components,
replacement of sealing rings/sealing elements,
assembly of components.
Tools/aids required
1 Socket spanner insert 19x12.5L 001.767 Standard
disulphide)
1 Touching-test ink - Inventory

000.30

Work sequence 1 - Dismantling the starting valve
Starting position Starting valve removed and placed on the workbench.
Work steps 1. Load starting valve on two surfaces of the valve cone (21) in the vice.
2. Unscrew hexagon nut (11), this releases the compression spring (19).
3. Remove piston (15) from the valve cone. Then remove casing (20) with
compression spring.
4. Dismantle set of seals (12 and 16) from piston.
5. Clean all individual parts, check for attrition and damage.
6. Non-return valve seats with touching test.
7. If grinding is necessary, clamp house carefully in vice, without damaging
any sealing faces. Assemble valve cone with piston without compression
spring and sets of seals in casing. Coat valve seat with fine grinding
paste and rotate valve cone to and fro. Raise valve cone in the mean-
while, so that grinding paste can be redistributed. After grinding, clean
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valve cone, casing and piston.
6629 161.02-01 EN 1 (3)

Remove as little material as possible and grind only until a uniform

matt-grey annular surface is obtained (check with touching-test ink).


12 Set of seals 18 PTFE ring
13 O-ring seal 19 Compression spring
14 PTFE ring 20 casing
15 Piston 21 Valve cone
16 Set of seals
Figure 1: Sectional view of the starting valve (left)/removed piston with sealing sets
(right)
Work sequence 2 - Mounting of the sets of seals (12 and 16)

Work steps 1. Insert O-ring seal (13 or 17) in groove.
2. Heat PTFE-Ring (14 or 18) in oil to 80 °C - 100°C.
3. Pull PTFE ring over piston (15) into the groove.
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4. Reshape the expanded PTFE ring by placing the piston into the oiled
casing (20).
2 (3) 6629 161.02-01 EN


Work sequence 3 - Assembling the starting valves
Starting position All individual parts cleaned, checked and possibly renewed.
Work steps The assembly of the starting valve is done in reverse order of the dismantling.
The following must be observed when doing so:
Coat screw thread and contact face of the hexagon nut (11) with MoS2 lubri-
cant, screw them on and tighten to the specified torque (see Work Card
000.30).

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6629 161.02-01 EN 3 (3)

Starting valve

Grind seating surface in the cylinder head
Summary
essary.
The work includes:

1 Technician 0,5
Tools/aids required
1 Grinding-in fixture 055.197 Standard
1 Guide bush 055.197-3 Standard
1 Grinding wheel 055.197-9 Standard
1 Small grinding plates (set) 055.197-13 Standard
1 Pliers for locking rings 055.197-19 Standard
1 Quick-acting cleanser Loctite 7061 055.197-21 Standard
1 Tap wrench 055.197-23 Standard

1 Torch - Inventory

161.01
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6629 161.03-02 EN 1 (4)

Work sequence 1 - Grinding the starting valve seating surface
1 Cylinder head
A maximum allowable dimension
Figure 1: Summarised display of the max. permitted dimension for grinding the start-
ing valve seating surface
Starting position Starting valve disassembled.
Work steps 1. Insert grinding wheel (055.197-9) onto the spindle (055.197-1) and fix
with hexagon nut (22) (see figure 3).
2. Pull out consumed grinding plates (055.197-13) from the grinding wheel
and remove any adhering adhesive residues by using quick-acting
cleanser (055.197-21).
3. Stick new grinding plates onto the grinding wheel (see figure 2).
4. Place grinding device in the cylinder head (1), paying attention to the
guide bush (055.197-5).
5. Insert guide bush (055.197-3) with outer Ø 70 mm and guide grinding
tool into the starting valve bore.
6. Rotate grinding tool to and fro, raise in-between and blow off grinding
dust with compressed air.
Remove only so much material that valve seating surface is shiny and
undamaged over the entire width, Non-return valve seating surface
often during the grinding process. Maximum permitted dimension A:
388.5 mm. If a measured spacing is larger than the permitted dimen-
sion, the cylinder head must be changed.
7. Remove grinding tool (055.197) after the grinding process is complete

and clean valve seating surface carefully with cleaning tool (055.149) (see
Figure 3).
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2 (4) 6629 161.03-02 EN

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MAN Diesel & Turbo
6629 161.03-02 EN
Figure 2: Gluing the grinding plates in position
Work Cards, classified into sub-assemblies Starting air pilot valve/Starting valve/Main starting valve
32/40
3 (4)
161.03
1 Cylinder head 22 Hexagon nut

Figure 3: Grinding (left) and cleaning (right) of the starting valve seating surface in the
cylinder head
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4 (4) 6629 161.03-02 EN

Main starting valve

Summary
The main starting valve is to be checked, cleaned and overhauled, if neces-
sary, at regular intervals.
Separating parts/ components,
Tools/aids required
1 Threaded rod - Standard
Technical data
Main starting valve 26,2 kg
Work sequence 1 - Removal and dismantling

Starting position Engine stopped, no starting process necessary. Compressed air tank, relief
valves opened in compressed air pipes.
When opening the starting air and pontrol air systems, see that no dirt Work Cards, classified into sub-assemblies
can enter the valves and pipes. Block open pipe ends with plastic caps
or adhesive tape. Dismantle main starting valve and control valves only
in a clean workplace, use grease solvent and compressed air for clean-
ing.
Keep the workplace absolutely clean when assembling and act with extreme
care. Even the smallest dirt particles can cause malfunctions.
32/40;L32/40CR;L40/54
Work steps 1. Release pipe connections, remove hexagon bolts (1) and dismantle valve
(pay attention to sealing rings (2)).
2. Block open pipe ends against penetration of dirt.
3. Release and remove hexagonal bolts (3), mark the position of the casing
(4) to the valve seat (14).
4. Separate casing from valve seat. Remove, clean and blow with com-
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pressed air all individual parts (5-7) and check the condition, replace if
necessary.
6629 162.01-01 EN 1 (3)

5. Release and remove closing cap (8), take out vent valve, separate into all
individual parts (9-13).
6. Clean and blow with compressed air all individual parts and check the
condition, change if necessary.
7. If necessary, finish grind valve piston (5) or venting taper (9) in valve seat
(14 or 10) using fine grinding paste.
When grinding, remove only a little material and grind only until a matt
grey annular surface has appeared without scarring. The tightness can
be tested by using fuel or touching-test ink. A threaded rod M10 is used
for grinding the valve piston (5) which is screwed into the valve piston.
1 Hexagon bolt 9 Bleeding cone

2 Sealing ring 10 Valve seat
3 Hexagon bolt 11 Nut
4 casing 12 Piston
5 Valve piston 13 Seal ring, consisting of: O-ring
and PTFE ring
6 Seal ring, consisting of: O-ring 14 Valve seat
32/40;L32/40CR;L40/54
and PTFE ring

7 Compression spring 15 Safety valve
8 Closing cap
Figure 1: Main starting valve
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2 (3) 6629 162.01-01 EN


Work sequence 2 - Assembly
Carry out assembly in the reverse sequence. Pay particular attention to the
ease of movement of the moving parts and the tightness of the separation
joints. Carry out functional check after the installation. If the casing is to be
checked for leakage then the moving inner components are not fitted at first.
The test takes place with a test pressure of max. 45 bar.
When installing new seal rings (6 or 13) proceed as follows:
1. Insert the O-ring in the groove.
2. Heat PTFE-Ring in oil to 80 -100°C.
3. Pull PTFE-Ring over groove edge into the groove.
4. Shape back the expanded PTFE Ring by placing the valve piston (5) or
venting taper (9) in the oiled casing (4) or the valve seat (10).

32/40;L32/40CR;L40/54
2007-07-18 - de
6629 162.01-01 EN 3 (3)

Fuel-injection pump/drive
2010-08-06 - de
6632 200-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 200-05 EN

Fuel injection pump
inspecting
Summary
rect execution of work, check components for quality/wear condition.
Check Fuel injection pumps at regular intervals.
The work includes:
Checking parts/ components.
Tools/aids required
Preliminary remarks
The attrition of the pump elements depends mainly on abrasive or corrosive
components of the fuel. Preheating as specified, separation and filtering as
well as timely servicing and change of wear parts (baffle screws) also contrib-
ute towards extending the life in the face of adverse initial conditions.
Work sequence 1 - Checking a fuel injection pump

Starting position Cap of the injection camshaft covering and covering on the exhaust counter
side removed.
Work steps 1. Check condition (lubrication) of the injection cams (33), drive rollers (32)
and tappet guide.
2. Remove hexagon bolt (22) between control rod (25) and jointed head (24)

check easy movability of control rod and regulating sleeve (26).
Heavy to move or stuck regulating sleeve can be made free moving

again by using diesel fuel.
3. Insert hexagon bolt (22) again and fasten with hexagon nut (23).
4. Block off the fuel pipes (fuel system not pressurised).
5. Unscrew both baffle screws (7) of each injection pump (16) and check for
wear, replace baffle screws if necessary.
6. Screw baffle screws (17) including new sealing rings (18) into fuel injec-
tion pump (16) hand-tight.
7. Open the fuel pipes.
8. Check the leakage fuel drain at extended intervals. If there are major
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leakage losses, remove the relevant pump element (27). If the sealing
rings (19) and O-ring seals (20 and 21) are OK, then the pump element
must be replaced.
6629 200.01-01 EN 1 (2)

16 Fuel injection pump 25 Rack

17 Baffle screw 26 Regulating sleeve
18 Sealing ring 27 Pump element
19 Sealing ring 28 Monobloc cylinder
20 O-ring seal 29 Pump plunger

21 O-ring seal 30 Cylinder crankcase
22 Hexagon bolt 31 Tappet
23 Hexagon nut 32 Drive roller
24 Jointed head 33 Injection cams
Figure 1: Fuel injection pump
A pump element comprises monobloc cylinder (28) and pump plunger

(29).. Pump plunger and monobloc cylinder can only be changed
together because both parts are matched to each other. In addition we
recommend fitting new sealing rings (19) and O-ring seals (20 and 21)
when fitting new pump elements.
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2 (2) 6629 200.01-01 EN

Fuel injection pump
shut off
Summary
Ensure correct execution of work, allow emergency operation.
Injection pumps must always be switched off if the individual running gears
need to be taken out of service.
The work includes:
Checking parts/components
Tools/aids required
1 Spring washer 200.078 Standard
Preliminary remarks
In the event of malfunctioning of the injection system, on cylinder head, on
the valve control or on dismounted running gear, the associated injection
pump should be switched off, so that an emergency operation can be
ensured (see operating instructions Section 3.6).
When switching off the control rod of the corresponding injection pump is
blocked in the ZERO position.
The fuel supply to the injection pump must not be blocked off (pump
plunger lubrication).

The filling of the remaining fuel injection pumps is enabled by unbuckling the
buckling lever on the switched-off injection pump.
Work sequence 1 - Switching off a fuel injection pump

Starting position Covering on the exhaust counter side over the relevant cylinder is removed,
damaged parts are removed or the required measures for realisation of
emergency operation are in place (see Operating Instructions, section 3.6).
Work steps 1. With the engine at standstill, check that control rod (25) is in ZERO posi-
tion, or, with the engine running, pull control rod against the force of the
buckling lever spring in ZERO position and keep it held there.
2. Fit two-part pipe clamp (200.078) on control rod, screw in hexagon
socket bolt (35) loosely.
3. Push the pipe clamp until it rests on the casing (34) and tighten the hexa-
gon socket bolts hand-tight.
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6629 200.02-01 EN 1 (2)

25 Rack 35 Hexagon socket bolt

34 Casing
Figure 1: Fuel injection pump with blocked control rod
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2 (2) 6629 200.02-01 EN

Fuel injection pump
Summary
Fuel injection pumps are to be dismantled within the scope of maintenance
and repair work.
Tools/aids required
1 Lever 200.079-1 Standard
1 Bracket 200.079-6 Standard
1 Spring clip 200.079-8 Standard
1 Ring extension SW24 200.073 Standard
1 Offset screwdriver 000.445 Standard

disulphide)

000.30 434.01
Technical data
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Fuel injection pump 36,5 kg
6629 200.03-01 EN 1 (6)

Work sequence 1 - Removing a fuel injection pump

Starting position Covering on the exhaust counter side removed, fuel injection pipe removed.
Work steps 1. Turn the engine so that the roller of the injection pump (16) is on the cam
base circle of the camshaft (spring relieved as much as possible).
2. Close all requisite shut-off valves (e.g. for fuel pipes, air lines etc.).
3. Remove the air pipe, fuel leakage pipe, lube oil pipe and sealing oil line (if
fitted) from the injection pump.
4. Unscrew the hexagon socket bolts (41) with hexagon screwdriver
(000.445) and remove the flanges (40) of the fuel admission pipe (38) and
drain line (42).
5. Remove the hexagon bolt (22) between the linkage rod (25) and jointed
head (24).
16 Fuel injection pump 37 Governor control linkage

22 Hexagon bolt 38 Fuel admission pipe
24 Jointed head 40 Flange
25 Rack 41 Hexagon socket bolt
36 Buckling lever 42 Fuel drain pipe
Figure 1: Attached fuel injection pump
The correct length of universal head between the buckling lever and
control rod has been set by the manufacturer and locked in position.
We would point out that the jointed head must not be dismantled and
the set length between the injection pump and the speed governor
must only be adjusted to correct the zero setting.
1. Push it in completely to protect the control rod (full load position).

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2. Unscrew the hexagon nuts (45) from the ring extension (200.073).
3. Screw the retainer (200.079-6) on the injection pump.
2 (6) 6629 200.03-01 EN

On engines with a gallery fitted, removal and fitting by lever (200.079-1)
can create problems. In this case continue at work step 14. The work
steps 9 to 13 need not be carried out in this case.
4. Insert the lever (200.079-1) in the retainer and connect with pin
(200.079-7). Secure the pin with the dowel pin (200.079-8).
5. Fasten the cable (44) with the shackles (002.452) onto the lever and sus-
pend from the lifting tackle.
6. Lift the rope until the lever is roughly in the position shown in figure 2/I.
7. Lift the injection pump by pushing the lever until it is located outside the
hole (see figure 2/II).
8. Hold the injection pump in this position and remove to the side.
When removing, ensure that studs are undamaged and that the injec-
tion pump does not collide with anything or does not stick, thereby
damaging components.
9. Remove the charge air pipe section (43) located above and fix the rope
directly on the holder (200.079-6) with shackle (002.452) with pin
(200.079-7) and dowel pin (200.079-8).
10. Remove injection pump (16) carefully upwards with lifting tackle.
11. Cover the resulting opening on the cylinder crankcase (30).
12. Place aside injection pump on clean support.
13. Completely detach the tool.
14. Clean injection pump externally.

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6629 200.03-01 EN 3 (6)

16 Fuel injection pump 33 Injection cam 45 Hexagon nut

24 Jointed head 36 Buckling lever 46 Stud
25 Rack 43 Charge air pipe 47 O-ring seal
30 Cylinder crankcase 44 Rope
Figure 2: Removing a fuel injection pump (illustration shows in-line engine)
Work sequence 2 - Fitting a fuel injection pump

Starting position Injection pump is cleaned and checked, control rod is pushed in completely
for protection (full load position).

Work steps 1. Clean contact face on the injection pump (16) and cylinder crankcase
(30).
2. Place the new O-ring seals (39), coated with acid-free grease, in the ring
grooves on the fuel admission pipe (38) or drain line (42), taking care that
they are not twisted.
3. Screw the retainer (200.079-6) on the injection pump.
Depending upon the type of removal, the work steps 4 to 9 or 10 to 13

must be carried out when fitting.
4. Insert the lever (200.079-1) in the retainer and connect with pin
(200.079-7). Secure the pin with the dowel pin (200.079-8).
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5. Fasten the cable (44) with the shackles (002.452) onto the lever and sus-
pend from the lifting tackle. Lift the injection pump.
4 (6) 6629 200.03-01 EN

6. Insert new O-ring seal (47), lubricated with acid-free grease, in the ring
groove, ensuring that this is tightened equally around the entire circum-
ference and is not twisted.
7. Lift the injection pump by pushing the lever down.
8. Slide the injection pump under the charge air pipe (43) and over the hole.
9. Release the pressure on the lever, thus causing the injection pump to
lower into the hole.
Ensure that the injection pump during fitting does not hit anywhere or
remain hanging, damaging parts.
10. Fix the rope directly on the retainer (200.079-6) with shackle (002.452)
with pin (200.079-7) and dowel pin (200.079-8).
11. Lift the injection pump.
12. Insert new O-ring seal (47), lubricated with acid-free grease, in the ring
groove, ensuring that this is tightened equally around the entire circum-
ference and is not twisted.
13. Place the injection pump (16) over the hole and carefully lower into the
hole with lifting tackle.
When installing, see that studs are not damaged.

