MAN L32/40DF (Technical Documentation - Engine Operating Instructions)

Technical Documentation
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . L 32/40 DF
Work No. . . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6634-- 1
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0
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: Telex 5 37 96-0 man d

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. 1997 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation of
this documents or part of it.
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Table of contents
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Introduction
1.1
1.2
1.3
1.4
Preface
Product Liability
How the Operating Instruction Manual is organized, and how to use it
Addresses/Telephone numbers
Technical details
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2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.4.8
2.4.9
2.5
2.5.1
2.5.2
Scope of supply/Technical specification

MAN B&W Diesel AGs Scope of Supply/Technical Specification
Engine
Characteristics
Photos/Drawings
Components/Subassemblies
Standard engine design Crankcase to cylinder head
Camshaft drive to injection valve
Supercharger system through engine controls
Special engine designs
Accessories
Systems
Fresh air/Charge air/ Exhaust gas systems
Compressed air and starting system
Fuel oil system
Gas system
Injection timing adjusting device
Lube oil system
Cooling water system
Engine management system
Control of Speed and Output
Technical data
Ratings and consumption data
Temperatures and pressures
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Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
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2.5.3
2.5.4
2.5.5
2.5.6
Weights
Dimensions/Clearances/Tolerances--Part 1
Operation/Operating media
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.1
3.3.2
3.3.4
3.3.5
3.3.6
3.3.7
3.3.8
3.3.9
3.3.11
3.4
3.4.1
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.9
3.5.10
3.6
3.6.1
3.6.4
3.6.5
3.6.6
3.6.7
3.6.8
Prerequisites
Prerequisites/Warranty
Safety regulations
General remarks
Destination/suitability of the engine
Risks/dangers
Safety instructions
Safety regulations
Operating media
Quality requirements on gas oil/diesel fuel (MGO)
Quality requirements for Marine Diesel Fuel (MDO)
Viscosity/Temperature diagram for fuel oils
Quality requirements for lube oil
Quality requirements for engine cooling water
Analyses of operating media
Quality requirements of natural gas
Quality requirements for intake air (combustion air)
Engine operation I -- Starting the engine
Preparations for start/ Engine starting and stopping
Admissible outputs and speeds
Engine Running--in
Engine operation II -- Control the operating media
Monitoring the engine/ performing routine jobs
Engine Log Book
Load curve during acceleration
Part--load operation
Determine the engine output and design point
Condensed water in charge air pipes and pressure vessels
Load application
Engine operation III -- Operating faults
Faults/Deficiencies and their causes (Trouble Shooting)
Failure of the electrical mains supply (Black out)
Failure of the cylinder lubrication
Failure of the speed control system
Behaviour in case operating values are exceeded/ alarms are released
Procedures on triggering of oil mist alarm
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Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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102 / 03
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3.6.8
3.6.9
3.7
3.7.1
Procedures in case a splash--oil alarm is triggered

Procedures on triggering of Slow--Turn--Failure
Engine operation IV -- Engine shut--down
Shut down/Preserve the engine
Maintenance/Repair
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4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Maintenance schedule (explanations)
Tools/Special tools
Spare Parts
Replacement of components by the New--for--old Principle
Special services/Repair work
Maintenance schedule (signs/symbols)
Maintenance Schedule (Systems)
Maintenance Schedule (Engine)
Annex
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Units of measure/ Conversion of units of measure
Symbols and codes
Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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Introduction
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
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Table of contents
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Introduction
1.1
1.2
1.3
1.4
Preface
Product Liability
How the Operating Instruction Manual is organized, and how to use it
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6634
10.03
L 32/40 DF
101 /01
Preface
1.1
Engines -- characteristics,
justified expectations,
prerequisites
Engines produced by MAN B&W Diesel AG have evolved from decades of

continuous, successful research and development work. They satisfy high
standards and have ample redundancy of withstanding adverse or detrimental influences. However, to meet such expectations, they have to be
used to purpose and serviced properly. Only if these prerequisites are fulfilled, unrestricted efficiency and long service life can be expected.
Purpose of the operating and

working instructions
The operating instructions as well as the working instructions (work cards)

are thought to assist you in becoming familiar with the engine. They are
also thought to provide answers to questions that may turn up later on,
and to serve as a guidance in your activities of engine operation and when
carrying out maintenance work. Furthermore, we attach equal importance
to familiarising you with the methods of operation, causes and consequences, and to conveying the empirical knowledge we have. Not least, in
providing the operating and working instructions, we comply with our legal
duty of warning the user of the hazards which can be caused by the engine or its components - in spite of a high level of development and much
constructive efforts - or which an inappropriate or wrong use of our products involve.
Condition 1
The technical management and also the persons carrying out maintenance and overhaul work have to be familiar with the operating instructions
and working instructions (work cards). These have to be available for consultation at all times.
Caution! Lack of information and disregard of information may
cause severe injury to persons, damage to property and the environment!
Therefore: Please observe the operating and working instructions!
Maintenance and overhaul of modern four-stroke engines requires a previous and thorough training of the personnel. The level of knowledge that is
acquired during such training is a prerequisite to using the operating instructions and working instructions (work cards). No warranty claims can
be derived from the fact that a corresponding note is missing in these.
Condition 2
Caution! Untrained persons can cause severe injury to persons, damage to property and the environment! Never give orders
which may exceed the level of knowledge and experience! Access
must be denied to unauthorised personnel!
The technical documentation is tailored to the specific plant. There may be
considerable differences to other plants. Informations valid in one case
may, therefore, lead to problems in others.
Condition 3
Attention! Technical documents are valid for one specific plant!

Using information provided for another plant or from outside
sources may, therefore, result in disturbances/damages! Only use
pertinent information, never use information from outside sources!
To be observed as well ...
6680
1.1--01 E
Please also observe the notes on product liability given in the following
section and the safety regulations in Section 3.
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Product Liability
1.2
The reliable and economically efficient operation of a propulsion system
requires that the operator has a comprehensive knowledge. Similarly,
proper performance can only then be restored by maintenance or repair
work if such work is done by qualified specialists with the adequate
expertise and skill. Rules of good workmanship have to be observed,
negligence is to be avoided.
This Technical Documentation complements these faculties by specific
information, and draws the attention to existing dangers and to the safety
regulations in force. MAN B&W Diesel AG asks you to observe the
following:
Caution! Neglection of the Technical Documentation, and
especially of the Operating/Working Instructions and Safety
Regulations, the use of the system for a purpose other than intended
by the supplier, or any other misuse or negligent application may
involve considerable damage to property, pecuniary damage and/or
personal injury, for which the supplier rejects any liability
whatsoever.
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How the Operating Instruction Manual

is organized, and how to use it
1.3
Instructions for use
The operating manual contains written and illustrated information. Some

of it is generally useful, some of it really must be observed. This information is thought to supplement the knowledge and faculties which the persons have who are entrusted with
- the operation,
- the control and supervision,
- the maintenance and repair
of the engines. The conventional knowledge and practical experience
alone will not be adequate.
The operating instructions have to be be made available to these persons.
The people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.
We attempt to render assistance by a clearly organised composition and
by a clear diction of the texts.
Structure and special features
The operating instruction manual consists of five sections:

1
2
3
4
5
Introduction
Technical details
Maintenance/Repair
Annex
It mainly focuses on:
- Understanding the functions/coherences

- Starting and stopping the engine
- Planning engine operation, controlling it according to operating results
and economic criteria
- Maintaining the operability of the engine,

carrying out preventive or scheduled maintenance work
The manual does not deal with:
- Transport, erection, and dismantling of the engine or major components

of it
- Steps and checks when putting the engine into operation for the first
time
- Repair work requiring special tools, facilities and experience
- Behaviour in case of/after fire, inrush of water, severe damage and
average
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What is also of importance
The operating manual will be continually updated, and matched to the design of the engine as ordered. There may nevertheless be deviations between the sheets of a primarily describing/illustrating content and the definite design.
Engine design
Usually a thematic differentiation is made between marine propulsion engines, marine auxiliary engines and engines for stationary plants. Where
the factual differences are but slight, the subject is dealt with in a general
manner. Such passages are to be read selectively, with the appropriate
reservations.
For technical details of your engine, please refer to:
Technical details
Section 2, Technical Details

Volume A1, to the publication ..... Continuous Development
Volume B2, Work Card 000.30
Volume B5, test run record and commissioning record
Volume D1, list of measuring, control and regulating instruments
Volume E1, installation drawing
With the exception of the above-mentioned publication, all documents

have been specifically matched to the respective engine.
The maintenance schedule is closely related to the work cards of Volume
B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in personnel and time.
Maintenance schedule/
work cards
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1.4
Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure Diesel and Turbocharger Service Worldwide in Volume A1.
Addresses
Company
Work Augsburg
Work Hamburg
Technical Branch Office Hamburg
MAN B&W Service Center,

agencies and authorised repair
workshops
Address
MAN B&W Diesel AG
D--86224 Augsburg
Phone +49 (0)821 322 0
Fax
+49 (0)821 322 3382
MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone +49 (0)40 7409 0
Fax
+49 (0)40 7409 104
MAN B&W Diesel AG
Vertriebsbro Hamburg
Admiralittstrae 56
D--20459 Hamburg
Phone +49 (0)40 378515 0
Fax
+49 (0)40 378515 10
Please look up in the brochure
Diesel and Turbocharger Service
Worldwide
Table 1. Companies and addresses of the MAN B&W Diesel AG
Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.
Contact
Your contact
Work Augsburg
Phone:
+49 (0)821 322 .....
Fax:
+49 (0)821 322 .....
Waschezek MST
Phone ..... 3930
Fax
..... 3838
Nickel TS
Phone ..... 3994
Fax
..... 3998
Stadler MSC
Phone ..... 3580
Fax
..... 3720
Service Engines
Service Turcharger
Service Spare parts
Work Hamburg
Service Center
Phone:
+49 (0)40 7409 .....
Fax:
+49 (0)40 7409 .....
Taucke MST4
Phone ..... 149
Fax
..... 249
MAN B&W Service

Center, agencies,
authorised repair
workshops
Look up in the brochure

Diesel and Turbocharger Service Worldwide
g
i Volume
in
V l
A1
Table 2. Persons to be contacted, telepone and fax numbers
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Technical details
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
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Table of contents
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Technical details
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2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.4.8
2.4.9
2.5
2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6

MAN B&W Diesel AGs Scope of Supply/Technical Specification
Engine
Characteristics
Photos/Drawings
Standard engine design Crankcase to cylinder head
Camshaft drive to injection valve
Supercharger system through engine controls
Accessories
Systems
Fresh air/Charge air/ Exhaust gas systems
Fuel oil system
Gas system
Injection timing adjusting device
Lube oil system
Technical data
Weights
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6634
10.03
L 32/40 DF
101 /01
6682
2.1
2.2
2.3
2.4
2.5
Engine
Systems
Technical data
2.1--01 E
07.97
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101/ 01
MAN B&W Diesel AGs

Scope of Supply/Technical Specification
2.1.1
Items supplied
The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.
For all items supplied by us ...
For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,

and for typical service questions,
- MAN B&W service centers,

- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ...
For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
Technical Specification
The order confirmation, technical specification related to order

confirmation and technical specification of the engine contain
supplementary information.
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Engine
2.2
6682
2.1
2.2
Engine
2.3
2.4
2.5
Systems
Technical data
2.2--01 E
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101/ 01
Characteristics
The 32/40 DG engine supplements a successful product line
2.2.1
Engines identified by L 32/40 DG are supercharged dual-fuel engines with
a 320 mm cylinder bore and 400 mm piston stroke, deriving from the
L 32/40 diesel version. They can be run on gas or diesel fuel. The use of
these fuels results in the abbreviation DG.
Dual-fuel engines are used to drive generators to generate electricity or to
drive other machines. An obvious use is for the combined generation of
electricity and heat.
32/40 DG engines continue the long tradition of MAN gas engines at a
highly technical level:
Technical background
- Their main components are identical to the 32/40 engines and have
high mechanical reserve levels due to performance lower by approx.
20%.
- You profit from our experience in manufacturing and operating the
32/40 engines, of which 136 units were sold by December 1996.
- They represent the highest level of development in modern gas
engines with low-pressure gas injection, the smallest possible amount
of pilot oil and with an extremely lean gas-air mix to achieve the lowest
emissions of NOx.
- They have a complex electronic engine management system, which
coordinates the engine operating value dependencies of gas valves or
fuel pumps, the gas controlled system, the injection timing regulating
device, the charge-air bypass, the knock control and the circulation
temperature controls.
In diesel mode, the engine runs like a conventional diesel engine: through
a fuel injection pump, fuel is injected through an injection valve arranged
centrally in the cylinder head. The fuel ignites due to the prevailing
temperatures and leads to the power output in the working cycle.
Working method
In diesel gas mode, a fuel injection pump is additionally operated. The

control linkage is, however, drawn at zero charge, i.e. the injection valve is
out of operation. Instead, burnable gas is blown into the cylinder at the
correct times and in the correct amounts through hydraulically activated
gas valves. The gas valves are arranged in the connector between the
charge-air pipe and the cylinder head. At the same time, using an pilot oil
fuel injection pump located near to the fuel injection pump, a small amount
of fuel (diesel oil) is injected through two pilot oil injection valves arranged
on the outside of the cylinder head into outlying pre-combustion chambers
which protrude into the combustion chamber. Here, self-ignition results in
two pilot injections which ignite the gas-air mix in the cylinder and allow the
power output.
It is possible to switch between the two operating modes without
interruption or reduction in performance.
Overview characteristics
Engines of the L 32/40 DG series have a large stroke-bore ratio and a high
pressure ratio. These values allow an optimal combustion chamber design
and contribute to lower levels of pollution and a high degree of efficiency.
The engine is suitable for natural gas with a constant methane number of
80 in uninterrupted alternating mode with diesel fuel (MDO, MGO,
El heating oil EL).
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Turbochargers and charge-air coolers are arranged at the free end of the
engine. Using a drive unit at the free end of the engine, cooling water and
lubricating oil pumps can be run.
Looking at the coupling, the exhaust gas pipe is on the right (exhaust gas
side AS); the charge-air pipe is on the left (opposite side to the exhaust
AGS).
The engine has two camshafts. One is used to activate the inlet and
exhaust valves on the exhaust side, an additional one to drive the fuel
injection pumps on the side opposite to the exhaust. Using a hydraulically
operated regulating device, the injection timing can be changed.
The engines are equipped with MAN B&W turbochargers from the NR
series.
Differences in construction
The most important differences in construction to diesel engines are
the additional gas controlled system and the gas feed pipe,
the gas valves and the associated hydraulic aggregate,
increased measures in explosion protection,
the additional charge-air bypass,
the pilot oil injection device (additional fuel injection pumps of lower
power and two injection valves per cylinder with pre-combustion
chambers),
- a compressed-air starter (as in 5L 32/40) and
- the standard two-stage charge-air cooler.
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Photographies/Drawings
2.2.2
Figure 1. Engine generator set, consisting of dual-fuel engine 6L 32/40 with 2400 kW at 750 rpm, three--phase alternator
2886 kVA and foundation plate
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Figure 2. Engine generator set as shown in previous figure, viewed from the generating end
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Figure 3. Engine cross section, viewed from the coupling end
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Figure 4. Longitudinal section of engine 6L 32/40 DG (free end of engine/exhaust counter side)
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Figure 5. Longitudinal section of engine 6L 32/40 DG (coupling end/exhaust side)
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6682
2.1
2.2

Engine
2.3
2.4
2.5
Systems
Technical data
2.3--01 E
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Standard engine design

Crankcase to cylinder head
2.3.1
Crankcase
The engine crankcase is made from cast iron. It is solid and designed to be
very rigid. Tie rods extend from the lower edge of the hanging base bearing
up to the upper edge of the crankcase and from the upper edge of the cylinder
head to the diaphragm. The bearing cover of the crankshaft bearing is, in
addition, laterally braced to the casing. The control drive and the vibration
damper casing are integrated in the crankcase.
Crankcase/
crankshaft bearing/
tie rod
Figure 1. Main components/tie rod
Cooling water/lubricating oil
The crankcase has no chambers for water. Lubricating oil is fed to the
engine through a distributor pipe cast into the casing. Tie rod bore holes
and the tie rod fulfill a dual task: they keep components under initial
tension and they also help in oil distribution. The tie rod is sealed at the
height of the crankcase diaphragm.
Access
Parts of the running gear are easily accessed through large covers on the
longitudinal sides. The crankcase covers on the exhaust side have safety
valves.
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Figure 2. Non-machined crankcase, seen from the coupling end
Oil sump
The oil sump is welded from steel plate. It catches any oil dripping from
the parts of the running gear and feeds it to the lubrication oil tank lying
below. There is no oil sump when the engine and generator are arranged
on a common base frame. In this case, the base frame contains the
required amount of oil.
Crankshaft bearing
The covers of the crankshaft bearing (Figure 3, on left) are arranged in a

hanging position. They are held by the frame tie rods which pass through.
Cross-tensioning by additional tie rods is used to keep the form of the
bearing body stable. They prevent lateral yielding of the crankcase under
the effective ignition pressures.
Bearing cover/tie rod
Figure 3. Crankshaft bearing/locating bearing/external bearing
The locating bearing which determines the axial position of the crankshaft
is arranged on the first inner bearing pedestral. It consists of a flange
forged onto the crankshaft, the axially arranged butting rings with AISn
Locating bearing
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running layer and the bearing body set over this. Only the upper half of the
locating bearing flange is supported.
External bearing
The external bearing absorbs radial forces which run over the coupling
flange in the crankshaft. It is formed from the wall of the crankcase, the
screwed-on divided flange bearing and the labyrinth and splash ring with
covering shell.
Bearing shells
The bearing shells of all crankshaft bearings consist of a steel supporting

shell, a bonding layer and a light metal running layer.
Crankshaft
Crankshaft/counter weights/
drive wheel
The crankshaft is forged from a special steel. It is arranged in a hanging

position and has, per cylinder, 2 counterweights held by undercut bolts to
balance the oscillating masses. The drive wheel for the geared drive
consists of 2 segments. They are held together by 4 tangentially arranged
screws. The locating bearing flange is connected to this by cap screws.
Figure 4. Crankshaft with drive wheel, locating bearing flange and attached
counterweights.
The flywheel, which is made from spheroidal graphite iron, is arranged on

the crankshaft flange at the coupling end. Through the flywheel or its
geared rim, the engine can be turned over during maintenance work by a
turning gears.
Flywheel
Torsional vibration
Torsional oscillation, to which the crankshaft is susceptible, is reduced

using a vibration damper arranged at the free end of the crankshaft. The
vibrations are transferred from the interior to packets of sleeve springs and
are damped there by friction and the cushioning action of the springs. The
inner part is arranged so that cooling water and lubricating oil pumps can
be driven using an attached geared rim.
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Figure 5. Crankshaft at the free end, equipped with pendulu damper and geared
rim.
Connecting rod
Connecting rod with two parting

lines
The so-called marine-type connecting rod was selected for the con-rod
design. The parting line lies above the connecting rod bearing. On pulling
the piston, the connecting rod bearing does not have to be open. This has
advantages for operational safety (no change in position, no new
adjustments) and this construction reduces the piston removal height.
Figure 6. Con-rod with two parting lines (marine-type)
The bearing shells are identical to those of the crankshaft bearing.

Thin-walled shells with a light-metal layer are used. The bearing cover and
bearing body are screwed together using undercut bolts (studs).
Bearing shells
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Figure 7. Con-rod processing centre
Pistons
Constructive characteristics
Basically, the piston consists of two parts. The lower part consists of
spheroidal graphite iron. The piston crown is forged from high-quality
material. The choice of material and constructive design mean high
resistance to the ignition pressures which occur and they allow slight radial
clearance of the piston ring. Slight radial clearance and the differential
piston construction reduce the mechanical load on the piston rings,
prevent the entry of abrasive particles and protect the oil film from
combustion gases.
Cooling
The special form of the piston crown allows for effective cooling. Cooling is
supported by the shaker-effect internally and externally as well as by an
additional row of cooling bore holes in the exterior. In this way, the
temperatures are controlled so that wet corrosion in the ring grooves can
be avoided. The ring grooves are inductively hardened. It is possible to
re-finish them.
The piston is cooled using oil which is fed through the connecting rod. Oil
is transferred from the oscillating connecting rod to the upper part of the
piston using a funnel on spring bearings which slides on the outer contour
of the connecting rod eye.
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Figure 8. Piston -- two part, oil cooled
Differential piston
The piston crown has a somewhat smaller diameter than the remaining
running surface. This design of piston is called a differential piston. An
explanation of the purpose of the step can be found under the Cylinder
liner point.
Piston rings
The upper and lower parts are connected with one another using undercut
bolts. To seal the piston from the cylinder liner, there are 3 compression
rings and an oil control ring. The first compression ring has a
chrome-ceramic coating. The second and third rings are chrome plated. All
rings are arranged in the wear-resistant and well cooled steel crown.
Piston pin
The piston pin is floating mounted and fixed axially using retaining rings.
There are no bore holes to affect the formation of oil film and the strength.
Figure 9. Piston with connecting rod
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Cylinder liner/backing ring/top land ring
The cylinder liners are made from special cast iron and have a spheroidal
graphite iron backing ring in the upper part. This is centred in the
crankcase. The lower area of the cylinder liner is guided by the diaphragm
of the crankcase. There is a so-called top land ring on the collar of the
cylinder liner.
Cylinder liner/
Backing ring/
Top land ring
The division into three components, i.e. into cylinder liner, backing ring and
top land ring allows the best possible design with regard to security from
deformation, cooling, and the guarantee of minimal temperatures of certain
parts.
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of differential

piston/top land ring
The top land ring which projects over the cylinder liner bore hole has a
combined effect with the set-back piston crown of the differential piston, in
that coke deposits on the piston crown no longer touch the running surface
of the cylinder liner. In this way, bore polishing, which prevents good
adhesion of lubricating oil, can be avoided.
Figure 11. Combined effect of top land ring and differential piston
The cooling water reaches the cylinder liner through a pipe which is
connected to the backing ring. The water flows through the bore holes of
the top land ring (jet cooling) and flows on through bore holes in the
Cooling
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backing ring to the cooling chambers of the cylinder heads. The cylinder
head, backing ring and top land ring can be drained together.
Using bore holes in the backing ring, the top land ring and cylinder head
can be checked for gas tightness and cooling water leakages.
Figure 12. Measuring roughness on processed cylinder liners
Bild 13. Work steps in dismantling the cylinder liner -- top land ring/piston/cylinder liner
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Cylinder head/rocker arm casing
The cylinder heads are made of spheroidal graphite iron. They are
pressed to the top land ring using 4 studs. The strong bore-hole cooled
floor of the cylinder head as well as the ribbed reinforced inner guarantee
a high level of shape-dependent strength.
Figure 14. Cylinder head with inlet and outlet valves as well as injection valve and
ignition oil valves.
Valves in the cylinder head
The cylinder head has 2 inlet and 2 outlet valves. The fuel injection valve
for diesel mode is located between the valves in the central position. It is
surrounded by a sleeve which is sealed in the lower area against the
surrounding cooling water chamber as well as against the combustion
chamber.
At the edge of the cylinder head between the inlet and outlet valves are
the pilot oil valves. They are inserted in water cooled sleeves which carry
on to the pre-combustion chambers in the combustion chamber.
The connections between the cylinder head and the exhaust pipe, the
connections within the charge air pipe as well as to the cooling water
supply are made using quick-acting closures or clamping and plug-in
connection
Connections
Figure 15. Cylinder head with valves and charge air pipe section (in the picture -cylinder head of diesel engine)
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Rocker arm casing/valve drive
The cylinder head is closed at the top by the rocker arm casing and a
cover, through which the valves and the injection valve are easily
accessible.
Figure 16. Rocker arm casing with valve drive
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Control drive to injection valve
2.3.2
Control drive/camshaft drive
Arrangement of the control

drive and the intermediate
wheels
The control drive is integrated in the crankcase. It is located at the

coupling end between the first crankshaft bearing and the external bearing
or the covering. The drive of the camshaft gears is carried out via two
spur-toothed intermediate wheels from the gear rim on the crankshaft. The
first intermediate wheel has a larger gear rim on the drive side and a small
one on the power take-off side. The second intermediate wheel engages in
both camshafts. It drives the injection camshaft, and the valve camshaft
on the opposite side of the engine.
Figure 1. Control drive, arrangement of drive and intermediate wheels
The intermediate wheels run on axle journals, which are connected by

undercut bolts/studs to the inner side of the frame. The outer side of the
control drive is accessible after disassembling the external bearing or the
covering and the screwed-on end wall.
The control drive does not have any external oil feed lines. The oil supply
of the bearing bushes and the meshing occurs through drill
holes/ducts/short pipes in the crankcase and spray nozzles connected to
these ducts and short pipes. The spray nozzles need not be removed in
disassembling intermediate wheels.
Lubrication oil supply
Camshaft
2 camshafts
The engine has 2 camshafts, both consisting of cylinder-long sections.

One camshaft activates the gas exchange, the other the fuel injection
pumps and the pilot oil injection pumps.
Adjustable camshaft (with

additional equipment)
This solution allows the injection camshaft to be adjusted according to the

operating conditions and it relieves the valve camshaft of rotary oscillation
excitement by the fuel injection pumps. The camshafts are supported in
tunnel bearings. The pressed-in bearing bushes consist of a steel jacket
with a thin running layer of lead bronze.
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Figure 2. Injection camshaft with shifting device (special design, reference 00016)
Both camshafts are picked up in the frame contour. They are covered by
easily removable light metal covers.
Number of cams
The injection camshaft has two cams per cylinder.
Thrust bearing
There are thrust bearings to position the camshafts in longitudinal

direction. On camshafts without a regulating device, they are arranged at
the coupling end. On injection camshafts with a regulating device, the
thrust bearing is located at the free end of the engine. It is used to absorb
the thrust load which occurs on moving the camshaft.
Valve drive
Camshaft -- cam followers -push-rods
The drive of the push-rods for the intake and exhaust valves occurs from
the valve camshaft via intake and exhaust cam followers, which are
supported by a common bearing block and pick up the cam movement via
a roller.
Activating the valves using

levers and yokes
The movements of the push-rods are transmitted in the cylinder head to

short levers which transfer these movements to guided yokes (see Figure
under Cylinder head). The yokes activate two identical valves
respectively. The bearing block of the drive levers (the rocker arm casing)
is screwed to the cylinder head. Bearing bushes, ball cups and yokes are
supplied with oil by a connection in the bearing block.
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Figure 3. Valve drive on the exhaust side using inlet and exhaust cam followers
Valves
There are 2 inlet valves and 2 exhaust valves per cylinder head. They are
guided by the valve guides pressed into the cylinder heads.
Valves/valve guides
Figure 4. Inlet and exhaust valve
Valve plate and seat ring of the exhaust valve are armoured. On the inlet
valve, only the valve plate is armoured. The seat ring is provided with a
twist, which leads to an optimal mixture of the gas/air flowing into the
combustion chamber in gas mode. Cooling water flows around the inner
side of the seat rings pressed into the cylinder head.
Valves/seat rings
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Figure 5. Armouring a valve cone
The inlet valves are turned by rotocaps. The exhaust valves have propeller
blades on the shaft above the plate which set the valves in rotation using
the gas current passing by. The rotating motion is enabled by the thurst
bearing at the upper end of the valve.
Rotating devices
The rotating devices ensure gas-tight valve seats and thus extended
intervals between overhauls.
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Gas valves
In gas mode, burnable gas is blown into the cylinder space using
hydraulically activated gas valves. They are arranged in a transition piece
and connect the gas pipe with the intake duct in the cylinder head. The
times of opening are controlled by pulse generators on the valve camshaft.
Function/Arrangement
Figure 6. Gas valve with hydraulic activation unit
Speed governor
System components
The speed and performance control system consists, in a narrower sense,

of an electronic control device, an electromechanical positioner and speed
pick-ups. The speed pick-ups record the actual speed of the engine.
Efficiency principle
In the electronic control device, the difference between the target speed
and the actual speed is calculated. If they differ from one another, then a
correction signal is created. In Diesel mode, the signal is transferred to the
positioner and there converted into a rotation. By this rotation, the control
rods of the fuel injection pumps are moved, i.e. the amount of fuel injected
into the cylinder is changed.
In gas mode, no fuel is delivered via the fuel pumps. With the pilot oil filling
being constant, the signal of the speed governor passes to the gas valve
control. The actions of the speed control system are co-ordinated with the
engine control and the gas valve control by the engine management
system.
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Figure 7. Speed control system, Heinzmann make, with electromagnetic positioner (left), electronic control
device (centre) and programming device (right)
Fuel injection pump
The fuel injection pumps are arranged on the exhaust counter side above
the camshaft trough. The drive by the fuel cams is effected via the tappet
pot in which the track roller is carried. The stroke movement of the tappet
pot is transferred directly to the spring-loaded pump plunger.
Arrangement/drive
Figure 8. Fuel injection pump with inclined edge control
Method of operation
The fuel is fed to the middle area of the pump cylinder through an annulus.
The baffle screws are also arranged here. They can easily be replaced in
the case of wear through cavitation. The pump cylinder is closed at the top
by the valve body. The constant-pressure relief valves (GDE valves) are
arranged here. The GDE valves prevent cavitation and pressure
fluctuations in the system. This prevents dripping of the injection valve.
Admission setting
The delivery rate in accordance with the required output/speed

combination is reached by turning the pump plunger and thus the control
edges. This is effected by a sleeve which is toothed on the outside and
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which grips the flat shoulder of the pump plunger. The sleeve is turned by
the toothed control rod.
Each injection pump has an air-activated emergency stop piston by which
the admission can be set to zero. The available output is limited by the
depth of the emergency stop cylinder.
A fuel leakage drain underneath the baffle screws and (in MDF mode) an
additional sealing oil connection prevent fuel entering the lubricating oil.
Pilot oil injection pump
The pilot oil injection pumps are arranged on the exhaust counter side next
to the fuel injection pumps. They are driven by their own cams which are
arranged next to the main cams.
Arrangement/drive
Figure 9. Pilot oil injection pump
Structure/method of operation
The structure and method of operation basically conform to that of the fuel
injection pump. However, in contrast to these pumps, there is no delivery
rate regulation.
Admission setting
The regulating shaft is fixed. The delivery rate approx. corresponds to 1%

of the Diesel fuel used at full load.
Fuel rack/control linkage
The positioner actuates the

regulating shaft
The fuel rack of the fuel injection pump is actuated by the speed governor
and/or the belonging positioner. Its lever movement is transferred to the
regulating shaft which lies in bearing blocks that are screw-connected with
the crankcase upstream of the injection pumps and swings the buckling
levers that finally move the control rods of the injection pumps.
Buckling levers
Due to their spring-loaded tipping mechanism, the buckling levers allow

the engine to be stopped and started when the control rod is blocked.
Admission indication
The position of the linkage can be indicated by means of signals which are
created by an inductive position pick-up.
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Figure 10. Regulating shafts with buckling levers
Regulating shaft of pilot oil

pumps
The delivery rate of the pilot oil injection pumps is set and locked using the
second regulating shaft.
Injection pipes
Injection pipes with protecting

tube
The injection pipes between the fuel injection pumps and the injection
valves are surrounded by two-part protecting tubes for safety reasons. The
protecting tubes drain any possibly leaking fuel to a common fuel leakage
pipe.
Figure 11. Fuel injection pipe. Fuel route: Fuel injection pump-injection
pipe-screwed in lance-injection valve
The injection elements are screened from the outside by a common

casing. The sections which extend over one cylinder repectively can be
easily removed using star grip closures.
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Injection pipes of the pilot oil

pumps
The injection pipe of the pilot oil pump leads to a distributor section and
from there in branch pipes to the pilot oil valves.
Injection valve
The injection valve for Diesel mode is arranged centrally in the cylinder
head. The fuel is supplied from the exhaust counter side using a lance
which is guided through the cylinder head and which is screwed to the
nozzle body. The fuel is injected directly into the combustion chamber.
Fuel feed
Figure 12. Water cooled fuel injection valve with multi-jet nozzle
The injection valve is cooled using water (as a rule) or Diesel oil. Coolant
entry and exit lie in the centre area of the valve. The water supply and
removal occur separately from the cylinder cooling through pipes which lie
on the exhaust side (water) or on the exhaust counter side (Diesel oil).
Cooling
Pilot oil injection valve
Injection/ignition jet formation
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The pilot oil injection valves are arranged in the cylinder head in such a
way that the prechambers lie at the edge of the combustion chamber. The
method of operation of the valves corresponds to that of the main injection
valves. Whereas there the fuel is injected directly into the combustion
chamber, the injection of the pilot oil valves occurs into the prechambers,
where the fuel ignites and emerges through a lateral bore hole as pilot
injection.
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Figure 13. Water cooled pilot oil injection valves with prechambers
The pilot oil injection valves are cooled by means of water. Coolant entry
and exit lie in the centre area of the valve. They are connected to the
cooling water circuit of the main injection valves. The prechambers are
cooled using water which is led from the annulus around the bottom of the
cylinder head to the interior.
Cooling
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Supercharged system to motor control
2.3.3
Supercharged system/turbocharger
Supercharging is effected according to the so-called constant-pressure

method. With this procedure, the exhaust gases from all cylinders flow
into a common exhaust pipe. The turbocharger is supplied with energy
from this pipe. The turbocharger compressor draws in fresh air and
conveys compressed air to the charge air pipe. From there, transition
pieces lead to the cylinders. In gas mode, fuel gas is added to the air
current going to the cylinders. This is effected through gas valves which
are arranged in the transition pieces.
Constant-pressure
turbocharging
Figure 1. Supercharged system - arrangement of turbocharger, charge air cooler

casing and charge air pipe
The constant-pressure method has the following advantages:
Advantages
Simple pipe elements, the same components for all cylinders,

the same supercharging ratios for all cylinders,
very small gas exchange losses, and
low stress on the turbine.
The selected supercharging method and the design of the turbochargers

with its high degree of efficiency at partial and full load guarantee:
- a highly lean mixture,