15. Place new O-ring seals (39) coated with acid-free grease in ring grooves
on the flange (40), ensuring that it is not twisted.

16. Slide the flange between the injection pump and the fuel admission pipe
or drain line and loosely screw the hexagon socket bolts (41) in position
up to contact with a hexagon screwdriver (000.445) so that the injection
pump can align itself.
17. Apply MoS2 lubricant to threads and resting surface of the hexagon nut
(45) and screw them onto studs (46) hand-tight.
18. Turn the engine over (the roller of the injection pump aligns with the cam).
19. Tighten the hexagon nuts (45) onto the ring extension (200.073). Ensure
specified torque (see Work Card 000.30) (tightening sequence see figure
3).
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6629 200.03-01 EN 5 (6)


16 Fuel injection pump
45 Hexagon nut
46 Stud
AG Exhaust counter side
S
Figure 3: Tightening sequence of the fixing nuts

1. Tighten hexagon socket bolts (41).
2. Fit the air line, fuel leakage pipe, lube oil pipe and sealing oil pipe (if fitted)
to the injection pump.
3. Attach fuel injection pipe (see Work Card 434.01).
4. Fix the jointed head (24) onto control rod (25).
The correct length of universal head between the buckling lever and
control rod has been set by the manufacturer and locked in position.
We would point out that the set length must only be adjusted to cor-
rect the zero setting between the injection pump and the speed gover-
nor.
5. Open all shut-off valves closed in work sequence 1.

6. Check that the control rod is in the end ZERO position when the entire
governor control linkage is set to ZERO (compare control rod position
with the position on the other injection pumps).
7. After commissioning determine the ignition pressure by indexing.
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6 (6) 6629 200.03-01 EN

Fuel-injection pump
disassembly and assembly
Summary
Execute the work in time according to the maintenance schedule, ensure the
correct execution of work, ensure / restore operational safety.
Fuel injection pumps are to be dismantled within the scope of maintenance
and repair work.
Replace packing rings /sealing elements,

1 Technician 4
1 Assistant 4
Tools/aids required
1 Removing fixture 200.109 Standard
1 Thrust plate 200.109-1 Standard
1 Support ring 200.109-2 Standard
1 Bridge 200.074-1 Standard
1 Thrust piece with spindle 200.074-6 Standard

1 Hexagon screwdriver 6L 200.095 Standard
1 Hexagon screwdriver 6K 200.096 Standard
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6629 200.04-05 EN 1 (8)



disulphide)

000.30 200.03
Work sequence 1 - Dismantling a fuel injection pump
The assembly of injection pumps is to be executed with great care, as

smooth working and good sealing is possible only with undamaged and
clean individual parts. This is valid especially for the monobloc cylinder
and the pump plunger.
Starting position Injection pump removed and cleaned on the outside.

Work steps 1. Unscrew hexagon socket bolts (48), remove valve support (52) and place
it on a clean support (see figure 1).
2. Screw back spindle (74), set bridge (200.074-1) diagonally on the casing
(34) and fasten with hexagon nuts (75) (see figure 2/I).
3. Rotate spindle, until thrust pad (200.074-6) rests on tappet (31) (see fig-
ure 2/II).
4. By turning the spindle, press the tappet so far down that the sealing
screw (57) is relieved and can be removed with eye bolts (001.404) (see
figure 2/III).
5. Screw back the spindle and release the compression springs (see figure
2/IV).
7. Remove tappet including pump plunger (29) and place it on a clean sup-
port.
Do not touch pump plunger with bare hands. Protect control edges on
pump plunger from damage.
8. Measure the clearance (A) between the thrust plate (59) and piston foot
plate (63), note it down and compare with the prescribed clearance.
9. Unscrew the hexagonal socket screws (62) and remove the tappet.
10. Take out the thrust plate and pull the piston base plate off the pump pis-
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ton.
2 (8) 6629 200.04-05 EN

11. Remove the compression spring from the housing, remove the spring
plate (55) and control sleeve (26).
12. Remove securing wire (76) and unscrew both the baffle screws (17).
13. Unscrew hexagonal socket screws (49) and remove thrust ring (50).
14. Place the support ring (200.109-2) on the housing (34).
15. Place the thrust plate (200.109-1) on monobloc cylinder (28) and fix in
position with hexagon bolts (84) (see figure 3).
16. Screw three hexagon bolts (83) in thrust plate and screw down onto the
support ring until it abuts.
17. Pull out monobloc cylinder (28) from housing (34) and place it on clean
surface.
Make sure that the monobloc cylinder does not tilt over when being
removed.
18. Unscrew the cylinder (71) and remove the control rod (25).
19. Measure and note down the axial and radial play of the roller (32) and
compare it with the specified tolerances.
Replacement of the roller should only be carried out by a service sup-

port location or by MAN-Diesel staff, as the roller pin is fitted into the
tappet by supercooling.
20. Check the entire valve support for leakage and ease of movement of
individual parts, disassemble the valve support if necessary.
21. Clean all individual parts with clean diesel fuel and check for wear or
damage.
A pump element comprises monobloc cylinder and pump plunger.

Pump plunger and monobloc cylinder can only be changed together
because both parts are matched to each other.
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6629 200.04-05 EN 3 (8)

17 Impact bolt 49 Hexagonal socket screw 63 Piston base plate

18 Sealing ring 50 Thrust ring 65 Cylinder pin
19 Variseal sealing ring 51 Cylinder pin 66 Spacer sleeve

20 O-ring 52 Valve carrier 67 Pressure spring
22 Variseal sealing ring 53 Pressure spring 68 Spring cup
25 Rack 54 Pressure valve 69 Ball
26 Control sleeve 55 Spring cup 70 Piston seal
27 Pump element 56 Pressure spring 71 Cylinder
28 Monobloc cylinder 57 Screw plug 72 Sealing ring
29 Pump piston 58 Sealing ring 73 Cylinder pin
31 Plunger 59 Thrust plate 76 Wire lock
32 Roller 60 Set screw
34 Housing 61 Roller pin A Clearance
48 Hexagonal socket screw 62 Hexagonal socket screw M Mark control rod-regula-
tion sleeve
Figure 1: Fuel-injection pump
2009-06-08 - de
32/40
4 (8) 6629 200.04-05 EN

31 Tappet 57 sealing screw on distribu- 75 Hexagon nut M16

tion block
34 Casing 58 Sealing ring
56 Compression spring 74 Spindle
Figure 2: Releasing/Tensioning the compression spring in the fuel injection pump
2009-06-08 - de
32/40
6629 200.04-05 EN 5 (8)

20 O-ring 34 Housing 84 Hexagon bolt M12x40

28 Monobloc cylinder 83 Hexagon head bolt
M12x170
Figure 3: Removing the monobloc cylinder
Work sequence 2 - Assembling a fuel injection pump

Starting position All individual parts cleaned and checked for damage or replaced. Tappet and
valve carrier assembled.
Work steps 1. Lightly oil all individual parts with thin mineral oil before assembly.
Metallic sealing and contact faces must be absolutely dry at the time of
assembly.
2. Install new piston seal (70) in ring groove.

3. Install control rod (25) in the housing (34).
4. Coat the thread of the cylinder (71) over a length of 6 mm with Loctite
243 sealant and screw into the housing together with a new seal (72).
5. Insert new O-rings (20) which have been oiled with clean lubricating oil in
the ring groove, making sure that they are evenly tensioned all around
the circumference and are not twisted.
6. Place new Variseal sealing rings (19 and 22) in the housing (34) or mono-
bloc cylinder (28).
7. Insert monobloc cylinder (28) in housing (34), paying attention to the
position of the parallel pins (65).
8. Press the monobloc cylinder in the housing whilst making sure that the
parallel pin (65) is located between the parallel pins (73) (see figure 1).
2009-06-08 - de
32/40
6 (8) 6629 200.04-05 EN

When pushing the monobloc cylinder in the casing ensure that it does
not tilt.
9. Place thrust ring (50) on monobloc cylinder.

10. Apply MoS2-lubricant on threads and contact surface of the hexagonal
socket screws (49), screw in housing fingertight and tighten with the
specified torque (see Work Card 000.30) (figure 4 for tightening
sequence).
11. Place valve support (52) on monobloc cylinder, paying attention to the
position of the hole/parallel pin (51).
12. Apply MoS2-lubricant on threads and contact surface of the hexagonal
socket screws (48), screw in fingertight and tighten in 3 stages with the
specified torque (see Work Card 000.30) (figure 4 for tightening
sequence).
13. Install control sleeve (26) such that markings (M) on control rod and con-
trol sleeve match each other.
14. Fit the spring plate over the control sleeve in the housing.
Before fitting the plate spring check once again that the marks on the
regulating sleeve and control rod line up.
15. Install compression spring (56) in the casing.

16. Place the piston spring plate (63) on the pump plunger (29), place the
thrust plate (59) in the piston spring plate.
Do not touch pump plunger with bare hands. Protect control edges on

pump plunger from damage.
17. Place the tappet (31) over the piston foot plate and fix in position with
four hexagonal socket screws (62).
18. Measure the clearance (A) between the thrust plate and piston foot plate,
note it down and compare with the prescribed clearance.
19. Slide pump piston and tappet carefully into the monobloc cylinder or
pump casing, paying attention to the position of the longitudinal slot in
the tappet for locking screw (57).
20. Screw back spindle (74), set bridge (200.074-1) diagonally on the hous-
ing and fasten with hexagon nuts (75) (see figure 2/I).
21. Rotate spindle until pressure piece (200.074-6) rests on tappet (see fig-
ure 2/II).
2009-06-08 - de
32/40
22. Push tappet by turning the spindle far enough down that the locking
screw including new sealing ring (58) can be installed (see figure 2/III).
6629 200.04-05 EN 7 (8)

24. Screw in baffle screws (17) with new seals (18) into the housing and
tighten with specified torque (see Work Card 000.30). Fit securing wires
(76).
1-8 Tightening sequence 49 Hexagon socket bolt

9-19 Tightening sequence 50 Thrust ring
48 Hexagon socket bolt 52 Valve support
Figure 4: Tightening sequence of the fastening screws for monobloc cylinder (left) and
valve support (right)
2009-06-08 - de
32/40
8 (8) 6629 200.04-05 EN

Fuel injection pump
Measure plunger lift
Summary
Enable/support economic operation.
Check fuel injection timing as part of the IMO certification.
The work includes:
Determination of the plunger lift.
Safety requirements

1 Technician 0,2
1 Assistant 0,2
Tools/aids required
1 Support 200.098-1 Standard
2 Spacer sleeve 200.098-3 Standard
1 Rail 200.098-5 Standard

2 Locking ring 200.098-7 Standard
1 Bolt 200.098-9 Standard
1 Prism 200.098-10 Standard
1 Dial gauge 200.098-15 Standard
1 Tool box 200.098-18 Standard
1 Pad - Inventory
V32/40
2007-07-17 - de
6632 200.07-01 EN 1 (3)

Work sequence - Measure plunger lift
2 Injection pump drive 5 Hexagon nut

3 Cylinder crankcase 8 Hexagon socket bolt M6x18
4 Stud 10 Injection camshaft
Figure 1: Measuring device mounted on cylinder crankcase
Starting position Camshaft covering cap removed.
Work steps 1. Check the movability of the rail (200.098-5) and the prism (200.098-10).
2. Place support (200.098-1) on stud bolts (4) of the camshaft covering,
attach spacer sleeves (200.098-3) and secure to the cylinder crankcase

(3) with hexagon nuts (5) (see figure 1 and 2).
When fitting take care with the fitting position of the prism.
3. Check mounting position and position of the prism (200.098-10) com-

pared with the injection pump drive (2) (see figure 2).
4. Insert measuring gauge (200.098-15) in holder and fasten with hexagon
socket bolt (8).
5. Turn running gear until it reaches the cam base circle.
6. Reset measuring gauge to "zero".
7. Turn running gear until piston is at ignition TDC. Read off measuring
V32/40
2007-07-17 - de
gauge and note the value.

8. Remove complete tool.
2 (3) 6632 200.07-01 EN

9. Determine and note the values for the remaining cylinders in the same
manner.
10. Determine the mean value and compare with the mean value of Parent-
Engines in the Technical File, section 3 of the IMO Certification.

1 Fuel injection pump 6 Pressure spring
2 Injection pump drive 7 Dowel pin
3 Cylinder crankcase 10 Injection camshaft
4 Stud
5 Hexagon nut A= 120 mm
Figure 2: Mounted measuring device
V32/40
2007-07-17 - de
6632 200.07-01 EN 3 (3)

Governor control linkage

2010-08-06 - de
6632 203-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 203-05 EN


servicing and checking
Summary
ensure correct execution of the work, ensure /restore operational safety.
Regularly check the regulating linkage and lubricate.
The work includes:
Tools/aids required
1 Grease gun 003.005 Standard
1 Lubricating grease, acid-free - Inventory
Work sequence - Checking and maintenance
The control rod was set precisely at the time of commissioning of the
engine and needs only changing individual parts and possibly correc-
tion on attachment of a new injection pump.
At the Zero position of the control linkage, all the control rods of the
fuel injection pumps must be at "ZERO" since otherwise it may not be
possible, under certain circumstances to shut off the engine because
individual fuel injection pumps are still pumping.