- clean combustion and
- low thermal stresses.
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The turbocharger is generally arranged at the free end of the engine. It is

mounted transversely to the engine. NR series turbochargers are used,
i.e. turbochargers with radial flow compressors and radial turbines (NR26 NR34). The main characteristic of this series is the uncooled, isolated
turbine intake and exhaust casing. This design guarantees
Turbocharger
- that the turbine has the full exhaust energy available and
- that no corrosion is to be expected due to the temperature falling below
the dew point at partial load.
Figure 2. NR series turbocharger with intake silencer (left), compressor, bearing

casing and turbine (right)
Fresh air is drawn in through an effective silencer or air intake socket. The
rotor of the turbocharger runs on both sides in rotating plain bearing
bushes. These are connected to the lubricating oil system of the engine.
Charge air pipe/charge air cooler
The fresh air drawn in and compressed by the turbocharger is supplied to

the casing in front of the charge air cooler through a double diffuser. It is
cooled down in a charge air cooler or in an air-to-air cooler and supplied to
the cylinders via the charge air pipe. The charge air cooler is designed in
two stages for impinging with fresh water.
Charge air system
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Figure 3. Charge air system. Air route: Turbocharger - diffuser - diffuser casing charge air cooler - charge air pipe (constructional design dependent on
turbocharger arrangement)
The charge air pipe is divided into units of cylinder length. They are
connected to one another by means of pipe couplings. This design allows
simple dismantling of the cylinder heads.
Charge air bypass
There is a connection between the casing after the charge air cooler and
the intake casing of the turbocharger. In this way, charge air can be
conveyed back to the suction side of the compressor and the air supply to
the engine can be controlled. The bypass is controlled by an engine
activated flap. The bypa supports the control function of the gas valves,
by adapting the available amount of air to the load. In Diesel mode, the
flap is closed.
Bild 4. Charge air bypass
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Exhaust pipe
The cast exhaust pipe sections have a maintenance-friendly pipe clamp on

the connection to the cylinder head. The exhaust pipe is uncooled, heat
insulated and covered and equipped with compensators between the
cylinders and in front of the turbocharger. On the side opposite to the
turbocharger, there is an explosion protection valve just as on the charge
air pipe.
Figure 5. Exhaust pipe
The exhaust pipe covering consists of elements, each extending over one
cylinder. The metal sheets have insulating mats on the inside and can be
removed after loosening a few screws.
Fuel gas pipe
In the gas mode, fuel gas is supplied to the engine. This is done via a gas
control line, a gas pipe and gas valves. The gas pipe lies above the charge
air pipe. It consists of pipe sections of cylinder length, which are
connected with each other using compensators. Transition pieces join the
charge air pipe to the gas valves.
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Bild 6. Fuel gas pipe
Lube oil supply/cylinder lubrication/hydraulic oil for the gas valves
Lube oil inlet/route of the lube

oil
All lubrication points of the engine are connected to a common pressure oil
circuit. The lube oil inlet flange is located at the free end of the engine. The
oil passes from the distributor pipe integrated in the frame to the main
bearings. From there, the route passes through the crankshaft to the big
end bearing and through the connecting rod into the piston crown. From
the piston crown, the oil runs back to the oil sump.
Figure 7. Lube oil system - oil ducts in the crankcase
The spray nozzles for the camshaft drive gears are supplied with oil
through ducts in the crankcase and internal pipes. Also the bearings of
both camshafts and the cam follower shafts (by a short pipe) are
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connected to the distributor pipe by means of cast bore holes. The

camshaft thrust bearing is externally supplied with oil.
On the outside of the engine, i.e. on the exhaust counter side , additional
supply pipes lead to the fuel injection pump (tappet pot/sealing oil), to the
rocker arm axles in the cylinder head and to the gas valve guide.
The control piston and bearings of the camshaft adjusting devices are
supplied from outside through separate pipes. This also applies to the
bearings of the turbocharger.
The lube oil system is equipped with a pressure control valve which keeps
the oil pressure upstream of the engine constant independent of the
speed.
Cylinder liner lubrication
The running surfaces of the cylinder liners are lubricated from the
crankcase by means of splash oil and oil vapour. The piston ring package
is supplied with oil from below via bore holes in the cylinder liner. The oil is
supplied from the exhaust counter side through the diaphragm of the
frame. This is ensured by a block distributor to which the oil is supplied via
an external delivery pump from the intake pipe.
Hydraulic oil for activating the

gas valves
The gas valves are activated hydraulically. A pressure of 120 bar is

required for this purpose. It is produced by a hydraulic unit which is
arranged separately from the engine. The hydraulic oil pipes lie between
the gas and the charge air pipes.
Figure 8. Gas valve with drive and control unit
Fuel pipes
The engine is supplied with fuel through a manifold arranged on the

exhaust counter side. From this manifold, fuel is suplied to the pilot oil
pumps and injection pumps. Excessive fuel is collected in a return
manifold. The connections of both pipes are located on the free engine
end. The associated buffer pistons and the pressure sustaining valve are
also arranged there. The buffer pistons serve for reducing the pressure
surges in the system. The pressure sustaining valve in the fuel return pipe
keeps the system on the engine side under pressure, so that no vapour
bubbles form.
Fuel inlet/fuel return
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Cooling water pipes
The following are cooled: the

cylinders, the charge air cooler,
the injection nozzles
The backing rings of the cylinder liners and the cylinder heads are supplied
with fresh water. The charge air cooler can be impinged with fresh water,
raw water or sea water. The cooling of the injection nozzles is effected by
means of a separate system.
Cooling water inlet/Cooling

water return
The cooling water inlet flange for cylinder cooling is located at the free end
of the engine. The pipe lies on the exhaust side on the crankcase (rear).
Starting from there, connections are effected to the backing rings of the
cylinder liners (at the bottom). The following are cooled:
- the bore holes of the top land ring and

- the cylinder head with the valve seat rings.
Route of the cylinder cooling
water
The cylinder head is cooled starting from the annulus around the cylinder
head bottom. From there, the water flows through bore holes in the
annulus between the injection valve recess and the inner part of the
cylinder head. Sometimes it only reaches there after flowing around the
valve seat rings and the prechambers of the pilot oil injection valves. From
the central annulus, the remaining large cooling areas of the cylinder head
are filled. The drainage of the water is effected through the inserted
passage bush via the upper area of the backing ring to the return manifold
which is located next to the supply pipe (front) and which leads the heated
water to the charge air cooler or back into the system.
Figure 9. Cylinder cooling
The supply and return pipes for the cooling water of the injection and
pilot oil injection valves are located below the charge air pipe. From there,
stub pipes lead to the cylinder heads.
At the uppermost points of the cylinder head and the charge air cooler, a
permanent venting pipe is connected. For draining the cylinder heads and
backing rings, the supply pipe must be emptied.
Venting/drainage
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Condensed water pipe
The water, which is produced by compressing and cooling the air

downstream of the charge air cooler and in the charge air pipe, is
discharged by means of external pipes. This is effected by means of a
drain valve (float valve) and an overflow pipe which is to be monitored.
Crankcase venting
Connection from crankcase to

compressor
In order to rule out the danger of escaped gas collecting in the crankcase,
a connection is made between an individual cover of the crankcase
covering to the compressor side of the turbocharger. The venting pipe
leads from the casing cover via an oil trap to the charge air bypass pipe
leading to the turbocharger. This way, any gas which may possibly have
entered is drawn off and burnt in the engine.
1 From crankcase to oil

trap
2 From oil trap to charge
air bypass pipe
Figure 10. Crankcase venting
Relief valves
In addition to the explosion doors on the charge air pipe and on the
exhaust pipe, relief valves are also arranged in the covers of the
crankcase covering. These allow fast reduction of pressure in the case of
an explosion in the crankcase.
Starting device
The engine is started using a compressed-air starter.

The compressed-air starter is arranged at the coupling end. On activating
the starting valve, the pinion of the starter is moved axially onto the
gearwheel and, on reaching the end position, is set rotating. In this way,
the crankshaft is turned and the engine is started on reaching ignition
speed.
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The connection from the air bottles to the compressed-air starter is

opened/closed by the interposed starting valve. To activate this valve, a
pulse from the operating device is required.
Engine barring gear
For turning the crankshaft and the running gear components, there is a
manually operated turning gear for in-line engines and an electrically
driven turning gear for V-type engines. It is not possible to start the engine
in engaged condition.
Operating and monitoring devices
All control and monitoring functions, which are essential for operating the
engine, are controlled by the superior control technology or the engine
management system (MMS). The units work in co-ordination with each
other and exchange important information. The following functions are
observed by the control technology:
Complete system
Control of the start preparations and the start of the engine,

Control of running up, synchronisation and loading of the unit,
Control of the stopping procedure,
Alarm and safety functions,
Control and monitoring of the necessary units in the supply systems
and the
- regulation of operating media circuits.
Engine management system overview
The engine management system contains all the hardware and software
components which are required for the operation of a dual-fuel engine.
The control cabinet, in which all devices and displays are installed, is
connected to the engine by ready-made cables. All connections and
settings are carried out and checked during the test run of the engine.
The engine management system basically consists of
6634
2.3.3--01 E
the engine control with important subfunctions,

the fuel control and regulation (dual fuel box),
the control of gas valves and
knock monitoring.
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Figure 11. General view of the engine management system
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2.3.4
Reference 00016 - Injection timing regulating device
Reducing the fuel requirement

or reducing the nitrogen oxide
emissions
Device for changing the injection timing to early or late ignition. In gas
mode, the device allows adaptation to various methane numbers. The
adjustment parameters are laid down in the SPS engine management
system. In diesel mode the device allows the ignition pressure to be
increased to the design value and thus to a clear reduction in fuel
consumed. On the other hand, adjusting to late along with a fall in the
ignition pressure means a reduction in nitrogen oxide emissions.
The injection camshaft can be turned relative to the starting position
through spiral gearing on the shaft. This is done using a bush which can
be moved axially and is also spirally geared and which is moved by a
hydraulic piston. The hydraulic piston is itself brought smoothly into the
correct position using inner piston valves. See also Section 2.4.
Figure 1. Regulating device on the injection camshaft
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Reference 00018 - Electrical turning gear
As an alternative to the manual engine barring gears, straight-type engines

can be equipped with electrical turning gear. The engine has push-button
control and in cases of emergency can be turned using a crank. It is not
possible to start when the turning gear is meshed.
Figure 2. Electrical turning gear
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Accessories
2.3.5
Hanging footboards
To supplement or replace gallery supports with footboards and railings,

hanging footboards can be supplied to facilitate maintenance work on the
longitudinal sides of the engine. A solution with fixed supports and boards
is also available.
Monitoring the temperature of the main bearing
The temperatures of the main bearings (and the external bearing) are
measured just below the bearing shells in the bearing caps. To do this,
oil-tight resistance temperature sensors (Pt 100) are used. The measuring
cables run in the crankcase up to the height of the cable duct on the
exhaust side and from there to the outside to terminal boxes.
Oil mist detector
Damage to bearings, piston seizures and blow-by from the combustion

chamber cause increased oil mist formation. Using the oil mist detector,
the oil mist concentration or the transparency of the air (opacity) in the
crankcase is monitored. To do this, air is drawn continually from all
crankcase areas using a jet pump, cleaned of larger oil droplets and
supplied to a measuring section with infrared filters. The diode arranged at
the exit sends an electrical signal to the monitoring unit according to the
amount of light received.
Figure 1. Arrangement of the oil mist detector
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Monitoring of exhaust-gas-temperature average
The average monitor consists of thermocouples in the exhaust pipe and a

monitoring and display unit. Dependent on the instrumentation and control
configuration, monitoring and display can be effected using a PLC
(programmable logical control), a special unit or elements of a
higher-ranking monitoring system. Dependent on the engine output, larger
(at low load) or smaller deviations (at high load) from the calculated
average of all cylinders are permitted for individual cylinders.
Splash-oil monitoring system
Figure 2. Arrangement of the splash-oil monitoring system
The splash-oil monitoring system is part of the safety system. Using sensors, the temperatures of each individual running gear (or running gear
pair in the case of V-type engines) are indirectly monitored by means of
the splash oil. In this connection, the safety system initiates an engine
stop if a defined maximum value or the admissible deviation from the average is exceeded.
Damage on bearings of the crankshaft and connecting rod are recognised
at an early stage, and more extensive damage is prevented by initiating an
engine stop.
In the operators station, the temperatures of the individual running gears
of the engine are indicated by means of a graphical display and in absolute
values.
The splash-oil monitoring system is part of the standard scope of the engine.
Gas control system and supplementary monitoring devices
The engine is safely supplied with gas using the gas control system. It
consists basically of a ball cock, a gas filter, electropneumatically
controlled shut-off valves and a pressure control device. At input pressures
above 4 bar overpressure, a pressure reduction device is to be connected
in series to the gas control system.
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Pressure controllers, sensors for warning of gas collecting in the engine

crankcase and in the engine room, a methane number measuring device
and a gas volumeter complete the necessary equipment.
Figure 3. Gas control system
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Systems
6682
2.4
2.1
2.2
2.3

Engine
2.4
Systems
2.5
Technical data
2.4--01 E
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Fresh air/Charge air/

Exhaust gas systems
1
2
3
4
5
6
7
8
9
10
Intake casing
Intake sound damper
Turbocharger
Compressor
Turbine
Double diffuser
Diffuser casing
charge air cooler
charge air pipe
Compressor bypass
2.4.1
15 Condensed water
discharge
16 Float valve
17 Overspill pipe
18 Exhaust pipe
19 Cleaning nozzles
A Compressor cleaning
B Lubrication oil to the
turbocharger
C Turbine cleaning
D Draining/condensation
draining
E Charge air to
compressor cleaning
(Variant 1)
F Charge/block air to turbocharger (NA series)
G Fresh air
H Charge air
J Exhaust
L Cooling water
Figure 1. Fresh air/charge air/exhaust system. Variants in Figure 1a - sound dampers, 1b - intake casing
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The air route
The air required for burning the fuel in the cylinder is drawn in axially by
the compressor wheel (4) of the turbocharger (3) (Figure 1). This is done
either using the intake sound damper (2) with dry air filters or using the
intake casing (1). Using the energy transmitted by the exhaust flow on the
turbine wheel (5) of the turbocharger, the air is compressed and thus
heated. The energy-rich air (charge air) is fed over a sliding sleeve and the
double diffuser (6) into the diffuser casing (7). The diffuser reduces the
flow speed to the benefit of pressure. In the charge air cooler (8) which is
mounted in the casing, the air is cooled. In this way, the cylinder is filled
with the greatest possible mass of air. This is done using the charge air
pipe (9), which consists of cylinder-length elements elastically connected
with one another. The compressor bypass (10) supports the regulating
function of the gas valves in gas mode. In diesel mode, the connection is
closed.
The exhaust route
The exhaust leaves the cylinder head on the opposite side to the charge
air pipe. It is collected in the exhaust manifold (18) and fed to the turbine
side of the turbocharger. Thermoelements in the exhaust pipe both before
and after the turbocharger are used for monitoring the temperature. The
exhaust manifold, like the charge air pipe, consists of cylinder-length
elements. The connection to the cylinder head is made using a clamping
connection. To connect with one another and to the turbocharger,
corrugated tube compensators are used. The exhaust flows axially from
the turbine wheel. The slide bearings of the turbocharger are supplied
with oil from the engine circulation.
Figure 2. Exhaust pipe connection to the cylinder heads
Condensed water
On the casing of the charge air cooler and at the start of the charge air
pipe there are connected condensation water pipes (15). Any water
occurring is led through the float valve (16). The blockable overspill pipe
(17) is must be monitored on site.
Cleaning the charge air coolers
charge air coolers can be cleaned with cleaning fluids without dismantling.
To do this, blind disks must be inserted after the turbocharger and before
the charge air pipe.
Cleaning the turbocharger:

the compressor side using water
There are nozzles (19) for regular cleaning of the compressor wheel and
the compressor casing of the turbocharger. These are mounted in the
intake casing or in the sound dampers. Water is sprayed in through the
nozzles. The cleaning effect results from the high impact speed of the
drops of water compared to the rotating wheel.
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21 Tank
22 Pressure spray
23 Air pump
A Compressor cleaning
E Charge air for
compressor cleaning
F Fresh water/drinking
water
Figure 3. Compressor cleaning using charge air (left) or pressure spray (right)
The water is either filled into the tank (21) and blown out using the charge
air pressure to connection A (Variant 1 in Figure 3) or filled in a pressure
spray (22), pressurised there using an air pump (23) and displaced by an
air cushion (Variant 2).
Cleaning the turbocharger:
the turbine side using water
Cleaning the turbine side is preferably done using water which is supplied
through a combination of fittings (25) (Variant 1 in Figure 4). The water is
sprayed in the exhaust manifold in front of the turbocharger.
or using solid matter
Alternatively or in addition to this, cleaning can be carried out using

granulated, burnable solid matter. The cleaner is filled into the tank (26)
and is blown into the exhaust manifold using compressed air and the
shaped ejector piece (27) (Variant 2).
3
25
26
27
Turbocharger
Fixtures
Tank
Ejector
C Turbine cleaning
F Fresh water/
drinking water
J Engine exhaust
M Compressed air
N Cleaner
(granules)
Figure 4. Turbine cleaning devices using water (left) or granulated solid matter (right)
Intake pre-heating and charge

air temperature control
For information on intake pre-heating and charge air temperature control,

see Section 2.4.7.
Tip! For explanations on the symbols and letters used, see Section 5
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2.4.2
Compressed air is used for starting the engine and for pneumatic controls.
For starting, $30 bar is required. For the controls, 30 bar, 8 bar or lower
pressures are required. The supply to these devices comes from 30 bar
compressed air tanks via connections 7171 and 7172.
The engine is started at connection 7171 using a compressed-air starter.
The emergency stop device and other controls are supplied with
compressed air through connection 7172.
Starter system
1 Limit switch on
switch mechanism
2 Compressed-air starter
3 Fly wheel of the
crankshaft
4 Start valve (M 618)

20 Electrovalve of the
slow-turn device
Figure 1. Compressed air and start system (part 1)
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The following are used to start the engine:
In short
- the start valve (4) with the control valve M 618 and
- the compressed-air starter (2), arranged at the coupling end.
The starting procedure is triggered by a pulse from the operation or
remote control device to the control valve M 618. This is only possible
when certain conditions are met. In particular, the switch mechanism for
turning the crankshaft must be disengaged.
In detail
As soon as the shut-off valve on the compressed air tank is opened, air
flows over the connection 7171 to the start valve (4). In the start valve, the
pressure is reduced from 30 bar to 6 bar and it is then present at the
electrovalve. During the start procedure, this valve is excited by a pulse
from the operating device. When the switch mechanism is disengaged, the
pinion of the compressed-air starter (2) is meshed in the gearwheel of the
crankshaft (3). As soon as the pinion is completely meshed, the
compressed-air starter on its part releases the route to the start valve by
opening the large area cross-section of the pressure reducing valve in the
start valve (4) and starting to rotate the compressed-air starter. After the
ignition speed is reached, the complete starter system is vented using the
start valve.
Before starting, diesel engines are blown through with compressed air so
that any water present in the cylinder can be seen. This is done by starting
up the start procedure with open indicator valves. If these are not present,
for example in diesel gas engines, or if manual opening of the valves is not
guaranteed, such as in starting in automatic mode, then the engine must
be slowly turned over approximately twice using the slow-turn device. The
M 307/7 electrovalve (20) is used for this by being quickly repeatedly
activated and causing a series of starting pulses. In this way, slow turning
over is guaranteed.
Slow-turn device
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Compressed air system
6
7
8
9
10
Charge teletransmitter
Dual fuel box
Speed actuator
Oil mist detector
Emergency stop valve
11
12
13
14
Control linkage
Fuel injection pump
Ignition oil injection pump
Camshaft
15
16
B
C
Gas valve control unit

Terminal box
for gas controlled system
Control signal to
gas valves
Figure 2. Compressed air and starter system (part 2)
When the compressed air tank is open, air flows over the connection 7172
to the M 462 filter and on to the reducing valve combinations M 409/1 or
M 409/2, which supply the control air at 8 bar to the gas controlled system
and to the oil mist detector (9). A second connection after filter M 462
supplies compressed air at 30 bar to the emergency stop device.
Emergency stop
The emerergency stop device exists to quickly stop the engine in the case
of emergency. It consists of the valve combination M 329 (10), an air pipe
arranged behind the fuel pumps and emergency stop pistons which work
on the control rods of the large fuel pumps (12). On activating the device,
the pre-switch valve is opened manually or electrically. Using compressed
air, the second valve is also opened and then air flows over the distributor
pipe to the stop piston of the fuel injection pump. In this way the control
rods are pressed at minimal charge. Because of the buckling lever,
stopping is independent of the position of the control linkage and the
speed governor.
Tip! For explanations of the symbols and letters used, see Section 5.
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Fuel oil system
Normally, dual fuel engines are operated using natural gas and a minimal
amount of ignition oil. Both to start and run up, as well as in the case of
lack of gas, diesel oil is used. This section covers the supply of diesel oil
and ignition oil. The gas system is dealt with in Section 2.4.4.
2 fuel systems
1
2
3
4
5
6
7
9
2.4.3
Distributor pipe
Branch pipe
Fuel injection pump
Camshaft/cam
Overflow pipe
Distribution pipe
Ignition oil injection pump
Leakage fuel pipe
10 Leakage fuel distribution

pipe
11 Injection pipe
12 Injection valve
13 Buffer piston
14 Pressure maintenance
valve
15 Ignition oil injection pipe
16 Ignition oil injection valve
5671 Fuel inlet

5699 Fuel return
5681 Leakage fuel outlet
A Block oil (MDF mode)

B Lubrication oil
C Cooling water/diesel oil
Figure 1. Fuel system
From the inlet flange to the

injection valve
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2.4.3--01 E
The fuel for the fuel injection pumps and the ignition oil pumps is fed to the
engine at the front/at connection 5671 (see Figure 1). The fuel injection
pumps (3) and ignition oil pumps (7) are connected using short sections of
pipe (2) to the distributor pipe (1) which is arranged at the opposite end to
the exhaust. They convey the fuel under high pressure through the
injection pipe (11) to the injection valves (12) and through the pipes (15) to
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the ignition oil injection valves (16). The fuel injection pumps are activated
using cams on the camshaft (4).
The needle of the injection valve opens the cross-section to the spray
holes when the pressure build-up exceeds the spring resistance. The
injection procedure is complete when the inclined control edge of the pump
piston reaches the snifting hole. The amount of fuel to be injected is
influenced by turning the pump piston using control sleeves and the
control linkage. The injection timing is determined by the relative position
of the cams on the camshaft.
1
2
3
4
5
6
7
8
9
10
11
Casing
Valve body
Pump cylinder
Pump piston
Compression spring
Spring plate
Tappet pot
Crankcase
Control rod
Control sleeve
Emergency stop piston
A
B
C
D
E
Fuel inlet
Fuel return
Leakage fuel
Block oil (MFD mode)
Lubrication oil
Figure 2. Fuel injection pump - cross-section left/position of the connections right
The ignition oil pump and ignition oil injection valve work on the same
efficiency principles, in which unlike the fuel pumps the pump drive works
using a separate roller tappet and the pump feed is fixed.
Ignition oil injection
1 Fuel injection pump

2 Injection valve
3 Ignition oil injection
pump
4 Ignition oil injection
valve
5 Camshaft
Figure 3. Injection and ignition oil injection system
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Excess fuel
Excess fuel, which is not required by the fuel injection pumps, is conveyed
to the distribution pipe (6) by the overflow pipe (5) and fed back to the
system at connection 5699. This arrangement means that there is always
a sufficient amount of fuel available under pressure.
Buffer piston
The drawing in and gradual shutting down of the injection pump plunger
causes fast deviations in pressure in the distributor pipe and in the return
pipe. Such shock pressures are reduced using spring loaded buffer pistons
(13) on the pipe inlets/outlets.
In order to avoid vapour bubbles forming in the fuel, the system is placed
under slight overpressure. This is built up by the feed pump and the
pressure maintenance valve (14).
The leakage fuel pipe (10) lies over the distributor pipe (1) and the return
distribution pipe (6). The injection and ignition oil valves, the fuel injection
pumps and the buffer pistons have connections to the leakage fuel pipes
(9). The distribution pipe (10) leads the leakage fuel to connection 5681.
Leakage fuel pipe
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Casing
Tensioning nut
Injection nozzle
Needle
Spring plate
Compression spring
Thrust pad
Setting screw
Fuel injection pump
Cylinder head
Delivery pipe
Injection pipe
Injection valve
Sleeve
A Fuel from the fuel

injection pump
B Cooling water inlet/
Cooling water supply
C Cooling water return
(opposite to supply)
D Cooling water outlet
Figure 4. Fuel injection valve - connection of injection pipe and delivery pipe
The fuel distribution pipe and fuel manifold as well as the fuel injection
pumps and injection pipes are covered by a casing. The monitoring of this
space and in particular the injection pipes and leakage fuel distribution
pipe located in it for leakage is carried out by monitoring devices in the
systems downstream.
Casing
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Gas system
2.4.4
The supply of fuel gas for gas operation of the engine is effected via
Main components
a gas control system,

a flexible high-grade-steel hose pipe,
the gas pipe above the charge air pipe, and
the gas valves in the cylinder heads.
In order to ensure an inlet pressure of 4 bar, a pressure reducing device

can be connected in series upstream of the gas control system. A gas
volumeter and a methane number measuring device may complete the
equipment in the plant system itself. The methane number is required as
a controlled variable for adjusting the injection timing (special design).
The shut-off valves of the gas control system are activated by means of
compressed air with the admission of compressed air being controlled by
solenoid valves. These are opened/closed by the engine control of the
engine management system (EMS). Simultaneously with the opening of
the shut-off valves, the interpositioned venting valve is closed.
Conversely, when the main valves are closed, the venting valve is opened
in order to remove any possible gas leakages into the open air.
Gas control system
Using the gas pressure regulator, a gas pressure, which is by 0.2 bar
higher than the pressure in the charge air pipe, is adjusted by permanent
balancing. For this purpose, the charge air pressure is transmitted to the
regulator as a reference value.
The gas pressure regulator consists of three units:
- the actuator,
- the pressure regulator, and
- the safety shut-off valve.
The actuator controls the flow according to the prevailing setting pressure.
The setting pressure is calculated in the pressure regulating unit by
comparison of charge air pressure/gas pressure. The pressure upstream
of the regulator is used as a coefficient.
The safety shut-off device, which is attached to the regulator, blocks the
the gas flow independently in case the pressure is too high at the inlet of
the gas control system or too low at the outlet. This is to ensure that
danger for the engine and for other users in the gas system is ruled out.
Monitoring for overpressures is effected by a pressure transmitter
downstream of the gas filter.
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1 Ball cock
2 Filter
3 Pressure transmitter
(overpressure)
4 Electropneumatic shut-off
valve
5 Solenoid valve (venting)
6 Control valve
7 Actuator
8 Safety shut-off device
9 Pressure regulating unit

to item 7
10 Control valve
11 Pressure transmitter
(differential pressure)
15 Ball cock
16 Gas pipe
17 Gas valve
18 Charge air pipe
19 Exhaust pipe
22 Engine management
system
A Gas upstream/
downstream of the gas
control system
B Compressed air 7 bar
C Charge air
Figure 1. Fuel gas system
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From the gas control system

to the gas valves
From the gas control system, the gas flows via a flexible connection and a
ball cock to the gas pipe on the engine, which is arranged above the
charge air pipe and leads, via adapters and gas valves, into the inlet ducts
of the cylinder heads.
Figure 2. Gas pipe
Opening and closing of the electromagnetic gas valve is effected by

means of a quick-acting control valve which is activated by the gas valve
control in the engine management system.
Gas valve
16 Gas pipe
17 Gas valve
18 Charge air pipe
Figure 3. Gas valve
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Injection time adjusting device
2.4.5
Adjusting the injection timing
The injection camshaft can be turned by means of helical toothing

provided on the shaft and in the hub of the camshaft gearwheel (Figure 1).
This is done during operation. Turning is effected relative to the rotation.
This way, the injection timing (or more correctly: the start of injection) is
adjusted towards Early or Late, depending on the operating situation.
Reason and purpose
1
2
8
15
16
17
Camshaft
Hydraulic piston
Locating bearing
Cam
Drive wheel
Fuel injection pump
1
2
5
6
9
15
17
Camshaft
Hydraulic piston
Control piston
Rocker (lever)
Servomotor
Cam
Fuel injection pump
Figure 1. Injection timing adjusting device (shown without pilot oil pump)
A Oil admission
B Oil discharge
Figure 2. Injection timing adjusting device (schematic)
Avoiding knock, keeping

NOx-values low
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2.4.5--01 E
Adjustment is necessary because natural gases have methane numbers

between 70 and 100, dependent on their origin, and they also may have
fluctuating values. Using the adjusting device, the distance to the spark
failure limit is kept almost constant at constant power. With low methane
numbers, adjustment towards Late can avoid engine knocking and keep
the NOx emission low. With high methane numbers, a high efficiency can
be reached by adjustment towards Early.
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Figure 3. Operating range limits with regard to different methane numbers
Switching from gas to Diesel

mode
In switching from gas to Diesel mode, the injection timing is set according
to the available fuel.
The characteristic lines required for setting are stored in the associated
controls of the engine management system.
1
2
3
4
5
6
7
8
9
10
11
Shaft end
Hydraulic piston
Piston hub
Guide sleeve
Control piston
Rocker
Drive unit
Guide bearing
Servomotor
Casing
Annulus
A Oil admission
B Oil discharge
Figure 4. Drive/control unit of the injection timing adjusting device
Turning the injection camshaft is effected by shifting the hub of the

camshaft gearwheel relative to the helical toothing at the shaft end. The
shaft end (1) is for this purpose connected to a hydraulic piston (2) which
is not capable of making rotating movements but can only be moved
lengthwise (refer to Figure 4).
Method of operation
This piston is moved by lube oil which is supplied via the casing (10) and
led to the control piston (5) and to the locating thrust bearing (8) via an
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annulus (11) and an oil supply bore in the guide sleeve (4). The control
piston is moved by means of a drive unit (7) via a rocking lever (6).
The starting position of the hydraulic piston is the central position. When
the control piston is also in the central position (refer to Figure 5, part a),
the oil supply bore as well as the oil discharge bores are closed. Both
sides of the hydraulic piston are subject to the same pressure. It is kept in
its starting position.
A Oil admission
B Oil discharge
Figure 5. Interaction of hydraulic piston and control piston
Shifting the control piston/control of the equipment is effected as a function

of the methane number of the gas. According to the stored parameters, a
correction signal is generated, the electric servomotor (9) is started and
the control piston moved, e.g. to the right (in direction of the coupling
side). Refer to Figure 5, part b. The process is controlled by electrical
feedback to the drive unit.
By the movement of the control piston, on the one hand, the connection to
the oil discharge bore is cleared and the lube oil pressure in the right oil
space is reduced. On the other hand, the admission of oil from the oil
admission bore into the left oil space is rendered possible. These
conditions cause the hydraulic piston to be shifted to the right (towards
later start of injection in the case of clockwise rotating engines). The
hydraulic piston follows the movement of the control piston. As soon as
the hydraulic piston reaches the control piston again, it stops moving.
Engine
clockwise
rotation
counter-clockwise rotation
Control piston
A
=
A
=
Injection timing
later
earlier
later
earlier
Table 1. Effects of the injection timing adjusting device (movement seen from the
exhaust counter side)
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Lube oil system
2.4.6
Lubricating the engine and the turbocharger
All lubrication points of the engine and the turbocharger are connected to a
common hydraulic oil circuit. The lubricating oil inlet flange (2171) is located at the free end of the engine above the front-end covering. The oil
passes from the distributing pipe cast into/integrated in the frame over the
tie-rod pipes to the main bearings. From here the route continues through
the crankshaft, on the one hand to the big-end bearings and through the
connecting rods to the piston crowns (Figure 1 ), on the other hand it
passes to the torsional vibration damper on the coupling side. The locating bearing on the coupling side is supplied with oil from the last bearing
pedestal (refer to Figures 2 / 3 ).
Supply from the inner

distributing pipe
5
30
31
32
33
Crankshaft
Main bearing
Connecting rod
Piston pin
Piston
G to the main bearings

N from the main bearings
to the piston crown
Figure 1. Lubricating oil system from the main bearing to the piston (Section S2-S2,
for overview and further sections see following pages)
From all these lubricating points, the oil runs freely back to the oil sump.
In addition, the following are fed from the integrated distributing pipe:
- the camshaft bearings of the injection and the valve camshaft and
- the spray nozzles and bearings of the camshaft drive.
The oil ducts for supplying oil to the camshafts continue over the camshafts. Here short lubricating oil pipes are connected, which lead
- to the cam followers on the exhaust side and

- to the fuel pumps and the rocker arms on the exhaust counter side.
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1
3
4
5
6
7
8
9
10
KS
KGS
AS
AGS
Pressure regulating valve

Engine
Oil sump
Crankshaft
Camshafts
Fuel injection pump
Cylinder head/rocker arm
Pressure reducing valve
Turbocharger
A Lubrication oil to engine and turbocharger

(2171)
C to thrust bearing of the injection camshaft
D Distributing pipe
E over injection camshaft to the fuel pumps
and to the rocker arms and the gas valve in
the cylinder head
F over the valve camshaft to the cam followers
H over the main bearings to the locating bearing
J to bearings and spray nozzles of the
camshaft drive
K to the hydraulic piston and guide bearing of
the injection and valve camshaft
L to the turbocharger
M Oil drain from the turbocharger
N from the crankshaft bearing over the crankshaft/connecting rod to the piston crown/
drain in oil sump
P Venting (2598)
Coupling side
Free end of engine
Exhaust side
Exhaust counter side
Figure 2. Lubricating oil system (overview) - pilot oil pump not shown
The thrust bearing of the injection camshaft (on the free end of the engine,
in the case of engines without injection timing adjustment on the coupling
side) is supplied with oil from the outside. Also the control pistons and
guide bearings of the camshaft adjusting device on the coupling side are,
by separate pipes, supplied with oil from the outside. This also applies to
the turbocharger bearings. The supply pipes of these components are connected to the integrated distributing pipe.
External supply
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The lubricating oil system must be equipped with a pressure regulating

valve on the inlet side, which keeps the oil pressure before entry into the
engine constant, independent of speed and oil temperature. The oil admission to the turbocharger is adjusted using a pressure reducing valve or an
orifice plate.
5
11
12
13
14
15
Crankshaft
Cylinder crankcase
Tie rod
Injection camshaft
Valve camshaft
Cam follower
D Distributing pipe
E over the injection camshaft to the fuel pumps
as well as to the rocker
arms and the gas
valve in the
cylinder head
F over the valve
camshaft to the
cam followers
Figure 3. Lubricating oil system from the distributing pipe to the crankshaft and the camshafts (Section S1-S1)
13
14
20
21
22
23
Injection camshaft
Valve camshaft
Crankshaft wheel
Intermediate wheel
Bearing bush
Spray nozzle
J to the bearings and

spray nozzles of the
camshaft drive
Figure 4. Lubricating oil system from the distributing pipe to the drive wheels - shown for a clockwise rotating engine
(Section S3-S3)
To lubricate the turbocharger before starting the engine, either the main
lube oil pump or a smaller auxiliary pump can be used. Refer to Figure 6 .
In this connection, it is to be ensured by pump timing and system adjustment that the turbocharger is not overlubricated, neither during prelubrication nor during operation.
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R Oil to the engine