Starting position Covering removed.
Work steps 1. Check the entire governor control linkage for attrition.
2. Check governor control linkage for correct setting.
3. Check joints of the governor control linkage for easy movement.
4. Check hexagon bolts and nuts and hexagon socket bolts for secure
location.
5. Check buckling lever (6) for free mobility.
6. Lubricate all jointed heads on the regulating rod (8) and tension rod (10)
and the connecting rods (16) with multi-purpose grease.
2007-11-05 - de
32/40
6629 203.01-01 EN 1 (3)

1 Bearing block 6 Buckling lever 11 Position pick-up

2 Shaft 7 Lever 12 Lever
3 Fuel injection pump 8 Control rod 13 Actuator
4 Cylinder crankcase 9 Lever 14 Lever
5 Bearing block 10 Tie rod
Figure 1: Regulating linkage (figure shows in-line engine)
2007-11-05 - de
32/40
2 (3) 6629 203.01-01 EN


1 Bearing block 10 Tie rod
2 Shaft 12 Lever
5 Bearing block 13 Actuator
6 Buckling lever 14 Lever
7 Lever 15 Regulating rod on the fuel injec-
tion pump
8 Control rod 16 Connecting rod
9 Lever
Figure 2: Regulating linkage (views and sections)

2007-11-05 - de
32/40
6629 203.01-01 EN 3 (3)


actuate manually
Summary
Ensure correct execution of the work, allow emergency operation.
Regulating linkage can be actuated by hand if the electronic speed governor
fails. A lever is to be fitted and the supply rate adjustment is made by hand.
The work includes:
Shutting down/Assembling components.
Tools/aids required
1 Hand lever 203.008 Standard

203.01
Preliminary remark
Operation with non-functional speed generator is at the responsibility

of the operator. The operators must be informed of the existing dan-
gers: A sudden release of the engine due to the release of the driving
coupling or de-excitation of the generator causes impermissible over-
speed, resulting in the fracture of running gear parts or the total
destruction of the driven machine as a result of excessive centrifugal

forces.
Work sequence - Fitting the hand lever

Starting position Electronic speed generator failed.
Work steps Fasten hand lever (203.008) on lever (1) by means of hexagon bolts (2).
Separation of the regulation linkage from the speed governor is not

necessary if the electronic section of the speed governor fails.
2007-11-05 - de
32/40
6629 203.02-01 EN 1 (3)

In the event of seizing (pick-up) of bearings in the speed governor, the con-
nection between the speed governor and the regulation linkage must be bro-
ken. This is achieved by marking the position of the lever (9) on the governor
output shaft (11) and removing the lever together with the connecting rod (6).
Under no circumstances must the fitting between the connecting rod

and the lever be released since otherwise the efficiency of the gover-
nor stroke will be changed.
An alarm is initiated in the engine room because the distance transmitter (7)
is also taken out of service when the speed governor is separated from the
regulating linkage.
1 Lever 4 Fuel injection pump

2 Hexagon bolt 5 Cylinder crankcase
3 Shaft
Figure 1: Regulating linkage with fitted hand lever
2007-11-05 - de
32/40
2 (3) 6629 203.02-01 EN


6 Connecting rod 9 Lever 12 Hexagon bolt
7 Position pick-up 10 Hexagon nut
8 Speed controller 11 Governor output shaft
Figure 2: Regulating linkage, speed governor and distance transmitter (illustration shows in-line engine)

2007-11-05 - de
32/40
6629 203.02-01 EN 3 (3)

Fuel injection valve

2010-08-06 - de
6632 221-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 221-05 EN


Summary
Execute work on time according to the maintenance schedule, enable/ sup-
port economic operation, prevent operational problems/damage.
Fuel injection valves affect the loading of the injection system and the engine
operating data. They are to be checked if there are deviations in the operat-
ing data, overhauled if necessary or replaced.
Safety requirements

1 Technician 1
Tools/aids required
1 Extractor sleeve 221.182-1 Standard
1 Threaded spindle 221.182-2 Standard

1 Spindle nut 221.182-3 Standard
1 Wooden spatula - Inventory
disulphide)
2007-10-24 - de
32/40
6629 221.01-02 EN 1 (8)


000.30 221.05 434.01
Work sequence 1 - Removing a fuel injection valve
If the engine normally operates with heavy fuel, it must be operated

briefly with diesel oil before the fuel injection valves are removed.
Starting position Cooling water for injection valve cooling system (if equipped) has been fully
drained. Shut-off valves on fuel pipes are closed. The oil pump (reserve) is
switched off, the cylinder head cover is taken off, the indicator valve is open.
Only remove the injection valve when the indicator valve is open. The
combustion chamber can be under high pressure when the valve is
closed.
Work steps 1. Unscrew the pipe line for the cooling water supply from the cylinder head
(6) and empty the cooling bores of the injection valve (8) by blowing them
out with compressed air. Screw the pipes back on again.
2. Unscrew and remove the hexagon nut (10).
3. Remove the fuel injection pipe (see Work Card 434.01).
4. Undo the threaded piece (7), screw it right out and remove it from the
cylinder head.
5. Take off the thrust piece (11).
6. Screw the extractor (221.181) into the thrust ring (12) and remove the lat-
ter (see Fig. 2).
7. Screw on the threaded spindle (221.182-2) until it makes contact on the
injection valve (8) (see Fig. 3).
8. Push the extractor sleeve (221.182-1) over the threaded spindle; in doing
so, observe the location of the cut-out for the stud (13). Screw on the
spindle nut (221.182-3).
9. Extract injection valve by turning the spindle nut until it is loose.
Only remove the injection valve using the removal and fitting fixture.
10. Unscrew and remove the spindle nut (221.182-3) and take off the extrac-
2007-10-24 - de
32/40
tor sleeve (221.182-1).
2 (8) 6629 221.01-02 EN


6 Cylinder head 9 Rocker arm with bearing 12 Thrust ring

7 Threaded piece 10 Hexagon nut 13 Stud
8 Injection valve 11 Thrust piece 16 O-ring seal
2007-10-24 - de
32/40
Figure 1: Cylinder head with injection valve and parts of the fuel injection pipe
6629 221.01-02 EN 3 (8)

1. Screw lifting eye bolt (000.142) onto threaded spindle, fasten rope with
shackle (002.453) on lifting eye bolt and hook rope onto lifting tackle.
2. Carefully pull out the injection valve from the cylinder head; in the proc-
ess, make sure that the O-ring seal (18) is also removed (see Fig. 4).
3. Cover the opening in the cylinder head.
4. Place the injection valve on the workbench and detach the device.
5. Remove the sealing ring (18).
6. Externally clean the entire injection valve with fuel, and remove any coke
deposits with a wire brush. Only use a wooden spatula to scrape off the
injection valve in order to prevent damaging the nozzle bores. Proceed
with particular care when cleaning the cylindrical shoulder of the nozzle
body.
Carry out the cleaning away from workbench.

2007-10-24 - de
32/40
4 (8) 6629 221.01-02 EN


6 Cylinder head 12 Thrust ring
9 Rocker arm with bearing 13 Stud

Figure 2: Removal of the thrust ring
2007-10-24 - de
32/40
6629 221.01-02 EN 5 (8)

6 Cylinder head 7 Threaded piece

Figure 3: Removal of the injection valve
Work sequence 2 - Installation of a fuel injection valve

Starting position The injection valve, in particular the cylindrical shoulder of the nozzle body,
has been carefully cleaned. Spraying pressure, leak-tightness and nozzle

bores checked.
Clean and check exterior of injection valve from obtained via reserve
stock or replacement delivery.
Work steps 1. Mount the O-ring seal (18) on the injection valve (8); in doing so, make
sure that it fits tightly on the valve body.
2. Insert new O-ring seals (16) which have been oiled with clean lubricating
oil in the ring grooves; in doing so, make sure that they are evenly ten-
sioned all around the circumference and that they are not twisted.
3. Fill the interior (spring chamber) of the injection valve through the leakage
fuel drain bore with clean fuel.
4. Screw the threaded spindle (221.182-2) onto the injection valve.
2007-10-24 - de
32/40
6 (8) 6629 221.01-02 EN

5. Screw lifting eye bolt (000.142) onto the threaded spindle (221.182-2),
fasten rope with shackle (002.453) on the lifting eye bolt and hook rope

onto the lifting tackle.
6. Remove the cover from the bore in the cylinder head (6), and thoroughly
clean the bore and the seat in the cylinder head with the cleaning device
(055.149).
During cleaning, make sure that no foreign bodies are allowed to drop
into the combustion chamber!
7. Carefully install the injection valve in the bore; in doing so, make sure that
the bore for the threaded piece (7) is in the correct position. Press on the
injection valve until it rests in place.
8. Disconnect the shackle from the lifting eye bolt, unscrew and remove the
lifting eye bolt and threaded spindle.
9. Install thrust ring (12) with extractor.
10. Push the thrust piece (11) over the stud (13) and lay it on the thrust ring.
11. Coat the thread of the threaded piece (7) with MoS2 lubricant, screw it
into the injection valve and tighten it to the specified torque (see Work
Card 000.30).
12. Attach the fuel injection pipe (see Work Card 434.01).
13. Coat the thread and contact face of the hexagon nut (10) with MoS2
lubricant, screw it finger-tight onto the stud bolt (13) and tighten it in sev-
eral stages to the specified torque (see Work Card 000.30).
If the injection valve is installed in a cylinder head which is at operating

temperature, initially only tighten the hexagon nut (10) finger-tight. Once
the temperature of the components has been equalized the nut should

then be tightened to the specified torque.
14. Close the indicator valve.

15. Fill up the injection valve cooling system with cooling water.
16. Open the shut-off valves on the fuel pipes.
2007-10-24 - de
32/40
6629 221.01-02 EN 7 (8)

6 Cylinder head 18 Sealing ring

8 Injection valve
Figure 4: Removal of the injection valve
2007-10-24 - de
32/40
8 (8) 6629 221.01-02 EN


inspecting
Summary
Check components for state/wear condition, ensure/ restore operational
safety. Fuel injection valves affect the loading of the injection system and the
engine operating data. They are to be checked if there are deviations in the
operating data, overhauled if necessary or replaced.
The work includes: Checking parts /components.

1 Technician 2
Tools/aids required
1 Nozzle tester L, V32/40 221.208 Standard
1 Connecting piece 221.208-30 Standard
1 Nozzle tester L, V32/40 221.209 Standard
1 Connecting piece 221.209-30 Standard
1 Slushing oil - Inventory
1 Receptacle for slushing oil - Inventory

221.03 221.04
Observation
The tool numbers of the individual parts of the pressure-testing set are com-
posed of the tool number of the pressure-testing set and the item number of
the individual part. See Figs. 1 and 2.
32/40;32/40CR;32/40DF
Example: Tool number of the high-pressure hose for engine type

L 32/40: 221.208-28.
Preliminary remarks
Functional performance and setting of the injection valve affect the combus-
2009-10-15 - de
tion process, the operating data and the loading of the injection system. If
there are changes in the operating data (ignition pressure, exhaust gas tem-
perature) the valves concerned should be checked for opening pressure and
6629 221.02-05 EN 1 (6)

leakages. The nozzle tester makes it possible to carry out pressure testing
using a hydraulic hand pump. The device ensures comfortable working
under reproducible conditions.
Note
In the testing of injection valves of modern 4-stroke engines the atomisation
is no longer a test criterion, because the behaviour of the injection nozzle in
engine operation cannot be verified.
An inferior spray pattern does not indicate anything with regard to the func-
tioning of the injection nozzle in the engine. It is fully functional if it fulfils the
criteria for opening pressure, tightness and free nozzle apertures.
Structure and pattern of the nozzle tester

1 Bracket 15 Receptacle cover

5 Pressure relief valve 26 Hand pump
32/40;32/40CR;32/40DF
12 Oil tank 28 High-pressure hose

13 Oil collecting pan 30,31 Connecting piece
14 Nozzle jet collection receptacle 34 Pressure gauge 0-600 bar
Figure 1: Nozzle tester
2009-10-15 - de
2 (6) 6629 221.02-05 EN


Key as in figure 1
Figure 2: Diagram of the nozzle tester
Work sequence 1 - Preparation for the inspection
Heavy fuel oil residues in injectors

Heavy fuel oil residues in injectors can adversely affect test results and
make cleaning more difficult. It is therefore recommended to run the
engine on diesel fuel for around an hour before removing the injectors.
If this is not possible, and if the engine is shut down in heavy fuel oil
mode, the injector must be dismantled and cleaned before carrying out
the tests described here

Starting position Injector removed and cleaned externally.
Inspection of the injectors

Use corrosion-inhibiting oil for checking the injection valves, since this
acts as a preservation treatment at the same time. Only perfectly clean
corrosion-inhibiting oil must be used in the nozzle test rig, otherwise
problems could occur in the pump or in the injector to be tested. The
level in the oil tank (12) must be checked.
32/40;32/40CR;32/40DF
Work steps 1. Insert injectors in the locating head and tighten uniformly with the
retainer.
2. Screw in connecting piece (30) on the pressure hose connection of the
injector and screw high-pressure hose (28) onto the connecting piece.
3. Place the nozzle jet receptacle (13-15) under the injection nozzle and
push it up into a position where the jets are likely to strike the outer walls
2009-10-15 - de
of the nozzle jet receptacle.
6629 221.02-05 EN 3 (6)

Fuel injection nozzle

Never allow the injection nozzle to spray into the open air, only into the
receptacle! Do not touch fuel jets, as they penetrate skin tissue and
cause painful inflammation! Do not use open flames at the workplace!
Smoking is strictly prohibited! An oil mist extractor should be used
wherever possible!
The following steps are involved in checking and setting the injectors:
▪ Check opening pressure,
▪ Check nozzle bores,
▪ Set target pressure,
▪ Check tightness.
Work sequence 2 - Checking opening pressure

Work steps 1. Close pressure relief valve (5).
2. Actuate hand pump (26) uniformly and raise pressure gradually until the
injection valve opens. Note opening pressure and compare with the ref-
erence value (for reference value see operating instructions sheet 2.5.2).
Actuate hand pump for min. 20 strokes and thus flush out injection valve.
Opening pressure
The hydraulic pressure must be taken slowly past the opening pres-
sure, since there are otherwise errors when reading the opening pres-
sure. The test pressure must not exceed 400 bar! In case of new nozzle
elements, the nozzle needle may stick during the first spray test and
must be released by intensive flushing. In the case of injection nozzles
already used, collect the slushing oil contaminated with fuel and do not
use it in the pressure-testing set again.
In case of new nozzles, there can be a drop in the opening pressure of
up to 50 to 90 bar after just a few operating hours.

This pressure drop does not imply any functional deficiency and is
characteristic of all fuel injection valves.
Decision Opening pressure drop less /greater than 90 bar?

Opening pressure drop less than 90 bar continue to the next step
Opening pressure drop greater than 90 bar ▪ Dismantle injection valve (in accordance with Work Card
221.03)
▪ Carry out visual inspection (spring breakage)
32/40;32/40CR;32/40DF
▪ if component is in order, continue to the next step
Work sequence 3 - Check nozzle openings

Work steps 1. Open pressure relief valve (5) and proceed as follows (position specifica-
tion see Work Card 221.03):
2009-10-15 - de
2. Release hexagon nut (44) and turn back adjusting screw (45) until com-
pression spring (49) is released.
4 (6) 6629 221.02-05 EN

3. Close pressure relief valve. Actuate hand pump (26) uniformly and adjust
opening pressure with adjusting screw (45) to 30 bar.

Decision All nozzle orifices open? See Fig. 3.
Yes continue to the next step
No - Dismantle injection valve (in accordance with Work Card 221.03)
Figure 3: Assessment of the nozzle orifices. Left - open, right - partly blocked
Work sequence 4 - Adjust opening pressure to the set value

Work steps 1. Actuate hand pump (26) uniformly and thus raise the hydraulic pressure,
at the same time tension the compression spring (49) a little by using the
setting screw (45). Repeat the process until the required value (tolerance
±20 bar) is reached (for required value see Operating Instructions sheet
2.5.2).
Compression spring
Do not set a higher pressure than indicated, otherwise the compression
spring will be deformed. Adjust to the indicated higher spray pressure
value only after assembling a new compression spring to compensate
for the initial setting of the compression springs.

2. If the set value is adjusted as repeatable, lock the adjusting screw (45)
with a hexagon nut (44) and check the opening pressure again.
Work sequence 5 - Checking for leakage

Work steps 1. To check for leakage, actuate hand pump (26) evenly until 250 bar is
reached on the pressure gauge (34). The injection valve is considered
32/40;32/40CR;32/40DF
tight if no drops fall within 5 seconds .

Decision Yes - The injection valve can be made available for use!
No - The injection valve must be sent to MAN Diesel & Turbo SE in Augsburg
for reconditioning.
2009-10-15 - de
6629 221.02-05 EN 5 (6)

Figure 4: Assessment of the tightness. Left - tight, right - drips

32/40;32/40CR;32/40DF
2009-10-15 - de
6 (6) 6629 221.02-05 EN


dismantling
Summary
Check components for state/wear condition, prevent operational problems/
damage.