Figure 5. Prelubrication of the turbocharger using the auxiliary pump
Cylinder lubrication
The route of the lubricating oil
The lubrication of the running surfaces of the cylinder liners is primarily

effected by splash oil and oil vapour from the crankcase. The lubrication of
the piston rings occurs from below through bore holes in the lower area of
the cylinder liner. The geometric ratios were, in the interest of the lowest
possible oil consumption, fixed so as to ensure that the oil bores are covered by the first piston ring land when the piston is in BDC position, while
they are covered by the piston skirt when the piston is in TDC position.
The oil is fed to the cylinder liners from the exhaust counter side through
the intermediate bottom of the frame. Oil supply is effected from the free
engine end. The pipes are supported in openings under the injection camshaft.
9 Intermediate bottom of
the frame
10 Cylinder liner
11 Piston
(upper edge
on the right/
lower edge on the left)
C Oil from block

distributor to cylinder
liner
Figure 6. Lubrication of cylinder liner and piston rings
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Generation of pressure/
oil distribution
The required oil pressure is produced by a pump unit (1) - refer to Figure 8 - whose delivery rate can be adjusted to the respective size/
number of cylinders of the engine by changing the speed of the frequencycontrolled motor.
Suction pipe B of the pump is connected to lubricating-oil inlet pipe A,
through which the engine and turbocharger are supplied with oil. On the
delivery side of the pump there is an adjustable pressure control valve.
The control of the oil flow to the lubricating points is effected by means of
a hydraulic block distributor (3).
A Lubricating oil to the

engine and
turbocharger
B to the cylinder
lube oil pump
C Overflow pipe
D to the block distributor
E to the cylinder liners/
piston rings
1 Pump unit
2 Pressure control valve
(adjustable)
3 Block distributor
4 Proximity switch
5 Pulse monitor
Figure 7. Cylinder lube oil system
The movements of the main piston of the block distributor are monitored
by an inductive proximity switch (7) and a pulse evaluation device (8). In
this connection, a specified number of pulses must occur within a certain
period of time.
1 Cylinder lube oil pump

2 Lube oil pipe to the
cylinder lube oil pump
and to the injection
camshaft
3 Suction pipe to the
pump
4 Pressure pipe to the
block distributor
5 Overflow pipe
Figure 8. Cylinder lube oil pump with pipes
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Monitoring of the main bearing temperature
The temperatures of the main bearings (and the external bearing) are
measured just underneath the bearing shells in the bearing caps.
Resistance temperature sensors (Pt 100), which are fitted in an oil-tight
manner, are used for this purpose. The measuring cables run in the
crankcase up to the cable-duct level on the exhaust side, from where they
are routed to the outside, to terminal boxes.
1 Crankshaft
2 Main bearing cap
3 Temperature sensor
Figure 9. Monitoring of the main bearing temperature
Oil mist detector
1
2
3
4
5
6
7
8
9
10
11
12
A
B
C
D
Collection chamber
Separator
Detector
Transmitting LED
Flow control
Temperature sensor
Air filter
Infrared filter
Receiver diode
Measuring section
Air jet pump
Control and monitoring
unit
from the crankcase to
the collection chamber
from the separator to
the detector
to the air jet pump
Air flow
Figure 10. Crankcase monitoring with oil mist detector
Incipient bearing damage, piston seizure or blow-bys from the combustion

chamber cause increased oil vapour formation in the crankcase. They can
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be reliably diagnosed by means of an oil mist detector, before severe damage occurs. The oil mist concentration and/or the opacity of the air in the
crankcase is monitored by the oil mist detector. For this purpose, air is
continuously drawn from all sections of the crankcase using a jet pump,
cleaned from larger oil droplets and passed through a measuring section
with infrared filters. The diode provided at the exit supplies an electric signal that corresponds to the quantity of light received, and transmits this
signal to the monitoring unit.
See pamphlet in Volume D1.
Splash-oil monitoring system
The splash-oil monitoring system is part of the safety system. Using sensors, the temperatures of each individual running gear (or running gear
pair in the case of V-type engines) are indirectly monitored by means of
the splash oil. In this connection, the safety system initiates an engine
stop if a defined maximum value or the admissible deviation from the average is exceeded.
Damage on the bearings of the crankshaft and connecting rod become
apparent at an early stage by a change in the lubricating oil temperature.
By means of the splash-oil monitoring system these temperature changes
are reliably recognised and by triggering an alarm followed by an engine
stop, more severe damage is avoided.
In the operators station, the temperatures of the individual running gears
of the engines are indicated by means of a graphical display and in absolute values.
1
2
3
4
Temperature sensor
Crankcase cover
Operators station
Safety system
Figure 11. Monitoring of running gear temperatures by means of the splash-oil monitoring system
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2.4.7
Overview
In the interest of the smallest possible thermal stresses, the following must
be cooled:
Circulation/coolant
- the components which form the combustion chambers and

(through a separate system)
- the fuel injection valves.
The charge air heated by compression in the turbocharger is cooled down

by the charge cooler. This is done in the interest of increasing the air mass
available for combustion.
For cooling, prepared fresh water is normally used. Charge air coolers are
also cooled using fresh water, and on rare occassions, untreated water.
The first stage of the charge cooler has engine cooling water flowing
through (primary/high temperature circulation), the second stage has fresh
water from the secondary/low temperature circulation
(Figure 1 ).
Cylinder cooling
Cooling water inlet (3171)
The cooling water inlet flange 3171 for cylinder cooling is located at the
free end of the engine. The cooling water first passes the charge--air
cooler, then it enters the distributor pipe. From the distributor pipe, there
are connections to the backing rings of the cylinder liners. The following
are cooled: (see Figure 2 - spaces a to k):
- the bore holes of the top land ring and

- the cylinder head.
The cooling of the cylinder head starts from the annulus around the
cylinder head floor. From here, the water flows through bore holes in the
annulus between the injection valve gun and the inner part of the cylinder
head. Sometimes it does not reach here until it has flowed around the
valve seat rings and the pre-combustion chambers. From this annulus, the
remaining large cooling chambers of the cylinder head are filled.
Cooling water outlet (3199)
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2.4.7--01 E
The draining water flows through the inserted overspill sleeve over the
upper area of the backing ring to the return distribution pipe. This lies near
the infeed pipe (front). It takes the warmed water to the charge cooler.
Drainage takes place at connection 3199.
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1 Engine
2 Cylinder head/backing ring
3 Charge cooler
C
D
E
F
HT High temperature circulation (stage I)

NT Low temperature circulation (stage II)
A Cooling water for cylinder (inlet)

Cooling water after charge cooler
B Cooling water for cylinder (outlet)/
H
K
L
Cooling water before charge cooler

Cooling water for charge cooler stage II
Charge air
Cooling water for injection nozzles and
pilot oil nozzles (inlet)
Cooling water for injection nozzles and
pilot oil nozzles (outlet)
Drainage (distribution pipes)
Venting for cylinder cooling and charge
cooler (distribution pipe)
Drainage cylinder head/backing ring
(V-engines)
Figure 1. Cylinder and nozzle cooling water system
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1
2
3
4
Cylinder liner
Backing ring
Top land ring
Cylinder head
5
6
7
8
Valve seat ring

Sleeve of injection valve
Pilot oil valve
Pre-combustion chamber
a...k Cooling water route/

cooling chambers
Figure 2. Combustion chamber components - cooling water route
Venting
The venting connection (p) for the backing ring, top land ring and cylinder
head sits in the cylinder head on the exhaust side (Figure 3 ). The
connections to the individual cylinders are combined in a pipe with the
venting of the charge cooler and fed to connection 3198.
Draining
Both the distributor pipe and thus also the cooling chambers for the
backing ring, top land ring and the cylinder head can be drained through
drainage connection 3195, as well as the return distribution pipe.
Sealant checks
The tightness of the cylinder head, top land ring, cylinder liner and backing
ring systems as well as the sealing rings of these components can be
tested at the bore holes (l - gas tighness) and (m - leakages). The bore
holes lie on the left on the inside of the opposite end to the exhaust.
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Figure 3. Cylinder head with venting connection p (left) and combustion chamber components with check boresland m as well
as drainage connection n for V-engines (right)
Nozzle cooling
The supply and return pipes for the nozzle cooling water lie behind the fuel
injection pump. The supply connection is numbered 3471. The water is fed
through short sections of pipe into the cylinder head and over an annulus
to the injection valves. The return is made in the same way. The
distribution pipe ends at connection 3499. It is possible to drain the supply
and drainage pipes using the connection to the cylinder cooling water
drainage pipe.
Intake pre-heating
Intake temperature control
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2.4.7--01 E
Dual-fuel engines must be controlled in the gas mode with regard to the
intake temperature. At temperature differences of up to 20EC this is done
by the charge-air bypass, and at greater temperature differences by an air
preheating device. Until the necessary intake temperature is reached, the
engine has to be run in diesel mode.
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2.4.8
Engine management system - Principal tasks and components
The engine management system controls
Tasks
- the combustion process and

- optimises the combustion parameters
of the engine in gas and diesel mode.
Figure 1. Engine management system in interaction with the engine (schematic)
It basically consists of
Components
J
J
J
the engine control, which also includes

the control of the injection timing adjustment,
the l (Lambda) control and
the load control,
and of
- the fuel control and regulation (dual fuel box),

- the gas valve control and
- knock monitoring.
It is indispensable for engines with
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2.4.8--02 E
a high degree of efficiency,

low emission values,
high specific power and
good tolerance of varying methane numbers.
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1
2
3
4
5
6
7
8
9
10
11
12
13
Gas valve control

Knock detection
Gas valve dialog unit
Operator station
Central SPS unit
SPS expansion
components
Control of the speed
governors final
positioning device
Automatic cutouts
Control relay
Terminal strip
Ignition timing
adjustment
Voltage regulation for
speed governor
Speed governor
Figure 2. Engine management system: an overview
Engine management system - Components
The SPS technology programmable engine control includes
Engine control
- the control for switching from gas to diesel mode and vice versa, taking
into consideration any switching criteria,
- the control of cylinder lubrication and

- the control of the gas control system.
Working in harmony with this are the controls for injection timing
adjustment, the l-control and the load control.
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Figure 3. Operator indicating board for the engine control
Control of the injection timing

adjustment
Using the injection timing adjustment, the engine can be adjusted to

natural gas with methane numbers between 70 ... 100 at the same power
level (the methane number is a measurement of the knock resistance of
the fuel). This is done by rotating the injection camshaft relative to the
crankshaft. The adjustment parameters are stored in the SPS. In gas
mode, the engine is controlled in such a way that knock-free operation at
low NOx values can be achieved. At high methane numbers, the NOx
values restrict the range of permitted power; at low methane numbers, on
the other hand, it is at the knock limit. In diesel mode, an injection timing is
selected which best corresponds to the fuel used.
l-control
In gas mode, the amounts of air and fuel are to be controlled in a way
which guarantees safe operation with low NOx values. For this purpose,
the lean mixture in the cylinder (l) must be set precisely. The control is
carried out on the air side using the bypass from the charge cooler. The
exhaust temperature before the turbine is used as a controlled condition
for setting the throttle valve. It is a precise indicator of the charge air lean
mixture in the cylinder and is kept constant for the respective power level.
A condition of this control is that the charge air after the charge air cooler
is at a constant temperature. This is guaranteed by controlling the water
throughput in the NT stage. In diesel mode, the bypass flap is closed. Only
the amount of fuel is controlled.
Load control
In parallel network mode, the load is controlled by comparing the

generator output achieved with the target output. Dependent on the
deviation from the target value, a correction signal is sent to the dual fuel
box. In gas mode, the permitted power is calculated in the SPS,
dependent on the charge air temperature. In case an output is required
which is higher than that currently permitted, the permissible output is
adjusted. In isolated operation of gas engines, switch-over to diesel mode
is effected in this case.
Fuel control (dual fuel box)
The dual fuel box controls
- the amount of fuel in diesel and diesel-gas mode, i.e. it

- controls the actuator for the regulating linkage of the fuel injection
pumps,
- supplies the target value for gas valve control in gas mode and
- controls the switching process from diesel - diesel-gas and vice versa.
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On switching from diesel to gas mode, the charge in the main injection
pumps is reduced to zero. The pilot oil pumps will always request the
fixed amount of fuel.
Gas mode is only permitted at rated speed and at a load > 30% of the
rated output.
Gas valve control
The gas valve control calculates and controls the opening and closing
times of the gas valves individually for each cylinder and each working
cycle. The target value of the dual fuel box serves as a standard. A
fast-acting solenoid valve is controlled. The compressor bypass supports
the gas valve control in such a way that the required amount of air is
available at any time.
Figure 4. Operator indicating board for gas valve control
Knock monitoring
The engine management system achieves that, by adjusting output and

begin of delivery in gas mode, as a function of the marginal conditions
such as methane number and charge air cooling water temperature,
knocking during operation of the engine is avoided. Should knocking
occur in spite of this, due to other reasons, the knock monitoring prevents
an engine damage. (During knocking, extremely high pressure peaks
occur in the cylinder. These must be prevented in any case.) For this
purpose, there is a knock sensor on each cylinder head (refer to
Figure 5 ). If one or more cylinders are knocking, then the engine output
is reduced three times by 10%, and finally switch-over to diesel mode is
effected.
1 Knock sensor
2 Pilot oil injection valve
Figure 5. Arrangement of the knock sensor on the cylinder head
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2.4.9
Tasks/interrelations
The most important tasks
The following tasks have to be carried out in connection with engine output
and engine speed:
parameters have to be changed or kept constant,

there must be certain reactions to disturbances,
values must be limited and
if there are several engines in an installation, then these have to be
balanced to one another.
These tasks cannot be managed by one element/one system alone.

Depending on the design of the installation, the following are required in
different levels of completeness:
Systems involved
a speed and output limitation system,

a speed and output control system, possibly
a synchronisation system,
a load distribution system and
a frequency control system.
An active influence on the engine speed and engine power is only possible
by the gas amount or the capacity setting of the fuel pumps. This is
effected in gas operation by controlling the opening times of the gas valves
(see Section 2.4.8), or in Diesel operation by means of the control linkage
and the speed governor. On engines which drive generators, certain
capacity settings (admission settings) result in a certain performance point
on the (constant) nominal speed line f
A Pvar / nconst.
Speed and output control

system
The speed and output control system adapts the actual speed to the target
speed. To do so, an actual value must be recorded and a target value or,
under certain circumstances, a selected target value, must be
predetermined. The governor determines the required correction signal.
Moreover, by its setting, it establishes the reaction behaviour of the control
and it limits speeds and thus output.
Synchronisation device
A synchronisation device is required for engines which drive three-phase

alternators. Three-phase systems may only be interconnected if the
frequences (speeds), voltages and phase sequence coincide and if the
energy-producing engines have the same degree of proportionality
(P-Grad). The first conditions have to be created by acting upon the
generator (voltage) and the engine (frequence/speed and phase
sequence). The second condition is to be met by the exact adjustment of
the speed governor.
Active load distribution system
Generally, with multi-engine installations, it has to be avoided that units

with different percentual loads work in parallel. The active load distribution
system is used for this purpose. It compares the power signals of
interconnected units and supplies adjustment pulses via the remote speed
adjustment device to the speed governor until a balance is achieved.
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Frequency control system
1 Flywheel
2 Speed pick-up
3 Speed governor
(dual fuel box)
4 Actuator
5 Linkage
6 Control shaft
7 Fuel injection pump
8 Control rod
9 Emergency stop piston
10 Buckling lever
11 Emergency stop valve
The load distribution system is usually combined with a frequency control

system in the case of generating sets. In this connection, the frequencies
of the running units are compared with the busbar frequency and, in the
case of deviations, are balanced together by pulses transmitted to the
speed controls. There is no influence on the load distribution.
12 Admission transmitter
13 Gas valve control
14 Gas valve
A Actual speed
B Target speed
a Pulse higher/lower
b Pulse Stop
C Charge-air-pressuredependent admission
limitation
D Return
E Actual admission value

F Compressed air to
emergency stop
G Control air
H Fuel
a Supply
b Injection
c Return
M Control signal
KS Coupling end
KGS Free engine end
Figure 1. Speed and output control system for Diesel oil operation (shown without pilot oil pumps)
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Speed and output control system for Diesel oil operation
Components
The speed and output control system for Diesel oil operation comprises, in
a narrower sense, speed pick-ups, speed setting device (target value
transmitter), the shut-off device, the electronic control device and the
electric actuator.
Arrangement
The speed pick-ups are arranged axially to the flywheel. The speed setting
and shut-off device is a component of the higher-level control technology.
On in-line engines, the actuator is arranged on the free engine end. It is
mechanically connected with the control linkage of the injection pumps.
The electronic control device (dual fuel box) is installed in the engine
management cabinet, separately from the engine. On V-type engines,
which are used for the generation of electricity, one actuator is employed
per cylinder bank. These are controlled by a common control device
which also carries out the load distribution. The control linkages of the
injection pumps are, in this case, mechanically independent of each other.
Method of operation
The speed pick-ups record the actual speed of the engine by sampling the
contour of the gearwheel. Whenever a tooth moves past the pick-up, a
voltage is created which then collapses in the space between the teeth.
The frequency of the voltage signals is proportional to the engine speed.
Two transmitters are used to display the engine speed and as a controlled
variable for triggering switching procedures; two additional transmitters
supply actual speed values to the electronic control device. The fifth
transmitter is required to control the slow-turn device. The sixth transmitter
is required for the GET - anti-knock-control.
1 Flywheel
2 Speed pick-up
3 Crank shaft
Figure 2. Arrangement of the speed pick-ups
The speed target value transmitter converts the actuating signals coming
from outside (e.g. from a synchronisation device or other control) into an
analog 4-20 mA current signal. In the simplest case, the target value is
given through the higher/lower push-buttons, e.g. arranged on the
operators stand at the engine.
In the electronic control device, the difference between the actual and
target speeds is evaluated, taking the amount and the direction of the
deviation, the duration and the speed of change into consideration. As a
result, a correction signal in the form of an electrical variable is transmitted
to the actuator, where it is converted to a rotation using an electromotor, a
spur-gear unit and a ring segment lever. The adjusting movement is
controlled by an electrical-mechanical feedback and reported back to the
governor by the actuator.
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By the rotation, the control rods of the fuel pumps are moved and the
amount of fuel injected into the combustion spaces is altered.
By a corresponding adjustment of the governor, the operating behaviour of
the engine can be adapted to the prevailing conditions or the operating
aims. See brochure in Section D of the Technical Documentation.
Figure 3. Speed control system made by Heinzmann, consisting of electromechanical actuator (right), electronic control device and programming device (left)
The control rods of the fuel pumps are connected to the control shaft using
buckling levers. The buckling lever is designed so that it can buckle in both
directions of movement if a certain controlling force is exceeded. This way,
it its achieved that a jammed control rod or a pump plunger which is
unable to rotate cannot block the control linkage and the other fuel
injection pumps. This applies to all operating situations, including starting
and stopping. Normally, the split lever is held in its bearings by a tension
spring.
Buckling lever
1
2
3
4
Control shaft
Buckling lever
Tension spring
Adjustable articulated
rod
5 Control rod
(shown in rotated
position)
Figure 4. Method of operation of the buckling levers (a starting position, b control rod blocked in ZERO position, c control rod
blocked in FULL position)
Normally, the engine is stopped by setting the admission back to Zero.

This can be done using the remote control system or at the operators
stand. In this connection, electrical pulses are transmitted to the control
electronics. In case of emergency, the engine can be stopped by routing
control air to the emergency stop pistons of the fuel injection pumps (see
Section 2.4.2).
Stopping the engine
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At the end of the control shaft, its deflection is transmitted to an inductive

position pick-up. In this way, 4-20 mA signals are produced, which allow a
remote display or an other processing. At the control rods of the fuel
injection pumps, the admission can be read off the impressed scale.
Admission indicator/
admission transmitter
Speed and output control system for gas operation
Components/arrangement
As in Diesel oil operation.
Method of operation
For opening and closing of the gas valves, the speed pick-up, which is
arranged at the valve camshaft, supplies actual speed values to the gas
valve control (refer to Figure 1). In gas operation, the control rods of the
fuel injection pumps are set to zero admission. The speed and output
control is, in gas operation, effected and monitored by the engine
management. For more details, please refer to Section 2.4.8.
Network parallel operation using a synchronous generator
In an electric network, there cannot simultaneously be different

frequencies. The influence which can be exerted on the system frequency
depends on the output of the feeding units. An electric network which is
not only fed by units, which applies to all public networks, therefore has a
rigid frequency. The network forces its frequency on the generator by
electromechanical effects, and a certain speed, which cannot be
influenced, on the engine. This speed remains constant during power
changes. In the speed/power diagram, there is a vertical characteristic line
for the network behaviour.
1 Characteristic line of
the network
the engine
3 Degree of
proportionality 5%
(P-Grad)
4 Synchronisation/
switching in
Figure 5. Network parallel operation using synchronous generators (single-engine
and multi-engine installations), nEngine
fNetwork = const.
This line represents a natural speed limit. Changes in the position of the
control linkage or changes in the opening times of the gas valves only
result in output changes. If the speed control system impressed the same
behaviour on the engine, then a sufficiently stable operation would not be
possible, because the uneven rotation of the linear piston engine would
have to be continuously corrected after synchronisation and switching in.
The power would swing uncontrollably between zero and full load. Parallel
operation of two or more units could not be controlled.
In order to avoid these difficulties, advantage is taken of the characteristic
of the engine which, in operation separate from the network and in case of
unloading, increases its speed as long as there is no correction and as
long as a sufficient amount of fuel is supplied. The speed increase which
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is possible in case of unloading by 100%, i.e. the degree of proportionality,

is internally limited to approx. 5% by the governor.
For the degree of proportionality (P-Grad), the following applies:
P--Grad
nL nV
nV 100 [%]
nL = Idle speed
nV = Speed at full load.
Thus the engines characteristic line is described by a sloping straight line.
By its parallel movement between approx. 100 ... 105%, an output control
between 0 ... 100% is made possible.
Operating points under load are determined by the position of the control
linkage/opening time of the gas valves and the rigid network frequency
and/or generator and engine speed.
Isolated operation with synchronous generators (without frequency follow-up)
Isolated operation differs from network parallel operation owing to the fact
that there is no characteristic network line, because only one parameter power - is determined externally. The network frequency results from the
respective engine speed. As stable changes in power can only result from
differences in speed, a degree of proportionality of approx. 5% must also
be set here in the speed governor. The characteristic lines of engine and
generator then lie on this speed limit and determine the network frequency
by the position of the respective operating point.
network/generator/
engine
Figure 6. Isolated operation with synchronous generator without frequency followfNetwork = var.
up (multi-engine installations), nEngine
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2.4.9--03 E
11.01
32/40 DF
106/ 06
Technical data
6682
2.5
2.1
2.2
2.3
2.4

Engine
Systems
2.5
Technical data
2.5--01 E
07.97
101/ 01
2.5.1
Designations and work numbers
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see the name plate
Turbocharging method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . constant pressure
Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Acceptance at work
Operating and driving mode
Application
correct
Stationary engine for
Power generation . . . . . . . . . . . . . . . . . . . . . . . .
..............
Power/heat generation . . . . . . . . . . . . . . . . . . . .
..............
others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Main marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Auxilliary marine engine . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Fuel
Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation/monitoring
6634
correct
2.5.1--01 E
Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
central control/operation without monitoring . . . . . . . . .
..............
Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Engine management system . . . . . . . . . . . . . . . . . . . . . .
..............
11.97
L 32/40 DG
101/ 03
Ratings and consumption data at operation on gas
Continuous rating
to ISO 3046/I
to ISO 3046/I
(reference cond.) (on site)
Rating
...............
. . . . . . . . . . . . . . . kW
Ambient air temperature
...............
. . . . . . . . . . . . . . . C
Air temperature before cylinder
...............
. . . . . . . . . . . . . . . C
Charge-air cooling water temp.
...............
. . . . . . . . . . . . . . . C
Barometric pressure
...............
. . . . . . . . . . . . . . . bar
Site altitude
...............
. . . . . . . . . . . . . . . m above
sea level
Fuel oil consumption
to ISO 3046/I
to ISO 3046/I
Gas (Methane number 80)
...............
. . . . . . . . . . . . . . . kJ/kWh
Pilot fuel
...............
. . . . . . . . . . . . . . . kg/h
Total consumption
...............
. . . . . . . . . . . . . . . kJ/kWh
Ratings and consumption data at operation on Diesel fuel
Continuous rating
to ISO 3046/I
to ISO 3046/I
Rating
...............
. . . . . . . . . . . . . . . kW
...............
. . . . . . . . . . . . . . . C
Charge-air cooling water temp.
...............
. . . . . . . . . . . . . . . C
Barometric pressure
...............
. . . . . . . . . . . . . . . bar
Site altitude
...............
. . . . . . . . . . . . . . . m above
sea level
Fuel oil consumption
to ISO 3046/I
to ISO 3046/I
Diesel oil
...............
. . . . . . . . . . . . . . . g/kWh
Technical data
Speed of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
rpm
Sense of rotation . . . . . . . . . . . . . . . . . . . . . . . clockwise -Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . .
see test run

certificate
Mean effective piston pressure . . . . . . . . . . . . . . . . . . . .
bar
Ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 bar

Compression pressure . . . . . . . . . . . . . . . . . . . . . . . 140 bar
Mean piston speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
m/s
Compression ratio e . . . . . . . . . . . . . . . . . . . . . . . . . . 14,5 -Mechanical efficiency h . . . . . . . . . . . . . . . . . . . . . . 0,89 --
6634
2.5.1--01 E
11.97
L 32/40 DG
102/ 03
Main dimensions
Lube oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . .
kg/h
Cylinder lube oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . .
see test run

certificate
Cylinder diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 mm

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 mm
Swept volume of one cylinder . . . . . . . . . . . . . . . . 32,17 dm3
Cylinder distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 530 mm
Ignition sequence
Cyl.
Timing
Rotating clockwise* . Rotating antclockwise correct
A 1-3-5-6-4-2-1 . . . . . . . . . . . . . . 1-2-4-6-5-3-1 . . . . . . . . . . . . . . .
A 1-2-4-6-7-5-3-1 . . . . . . . . . . . 1-3-5-7-6-4-2-1 . . . . . . . . . . . . . . .
A 1-3-5-7-8-6-4-2-1 . . . . . . . 1-2-4-6-8-7-5-3-1 . . . . . . . . . . . . . . .
B 1-4-7-6-8-5-2-3-1 . . . . . . . 1-3-2-5-8-6-7-4-1 . . . . . . . . . . . . . . .
A 1-3-5-7-9-8-6-4-2-1 . . . . 1-2-4-6-8-9-7-5-3-1 . . . . . . . . . . . . . . .
B 1-6-3-2-8-7-4-9-5-1 . . . . 1-5-9-4-7-8-2-3-6-1 . . . . . . . . . . . . . . .
Inlet valve
opens . . . . . . . . . . . . . . . . . 45 Crank angle deg.

before TDC
closes . . . . . . . . . . . . . . . . 23 Crank angle deg.
after BDC
Exhaust valve
opens . . . . . . . . . . . . . . . . . 51 Crank angle deg.

before BDC
closes . . . . . . . . . . . . . . . . 45 Crank angle deg.
after TDC
Overlap
. . . . . . . . . . . . . . . . . . . . . . . 90 Crank angle deg.
Start of delivery/
end of delivery of injection pump
see test run record
Barred ranges and rating limitations
Barred ranges/
Rating limitations
.................................................................
.................................................................
.................................................................
See supplementary sections 3.4.3 and 3.6.2
Emissions
Sound (air-borne) . . . . . . . . . . . . . . . . . . . . . . . . .
dB(A)
to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
....................
Sound (structure-borne) . . . . . . . . . . . . . . . . . . . .
....................
to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
....................
Pollutants in the exhaust gas

NOx
*
..............................................
....................
to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
....................
Sense of rotation if viewing from the coupling end
6634
2.5.1--01 E
11.97
L 32/40 DG
103/ 03
2.5.2
Service temperatures*
Air
Air upstream of compressor . . . . . . . . . . min. 5 C (Diesel), (max. 30 C) 1)
Charge air
Charge air upstream of cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 45 ... 50 C1)
Exhaust gas
Exhaust gas downstream of cylinder . . . . . . . . . . . . . . . . . . . . . . max. 450 C

Admissible deviation on individual cylinders from the average . . . . . . 50 K
Exhaust gas upstream of turbocharger . . . . . . . . . . . . . . . . . . . . max. 565 C
Cooling water
Cooling water downstream of cylinder . . . . . . . . . . . . . . . . . . . 90, max. 95 C

Preheating of engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 C
Cooling water upstream of injection valve . . . . . . . . . . . . . . . . . . . . . . . . 85 C
Cooling water upstream of turbocharger Stage NT . . . . . . (max. 33 C) 1)
Lube oil
Lube oil upstream of engine/upstream of turbocharger

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. 40 C, 65, max. 70 C
Lube oil downstream of engine (at full load) . . . . . . . . . . . . . . . . . . . . . . 78 C
Lube oil downstream of turbocharger (at full load) . . . . . 85-90, max. 95 C
Lube oil preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 C
Gas
Gas upstream of gas control system . . . . . . . . . . . . min. 5 C, max. 30 C
Fuel oil
Fuel oil (MDF) upstream of engine . . . . . . . . . . . . . . . . . . . . . . (max. 50 C) 4)
Bearings
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 95 C
Hydraulic oil
Hydraulik oil for gas valve control . . . . . . . . . . . . . . . . . . . . . . . . . . max. 70 C
Service pressures (overpressures)*
1)
Air
Air upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting air/control air
Starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. approx. 15, max. 30 bar

Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, min. 5.5 bar
Charge air
Charge air upstream/downstream of charge-air cooler

(pressure differential) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 80 mbar
Cylinder
Nominal ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 bar
Hydraulic oil
Service pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 150 bar

Switching-over pressure (dual-fuel operation) . . . . . . . . . . . . . . . . . . 110 bar
Pilot oil injection valve (opening pressure) . . . . . . . . . . . . . . . . . 300 + 8 bar
Crankcase
Crankcase pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 5 mbar

Safety valve (opening pressure) . . . . . . . . . . . . . . . . . . . . . . . . 50 ... 70 mbar
Exhaust gas
Exhaust gas downstream of turbocharger . . . . . . . . . . . . . . . max. 40 mbar
6634
2.5.2--01 E
11.98
32/40 DG
101/ 02
Cooling water
Engine cooling water and charge-air cooler HT . . . . . . . 3 ... 4, min. 1.8 bar
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ... 4, min. 2.8 bar
Charge-air cooler NT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 ... 3, min. 1.2 bar
Lube oil
Lube oil upstream of engine . . . . . . . . . . . . . . . . 3.5 ... 4.5 bar, min. 2.8 bar
Lube oil upstream of turbocharger . . . . . . . . . . . 1.3 ... 1.7 bar, min. 1.1 bar
Fuel oil
Fuel oil upstream of engine (pressurised system) . . . . . 6 ... 8, min. 4.5 bar
Fuel viscosity (operation on Diesel oil) . . . . . . . . . . . . . . . . . max. 15 mm2/s
Fuel injection valve
(opening pressure) . . . . . . . . . . . . . . . . 340 + 10 bar
(ditto., with new spring) . . . . . . . . . . . . 360 + 10 bar
Gas
Gas upstream of gas control system . . . . . . . . . . . . . . . . . . . . . . . min. 4 bar

Gas upstream of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 bar
Pressure differential (Gas upstream of engine to pL) . . . . . . . . . . . . . . bar6)
Test pressures (overpressures)
Control air
Control air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling spaces/water side
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar

Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling system cylinder cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Cooling system injection valve cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Fuel oil spaces
Fuel supply pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 bar
Lube oil
Lube oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar
Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and List of
measuring and control units in Volume D.
1)
2)
4)
6)
In compliance with rating definition. At higher temperatues/lower pressures, a derating is necessary.