1 Technician 1
Tools/aids required
1 Tensioner for nozzle nut L, V32/40 221.210 Standard
1 Reducing jaw for injection valve (set) 221.210-6 Standard
1 Socket spanner 55 221.143 Standard
1 Tensioner for nozzle nuts 32/40 CR, 221.211 Standard
32/44 CR
1 Socket spanner 221.194 Standard

DF
1 Torque wrench 300-800 Nm 008.185 Standard
1 Chuck 002.701 Standard
1 Cleaning wires (set) - Inventory
32/40;32/40DF;32/44CR

1 Wooden spatula - Inventory
1 Tank with fuel - Inventory
1 Cleaning medium (wool) - Inventory
2007-06-15 - de
1 Paper towels - Inventory
6629 221.03-05 EN 1 (7)



disulphide)

000.30 221.02 221.04
Preliminary remark
1 Flange 6,7 Reducing jaw

4 Yoke (top) 60 Hexagon bolt
5 Yoke (bottom)
32/40;32/40DF;32/44CR
Figure 1: Tensioner for nozzle clamping nut
Dismantle injection valves if, during the tests according to Work Card
221.02, errors are detected and if the nozzle element has to be changed
due to the operation time. The disassembly is done in the tensioner for
nozzle clamping nut.
2007-06-15 - de
2 (7) 6629 221.03-05 EN


42 Nozzle body 48 Thrust piece
43 Nozzle needle 49 Compression spring
44 Hexagon nut 50 Spring plate
45 Adjusting screw 51 Parallel pin
46 Holder 52 Nozzle clamping nut
47 Set screw
Figure 2: Injection valve (figure shows injection valve of the engine type L,V 32/40)
32/40;32/40DF;32/44CR
Work sequence 1 - Dismantling a fuel injection valve

Work steps 1. Wash injection valve in fuel and remove adhering carbon residue with a
wire brush.
2. Depending on the engine type, insert a suitable reducing jaw in the
2007-06-15 - de
mounts on the flange (1) of the tensioner.
6629 221.03-05 EN 3 (7)

3. Insert injection valve with injection nozzle downwards in the flange and
tighten the yokes (4,5) evenly.
4. Release hexagon nut (44) and turn back adjusting screw (45) until com-
pression spring (49) is released.
5. Unscrew hexagon bolts (60) on the flange (1). Turn flange with injection
valve by 180° and screw in the hexagon bolt again.
6. Release nozzle clamping nut (52) carefully.
Releasing the nozzle clamping nut

If there is heavy resistance when releasing, try releasing the threads
again by soaking them in fuel and rotating them to and fro. Do not
release nozzle clamping nut by force, since threads can otherwise seize
and parts can become unusable.
7. When unscrewing the nozzle clamping nut (52) use the following method:
Unscrew released nozzle clamping nuts and, at the same time, prevent
them from axially lifting from the holder (46) by continuously hitting the
nozzle body (42) lightly with a rubber mallet.
This method should prevent scraping or scratching of the parallel pin

on the sealing face between nozzle body and holder when unscrewing
the nozzle clamping nut.
8. Unscrew the nozzle clamping nut and remove nozzle body. Ensure that
the nozzle needle (43) does not fall out.
9. Extract nozzle needle (43) from nozzle body and place it in fuel for clean-
ing.
Nozzle needle
Never interchange nozzle needles from one nozzle body to another.
They are manufactured in pairs.
10. Unscrew hexagon bolts (60) on the flange (1). Turn back flange with
injection valve by 180° and screw in the hexagon bolts again.
11. Disassemble injection valve from the tensioner flange and place on the
workbench.
12. Unscrew setting screw.
32/40;32/40DF;32/44CR
13. Remove set screw (47).

14. If internal parts are not loose, screw eye bolt (001.412) into the thrust
piece (48) and extract thrust piece. Proceed to remove compression
spring and cup spring (50).
15. Place all parts for cleaning in diesel oil and wash them. Then blow with
compressed air.
2007-06-15 - de
4 (7) 6629 221.03-05 EN


Work sequence 2 - Checking components
The inspection of the components includes:
▪ the nozzle orifices,
▪ the quality of fitting surfaces,
▪ the mobility of the needle,
▪ Traces of corrosion on the nozzle clamping nut and on nozzle body,
▪ the nozzle specification.
Fault sources
Pay particular attention to those fault sources which have led to unsat-
isfactory results in the inspection of the injection valve.
Work steps 1. Differentiation feature nitrated nozzle elements and seat insert nozzle ele-
ments (see figure 3).
Figure 3: Differentiation feature: Left – nitrated nozzle element, right – seat insert noz-
zle element (figure shows injection valve of the engine type L,V 32/40)
1. Clamp a suitable cleaning wire in the chuck (002.701) for cleaning the
nozzle bores and insert through nozzle bores (see figure 4).
41 Cleaning wire
42 Valve body
32/40;32/40DF;32/44CR
Figure 4: Cleaning of nozzle orifices.

1. Examine all components, especially sealing faces for damage/traces of
wear.
2007-06-15 - de
6629 221.03-05 EN 5 (7)

No rework on the seating and fitting surfaces

Seating and fitting surfaces should not be machined manually nor

mechanically, as the required accuracies cannot be achieved.
2. Check if the nozzle needle can be moved in the nozzle body easily and
without perceivable resistance (see figure 5).
42 Nozzle body
43 Nozzle needle
Figure 5: Checking the mobility of the nozzle needle

1. Examine nozzle body for traces of corrosion. These may be maximum
2.5 mm deep. Check nozzle cooling water outlet temperature, increase
to maximum 90°C if necessary.
2. Read off nozzle specifications on the collar of the nozzle body and com-
pare with reference specifications (see figure 6).
Original specification - see engine acceptance test record.
Figure 6: Nozzle element. Left - nozzle specification, right - identification of the

rebuilding (figure shows injection valve of the engine type L,V 32/40)
1. Replace damaged parts. Always replace the nozzle needle and valve
body at the same time, and have these reconditioned by MAN Diesel &
Turbo SE in Augsburg or Hamburg. Other workshops are not authorised
32/40;32/40DF;32/44CR
to do this.
Identification of reconditioned nozzle elements

Reconditioned nozzle elements are identified with the code RA or RH
and the reconditioning date. Only valve seat insert nozzle elements can
2007-06-15 - de
be reconditioned more than once.
6 (7) 6629 221.03-05 EN

2007-06-15 - de
MAN Diesel & Turbo
6629 221.03-05 EN
Work Cards, classified into sub-assemblies Fuel injection valve
32/40;32/40DF;32/44CR
7 (7)
221.03

assembling
Summary
The work includes:

1 Technician 1
Tools/aids required
1 Tensioner for nozzle nuts 32/40 CR, 221.211 Standard
32/44 CR
DF

1 Torque wrench 300-800 Nm 008.185 Standard
1 Lubricant (Optimol "Paste White T") - Inventory
32/40;32/40DF;32/44CR

000.30 221.02 221.03
2008-10-22 - de
6629 221.04-04 EN 1 (4)

Work sequence 1 - Assembly of a fuel injection valve
Specification of the injection nozzle

Check before the assembly whether the specification of the injection
nozzle matches the reference specification. The original specification
can be consulted in the acceptance test record (no., number of nozzle
orifices, orifice diameter, spraying angle).
Starting position Injection valve disassembled, all individual parts carefully cleaned, damaged
parts replaced.
Work steps 1. Clean set screw (47) and hole carefully as given in Loctite specifications.
2. Screw eye bolt (001.412) into thrust piece (48), hold holder (46) at an
angle (with sealing face facing up) and guide in thrust piece including
compression spring (49) and spring plate (50). In doing so, pay attention
to the position of the groove for the set screw (47) (see Fig. 1).
Check that the spring plate is positioned correctly.
3. Coat thread of the set screw (47) with securing compound Loctite 243
on a length of 5 mm and screw into holder until set screw no longer
projects.
Check that the thrust piece can still move in an axial direction.
4. Unscrew eye bolt.
5. Screw in setting screw (45), do not tighten compression spring yet.
6. Depending on the engine type, insert a suitable reducing jaw in the
mounts on the flange (1) of the tensioner. See Fig. 2.
7. Insert holder (46) in the flange (1) so that the sealing face for valve body
(42) faces downwards. Tighten the yokes (4,5) evenly. Rotate flange by
180° and fix in position.
8. Dip nozzle needle (43) in clean fuel and guide into the nozzle body, check
for easy movement.
9. Check nozzle needle stroke between top edge of nozzle body and offset
on the nozzle needle.
For set value see Volume 010.005 Engine - Operating Instructions, Sec-
tion "Technical Data".
10. Dry sealing face with paper towel. Insert nozzle body with nozzle needle
on holder, paying attention to the position of the two parallel pins (51).
11. Coat pressure shoulder (D) on nozzle body (42) with "Optimol Paste
White T" lubricant. See Fig. 1.
12. Coat screw threads of holder and nozzle clamping nut (52) as well as
32/40;32/40DF;32/44CR
pressure shoulder (D) on the nozzle clamping nut with "Optimol Paste
White T" lubricant. See Fig. 1.
13. Screw nozzle clamping nut onto the holder hand-tight and in a second
step tighten with specified torque (see Work Card 000.30). Rotate
adapter head by 180° and fix in position.
14. Screw hexagon nut (44) loosely on adjusting screw and tighten only after
2008-10-22 - de
adjusting the spray pressure (see Work Card 221.02).
2 (4) 6629 221.04-04 EN


42 Nozzle body 48 Thrust piece
43 Nozzle needle 49 Compression spring
44 Hexagon nut 50 Spring plate
45 Adjusting screw 51 Parallel pin
46 Holder 52 Nozzle clamping nut
47 Set screw D Pressure shoulder
32/40;32/40DF;32/44CR
Figure 1: Injection valve (figure shows injection valve for the engine type 32/40)
2008-10-22 - de
6629 221.04-04 EN 3 (4)

1 Flange 6,7 Reducing jaw

4 Yoke (top) 60 Hexagon bolt
5 Yoke (bottom)
Figure 2: Tensioner for nozzle clamping nut
32/40;32/40DF;32/44CR
2008-10-22 - de
4 (4) 6629 221.04-04 EN


Grind seating surface in the cylinder head
Summary
Ensure correct execution of work, assess contact pattern/wear status,
restore contact pattern.
The injection valve seat in the cylinder head is to be checked by means of
touching test and, if necessary, remachined every time the fuel injection valve
is removed.
The work includes:

1 Technician 0,5
Tools/aids required
1 Grinding-in fixture 055.197 Standard
1 Grinding wheel 055.197-7 Standard
1 Small grinding plates (set) 055.197-13 Standard
1 Pliers for locking rings 055.197-19 Standard
1 Quick-acting cleanser Loctite 7061 055.197-21 Standard

1 Tap wrench 055.197-23 Standard
1 Torch - Inventory

221.01
32/40;L32/44CR
Work sequence 1 - Grinding the seating surface

Starting position Fuel injection valve removed.
2008-09-19 - de
6629 221.05-02 EN 1 (4)

Work steps
6 Cylinder head
15 Sleeve
62 Washer
63 Hexagon bolt
Figure 1: Securing the sleeves in the cylinder head

Figure 2: Bonding the small grinding plates in position

1. Unscrew the hexagon bolt (63) and remove washer (62) (see figure 1).
2. Insert Grinding wheel (055.197-7) onto the spindle (055.197-1) and fix
with hexagon nut (61) (see figure 4).
3. Pull out consumed small grinding plates (055.197-13) from the grinding
wheel and remove any adhering adhesive residues by using quick-acting
cleanser (055.197-21).
4. Stick new small grinding plates onto the grinding wheel (see figure 2).
5. Place grinding device in the cylinder head (6), paying attention to the
guide bush (055.197-5).
6. Insert guide bush (055.197-3) with outer Ø 71 mm and guide grinding
tool into the sleeve (15).
32/40;L32/44CR
7. Rotate grinding tool to and fro, raise in-between and blow off grinding
dust with compressed air.
2008-09-19 - de
2 (4) 6629 221.05-02 EN

Remove only so much material that valve seating surface is shiny and

undamaged over the entire width, Non-return valve seating surface
often during the grinding process.
Maximum permitted dimension A:
32/40: 400 mm.
32/44 CR: 406.7 mm.
If this dimension is exceeded, the sleeve (17) must be changed (see fig-
ure 3).
8. Remove grinding tool (055.197) after the grinding process is complete

and clean valve seating surface carefully with cleaning tool (055.149) (see
Figure 4).
9. Mount washer (62) with hexagon bolt (63) on the cylinder head (6).
6 Cylinder head
15 Sleeve
17 Sleeve
A max. permitted dimension
Figure 3: Abbreviated representation of the max. permitted dimension for grinding the
fuel injection valve seating surface

32/40;L32/44CR
2008-09-19 - de
6629 221.05-02 EN 3 (4)

6 Cylinder head 17 Sleeve 61 Hexagon nut M12

9 Rocker arm casing
Figure 4: Grinding (left) and cleaning (right) of the fuel injection valve seating surface in the cylinder head
32/40;L32/44CR
2008-09-19 - de
4 (4) 6629 221.05-02 EN


Grind sealing faces on threaded piece
Summary
Ensure correct execution of work, assess contact pattern/wear status,
restore contact pattern.
The sealing faces on the threaded piece to the fuel injection valve must be
checked for damage every time they are removed and must be machined if
required.
The work includes:
Tools/aids required
1 Pressure pipe grinding device 434.042 Option
1 Adapter plate 434.042-1 Option
1 Threaded ring 434.042-2 Option
1 Bearing ring 434.042-3 Option
1 Bearing flange 434.042-4 Option
1 Spacer ring 434.042-7 Option
1 Stop gauge (threaded piece) 434.042-9 Option
2 Bearing block 434.042-10 Option
1 Swivel arm 434.042-11 Option
1 Stop 434.042-13 Option

1 Baseplate 434.042-17 Option
1 Carriage 434.042-18 Option
1 Shaft 434.042-19 Option
1 Counter flange (threaded piece) 434.042-21 Option
1 Adapter flange (threaded piece) 434.042-22 Option
1 Ball bearing 434.042-24 Option
1 Hook wrench 434.042-37 Option
1 Face spanner 434.042-38 Option
2 Clamping lever 434.042-41 Option
1 Clamping piece 434.042-42 Option
2007-11-05 - de
32/40
5 Emery paper 434.042-44 Option

6629 221.06-02 EN 1 (6)



1 Cleaning medium - Inventory

221.01
Work sequence 1 - Attachment of the threaded piece to the pressure pipe grinding
device
1 Fuel injection pipe 3 Grinder 4 Support adjusting crank

2 Hexagon socket bolt
M5x10
Figure 1: Pressure pipe grinding fixture with fitted fuel injection line
2007-11-05 - de
32/40
2 (6) 6629 221.06-02 EN


2 Hexagon socket bolt M5x10 5 Stop
Figure 2: Pressure pipe grinding tool

The pressure pipe grinding fixture must be installed and/or operated on
a firm base. Vibrations in the fixture will influence the surface quality of
the sealing surface to be ground.
The injection pressure pipes to be ground must be absolutely free of
lube oils and greases. Contamination of any kind, especially lubricants,
reduces the service life of the grinding wheels considerably.
Work steps 1. Release both clamping levers (434.042-41) and swing out grinder (3) with
bracket (434.042-12) up to the stop.
2. Screw on and tighten adaptor flange (434.042-22) with hexagon socket
bolts (2) on threaded ring (434.042-2).
3. Fasten stop gauge (434.042-9) on adaptor flange with two hexagon
socket bolts (6).
2007-11-05 - de
32/40
6629 221.06-02 EN 3 (6)

When fixing the stop gauge on adapter flange, support with tommy bar
(000.262) on the threaded ring.
4. Screw counter flange (434.042-21) on the threaded piece (1).
There is a left hand thread on the threaded piece on the injection valve
side.
5. Screw in the pressure pipe in the adapter flange by using counter flange,
until pressure pipe taper is in contact with the stop gauge.
6. Screw on counter flange on adaptor flange and tighten by using face
spanner (434.042-38) and hook wrench (434.042-37).
7. Place clamping piece (434.042-42) at the end of the threaded piece (see
figure 1).
8. Detach stop gauge (434.042-9).
9. Insert tommy bar (000.262) radially in threaded ring (434.042-2) and
screw it in on adapter plate (434.042-1) until it abuts.
10. Press the yellow stop on the grinder, set up grinding disc (434.042-16)
with emery paper (434.042-44) on grinder and fasten using fastening nut.
11. Pull back slide (434.042-18) with support adjusting crank (4).
12. Swing the bracket (434.042-12) up to the stop again and fix on the slide
with two clamping levers (434.042-41).
1 Fuel injection pipe 6 Hexagon socket bolt M6x35

Figure 3: Attachment of the threaded piece on the pressure pipe grinding device
Work sequence 2 - Regrinding the seal faces on pressure pipe

Starting position Threaded piece is attached correctly to the pressure pipe grinding device.
Grinding wheel with new emery paper fitted to grinder.
2007-11-05 - de
32/40
4 (6) 6629 221.06-02 EN

Sealing faces are difficult to rework and this requires particular care.

We recommend you have this work carried out by a Service Centre or
MAN Diesel & Turbo personnel.
Work steps 1. Swing the swivel arm (434.042-11) with grinder up to the right hand stop
(5).
2. Drive grinding wheel (434.042-16) with support adjusting crank onto the
sealing face of the threaded piece, until the grinding wheel touches the
sealing surface at a tangent.
3. Move swivel arm up to the left stop (434.042-13), such that the grinding
wheel faces the threaded piece.
Wear safety goggles for grinding pressure tubes!
4. Provide electric power to the grinder and switch on.