Higher value should be aimed at in case of high humidity of air (water condensing).
Depending on the fuel viscosity and injection viscosity/see Section 3 -- operating media.
Depending on gas quality.
80 Controlled temperature
6634
2.5.2--01 E
11.98
32/40 DG
102/ 02
Weights
2.5.3
Weights of principal components
Components from top

downwards
Rocker arm casing with rocker arms . . . . . . . . . . . . . . . . . . . . . . . . . . 117 kg

Rocer arm casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 kg
Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 532 kg
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504 kg
Inlet/exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 kg
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 kg
Backing ring of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 kg
Top land ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 kg
Piston with connecting rod shank and piston pin . . . . . . . . . . . . . . . . . 228 kg
Piston without piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 kg
Piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 kg
Connecting rod (connecting rod shank, big-end bearing, cap) . . . . . 205 kg
Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 kg
Connecting rod shank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 kg
Big-end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 kg
Crankshaft bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 kg
Crankshaft bearing shell (shell half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 kg
Crankshaft with counterweights . . . . 6L 32/40 . . . . . . . . . . . . . . . . 4400 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7L 32/40 . . . . . . . . . . . . . . . . 4960 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L 32/40 . . . . . . . . . . . . . . . . 5490 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9L 32/40 . . . . . . . . . . . . . . . . 6130 kg
Counterweight of crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 kg
Camshaft drive gear (2 pieces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 kg
Torsional vibration damper (2 rows) . 5L 32/40 . . . . . . . . . approx. 1000 kg
Torsional vibration damper (4 rows) . 8L 32/40 . . . . . . . . . approx. 1400 kg
Crankcase/tierod
Crankcase . . . . . . . . . . . . . . . . . . . . . . 5L 32/40 . . . . . . . . . . . . . approx. 10 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6L 32/40 . . . . . . . . . . . . . approx. 12 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7L 32/40 . . . . . . . . . . . . . approx. 13 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L 32/40 . . . . . . . . . . . . . approx. 15 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9L 32/40 . . . . . . . . . . . . . approx. 16 t
Tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 kg
Cross tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 kg
Cyinder head bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 kg
Injection system
Injection camshaft (section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 kg

Valve camshaft (section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 kg
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 kg
Pilot oil injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 kg
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 kg
Pilot oil injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 kg
Gas controlled system/

Gas valves
Gas controlled system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ? kg

Gas valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 kg
Hydraulic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ? kg
6634
2.5.3--01 E
02.98
L 32/40 DG
101/ 02
Charge air and exhaust system
Turbocharger NR 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1350 kg
Turbocharger NR 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 kg
Charge air cooler two-stage . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 620 kg
Charge air pipe (inner section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 kg
Exhaust pipe (inner section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 kg
Control box with fitting parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ? kg
Others
Cylinder lube oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 kg

Speed governor (actuator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 kg
Compressed air starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 kg
Turning gear (electric) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 kg
Weights of complete engines
5L 32/40
6L 32/40
7L 32/40
8L 32/40
9L 32/40
6634
2.5.3--01 E
.....................................................
.....................................................
.....................................................
.....................................................
.....................................................
02.98
L 32/40 DG
31 t
35 t
40 t
44 t
48 t
102/ 02
Dimensions/Clearances/Tolerances-- Part 1
2.5.4
Erluterungen
Explanations
Die nachstehende Tabelle ist geordnet nach dem

MAN-Baugruppensystem, d.h. nach den fett gedruckten, in den Zwischentiteln rechts angeordneten Baugruppennummern.
The table below has been organised by the MAN subassembly group system, i.e. by the subassembly
group numbers in bold face entred at the right of the
intermediate titles.
Mae und Spiele werden nach folgendem Schema angegeben:

X
Durchmesser der Bohrung
Y
Spiel
Z
Durchmesser der Welle
Dimensions clearances have been given by the following systematic principle:
X
Diameter of the bore
Y
Clearance
Z
Diameter of the shaft
Toleranzangaben werden aus drucktechnischen Grnden nicht wie blich
200
+0,080
+0,055
200
sondern 200 +0,080/+0,055 geschrieben.
6634
2.5.4--01 E
For convenience of printing, tolerances are not given

like
+0,080
+0,055
but rather as 200 +0,080/+0,055.
07.02
L 32/40 DF
101/ 04
Ma/Mestelle
Dimension/Measuring point
Nennma (mm)
Nominal dimension
(mm)
Zuganker
Spiel neu (mm)

Clearance when
new (mm)
Tie rod
A
B
C
012
507 Horizontal
43 Horizontal
M 36x3
A
B/C
1805 Vertikal
M 48x3 Vertical
Kurbelwelle
Crankshaft
020
**
A Wangenatmung
* Siehe Abnahmeprotokoll
** Siehe Arbeitskarte 000.10
A Crank web deflection

* See acceptance record
** See work card 000.10
Kurbelwellenlager/Palager
Main bearing/Location bearing
A
B
C
D
E
F
290--0,032
---5,89--0,02
125
---60--0,019
2.5.4--01 E
---0,25 ... 0,35

------0,50 ... 0,72
----
021
---0,42
5,84--0,02*
----------
* Limiting value for thickness of bearing shells in the

zone of maximum loading. For criterias of
replacement see work card 000.11.
* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte 000.11.
6634
Spiel max. (mm)

Max. clearance
(mm)
07.02
L 32/40 DF
102/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Drehschwingungsdmpfer
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Torsional vibration damper
027
1010 ... 1100* Durchmesser

Diameter
180 ... 290* Breite
Width
* Je nach Auslegung
* Depend on design
Pleuellager/Kolbenbolzenlager
Crank bearing/Piston pin bearing
A
B
C
D
E
F
G
H
J
K
X
290--0,032
---5,89--0,02
---145 --0,005/--0,020
980
125
160
490
1416
145 +0,22/+0,16
2.5.4--01 E
---0,42
5,84--0,02*
0,31
----------------------

zone of maximum loading. For criterias of
replacement see work card 000.11.
* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte 000.11.
6634
---0,25 ... 0,35

---0,17 ... 0,24
----------------------
030
07.02
L 32/40 DF
103/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Kolben
Spiel neu (mm)

Clearance when
new (mm)
Piston
A
B
C
D
E
F
G
Spiel max. (mm)

Max. clearance
(mm)
034
145 +0,068/+0,043
---145 --0,005/--0,020
260
488
320*
**
---0,048 ... 0,088

----------------
----------------------
* Die Auendurchmesser sind infolge der balligovalen Form nur schwer zu kontrollieren. Auf die
Angabe genauer Mae wurde verzichtet, da die
Lebensdauer des Kolbens normalerweise durch den
Verschlei der Ringnuten bestimmt wird.
** Kompressionsabstand -- siehe Abnahmeprotokoll
* Checking the outer dimensions of the piston is

rather difficult due to its crowned, oval form. Exact
dimensions are not listed because normaly the life
of the piston is, in any case, determined by the wear of
the ring grooves.
** Compression clearance -- see acceptance record
Kolbenringe
Piston rings
A
B
C
D
E
F
G
H
J*
J**
*
**
6 +0,20/+0,17
---6 --0,010/--0,028
6 +0,14/+0,12
---8 +0,06/+0,04
---8 --0,013/--0,035
-------
Stospiel Ring 1,2,3

Stospiel Ring 4
6634
2.5.4--01 E
*
**
07.02
034
---0,18 ... 0,228

------0,13 ... 0,168
---0,053 ... 0,095
---0,6 ... 0,9
0,6 ... 0,9
---0,6
------0,4
---0,2
----------
Ring gap: Ring 1/2/3

Ring gap: Ring 4
L 32/40 DF
104/ 04
2.5.5
Note: Decimal commas are used instead of decimal points, and an ellipsis (...) means from to, following German usage.
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
Zylinderbuchse
**
320 +0,057
------------439
369
809
529
332
74
maximal zulssiger Verschlei an Mestelle

der Lehrschiene (siehe Arbeitskarte 050.02)
Ovalitt, C
(A1 -- A2)
Mae A, B, C gltig fr Zylinderbuchse, nicht fr

Feuerstegring.
Das Ma A wird im oberen Umkehrpunkt des ersten
Kolbenringes quer und lngs zur Motorlngsachse gemessen.
6634
Spiel max. (mm)

Max. clearance
(mm)
Cylinder liner
A
B2*
B4*
B5*
C**
D
E
F
G
H
K
Spiel neu (mm)

Clearance when
new (mm)
2.5.5--02 E
08.00
*
**
050
----------------------------------
---0,960
0,256
0,096
0,320
-------------------
Maximum permitted wear at measuring point

of gauge bar (see work card 050.02)
Ovality, C
(A1 -- A2 )
Dimensions A, B, C apply to cylinder liner, not to top

land ring.
The dimension A is measured at the point of reversal
of the top ring parallel with and at right angles to the
longitudinal engine axis.
L 32/40 DG
101/ 04
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
Zylinderkopf/Zylinderkopfschraube
Spiel max. (mm)

Max. clearance
(mm)
Cylinder head/Cylinder head bolt
A
B
C
D
E
F
588
526
763
442
1400
M 48x3
Drehzahlaufnehmer
-------------------
Speed pick-up
1... 3
Steuerungsantrieb
2.5.5--02 E
---------480***
432***
08.00
055
-------------------
071
----
Camshaft drive
A*
B*
C*
J
K
6634
Spiel neu (mm)

Clearance when
new (mm)
----
100
0,226 ... 0,395

0,196 ... 0,360
0,226 ... 0,395
-------
L 32/40 DG
0,47
0,42
0,47
-------
102/ 04
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
D
E
F
G
H
*
**
***
160 +0,206/+0,151
---160 --0,025
---72/155
Zahnspiel
Spielvergrerung in der Regel gering. Austauschkriterien siehe Arbeitskarte 000.11
Teilkreisdurchmesser
Nockenwellenlager der Einspritznockenwelle und

Endlager der Ventilnockenwelle
A/D
B/E
C/F
G/L
2.5.5--02 E
*
**
***
08.00
---0,151 ... 0,231

---0,65 ... 1,1
----
Spiel max. (mm)

Max. clearance
(mm)
---**
---1,3
----
Gear backlash
As a rule, only minimal increase of clearance.
Exchange criteria see work card 000.11.
Reference diameter
Camshaft bearing of injection camshaft and

end bearing of valve camshaft
102/120
201 +0,228/+0,169
---201 --0,029
60
* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte

000.11.
6634
Spiel neu (mm)

Clearance when
new (mm)
---0,169 ... 0,257

-------
---*
-------

zone of maximum loading. For criterias of replacement
see work card 000.11.
L 32/40 DG
103/ 04
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
Nockenwellenlager der Ventilnockenwelle
A
B
C
G
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Camshaft bearing of valve camshaft
179 +0,185/+0,106
---178,95--0,03
60
---0,156 ... 0,265

-------
102/120
---*
-------
* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte

000.11.

zone of maximum loading. For criterias of replacement
see work card 000.11.
Axiallager der Ventilnockenwelle auf

Kupplungsseite
Axial bearing for valve camshaft on coupling

side
102/120
----
Axiallager der Einspritznockenwelle auf

Kupplungsgegenseite
2.5.5--02 E
0,6
Axial bearing for injection camshaft on counter

coupling side
102/120
6634
0,3 ... 0,5
----
08.00
0,2 ... 0,45
0,48
L 32/40 DG
104/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Kipphebellager/Einlaventil/Auslaventil
A1)
B2)
C**
D**
E**
F
G
H
J
K**
L***
M
N
O
P
1)
2)
*
**
***
2.5.6--02 E
Spiel max. (mm)

Max. clearance
(mm)
Rocker arm bearing/Inlet valve/Exhaust valve
------24 +0,021
---23,85 +0,02/--0,02
70 +0,061/+0,005
---69,9 --0,04/--0,06
---106
28
516
25 +0,026/--0,020
---24,86 --0,02
Ventilspiel fr Einlaventile*
Ventilspiel fr Auslaventile*
gemessen bei kaltem oder warmem Motor -dabei kein Spiel zwischen Joch und Ventilschaft
Ein-- und Auslaventil, gemessen auf halber
Hhe der Ventilfhrung
Ventilhub
6634
Spiel neu (mm)

Clearance when
new (mm)
07.00
1)
2)
*
**
***
0,5 +0,1
0,7 +0,1
---0,130 ... 0,191
------0,145 ... 0,221
---0,3 ... 1,0
------------0,12 ... 0,186
----
2.5.6
111/113/114
---------0,26
------0,27
---1,2
------------0,23
----
Valve clearance for inlet valves*

Valve clearance for outlet valves*
measurement taken with cold or warm engine noclearance permitted between yoke/valve-stem
Inlet and exhaust valve, measurement taken in
the middle of the valve guide
Valve lift
L 32/40 DG
101/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Ein-- und Auslaschwinghebel
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Inlet and exhaust cam follower
A
B
C
D
E
F
G
55 +0,100/+0,041
---55 --0,010/--0,029
40 +0,025/+0,009
---40 --0,025/--0,041
----
Kraftstoffeinspritzpumpe
---0,051 ... 0,129

------0,034 ... 0,066
---0,5 ... 1,4
Fuel injection pump
112
---0,15
------0,08
---1,5
200
Diesell
Diesel fuel
A
B
C
D
E1)
F
G
H
J
K
L
M
N2)
O3)
P4)
Q
R
10 +0,04/+0,02
---9,95 --0,02
32 +0,062
---(32)
54 +0,046
---54 --0,060/--0,106
25 +0,021
---25 --0,020/0,041
32
------500
160
---0,07 ... 0,11

------0,011 ... 0,013
------0,06 ... 0,15
------0,020 ... 0,062
-------------------
---0,14
---------------0,17
------0,075
-------------------
-------------------
-------------------
Zndl
Pilot fuel
F
N2)
O3)
P4)
Q
R
1)
2)
3)
4)
(12)
15
-------/max. 38
260
95/120
Spiel am Kopf des Pumpenkolbens 0,018...0,020mm

Stempelhub
Stempelhub bei Hauptkolben in OT -- siehe
Abnahmeprotokoll
Pumpenfllung -- siehe Abnahmeprotokoll
6634
2.5.6--02 E
07.00
1)
2)
3)
4)
Clearance at piston head 0,018 ... 0,020 mm

Plunger stroke
Plunger stroke with main piston in TDC -- see
acceptance record
Fuel admission -- See acceptance record
L 32/40 DG
102/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Antrieb der Kraftstoffeinspritzpumpen
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Drive of fuel injection pump
200
Diesell
Diesel fuel
A
B
C
D
E
F
G
H
J
K
100 +0,054
---100 --0,120/--0,155
40 +0,119/+0,080
---40 --0,025/--0,041
---50 +0,016
---50 --0,080/--0,119
---0,120 ... 0,209

------0,105 ... 0,16
---0,4 ... 0,6
---0,08 ... 0,135
----
---0,25
------0,2
---0,75
---0,16
----
---0,08 ... 0,14

------0,12 ... 0,058
---0,2 ... 0,35
---0,17
------0,07
---0,41
Zndl
Pilot fuel
A
B
C
D
E
F
G
62 +0,030
---62 --0,08/--011
20 +0,073/+0,040
---20 +0,028/+0,015
----
Kraftstoffeinspritzventil
Fuel injection valve
221
Diesell
Diesel fuel
A*
B**
C
D
1 +0,05/--0,05
---425
68,5
-------------
-------------
----------------
----------------
Zndl
Pilot fuel
G*
H**
J
K
L
* Nadelhub
** Dsenspezifikation -- siehe Abnahmeprotokoll
6634
2.5.6--02 E
0,3 + 0,03/--0,02
---310
46
32
* Needle lift
** Injector specification -- see acceptance record
07.00
L 32/40 DG
103/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Gasventil
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Gas valve
A
B
C
G
H
J*
* Ventilspiel fr Gasventile
14 +0,018
---14 --0,016/--0,034
396
50
----
---0,016 ... 0,052

---------0,2 --0,1/+0,1
Speed sensor
B*
* Ventilnockenwelle
---0,07
-------------
* Valve clearance for gas valves
Drehzahlaufnehmer
6634
230
0,9... 1,1
400
----
----
* Valve camshaft
2.5.6--02 E
07.00
L 32/40 DG
104/ 04
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680
3--02 E
07.97
101/ 01
Table of contents
: :
:
:
:
:
:
:
:
:
:
N
:
:
:
:
:
N
N
: :
: :
: :
: :
: :
: :
:
: :
: :
N
N
N
N
N
N
: :
: :
: : :
N
N
N
: :
:
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:
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N
N
N
N
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: :
N
N
N
N
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.1
3.3.2
3.3.4
3.3.5
3.3.6
3.3.7
3.3.8
3.3.9
3.3.11
3.4
3.4.1
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.9
3.5.10
3.6
3.6.1
3.6.4
Prerequisites
Safety regulations
General remarks
Risks/dangers
Safety instructions
Safety regulations
Operating media
Quality requirements on gas oil/diesel fuel (MGO)
Quality requirements for Marine Diesel Fuel (MDO)
Viscosity/Temperature diagram for fuel oils
Quality requirements for engine cooling water
Quality requirements for intake air (combustion air)
Engine operation I -- Starting the engine
Preparations for start/ Engine starting and stopping
Admissible outputs and speeds
Engine Running--in
Engine operation II -- Control the operating media
Monitoring the engine/ performing routine jobs
Engine Log Book
Part--load operation
Determine the engine output and design point
Condensed water in charge air pipes and pressure vessels
Load application
Engine operation III -- Operating faults
Faults/Deficiencies and their causes (Trouble Shooting)
Failure of the electrical mains supply (Black out)
N
N
N
N
N
N
N
N
N
N
N
N
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6634
10.03
L 32/40 DF
101 /02
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
:
N
N
N
N
N
N
N
3.6.5
3.6.6
3.6.7
3.6.8
3.6.8
3.6.9
3.7
3.7.1

Behaviour in case operating values are exceeded/ alarms are released
Procedures on triggering of oil mist alarm
Procedures in case a splash--oil alarm is triggered
Procedures on triggering of Slow--Turn--Failure
Engine operation IV -- Engine shut--down
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6634
10.03
L 32/40 DF
102 / 02
Prerequisites
6682
3.1
3.1
Prerequisites
3.2
3.3
3.4
3.5
3.6
3.7
Safety regulations
Operating media
Engine operation I - Starting the engine
Engine operation II - Control the operating data
Engine operation III - Operating faults
Engine operation IV - Engine shut- down
3.1--01 E
07.97
101/ 01
3.1.1
Prerequisites dating back into the past
Some of the prerequisites for successful operation of the engine/engine

plant are already dating back into the past when the phase of day-to-day
operation commences. Other prerequisites can, or have to be directly
influenced.
The factors that are no longer accessible to direct influence, are
- the source of the engine,