5. Turn the threaded piece equally on the clamping piece (434.042-42)
whilst simultaneously moving the swivel arm with the grinder over the
sealing surface contour.
The grinding wheel must not touch the adapter flange.
6. The advance on the threaded ring (434.042-2) is effected by means of

the tommy bar (000.262). Maximum advance per work sequence is one

division of the scale on the threaded ring
The advance is not on the support adjusting crank. The adjusted posi-
tion remains unchanged during the entire grinding sequence. Lightly
rework the sealing faces, only smoothen removing as little material as
possible.
7. Move swivel arm up to the left hand stop, so that the grinding wheel
faces the threaded piece and switch the grinder off.
8. Evaluate the result of the grinding process. Repeat the grinding process
until the sealing face has a uniform polished appearance.
If the contact pattern required cannot be achieved with the pressure

pipe grinding device, it must given to a MAN customer service work-
shop for repair.
2007-11-05 - de
32/40
Pull out used emery paper immediately and replaced by a new one.
6629 221.06-02 EN 5 (6)

9. Remove threaded piece from pressure pipe grinding device and remove
counter flange.
2007-11-05 - de
32/40
6 (6) 6629 221.06-02 EN

MAN Diesel & Turbo 280-289
Charge air and exhaust pipe

2010-08-06 - de
6632 280-289-05 EN 1 (2)

280-289 MAN Diesel & Turbo

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 280-289-05 EN

Charge air and exhaust pipe for emergency operation

converting
Summary
To enable emergency operation of the engine in the event of failure of a tur-
bocharger, refitting must be done on the charge air and exhaust systems.
fitting components.
Safety requirements

1 Technician 3,5
1 Assistant 3,5
Tools/aids required
1 Blind flange 280.024 Standard

000.31
Work sequence 1 - Refit charge air and exhaust line for emergency operation
(installation of the blind flanges)
Starting position Breakdown of a turbocharger. Cartridge and volute casing of relevant turbo-
charger removed, supply of lubricating oil to turbocharger interrupted.
V32/40
2009-03-09 - de
6632 280.01-01 EN 1 (3)

1 Turbocharger 5 Axial compensator

2 Connector 6 Bypass pipe
3 Charge air cooler 7 Flange bolt
4 Flange bolt 8 Solenoid valve M392
Figure 1: Attaching the blind flange
Work steps 1. Unscrew and remove flange bolts (4) between turbocharger (1) and axial
compensator (5).
2. Insert blind flange (280.025) between axial compensator and flange of
turbocharger (seal in contact with turbocharger) and screw back in with
flange bolts (4).
3. Detach connector (2) between turbocharger and charge air cooler (3). (If
not already removed with volute casing)
4. Close charge air cooler with blind flange (280.024) and flange bolts (7).
5. Seal off bypass pipe (if installed) downstream of bypass valve using suita-
ble equipment, or cut off the power supply to the solenoid valve M392
(8).
Modified volume flows due to changeover!

As the defective turbocharger has been sealed off, the entire exhaust
gas volume flow is now directed via the turbocharger which is still
intact. And now supplies both cylinder rows with charge air via the
V32/40
2009-03-09 - de
bypass pipe (6).
2 (3) 6632 280.01-01 EN

Observe further instructions on emergency operation with a

faulty turbocharger!
Refer to 010.005 Engine - Operating Instructions, Chapter 3.6.3 and
Operating Instructions of turbocharger for instructions on emergency
operation with faulty turbocharger.
Stay within limit values!

Make sure that all limit values are complied with to avoid damaging the
intact turbocharger.
Work sequence 2 - Backfitting of the charge air and exhaust pipe (removal of the blind
flanges)
The refitting is done in reverse sequence as that for fitting the blind flanges. In
doing so, observe the following points:
1. After removal of the blind flanges (280.024 and 280.025), apply Hylomar
SQ 32/M sealant to the flange surfaces between the connecting piece
and the charge air pipe as well as between the axial compensator and
the turbocharger.
2. Tighten all flange bolts with the specified torque (see Work Card 000.31).
3. Check the flanged joints for leakage.

V32/40
2009-03-09 - de
6632 280.01-01 EN 3 (3)

Exhaust pipe

inspecting
Summary
rect execution of work, ensure / restore operational safety.
The exhaust pipe is to be checked at regular intervals for tightness of the
flanged connections and compensators.
Inspection of parts/ components,
Dismantling and assembling of components.
Tools/aids required
disulphide)

000.30
Work sequence 1 - Checking and dismantling of the exhaust pipe

Starting position Covering of the exhaust gas pipe removed at the respective points.
Work steps 1. Check the exhaust pipe for leakages the flanged joints and expansion
joints.
Leaky exhaust pipes can be seen by the black colouring at the corre-
sponding places on the insulation.
2. Unscrew the hexagon nuts (8) at the base of the respective section of the
exhaust pipe and remove the clamps (5).
3. Screw lifting eye bolts (000.142) in the eyes (12) on the exhaust pipe sec-
tion (6) and attach to the hoist with a rope.
4. Pull the section of exhaust pipe slowly upwards. In doing so, do not
damage the compensators (4).
V32/40
2007-07-17 - de
5. Clean the exhaust pipe sections and compensators.
6632 289.01-01 EN 1 (3)

1 Y-pipe 5 Pipe clamp

2 Connection for air bypass pipe 6 Section of exhaust pipe
3 Connection for exhaust blow-off 11 Direction of flow
pipe
4 Expansion compensator 12 Eye
Figure 1: Exhaust pipe
V32/40
2007-07-17 - de
2 (3) 6632 289.01-01 EN


1 Y-pipe 7 Exhaust turbocharger
4 Expansion compensator 8 Hexagon nut
5 Pipe clamp 9 Cylinder head
6 Section of exhaust pipe 10 Hexagon nut
Figure 2: Exhaust pipe - Installation
Work sequence 2 - Assembly of the exhaust pipe

The assembly is done in reverse order of dismantling. In doing so, observe
the following points:
1. When installing the compensators (4), ensure that the mounting position

is correct (protecting sleeve inside in the direction of flow, see figure 1).
2. Tighten pipe clamps (5) with the specified torque (see Work Card
000.30).
Check the exhaust pipe for foreign bodies after damage to piston or
valve. Broken pieces can be drawn from the exhaust flow into the tur-
bine and cause serious damage.
V32/40
2007-07-17 - de
6632 289.01-01 EN 3 (3)

Lubricating oil and cooling water pump

2010-08-06 - de
6632 300/350-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 300/350-05 EN

Lubricating oil pump

Summary
damage.
lube oil pumps are mostly maintenance-free. If, however, there are problems,
it is necessary to check the individual components for damage and change
them if necessary. If bearings are damaged then the complete pump should
be replaced.
Separating and assembling,
Refitting components.

1 Technician 3
1 Assistant 3
Tools/aids required
1 Forcing-off device 009.340 Option
1 Counter support 009.340-11 Option
1 Forcing-off device 009.331-3 Option

1 Forcing-off disc 009.331-8 Option
1 Forcing-off bolt 009.331-9 Option
1 Power amplifier 008.030 Standard
32/40;48/60;L32/44CR;L58/64
1 Adapter 25x20 001.924 Option

1 Adapter 20x12.5 001.923 Standard
1 Cross handle 001.892 Option
1 Socket spanner insert 55x25 001.804 Option
2008-01-08 - de

6682 300.01-04 EN 1 (6)



2 Threaded rod - Standard
1 Collecting tank - Inventory

000.30
Preliminary remarks
The lube oil pump consists of two separate pumps which are similar in struc-
ture and which are connected by an intermediate washer (17).
Work sequence 1 - Removing and dismantling the lube oil pump

suspended loads!
Work steps 1. Remove pipes and blind flanges (4) from the lube oil pump, letting oil
drain to the tank. Pay attention to seals and sealing rings.
2. Hang pump with rope onto lifting tackle and tighten rope.
3. Unscrew fastening screws on drive cover (3), remove pump carefully and
place on a wooden support.
4. Remove cylinder screw (24) for securing the nut (1) with screwdriver
(000.293).
5. Mount forcing-off device (009.331-3) on driving pinion (2), insert pipe
(009.331-6) and unscrew nut (1).
32/40;48/60;L32/44CR;L58/64
6. Press down driving pinion with forcing-off device and forcing-off disc
(009.331-8).
7. Release the hexagon bolts (23) between the pump casing (5) and the
intermediate disc (17) and turn out.
8. Separate pump 2 from pump 1, taking care with the parallel pins.
Remove intermediate washer (17).
9. Release the hexagon bolts (23) between the pump casing (5) and the
drive cover (3) and turn out.
2008-01-08 - de
10. Mark both pumps drive shafts (19), impeller axles (20) and bearing units
(8) for refitting in the same position.
11. Remove drive shafts and impeller axles and bearing units.
2 (6) 6682 300.01-04 EN

12. Extract the taper pins from the drive cover (3) with suitable material and
remove the drive cover with fitted bearing unit.

13. Unscrew the hexagon bolts (9) and separate the pressure limiting valve
from pump 2, taking care with the parallel pins.
Only disassemble pressure limiting valve if malfunctions are observed.

In this case proceed as follows:
14. Unscrew two opposing hexagon bolts (14) on the valve cover (15) and
replace with two threaded spindles M8, approx. 100 mm long.
15. Screw on two hexagon nuts M8 on both spindles until they rest on the
valve cover, unscrew the remaining hexagon bolts.
16. Remove the pretension of the compression spring (12) by uniformly
screwing back the two hexagon nuts M8 whilst holding the two threaded
spindles.
17. Remove valve cover (15) and remove compression spring (12) with valve
piston (11).
Do not unscrew sealing screw (16). Do not unscrew or adjust lock

screw.
18. Clean all parts, check for damage. Check bearing and sliding surfaces
for running pattern and wear. Renew all sealing rings, seals and high-ten-
sion rings.
If there is bearing damage, replace the complete lube oil pump.
Work sequence 2 - Assembly and installation of the lube oil pump

32/40;48/60;L32/44CR;L58/64

suspended loads!
Starting position All parts cleaned, checked. All sealing rings, seals and high-tension rings
renewed. The assembly or fitting is done in reverse order of the dismantling
or removal. In doing so, observe the following points:
2008-01-08 - de
1. Lubricate all moving parts with oil.
6682 300.01-04 EN 3 (6)

2. Do not readjust the setting of the pressure-limiting valve

(set opening pressure 7.5 bar).
3. Do not put any paper gaskets between the drive cover, casing and pres-
sure limiting valve.
4. Apply oil to the thread of the hexagon bolt (9, 23), screw in, not forgetting
high tension rings (locking rings) and tighten with the specified torque
5. If pump 2 is fitted to pump 1 ensure correct meshing of the gears on the
drive shafts (19).
6. Check complete pump for easy movement.
7. Set up driving pinion (2) for reassembly on the lightly oiled cone of the
drive shaft (21), attach forcing-off device (009.331-3) and set pipe
(009.331-6).
8. Oil nut (1), screw it on the drive shaft (19) and tighten with specified tor-
que (see Work Card 000.30).
9. Measure and note distance (A) between front surface of the drive shaft
(19) and nut (1) with a depth gauge.
10. Tighten nut with specified torque (see Work Card 000.30). Repeat meas-
urement according to work sequence 2 point 9 and compare both val-
ues.
Distance (A) must have increased by minimum 0.6 mm to max. 1.2 mm.
11. Secure nut (1) by powerfully tightening the cylinder screw (24).
12. Clean the sealing face between pump and engine before attaching and
coat with "Hylomar SW32M" sealing compound.
13. Fill pump with oil.
14. Connect the pipes without tension onto the pump, screw the blind flange
(4) in position.
15. Check pump and pipes for leakages and noises when starting the
engine. Loud noises show that the pump is sucking air, therefore the
pump cannot deliver the full capacity and cavitation can occur.
32/40;48/60;L32/44CR;L58/64
2008-01-08 - de
4 (6) 6682 300.01-04 EN


3 Drive cover 13 Sealing ring
4 Blind flange 14 Hexagon bolt
5 Pump casing 15 Valve cover
6 Sealing ring 16 sealing screw on distribution

block
7 Sealing ring 17 Intermediate washer
8 Bearing unit (2-part) 19 Drive shaft
9 Hexagon bolt 20 Impeller axle
10 Valve casing 22 Sleeve
11 Valve plate 23 Hexagon bolt
Figure 1: Lube oil pump (2-stage)
32/40;48/60;L32/44CR;L58/64
2008-01-08 - de
6682 300.01-04 EN 5 (6)

1 Nut 24 Cylinder screw A Distance

2 Driving gearwheel
Figure 2: Forcing-off device for lube oil pump gearwheel
32/40;48/60;L32/44CR;L58/64
2008-01-08 - de
6 (6) 6682 300.01-04 EN

Lubricating oil pump

assessing the individual parts
Summary
Check components for consistency/wear condition, ensure/restore opera-
tional safety.
Lube oil pumps are largely maintenance free. If, however, there are prob-
lems, it is necessary to check the individual components for damage and
change them if necessary. If bearings are damaged then the complete pump
should be replaced.

1 Technician 1
Tools/aids required
1 External micrometer - Inventory
1 Abrasive (emery cloth K400) - Inventory
1 Oil stone - Inventory
Corresponding Work Cards Work Cards, classified into sub-assemblies

300.01
32/40;48/60;L32/44CR;L40/54;L58/64
Preliminary remarks
These assessment criteria are to be used for the assessment of wear parts
on lube oil pumps. The purpose of the criteria stated is to enable a decision
to be made on whether or not parts of the gear pumps can remain in service.
The assessment criteria regarding continued use are based on the assump-
tion that the operating conditions of the lube oil pumps do not change within
the scope of the operating period. This is particularly applicable to the quality
and purity of the lubricant used, its maintenance and the maximum tempera-
tures that occur and loads on the pumps.
2007-04-18 - de
6682 300.02-01 EN 1 (6)

Components about which there is uncertainty in respect of their continued

use, are generally to be replaced or otherwise the interval to the next pump
inspection should be shortened, to avoid the risk of an unexpected pump

failure.
Correct tools must be used right from the disassembly of components, so as
not to damage the parts during disassembly.
Parts to be assessed must be cleaned carefully once they have been
removed. When assembling the pump, in addition to observing utmost
cleanliness, care must be taken to ensure that all reused components are
mounted in their original position inside the pump.
Assessment criteria for wear parts on lube oil pumps
1. Seals
As a basic rule, the existing seals must be replaced with new ones each time
the lubricating oil pump is removed.
Grooves containing O-ring seals must be carefully cleaned and inspected for
foreign matter or edge damage. Minor edge damage can be smoothed by
hand using an emery cloth (400 grain in accordance with DIN 69176, Part 1
or finer) and a scraper.
Leftover liquid sealant must be completely removed before the pump can
mounted with the new sealing compound applied.
2. Gear shafts
2.1 Gearing
1 Tooth flanks
2 Axial butting surface

3 Tooth crest
32/40;48/60;L32/44CR;L40/54;L58/64
Figure 1: Gear shaft

It is only necessary to replace the gear shafts as a result of damage in the
area of the gear teeth, if spalling at the tooth crest > 3 mm is evident in the
longitudinal direction of the gear shaft.
The gear shafts can remain in service if
▪ the tooth flanks are scored or scratched, even if this is clearly visible and
tangible. If you intend to continue using the gear shaft in this condition,
any sharp burrs on the gear teeth, particularly on tooth crests, should be
removed or smoothed off whenever possible using a scraper, oil stone or
emery cloths to ensure smooth meshing with the second gear shaft.
2007-04-18 - de
▪ Individual pressure points < 1 cm2 on tooth flanks.
2 (6) 6682 300.02-01 EN

▪ Spalling < 1 cm2 in the transitional area between the axial butting surface
and tooth flank

2.2 Bearing journals
4 Bearing journals
Figure 2: Bearing journals

It will not be possible to use the gear shafts due to damage in the area of the
bearing journals if
▪ scoring, scratches or spalling on the bearing journal are deep enough to
be felt out by fingernails or the point of a pencil.
▪ welding build up or a noticeable bluish discolouration is evident on the
bearing journal.
2.3 Axial butting surfaces
2 Axial butting surfaces
Figure 3: Front surface of gear shaft

32/40;48/60;L32/44CR;L40/54;L58/64
It will not be possible to use the gear shafts or bearing flanges due to dam-
age in the area of the axial butting surfaces if
▪ scoring or scratches on the axial butting surfaces are deep enough to be
felt out by fingernails or the point of a pencil.
The axial play is determined by the gear shaft and bearing flanges
which have been harmonised with one another. Individual parts there-
fore cannot be replaced in this case. We recommend you replace the
existing lubricating oil pump and have it overhauled by MAN Diesel &
Turbo or an authorised Service Centre.
2007-04-18 - de
6682 300.02-01 EN 3 (6)

3. Bearing bushes
3.1 Design and wear characteristics

The bearing bushes of the lubricating oil pumps are manufactured using a
steel bush to which a sintered bronze layer has been applied. The pores of
the bronze layer facing the shaft contain a mixture of PTFE and lead which
forms a grey-green shimmering sliding layer against the bearing journals of
the gear shafts.
When the pumps are in operation, this gradually wears off and the bronze
layer underneath becomes increasingly visible. Following a short run-in
phase, during which material from the sliding layer may be deposited in small
amounts on the bearing journals (harmless), a more or less linear relationship
subsequently exists between the rate at which material is removed from the
sliding layer and the operating time, assuming the stresses acting on the
bearing and the operating conditions remain the same.
3.2 Visual appraisal of bearing bushes
6 Bronze layer
7 Sliding layer
Figure 4: New bearing bush

The bearing bushes must be replaced if the metallic bronze layer is showing
on approx. 70% of the interior surface of the bush.
The bearing bushes can remain in service if
▪ there is less than 35% visible bronze in the running surface.

▪ the bearing bushes are otherwise in good condition, i.e. the bronze is not
exposed by scratches or scoring in the grey-green sliding layer.
▪ the next maintenance interval is the same as the operating time of the
32/40;48/60;L32/44CR;L40/54;L58/64
previous maintenance interval.

2007-04-18 - de
4 (6) 6682 300.02-01 EN

3.3 Assessing the condition of the bearing bush by measuring the

bearing clearance
A Inner diameter of bearing bush

B Outer diameter of bearing journal
Figure 5: Diameters used to determine the bearing clearance
If you are unsure whether you can assess the wear based on the visible indi-
cators, you can obtain more accurate information on the condition of the
bushes by measuring the bearing clearance.
This is done by measuring the inner diameter (A) of the bearing bushes and
the outer diameter (B) of the corresponding bearing journal (4).
The bearing bushes can remain in service if
▪ with a shaft diameter of 60 mm: A - B < 0.36 mm
▪ with a shaft diameter of 50 mm: A - B < 0.34 mm
C,D Measuring plane
Figure 6: Measuring planes used to determine bearing clearance

32/40;48/60;L32/44CR;L40/54;L58/64
The diameter must be measured at both measuring planes (C, D) of the

bearing bush and the bearing journal. The bush must also be replaced
even if the limit for continued use is exceeded at only one of the two
front ends.
2007-04-18 - de
6682 300.02-01 EN 5 (6)

3.4 Inspecting scoring or scratches in the bearing bushes in order to

assess their condition

The bearing bushes can remain in service if there are individual scores or
scratches on the grey-green sliding layer, providing the assessment criterion
stated under 3.2 is satisfied.
However, if the bronze layer or steel casing has been exposed by scores or
scratches on the inner surface of the bushes, they must be replaced.
32/40;48/60;L32/44CR;L40/54;L58/64
2007-04-18 - de
6 (6) 6682 300.02-01 EN

Cooling water pump

Summary
damage.
cooling water pumps are mostly maintenance-free. If, however, there are
problems, it is necessary to check the individual components for damage
and replace them if necessary.
Separating and assembling,
Refitting components.
Tools/aids required
1 Forcing-off device 009.331-3 Option
1 Pliers for the locking rings C 19-60 002.162 Standard


000.30
2007-10-23 - de
32/40
6629 350.01-07 EN 1 (5)

Work sequence 1 - Removing and dismantling the cooling water pump

Starting position Cooling water is blocked off and the cooling water pump is lowered down,
engine secured against inadvertent starting.
3 Shaft 17 Seal
4 Bearing casing 18 Flange
5 Ball bearing 19 Spiral casing
6 Locking ring 20 sealing screw on distribution
block
8 Ball bearing 21 Hexagon nut
10 Seal 22 Washer
11 sealing screw on distribution 33 Gear wheel
block
12 Hexagon nut 34 Washer
13 Washer 35 Hexagon bolt
15 Impeller nut 36 Hexagon bolt
16 Impeller A Clearance
Figure 1: Cooling water pump
Work steps 1. Release and remove oil and water pipes on the cooling water pump, tak-
ing care with the seals.
2. Hang cooling water pump with rope onto lifting tackle and tighten rope.
3. Release hexagon bolts (36) and unscrew.
4. Push off the cooling water pump with two hexagon bolts with peg (M16),
remove carefully and place on wooden support.
5. Release hexagon nuts (12), unscrew and remove inlet flange (18), taking
care with the washer (13) and sealing ring (17).
2007-10-23 - de
32/40
6. Release hexagon nuts (21), unscrew and remove spiral casing (19). Take
care with the seal (10) and washer (22).
2 (5) 6629 350.01-07 EN

7. Release impeller nut (15) whilst holding against the gearwheel (33) with
the forcing-off device (009.331-3) (see figure 3).

According to the direction of rotation of the cooling water pump the
impeller nut has a right or left-hand thread.
8. Pull off the impeller (16) with dismantling device (350.011) (see figure 3).
9. Remove shaft seal ring (25 - 27), taking care with the individual parts.
3 Shaft
4 Bearing casing
16 Impeller
25 Slide sealing ring
26 Thrust ring
27 Seat ring
30 Shaft seal
Figure 2: Set of shaft seals
4 Bearing casing 32 Hexagon bolt M10x120/

M16x100/
M10x90
16 Impeller 33 Gear wheel
31 Hexagon bolt M8x90 or M10x90
Figure 3: Removing the impeller
1. Release hexagon bolt (35) whilst holding with the forcing-off device
(009.331-3) (see figure 4).
2. Push off gearwheel (33) (see figure 4).
3. Remove snap ring (6) and remove shaft (3) including ball bearing (5).
2007-10-23 - de
32/40
4. Remove shaft seal (30) if necessary.
6629 350.01-07 EN 3 (5)

5. Check ball bearings (8 and 5), replace if necessary.

6. Clean all parts, check for wear, renew damaged or worn parts.
3 Shaft 32 Hexagon bolt 34 Washer

4 Bearing casing 33 Gear wheel 35 Hexagon bolt
Figure 4: Removing the gearwheel
Work sequence 2 - Assembly and fitting the cooling water pump

Starting position The assembly or fitting is done in reverse order of the removal or dismantling.
In doing this observe the following points:
1. Insert shaft (3) before shaft seal ring (30), if it was removed.
2. When fitting the shaft seal ring, take account of the following points (3 -
5):
3. Check the sealing lip for damage, remove contamination.
4. Grease the shaft seal and knead a little by hand.
5. Insert shaft seal ring correctly (sealing lip must point to the ball bearing).
Make sure that the sealing lip is not damaged.
6. Remove the gearwheel (33) as follows (point 7 - 11):
7. Lightly oil the shaft cone and slide the gearwheel up tight.
Use thin oil! Gearwheel is fixed only after pushing out the oil film on the
shaft cone!
8. Oil hexagon bolt (35) apply washer (34) insert both together and tighten
with specified torque (see Work Card 000.30).
9. Measure and note gap (A) between the gearwheel and bearing casing
(4).
2007-10-23 - de
32/40
4 (5) 6629 350.01-07 EN

When measuring the axial clearance must be each on the same side,

pull the shaft outwards until it abuts!
10. Tighten hexagon bolt with specified end torque (see Work Card 000.30).
11. Repeat measurement as per point 9 and compare both values. Gap (A)
must have reduced by 0.8 to 0.9 mm.
12. Coat the sealing face between the spiral casing (19) and bearing casing
(4) with Hylomar sealing compound and fit spiral casing.
13. Check the shaft running surface and seal seat in the sealing plate for
cleanliness and fit the shaft seal (25 - 27) as described below (point 14 -
15):
14. Press the seat ring (27) in the lightly oiled seat in the bearing casing.
15. Lubricate the shaft and hole of the slide thrust ring (25) with vegetable oil
and slide the thrust ring (26) with slide seal ring on the shaft (see figure 4)
until the pressure ring abuts the seat ring.
Do not damage or scratch the sealing faces. Do not let the shaft seal
ring run dry. Fill up pump with water before commissioning!
16. Remove the impeller (16) as follows (point 17, 18):

17. Clean shaft and impeller cone and dry them, do not oil! Slide running ring
in position.
18. Coat the thread and nut contact surface with Loctite 243, screw the
impeller nut (15) in position and tighten with the prescribed torque and
turning angle (see Work Card 000.30).
19. Check shaft for ease of movement.

20. Coat the sealing face between the bearing casing (4) and cylinder crank-
case with Hylomar sealing compound before fitting to the engine.
21. Fill the cooling water pump with water before connecting the water pipe.
22. Check cooling water pump and pipe connections for leaks after a brief
operating period.
2007-10-23 - de
32/40
6629 350.01-07 EN 5 (5)

Charge air cooler

2010-08-06 - de
6632 322-05 EN 1 (2)

Charge air cooler

112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 322-05 EN

Charge air cooler
Charge air cooler

Summary
The charge air cooler has a significant effect on the performance data and
thus also on the engine performance. It is therefore necessary to check it at
regular intervals and clean it.
Checking operating data,
Cleaning parts chemically/ mechanically,
Fitting components.
Safety requirements

1 Technician 4
1 Assistant 4
Tools/aids required

1 Wire rope 322.041-15 Option
1 Axle 322.041-28 Option
2 Rope guide 322.043 Option
1 Pipe brush - Inventory
V32/40
2008-01-08 - de
6632 322.01-02 EN 1 (7)

Charge air cooler
Technical data
Charge air cooler 210 kg
Work sequence 1 - Checking the operating data

Check cooling water inlet and outlet temperature during operation. Record
charge air temperature before and after cooler, note differential pressure for
the same load point in the upper load range regularly, to always have control
over the power of the cooler.
Air side cleaning of the charge air cooler is required if the differential
pressure in the upper load range has reached 800 mm water gauge.
This value is valid for 1 and 2-stage charge air coolers. Connections
before and after charge air cooler are available for a differential pres-
sure measuring unit. Instead of the sealing screws quick-acting cou-
plings can be provided.
Work sequence 2 - Removing charge air cooler

suspended loads!
Work steps 1. Isolate the cooling water feed and return flows and remove the cooling
water pipes on the charge air cooler.

2. Remove all connections on the charge air cooler (1).
3. Remove cap (4) and screw the lifting eye bolt (000.143) in the charge air
cooler (1).
4. Fasten rope guides (322.043) on cooling water pipes (11) by means of
hexagon bolts (9). Make sure that these are aligned flush with the lifting
eye bolt on the charge air cooler and breakthrough in the charge air
cooler casing (3).
5. Screw bracket (322.041-1) onto charge air cooler casing with hexagon
bolts (13). Take care with locking pins (14).
6. Suspend the wire rope (322.041-15) on the lifting eye bolt (000.143) with
the snap hook (12) and guide the wire rope over the rope guides and
breakthrough in the charge air cooler casing (see figure 2).
7. Suspend the ratchet hoist (002.552) on the bracket and suspend the
wire rope and tension slightly.
V32/40
2008-01-08 - de
8. Unscrew hexagon bolts (2), release the locknut on the clamping device
(5) and turn back several rotations.
2 (7) 6632 322.01-02 EN

9. Pull the charge air cooler forwards by about 500 mm with the ratchet
hoist.
Charge air cooler

10. Insert the axle (322.041-28) in the spindles (7) and move with the thrust
screws (8) until it stops against the charge air cooler (see figure 3 and 4).
11. Pull the charge air cooler forwards to the stop with the ratchet hoist.
12. Release the wire rope (322.041-15) with ratchet hoist and separate from
the charge air cooler with the snap hook (12).
13. Screw the lifting eye bolts (000.142) into the charge air cooler diagonally
(front-left and back-right) (see figure 2).
14. Fasten cable with shackle (002.452) on lifting eye bolts and suspend
rope from lifting tackle.
15. Lift the charge air cooler and place in the cleaning bath.
1 Charge air cooler 4 Cover

2 Hexagon bolt 5 Clamping device with locknut

3 Charge air cooler casing 6 Cylinder crankcase
Figure 1: Sectional view charge air cooler in the fitted condition
V32/40
2008-01-08 - de
6632 322.01-02 EN 3 (7)

Charge air cooler
1 Charge air cooler 7 Spindle 10 Turbocharger

3 Charge air cooler casing 9 Hexagon bolt M12x170 11 Cooling water pipe
6 Cylinder crankcase 12 Snap hook

Figure 2: Charge air cooler with fitted removal and fitting fixture
V32/40
2008-01-08 - de
4 (7) 6632 322.01-02 EN

Charge air cooler

1 Charge air cooler 7 Spindle 8 Thrust screw
Figure 3: Inserting the axle in the spindle

1 Charge air cooler 8 Thrust screw
3 Charge air cooler casing 13 Hexagon bolt M12x50
6 Cylinder crankcase 14 Dowel pin
7 Spindle
Figure 4: Sectional view charge air cooler with fitted removal and fitting fixture
Work sequence 3 - Cleaning the charge air cooler (air side)

1. Paint finned tubes with cleaning fluid or rinse in undiluted solvent (see
table).
V32/40
2008-01-08 - de
6632 322.01-02 EN 5 (7)

If there is heavy dirt or encrusting of the finned tubes the lining should
Charge air cooler
be softened for several hours in the cleaning fluid.
Some cleaning agents cause itching on the skin when undiluted, so

wear protective goggles and gloves when using them. Follow instruc-
tions by the manufacturing company.
2. When using a water-soluble cleaning agent, rinse charge air cooler after
cleaning with abundant water, otherwise blow with compressed air.
The recommended cleaning agents include the following:
Designation Manufacturer
Air Cooler Cleaner Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
ACC Plus Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Air Cooler Cleaner Vecom B.V.
Maassluis/Holland
Air Cooler Cleaner ACC-9 Drew Chemical Corp.
Boonton
New Jersey/USA
Air Cooler Cleaner ACC/ME Drew Chemical Corp.
Boonton
New Jersey/USA
Atlas D.G. Cleaner Atlas Mc Alpine LTD
Erith
Kent/England
Air Cooler Cleaner Nalfleet Marine Chemicals

"Sea Shield" ACC 79101 Northwich, Cheshire
CW8 4DX/U.K.
Norus Degreaser Norus Sales Co.
Stabekk/Norway
Table 1: Cleaning agent/Manufacturer
Work sequence 4 - Cleaning the charge air cooler (water side)

1. Remove water boxes on the charge air cooler.
2. Loosen deposits in finned tubes with wire brush and rinse with strong
water jets. For the removal of lime deposits, see Work Card 000.08.
V32/40
2008-01-08 - de
6 (7) 6632 322.01-02 EN

Charge air cooler

Work sequence 5 - Installing the charge air cooler

suspended loads!
The installation of the charge air cooler is done in reverse sequence. In doing
so, observe the following points:
1. Pull the charge air cooler into the charge air cooler casing so that about
half is inside and remove the axle (322.041-28). Make sure that both
spindles are completely retracted (see figure 3/I).
2. Check the seals for perfect condition, replace if necessary.
3. Paint the sealing surfaces with sealing compound.
4. Check all pipe connections for tightness after commissioning.

V32/40
2008-01-08 - de
6632 322.01-02 EN 7 (7)

Charge air cooler
Charge air cooler

check, clean air system
Summary
The charge air cooler has a significant effect on the performance data and
thus also on the engine performance. It is therefore necessary to check it at
regular intervals and clean it.
Checking operating data,
Partitioning and cleaning of the charge air cooler,
Emptying the partitioned space and Refitting after cleaning.
Safety requirements
Tools/aids required
1 Cleaning device 322.051 Standard
2 Flange with seal 322.051-14 Standard
2 Flange with seal 322.040 Standard
2 Flange with seal 322.038 Standard
4 Plugging screw DIN 910-M22x1.5 - Standard
4 Seal DIN 7603-A22x27 - Standard


000.30
Work sequence 1 - Checking the operating data

Check cooling water inlet and outlet temperature during operation. Record
charge air temperature before and after cooler, note differential pressure for
the same load point in the upper load range regularly, to always have control
over the power of the cooler.
V32/40
2007-07-17 - de
6632 322.01-03 EN 1 (4)

Air side cleaning of the charge air cooler is required if the differential pressure
in the upper load range has reached 800 mm water gauge. This value is valid
Charge air cooler
for 1 and 2-stage charge air coolers. Connections before and after charge air
cooler are available for a differential pressure measuring unit. Instead of the
sealing screws quick-acting couplings can be provided.
Work sequence 2 - Attachment of blind flanges

1 Turbocharger 6 Air intake casing

2 Hexagon bolt 9298* Ventilation
3 Hexagon nut 9299* Drain for cleaning fluid
4 Axial compensator * Connection numbers in accord-
ance with charge air cooler
cleaning system
Figure 1: Isolation of the charge air cooler
Starting position See its own system and operation description to carry out the cleaning proc-
ess.
Secure the engine from inadvertent starting.

V32/40
2007-07-17 - de
2 (4) 6632 322.01-03 EN

Work steps 1. Remove all connections from the connection plate (9) and close the
thread with sealing screws and seal.
Charge air cooler

If this point is ignored cleaning fluid is transferred to the turbocharger
during the cleaning process. This would mean that the turbocharger
would have to be dismantled.
2. Remove hexagon bolts (2) with hexagon nuts (3) and insert the blind
flange (322.050) between the axial compensator (4) and the connection
flange of the turbocharger (1) (seal is on the axial compensator) and
screw the flange connection back together.
3. Release the pipe coupling between the charge air cooler and the charge
air pipe and move it sideways (away from the charge air cooler).
4. Remove the connector after the charge air cooler and screw the flange
(322.038) with seal and hexagon bolts (8) onto the charge air cooler (see
figure 2 and 3).
5. Remove the air injection pipe or blind flange on engines without air by-
pass pipe, from connection (9271) and fit the flange (322.040) with seal
(see figure 2).
6. Remove the condensed water pot (if fitted) on connection (9299) and fit
flange (322.051-14) with seal on connection (9299).
1 Turbocharger 7 Charge air cooler

2 Hexagon bolt 8 Hexagon bolt
3 Hexagon nut 9271* Connection for air bypass pipe
4 Axial compensator 9298* Ventilation
6 Air intake casing * Connection numbers in accord-
cleaning system
V32/40
2007-07-17 - de
6632 322.01-03 EN 3 (4)

Charge air cooler
4 Axial compensator 9 Connection plate

6 Air intake casing 9298* Ventilation
7 Charge air cooler 9299* Drain for cleaning fluid
8 Hexagon bolt * Connection numbers in accord-
cleaning system
Work sequence 3 - Refitting after cleaning and draining the partitioned space
The refitting is done in reverse sequence as that for fitting the blind flanges. In
doing so, observe the following points:
1. After removing the flanges (322.050 and 322.038) including seals, paint
the flange surfaces between the connection piece and the charge air
cooler (7) with Hylomar SQ 32/M sealant.
2. Before tightening the hexagon bolts (8) align the connector flush with the
charge air pipe.
3. Slide the pipe coupling over the gap charge air pipe connector and
tighten. Check for leakage and re-tighten if necessary (tightening torque
see Work Card 000.30).

4. Check all connections for leakage.
V32/40
2007-07-17 - de
4 (4) 6632 322.01-03 EN

Fuel injection pipe /Buffer piston/Fuel pipe

2010-08-06 - de
6632 434-05 EN 1 (2)


112 Push rods
ing valve

2010-08-06 - de
2 (2) 6632 434-05 EN

Fuel injection pipe

Summary
Carry out the work in accordance with the maintenance schedule in good
time, check the components for condition/wear condition
Remove fuel injection pipes for maintenance and repair work on the injection
valves or injection pumps.
removing the components,
refitting the components.
Safety requirements

1 Technician 0,5
Tools/aids required
1 Plate for adjustable wrench 32 009.088 Standard

1 Adapter 20x12.5 001.923 Standard
1 Extension 001.913 Inventory
disulphide)

000.30 221.01 434.02
2008-05-21 - de
32/40
6629 434.01-02 EN 1 (4)

Work sequence 1 - Removal of the fuel injection pipe
1 Cylinder head 7 Hexagon nut 13 Charge air pipe

2 Threaded piece 8 Pressure tube 14 Covering upper part
3 O-ring seal 9 Fuel injection pump 15 Leakage fuel drain pipe
4 Intermediate piece 10 Covering lower part 16 Hexagon bolt
5 Nut 11 Hexagon bolt 17 Washer
6 Set screw 12 Hexagon nut 18 Nut (left-hand thread)
Figure 1: Fuel injection pipe (figure shows covering without socket for engine diagnosis system)
Starting position Casing on the exhaust counter side removed, shut-off valves on the fuel
pipes closed, cylinder head cover removed.
Work steps 1. Slacken and fully unscrew the hexagon nuts on the injection valve (see
Work Card 221.01).
2. Remove the leakage fuel drain pipe (15) from the covering lower section
(10).
3. On engines with engine diagnosis system (MODIS) extract the plug from
the covering section.
4. Release the hexagon nuts (7) and unscrew the set screws (6) half way.
5. Loosen the hexagon bolts (16).
6. Release nuts (5), unscrew and push back.
7. Pull off pressure tube (8) from threaded piece (2). To do this, slightly lift or
depress the adapter (4) and threaded piece depending upon the position
of the tolerance.
2008-05-21 - de
32/40
2 (4) 6629 434.01-02 EN

If several fuel injection pipes are removed, label these first so that each

pipe is subsequently re-attached at the same cylinder.
8. Unscrew hexagon bolts, remove washers (17) and adaptor.

9. Clean fuel injection pipe on the outside.
10. Clean sealing faces on pressure pipe (8) and check for damage, rework if
necessary (see Work Card 434.03).
11. Protect the connection socket on the injection pump (9) from damage
and dirt contamination.
Work sequence 2 - Fitting the fuel injection pipe

Starting position Fuel injection pipe cleaned.
Work steps 1. Clean sealing faces on threaded piece (2) and fuel injection pump (9) and
check for damage, rework if necessary (see Work Card 221.06).
2. Place new O-ring coated with acid-free grease in ring groove, ensuring
that it is not twisted.
3. Screw adaptor (4) on threaded piece (2) and loosely screw the hexagon
bolts (16) including washers (17) in position.
Before fitting the fuel injection pipe, check the nuts (18) for secure fit on
the thrust piece (8). (see Work Card 434.02)
4. Apply MoS2 lubricant on threads of the nuts (5).

5. Place thrust piece (8) with covering on injection pump (9) and screw the
nut on by two or three turns.
It is important to start the fitting at the injection pump. Work Cards, classified into sub-assemblies
6. Insert the pressure pipe in the threaded piece, in doing so slightly lift or
depress the adapter and threaded piece depending upon the tolerance
position.
7. Screw nut and threaded piece in position.
8. Tighten both nuts (5) with the specified torque (see Work Card 000.30).
9. Tighten the hexagon bolts (16).
10. Coat the thread and contact face of the hexagon nuts on the fuel injec-
tion valve with MoS2 lubricant, screw them finger-tight onto the stud
bolts and, working in an alternating sequence, tighten them in several
2008-05-21 - de
32/40
stages to the specified torque (see Work Card 000.30).
6629 434.01-02 EN 3 (4)

If the fuel injection valve is installed in a cylinder head which is at oper-

ating temperature, initially only tighten the two hexagon nuts finger-
tight, and once the temperature of the components has been equalized
they should then be tightened to the specified torque.
11. Tighten both set screws (6) initially so that the covering remains movable.
12. Determine whether the tip of the set screws is located in the groove on
the nuts.
Take particular care with this otherwise the twisted tensioning makes
the covering tight at the ends.
13. Tighten the set screws, screw the hexagon nuts (7) up to the stop.
The covering must be securely fixed.
14. On engines with engine diagnosis system (MODIS) place the plug in the
socket.
15. Fit the fuel drain pipe on the covering.
16. Attach the casing on the exhaust counter side.
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4 (4) 6629 434.01-02 EN

Fuel injection pipe

Summary
Check components for consistency/wear condition, ensure/restore opera-
tional safety.
The fuel injection pipes must be dismantled for checking and reworking of
the pressure pipe sealing faces.
disassembling components,
assembling components.
Tools/aids required
1 Spanner 434.041 Standard

434.01 434.03
Work sequence 1 - Dismantling the fuel injection pipe

Starting position Injection line is detached.
Work steps 1. Slide back nuts (5), until nuts (18) are accessible.
2. Unscrew the nuts (18) with spanner (434.041) (left-hand thread!), pull of

the nuts (5).
On engines with engine diagnosis system (MODIS) the covering (10

and 14) must not be dismantled (point 3 and 4) in order not to damage
or pull off the pipe of the strain gauge to the socket.
3. Unscrew the hexagon nuts (12) and remove the hexagon bolts (11).
4. Remove the covering parts (10 and 14) from the pressure pipe (8).
5. Clean all the components and check for damage. Replace if necessary.
On engines with engine diagnosis system (MODIS) when cleaning

ensure that the feed pipe of the strain gauge to the socket is not dam-
aged or ripped off.
2007-07-18 - de
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6629 434.02-02 EN 1 (3)

6. If necessary, rework sealing faces on pressure tube (see Work Card

434.03).
5 Nut 14 Covering upper part

8 Pressure tube 18 Nut (left-hand thread)
10 Covering lower part 19 O-ring seal
11 Hexagon bolt 20 O-ring seal
12 Hexagon nut
Figure 1: Fuel injection line (figure shows covering without socket for engine diagnosis
system)
Work sequence 2 - Assembling the fuel injection pipe

Starting position Individual parts are cleaned, damaged sealing faces on pressure tube, if any,
are reworked.
On engines with engine diagnosis system (MODIS) covering (10 and 14) not
dismantled.
Work steps
On engines with engine diagnosis system (MODIS) start assembly at

point 4.
1. Place new O-ring (20) coated with acid-free grease in ring groove, ensur-
ing that it is not twisted.
2. Remove the covering parts (10 and 14) from the pressure pipe (8) and fit
together. Insert hexagon bolts (11) and loosely screw on the hexagon
nuts (12).
3. Align the covering sections and tighten the hexagon nuts.
4. Place new O-rings (19) coated with acid-free grease in ring groove,
ensuring that it is not twisted.
2007-07-18 - de
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5. Place nuts (5) on pressure pipe.
2 (3) 6629 434.02-02 EN

6. Screw nuts (18) on pressure pipe with spanner (434.041) until they abut
(left-hand thread!), (see figure 1, Detail Y).

If the fuel injection pipe is fitted at a later date, pull the nuts (5) over the
ends of the pressure pipe to protect the sealing faces on the pressure
pipe.

2007-07-18 - de
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6629 434.02-02 EN 3 (3)

Fuel injection pipe

Grind sealing faces on pressure tube
Summary
Checking components for consistency/wear condition, ensure/restore opera-
tional safety.
The sealing faces on the pressure pipe of the fuel injection line must be
checked for damage every time they are removed and reworked if neces-
sary.
The work includes:
Tools/aids required
1 Pressure pipe grinding device 434.042 Option
1 Adapter plate 434.042-1 Option
1 Threaded ring 434.042-2 Option
1 Bearing ring 434.042-3 Option
1 Bearing flange 434.042-4 Option
1 Adapter flange (pressure pipe) 434.042-5 Option
1 Counter flange (pressure pipe) 434.042-6 Option
2 Bearing block 434.042-10 Option
1 Swivel arm 434.042-11 Option

1 Stop gauge (Pressure tube) 434.042-14 Option
1 Baseplate 434.042-17 Option
1 Carriage 434.042-18 Option
1 Shaft 434.042-19 Option
1 Hook wrench 434.042-37 Option
1 Face spanner 434.042-38 Option
2 Clamping lever 434.042-41 Option
5 Emery paper 434.042-44 Option
2007-09-21 - de
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6629 434.03-02 EN 1 (6)




434.01 434.02
Work sequence 1 - Attachment of the fuel injection pipe to the pressure pipe grinding
fixture
1 Fuel injection pipe 3 Grinder

2 Hexagon socket bolt M5x10 4 Support adjusting crank
Figure 1: Pressure pipe grinding fixture with fitted fuel injection line
2007-09-21 - de
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2 (6) 6629 434.03-02 EN


2 Hexagon socket bolt M5x10 5 Stop
Figure 2: Pressure pipe grinding tool
Starting position Fuel injection pipe is partially dismantled and cleaned (see Work Card
434.02).

The pressure pipe grinding fixture must be installed and/or operated on
a firm base. Vibration of the fixture affects the surface quality of the
sealing faces to be ground.
The fuel injection pipes to be ground must be absolutely free from lubri-
cating oils and greases. Contamination of any kind, especially lubri-
cants, reduces the service life of the grinding wheels considerably.
Work steps 1. Release both clamping levers (434.042-41) and swing out grinder (3) with
bracket (434.042-12) up to the stop.
2. Screw on and tighten adaptor flange (434.042-5) with hexagon socket
bolts (2) on threaded ring (434.042-2).
3. Fasten stop gauge (434.042-14) on adaptor flange with two hexagon
socket bolts (6).
2007-09-21 - de
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6629 434.03-02 EN 3 (6)

When fixing the stop gauge on adapter flange, support with tommy bar
(000.262) on the threaded ring.
4. Screw counter-flange (434.042-6) on the threaded insert (1).
There is a left-hand thread on the pressure pipe of the fuel injection

line.
5. Screw in the fuel injection pipe in the adaptor flange by using counter-
flange, until pressure pipe taper is in contact with the stop gauge.
6. Screw on counter-flange on adaptor flange and tighten by using face pin
wrench (434.042-38) and hook wrench (434.042-37).
7. Detach stop gauge (434.042-14).
8. Insert tommy bar (000.262) radially in threaded ring (434.042-2) and
screw it in on adapter plate (434.042-1) until it abuts.
9. Press the yellow stop on the grinder, set up grinding disc (434.042-16)
with emery paper (434.042-44) on grinder and fasten using fastening nut.
10. Pull back slide (434.042-18) with support adjustment crank (4).
11. Swing the bracket (434.042-12) up to the stop again and fix on the slide
with two clamping levers (434.042-41).
1 Fuel injection pipe 6 Hexagon socket bolt M6x35

Figure 3: Attachment of the fuel injection pipe on the pressure pipe grinding fixture
Work sequence 2 - Regrinding the sealing faces on pressure pipe

Starting position Fuel admission pipe correctly attached to delivery pipe grinding device.
Grinding wheel mounted with new emery paper on grinder.
2007-09-21 - de
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4 (6) 6629 434.03-02 EN

Sealing faces are difficult to rework and this requires particular care.

We recommend you have this work carried out by a Service Centre or
MAN Diesel & Turbo personnel.
Work steps 1. Swing swivel arm (434.042-11) with grinder up to the right-hand stop (5).
2. Turn the support adjusting crank until the grinding wheel (434.042-16)
makes tangential contact with the sealing face of the fuel admission pipe.
3. Move the swivel arm up to the left-hand stop (434.042-13) until the front
face of the grinding wheel is facing the fuel admission pipe.
Wear safety goggles when grinding delivery pipes!
4. Connect the grinder to the power supply and switch it on.

5. Turn the fuel admission pipe evenly while moving the swivel arm with
grinder around the contour of the sealing face.
Do not allow the grinding wheel to come into contact with the adapter
flange.
6. You can adjust the feed at the threaded ring (434.042-2) using the
tommy bar (000.262). The maximum advance feed for each operating
cycle is one scale division on the threaded ring

This is not carried out at the support adjusting crank. The position set
remains unchanged throughout the entire grinding operation. Gently
rework sealing faces; smooth them down and remove as little material
as possible.
7. Move the swivel arm up to the left-hand stop until the front face of the
grinding wheel is facing the fuel admission pipe then switch off the
grinder.
8. Assess the result of the grinding operation. Repeat the grinding operation
until the sealing face is clean and even.
If you cannot obtain the required wear pattern using the delivery pipe
grinding device, have this repair carried out by a MAN Service Centre.
2007-09-21 - de
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6629 434.03-02 EN 5 (6)

Remove used emery paper immediately and replace with new emery
paper.
9. Detach the fuel admission pipe from the delivery pipe grinding device and
remove the counter flange.
2007-09-21 - de
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6 (6) 6629 434.03-02 EN

Buffer piston

inspecting
Summary
rect execution of work, check components for quality/wear condition.
Check buffer piston at regular intervals. Renew the set of piston seals.
Removing/disassembling components,
Replacing sealing rings/elements,
Assembling/fitting components.
Tools/aids required
1 Screwdriver (Set) - Standard
1 Hexagon bolt M10x200 - Inventory
1 Lubricant (Copa Slip) - Inventory
1 Locking wire - Inventory
1 Pliers for locking wire - Inventory
2 Strip (Nylon) - Inventory
Preliminary remarks
If there are impact noises on the buffer piston during the operation, this is an
indication of a break in the compression springs. Undamped pressure waves
of the fuel injection pumps in the fuel inflow and outflow systems can occur

even with a tight piston. Higher leakage fuel occurrence can be attributed to
damaged OMEGAT set of piston seals (2) or wear of piston (1) and bush (3).
The buffer piston must be dismantled without delay under such circumstan-
ces. General
2007-07-18 - de
6629 434.04-01 EN 1 (4)

1 Piston 7 External spring

2 OMEGAT set of piston seals 8 Hexagon nut
3 Sleeve 10 Securing wire
4 Cover 11 Seal
5 Stop screw 12 Connection for leakage fuel pipe
6 Internal spring
Figure 1: Sectional view of the buffer piston
Work sequence 1 - Checking the buffer piston (whilst running)

Starting position Engine in warmed-up condition.
Work steps 1. Remove the securing wire (10) for checking the function of the piston (1)
and carefully unscrew stop screw (5).
2. Insert test pin (e.g. long screwdriver) in the cover (4) and find out whether
the piston carries out a pulsing movement.
3. Screw the stop screw back in position and secure with locking wire (see
figure 1).
4. For checking the OMEGAT piston seal set (2) carefully remove the leak oil
pipe on the connection (12).
5. If leak fuel collects the set of piston seals must be replaced as described
in work sequence 3.
Work sequence 2 - Dismantling and checking the components of the buffer piston
Starting position Engine stopped, fuel pipes blocked off.
Work steps 1. Release the hexagon nuts (8) evenly and unscrew them, remove the
cover (4). Take care with seal ring (11).
General
2007-07-18 - de
2 (4) 6629 434.04-01 EN

The springs (6 and 7) are normally released before removing the hexa-

gon nuts (8). With the piston (1) firmly at the end position however,
there are still spring forces on the cover even on removing the hexagon
nuts. It is therefore advisable to avoid anybody's presence in the axial
direction of the buffer piston when opening, danger of injury!
New dimension Manufacturing clear- Maximum clearance

ance
Piston 90 f7 0,036 ... 0.106 mm 0.250 mm
Sleeve 90 H7
Table 1: Dimensions and clearances of the buffer piston components
1. Remove springs (6 and 7) and inspect for cracks or fractures.
2. Screw the hexagon bolt M10x200 in the thread on the base of the piston
and pull out the piston.
3. Remove OMEGAT set of piston seals (2), check piston and bush for ease
of movement, measure wear with feeler gauge (000.451).
Use new parts if the maximum piston clearance is exceeded. Grooved

bushes must be replaced because of increased leak fuel collection.
Renew OMEGAT set of piston seals at each inspection of the buffer pis-
ton.
Work sequence 3 - Replacing the OMEGAT set of piston seals

Starting position Old set of piston seals removed. Ring groove of the piston cleaned.
Work steps 1. Screw hexagon bolt M10x200 in piston skirt and clamp hexagon bolt in
the vice. Pay attention to piston (1) and do not damage it.

2. Insert OMEGAT set of piston seals (2) as far as possible in the ring
groove.
Place 2 nylon strips at a pitch of approx. 120° around the OMEGAT pis-
ton seal set (see figure 2). Pull the OMEGAT set of piston seals over the
piston edge into the groove carefully using the strip. Then carefully
remove the strips. Also ensure that the set of seals is not twisted.
General
2007-07-18 - de
6629 434.04-01 EN 3 (4)

1 Piston
2 OMEGAT set of piston seals
9 Nylon strip
Figure 2: Fitting a new OMEGAT set of piston seals
Work sequence 4 - Assembly of the buffer piston

1. Treat the piston running surface and bush with copa slip before assem-
bly.
2. When inserting the piston do not damage the OMEGAT set of piston
seals.
3. Lock the stop screw (5) with locking wire (see figure 1).
4. Fit the leakage fuel pipe on connection (12).
General
2007-07-18 - de
4 (4) 6629 434.04-01 EN

MAN Diesel & Turbo
1 Introduction
blies
4 Appendix
Appendix
2010-08-06 - de
6632 4 B2-05 EN 1 (1)

Insulation
4.1 Insulation
Appendix
2010-08-06 - de
6632 4.1-05 EN 1 (1)

Checklisten-Nr.:
Version 1
Checkliste
Wartungshinweise zur Visuellen Prüfung von

Isolationsbauteilen an Motor, Abgasanlagen, Turbolader etc.
Sämtliche Isolierungsteile sind in regelmäßigen Zeitabständen zumindest visuell auf

Schäden, Funktion oder veränderte Position zu prüften. Ganz besonders jene
Isolationen, die auf stark vibrierenden oder beanspruchten Motorelementen
angebracht sind, sind einer ständigen Kontrolle zu unterziehen.
Diese Anleitung soll dabei eine Hilfestellung sein.
Details for maintenance and visual control of insulation

parts on engine, exhaust gas plants, turbo charger etc.
Every possible insulation part has to be visibly checked for damages, functionality or
misfit on a short period base. Especially these insulation parts which have been
mounted on highly vibrating engine elements have to be checked as a matter of
routine.
This instruction is supposed to be a basic assistance.
Erstellt: 11.11.05 R. Lasner

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Checklisten-Nr.:
Version 1
Checkliste
1. Generelle Schäden
Generelle Schäden wie Beulen, Eindrücke

oder Risse könnten durch grobe Arbeiten
an Motor und Rohrleitungen auftreten oder
durch starke Vibration hervorgerufen
werden. Hier soll dringend überprüft
werden, ob eventuell innen liegende
Dämmung beschädigt wurde. Stark
verbogene Verkleidungen müssen
ausgetauscht werden.
Intervall: Sichtung jeweils nach 250

Betriebsstunden
Beschädigtes Gehäuse - sollte getauscht werden.
Damaged Casing – for exchange
General damages
General damages such as buckles, bumps

or cracks could occur during assembling
or maintaining works in the engine or
piping area or because of strong engine
vibrations. It is highly recommended to
check inlaying insulation parts of their
intactness. Heavy damaged casing parts
need to be exchanged.
Gebrochene oder gerissene Verkleidungsteile.
Broken or cracked cladding parts.
Interval: Inspection at any 250 hours of
operation

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2. Schraubverbindungen
Sollten lockere Schrauben festgestellt

werden, so müssen diese umgehend fest
gezogen, bzw. fehlende Schrauben ersetzt
werden.

Betriebsstunden
Screwed joints
Lockere Schrauben müssen festgezogen werden.
Loose screws need to get tightened.
If loose screw fittings will be found, an
immediate tightening is necessary. Lost
screws need to get replaced.

operation
Verlorene Schrauben ersetzen!

Replacing lost screws!

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3. Hebel- und Bügelverschlüsse
Durch nicht fachgerechtes Schließen kann

sich der Bügel verziehen oder nicht
gerade aufliegen. Hier bitte korrigieren.
Durch mehrmaliges Öffnen kann sich die
Verbindung lockern. In diesem Fall muss
die Schraube enger gestellt werden.

Betriebsstunden
Clip and rocker arm locks
When closing these locks in an incorrect

way the rocker arm could get warped or Prüfen auf korrekten und kraftschlüssigen Sitz.
does not bear on correctly anymore. Checking for correct force-fit.
Please correct it in that case.
Because of constant opening and closing
the connection can get loose. In that case
the rocker arm screw must be tightened.

operation

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4. Hakenverschlüsse
Bei Mattenisolierungen wird diese

Variante zum schlüssigen Verspannen
verwendet. Bei der Wiedermontage
werden die Haken oftmals fehlerhaft
miteinander verbunden.
Achten Sie darauf, dass die Haken sich
korrekt gegenüber liegen und einzeln mit
einem Draht verzurrt sind. Korrigieren Sie
entsprechend.
Fehlerhaftes Verzurren führt zum Verzug
der gesamten Isolation und zur
eventuellen Unwirksamkeit.
Beispiel für perfekten Sitz
Intervall: Sichtung jeweils nach 6000 An example for a perfect fit.
Betriebsstunden
Hook connections
For mat insulations this type is used for

tightened bracing. During reassembling
works the hooks often get connected in an
incorrect way. Please take care of the
hooks lay opposite to each other and
being pairwise connected by a wire.
Please correct if necessary.
An incorrect rigging could cause the whole
insulation to be spoilt and get effectless. Fehlerhaftes Beispiel.
Example for an incorrect bracing.
operation Isolation ist verzogen und undicht.
Insulation is spoilt and leaky.

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5. Beschädigte Isoliermatten
Mattenisolierungen unterliegen nur einer

begrenzten Haltbarkeit und werden je
nach Belastung schnell oder langsam
abgenutzt. Hier muss routinemäßig geprüft
und entsprechend beschädigte Teile
dringend ersetzt werden.
Intakte Isolierung einer Umblaseleitung.
Intact insulation of a by-pass exhaust pipe.
Durch beschädigte Oberflächen kann sich
eine Isoliermatte mit z.B. brennbarer
Flüssigkeit voll saugen.

Betriebsstunden
Damages on insulation mats
Insulation mats have a limited durability

and getting used up depending upon their
load in a faster or slower way. These parts
have to be checked as a matter of routine.
Affected parts have to be urgently Defekte Isolierung muss ausgetauscht werden.
replaced. Defective insulation need to get exchanged.
Because of a damaged surface an

insulation mat could soak up e.g.
combustible fluids.

operation
Defekte Isolierung muss ausgetauscht werden.

Defective insulation need to get exchanged.

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6. Korrekter Sitz der Isolierung
Durch die teilweise starke Vibration der

Motoren kann sich auch die Isolierung
nach einiger Zeit lockern und eventuell
nicht mehr richtig aufliegen.
Betroffene Teile müssen hier erneut
korrekt montiert und eventuell stärker
verzurrt werden.

Betriebsstunden
Diese Isolierung sitzt perfekt.
This insulation fits correctly.
Correct fit of insulation elements
Because of the strong vibration of the

engine insulation parts can get loose and
do not bear on correctly anymore.
These particular parts have to be
reassembled and eventually clamped in a
stronger way.

operation
Diese Isolierung ist verrutscht. Neu-Montage

This insulation has moved. Reassembling.

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7. Russ- / Brandspuren auf der

Isolierung
Sollten Russ-Spuren auf der Isolation zu

sehen sein, ist dies ein Anzeichen dafür,
dass sich unterhalb ein Abgasleckage
befinden könnte. Ein solche Leckage führt
zur Entstehung schwefliger Säure, die zur
Zerstörung der Isolierung führt. In solchen
Fällen muss die Leckage zunächst
umgehend geschlossen und anschließend
die Isolierung ersetzt werden. Betroffene
Isoliermatten dürfen nicht wieder
verwendet werden.

Betriebsstunden
Beispiel für Russ-Spuren. Dringender Austausch!

Example for soot marks. Urgent exchange!
Soot / Scorch marks
If soot marks appear on the insulations

surface could this be a sign for an exhaust
gas leakage underneath. Leaking exhaust
gas causes the production of sulphuric
acid and destroys the insulation. In such
cases the leakage should get closed first.
All affected insulation parts need to be
replaced. Reusing such parts is not
possible.

operation

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8. Sicherheit der Isolation

gegen Eindringen brennbarer
Flüssigkeiten
Achten Sie dringend darauf, dass

Isolierungen, die mit einer Überlappung
versehen sind, nie mit der Öffnung nach
oben montiert werden. Durch die Öffnung
nach oben kann z.B. brennbare
Flüssigkeit eindringen.

Betriebsstunden
Safety of Insulation against

intrusion of combustible fluids
Please urgently, pay attention that

overlapping insulation parts do not upturn
the open side. This way combustible fluids
could drain in. Vorsicht! Hier können Flüssigkeiten eindringen!
Caution! Here, fluids could enter!
The opening always needs to be
assembled in downward direction.

operation

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9. Beständigkeit innen liegender

Isoliermaterialen
Bei einer als Blechsandwich aufgebauten

Isoliervariante mit innen liegendem
Dämmstoff muss regelmäßig geprüft
werden, ob der Dämmstoff noch in seiner
ursprünglichen Form vorhanden oder
eventuell in sich zerfallen oder beschädigt
ist.

Betriebsstunden
Prüfen durch Demontage der Verkleidung.

Check after disassembling the cladding parts.
Resistance of lagged / inside
insulation materials
If an insulation has been arranged as a

sheet sandwich with inlaying insulation
material, this material has to be checked
regularly of its natural form or of being
decomposed or even damaged.

operation
Diese Matte ist in einwandfreiem Zustand.

This mat is in perfect shape.

Geändert: ---------- ---

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MAN Diesel & Turbo

Works No. of engine........................... 1068269

Plant No.............................................. 4301570

6632 B2-05 EN 1 (2)

MAN Diesel & Turbo SE

Copyright © 2010 MAN Diesel & Turbo

2 (2) 6632 B2-05 EN

2 Work Cards, Classified by Subjects

009.02 Hydraulic tensioner bleeding, testing, renewing sealing rings

6632 B2-05 EN 3 (7)

009.08 Hydraulic tensioner bleeding, testing, renewing sealing rings

009.06 Measuring gauge (measuring device) checking the screw elonga-

3 Work Cards, classified into sub-assemblies

034.02 Piston/Piston rings inspecting

4 (7) 6632 B2-05 EN

113.08 Valve cone grinding

6632 B2-05 EN 5 (7)

125 Operating device

125.02 Three-way valve M306 checking, overhauling

322.01 Charge air cooler check, clean air system

6 (7) 6632 B2-05 EN

434.01 Fuel injection pipe removing and refitting

6632 B2-05 EN 7 (7)

6632 1 B2-05 EN 1 (1)

6682 1.1-01 EN 1 (1)

Potentially dangerous situations

Possibly dangerous situations

ries, possible property damage!

6682 1.2-02 EN 1 (2)

For tips on error sources.

2 (2) 6682 1.2-02 EN

Status/Availability Required Tools/Auxiliary Equipment

6682 1.3-02 EN 1 (6)

Tool Designation Number

Complete basic tool set 009.229

Extension DIN 3123B – 12.5x75 001.908

Universal joint DIN 3123C - 12.5 001.876

2 (6) 6682 1.3-02 EN

Tool Designation Number

Combination spanner (set) (5.5 to 34) 009.231

6682 1.3-02 EN 3 (6)

Tool Designation Number

Hexagon screwdriver A 8.06506 - 0.8x5.5 000.391

Philips screwdriver DIN 5262 B-Gr. - 1 000.401

Hexagon screwdriver DIN 911 - 3L 000.307

Adapter DIN 3123A - 20x12.5 001.923

4 (6) 6682 1.3-02 EN

Tool Designation Number

Locking ring pliers DIN 5256C - 19-60 002.162

Feeler gauge DIN 2275C - 0.05-1 000.451

Crow bar S 550A - 15 001.391

6682 1.3-02 EN 5 (6)

Tool Designation Number

Hammer DIN 1041 - 300L 000.693

Tool box, 5-section, 530x200x200 009.470

Table 2: Basic tools

6 (6) 6682 1.3-02 EN

Work Cards, Classified by Subjects

6632 2 B2-05 EN 1 (1)

Operating media systems/Pipes

Work Cards, Classified by Subjects

6632 001-05 EN 1 (1)

Operating media systems

Operating media systems/Pipes