- qualified manufacture including careful controlling under the eyes of
control boards/classification societies,
- reliable assembly of the engine and its exact tuning during the trials.
The factors dating back into the past and having effects on future
performance also include
- the care invested in the planning, layout and construction of the

system,
- the level of cooperation of the buyer with the projecting firm and the
supplier, and
- the consistent, purpose activities during the commissioning, testing and
breaking-in phases.
Day-to-day prerequisites
The prerequisites directly required for day-to-day operation and to be

provided for again and again are, for example
- the selection of appropriate personnel and its instruction and training,

- the availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,
- ensuring operational availability and reliability, in due consideration of

operational purposes and results,
- the organisation of controlling, servicing and repair work,
- the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and
- definition of the operating purposes, compromising between expense
and benefit.
Detailed information on the above items is given in the following.
Warranty
Questions of warranty will be treated in compliance with the General

Conditions of Delivery of MAN B&W Diesel AG. In the following, we have
quoted some decisive passages, as a guideline how to orientate yourself
in your every-day decisions and/or actions by these principles. The
complete written texts and/or agreements reached in each case shall be
conclusive.
6680
3.1.1--01 E
12.97
32/40 upw
101/ 02
Item1
MAN B&W Diesel AG shall warrant expressly assured properties as well
as faultless design, manufacture and material. Parts which by reason of
defects have become unserviceable or the serviceability of which has
been substantially impaired shall, at the option of MAN B&W Diesel AG,
be reconditioned free of charge or MAN B&W DIesel AG shall supply new
parts at the cost and risk of MAN B&W Diesel AG.
Item 4
The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.
Item 5
The Purchaser may only claim the warranty of MAN B&W Diesel AG if
- the equipment was installed and put into operation by personnel of

-
6680
3.1.1--01 E
MAN B&W Diesel AG,

MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,
the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,
no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,
no spare parts of outside make have been used.
12.97
32/40 upw
102/ 02
Safety regulations
6682
3.2
3.1
Prerequisites
3.2
Safety regulations
3.3
3.4
3.5
3.6
3.7
Operating media
Engine operation
Engine operation
Engine operation
Engine operation
3.2--01 E
07.97
I - Starting the engine

II - Control the operating data
III - Operating faults
IV - Engine shut- down
101/ 01
General remarks
3.2.1
Safety--related principles/compliance with the same
Safe use
German laws and standards as well as guidelines of the European

Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.
Intended use
The technical documentation must contain statements regarding the

intended use and concerning restrictions in the use.
Remaining risks
Remaining risks must be disclosed, sources of danger/critical situations

must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.
As communication elements which bring such sources of danger/critical
situtions to the attention of the operating personnel, signals, symbols, texts
or illustrations are to be used. Their use on the product and in the
technical documentation is to be co--ordinated. For safety requirements, a
multi--stage system is to be used.
These requirements are adhered to by MAN B&W Diesel AG by special
efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.
MAN B&W Diesel AGs

contribution
6680
3.2.1--02 E
12.97
32/40 upw
101/ 01
3.2.2
Use in accordance with the destination
The four-stroke Diesel engine delivered is destined for (firstly)
- operation under the marginal conditions stipulated

under Technical Data, Section 2.5.1,
- in the technical specification, Section 2.1 and

- in the order confirmation.
Furthermore destined for (secondly)
- operation using the specified operating media,

- changing from operation on diesel oil to operation on gas and vice
versa without interruption and without any signifcant drop in output,
- operation at NOx values with TA air (in Germany),
- operation, taking into consideration the design/layout of the supply,
measuring, control and regulating systems as well as laying down of
the marginal conditions (e.g. removal space/crane capacities) in
accordance with the recommendations of MAN B &W Diesel AG and/or
according to the state of the art.
Furthermore destined for (thirdly)
- start, operation and stopping in accordance with the usual

organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.
Furthermore destined for (fourthly)
Situation/characteristic
Operation at optimised CO and HC values
Operation at variable qualities of gas (methane number)
Slow turning prior to starting (in case of automatic operation)
Slow turning in case of maintenance work with electric energy
Low-noise starting of engine

Low-vibration and low-noise operation (structure-borne)
Cleaning of the turbocharger/s (during operation)
Cleaning of the charge-air cooler/s
Execution of all necessary maintenance work on ones own
on condition of
Rear-position oxidations-type catalytic
convertor
Injection time adjusting device
Slow-turn device
Switch-gear electrically driven, instead of
manual operation in the case of in-line
engines
Exhaust-air silencer on compressed air
starter
resilient mounting of the engine or the
foundation
Cleaning device/s
Cleaning device
Supplementation of standard tools by
additional tools
With restrictions destined/suitable for
The engine is with restrictions destined/suitable for:
6634
3.2.2--01 E
08.98
32/40 DG
101/ 02
operation at operating values resulting in an alarm situation,

passing through restricted speed ranges,
black-out test,
idling or low-load operation (for loads below 30%, operation on gas not
permitted),
operation with generator in reverse power (during parallel operation
with the grid),
operation at reduced maintenance expenditures,
speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
operation without cylinder lubrication,
emergency operation with one or two blocked/partly disassembled
turbocharger/s,
.........
shut-off fuel pumps,
.........
removed running gear/s,
.........
dismounted rocker arms/push rods.
Not destined/suitable for
The engine is not destined/suitable for:
- operation at operating values due to which engine stop or load

reduction was effected,
- operation in case of black-out,

- operation in case of failure of supply equipment (air, compressed air,
-
6634
3.2.2--01 E
water, ..., electric voltage supply, power take-off),

operation within restricted speed ranges,
operation with speed governor failing,
operation without appropriate surveillance/supervision,
operation without maintenance expenditures or if they have been
reduced to a great extent,
commissioning of engine/parts without running-in,
unauthorised modifications,
use of other than original spare parts,
long-term shut-down without taking preservation measures.
08.98
32/40 DG
102/ 02
Risks/dangers
3.2.3
Dangers through lack of personnel/training
Expectations of stationary installations (power stations)
During operation:
Works manager (engineer) available. Management/supervision of the
engine and the associated supply systems by qualified and specially
trained mechanic or technical assistant.
Maintenance work/Repair work:
To be carried out by mechanics, technical assistants or fitters and helpers.
As an introduction and in serious cases: engineer or managing engineer.
For managers and those who carry out/monitor maintenance work and
repairs in Germany, proof must be supplied that, amongst other things, the
technical management is guaranteed through a sufficient number of
qualified personnel, according to the Law on energy economy (EnWG). In
other countries, comparable laws/guidelines must be followed. You cannot
compensate for a lack of personnel/training through efforts in other areas.
As a supplement
Dangers from components/systems
Naturally, dangers arise from technical products and certain operating

situations and interventions. This also applies to engines and
turbochargers in spite of all the efforts made in development, construction
and manufacture. They can be operated safely under normal as well as
under certain unfavourable conditions. However, there are dangers which
cannot be completely avoided. Some of these are only potential in nature
and some will only occur under certain circumstances or through
unforeseen actions. Others are continually present.
Table 2, Figures 1 and 2
6634
3.2.3--01 E
See Table 2 and Figures 1 and 2. These sheets should make you aware of
dangerous points.
02.98
L 32/40 DG
101/ 08
Figure 1. Dangerous points on the engine according to EC machine guidelines

(part 1)
6634
3.2.3--01 E
02.98
L 32/40 DG
102/ 08
Figure 2. Dangerous points on the engine according to EC machine guidelines (part 2)
Dangers through operation/through improper use
Tables 3 and 4
Dangers arise not only through components and systems but also through
certain operating situations or interventions. These types of danger are
summarised in Tables 3 and 4. They give information in addition to that in
the abbreviated listing in Section 3.2.2.
Dangers through emissions
Emission
Danger
Treated cooling water, lubrication oil,

hydraulic oil, fuel
Harmful to skin and health, water

polluting
Cleaning and process materials
According information from the

manufacturer
Exhaust contains dangerous

Harmful to health1),
constituents NOx, SO2, CO, HC, soot environmentally polluting on
exceeding the limits
6634
3.2.3--01 E
02.98
Measures of prevention/
protection
Use/dispose of in accordance with
the manufacturers/suppliers
regulations
Use/dispose of according to the
manufacturers/suppliers
regulations
Carry out maintenance work
according to the maintenance plan,
orient works management to
dangers, critically monitor operating
results
L 32/40 DG
103/ 08
Emission
Danger
Sound (airborne)
Harmful to health, environmentally

polluting on exceeding the limits
Harmful to health, environmentally
polluting on exceeding the limits
Harmful to health; for maximum
permitted limits, see volume B1,
Section 2.5.1
Sound (bone conduction)

Vibrations
1)
Measures of prevention/
protection
Wear ear protection, limit exposure
to emergencies
Limit exposure to emergencies
Avoid reinforcing the vibrations
caused by the process with
additional sources of sound
Information for customers in California:
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.
Table 1. Dangers from emissions, based on the engine and turbocharger
Planned workstations
Engines are normally remotely controlled. Regular check patrols according

to the rules of observation-free operation are required. In this, the
measurement, regulation, control and other areas of the installation
requiring particular attention are checked. Long-term stays in the
immediate vicinity of the running engine/turbocharger are not foreseen.
Maintenance and servicing work should not be carried out in the areas of
danger listed in Table 1 or in Figures 1 and 2.
Personal protection measures
The accident prevention regulations (UVV) and other regulations of the

trade associations responsible or similar institutions are to be strictly
followed.
This includes the wearing of protective suits and safety shoes, the use of
safety helmets, safety glasses, ear defenders and gloves.
The relevant sections of the Technical Documentation must be read and
understood.
6634
3.2.3--01 E
02.98
L 32/40 DG
104/ 08
Dangerous points
Source of danger
Possible consequences
Engine as a whole (1)
Lacking/impaired operational security
Emergency situation through lack of operational

readiness/electrical voltage
Fly wheel (2)

6634
3.2.3--01 E
Turning gear/compressed-air
starter (3)
Space in front of the transmission
on the long sides of the engine (4)
Turbocharger, in particular the
space radial to the engine (5)
Gear rim/fixing screws

Gear rim/gearing point
Can trap, crush, hit body/limbs

Can trap, crush body/limbs
02.98
L 32/40 DG
Danger of explosion/danger of transmission parts

flying off
Parts under internal pressure, parts at high speed
Parts can be expelled/fly off
Pipes/pressure tanks/pressurised
and liquid or gas filled
parts/systems (6)
Parts under internal pressure, filled with liquids/gases
Media can spray out/be expelled, danger of injury, fire, loss of

fuel, dirtying, possible harm to environment and health
Covering of crankcase (7)
Moving parts, hot/turbulent oil
In the case of jammed bearings or pistons, danger of

explosion, fire and accidents through the spraying out of oil,
endangering of personnel
Casing of camshaft, rocker arms

and push-rods (8)
Gearing of cam/camshaft, movement of cam followers

and stop rods
Can trap/crush clothing/limbs, oil can be expelled
Insulation and casing of fuel and

injection pipes (9)
Hot surfaces (when using heavy oil), burnable

medium, parts under high internal pressure
Burning, spraying out of fuel, under certain circumstances in

penetrating jets
Exhaust pipe and casing of

exhaust pipe (10)
Measuring, regulating and control
devices/systems (electric) (11)
Hot surfaces, parts under internal pressure, filled with

hot gas
Carrying electrical voltage
Burning, emission of hot gases, danger of fire
Measuring, regulating and control

devices/systems (hydraulic/
pneumatic) (12)
Danger of injury through spraying out/emission of media,

through enabled voltages, impairment of function in the case
of human error
Regulating linkage of the fuel

pumps (13)
Screw connections (14)
Regulating devices (15)
Moving, spring-tensioned parts
Crushing, injury through released spring charges
Parts under high pressure/tensile stress

Sensitive to damage/movement, partly pressurised
Danger through screws/nuts tearing/flying off

Functional faults
Parts can break, fly off
Electric shock, burning, electro-ophthalmia, impairment of

function in the case of human errors
105/ 08
Dangerous points
Source of the danger
Injuries through parts bursting, flying off, through media

emissions, danger of functional faults
6634
Safety valves, pressure

adjustment valves (charge air and
exhaust pipe, crankcase,
measurement, regulating and
control systems) (16)
Special tools (17)
Damage to people and property
3.2.3--01 E
Dependent on the case of application, varying,

possibly high potential of danger
Hydraulic aggregate for gas

valves, hydraulic tensioning
devices, high pressure hoses, high
pressure pumps (18)
Parts under high internal pressure can tear, break,

become loose, the expulsion of hydraulic oil in
penetrating jets is possible, hydraulic oil is harmful to
health
Gas emission, loss of power on malfunction
Adverse effects on operational readiness when the gas valve

activation stops working,
injury through parts flying off/being loosened, through
hydraulic oil being expelled
Gas controlled system, gas pipes,

gas valves (19)
Table 2. Dangerous points on the engine

e (in proper use)
Danger of explosion with possible permanent damage to

people and/or property,
adverse effects on the operational readiness of the engine
02.98
L 32/40 DG
106/ 08
6634
3.2.3--01 E
02.98
Dangerous points
Operation at operating values at

which an alarm situation occurs
Operation outside the operating range/at operating

values at which long-term operation is not foreseen
Dirt, wearing, component overload
Idle running operation or at low

loads
Operation outside the operating range, worsening of

operating values
Operation with generator in

Reverse (in parallel network
mode)
Accelerated running up/running
down
Operation without cylinder
lubrication
Emergency operation with blocked/
partly dismantled turbocharger
Emergency operation with stopped
fuel pumps
Generator is operated as engine, combustion engine

is towed
Incomplete combustion, deposits in the combustion chamber,

spark failure/knocking in gas mode
Unforeseen operating state
Emergency operation with

dismantled transmission
Reduction in power is required, operating values can

be exceeded, threat of starting difficulties, critical
vibrations can occur
Increased attention required, gas mode not possible

dismantled rocker arms/stop rods
Reduction in power required, operating values can be

exceeded
Increased attention required, gas mode not possible
Increased thermal and mechanical load, exhaust

clouding, turbocharger overload
Lack of lubricating oil
Power capability of the engine adversely affected,
threat of overload
Reduction in power is required, operating values can
be exceeded
Table 3. Dangerous situations in partly being

b
used properly
Unforeseen operating state

Worsening of lubrication ratios, power
70 % not permitted
No gas mode possible
No gas mode possible
L 32/40 DG
107/ 08
Operation at operating values

which causes switching off or a
reduction in power
Operation outside the operating range/at operating

values at which operation is not foreseen
Danger to components/the engine
6634
Operation with impaired

fuel/energy supplies (incl. black out
and black-out test
Fuel or energy supply stops
Overheating through lack of coolant and air, seizing through

lack of lubrication oil
3.2.3--01 E
Operation in speed limitation

ranges
Increased and, under certain circumstances,

resonantly increasing vibrations and mechanical
stresses
Power and speed control not possible
Danger to components and bolted connections
Reaction to incidents not assured
Diverse
Operation with greatly reduced

maintenance
Worsening of operational safety, spontaneous failure

feared, enforced improvisation, special action to be
taken at inconvenient times
Cumulative effects, loss of guarantee
Commissioning the engine/parts

without running in
Unauthorised changes
Pre-damage of components, negative influences of

running surfaces
Danger of worsening the operational safety through
unsuitable solutions
Increased wear, permanent damage, effects on oil

consumption, in extreme cases jammed pistons
Parts with consequential damage stop working, loss of
guarantee
Use of non-original parts
Combined use with other components not guaranteed,

threat of worsening operational safety and
spontaneous failure
Parts with consequential damage stop working, loss of

guarantee
Long-term stoppages without

conservation
Corrosion, parts seizing fast
Corrosion damage, accumulation of corrosion products,

difficulties in starting and operating
02.98
Dangerous points
Operation with failed speed

governor
Operation without suitable
supervision
L 32/40 DG
Table 4. Danger situations through impro

roper use
108/ 08
Safety instructions
3.2.4
Characterisation/danger scale
According to the relevant laws, guidelines and standards, attention must

be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
Characterisation
type and source of danger,

imminence/extent of danger,
possible consequences,
preventive measures.
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
The imminence/extent of danger is characterised by a five--step scale as
follows:
Danger scale
Danger! Imminent danger

Possible consequences: Death or most severe injuries, total damage
to property
Caution! Potentially dangerous situation
Possible consequences: Severe injuries
Attention! Possibly dangerous situation
Possible consequences: Slight injuries, possible damage to property
Important! For calling attention to error sources/handling errors
Tip! For tips regarding use and supplementary information
Examples
Danger! The flywheel can catch body/limbs so that they are

squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.
Attention! Taking the engine/components into operation without
prior running in can lead to damage on components.
Proceed according to instructions, also run in again after an extended
period of low--load operation.
6680
3.2.4--01 E
12.97
32/40 upw
101/ 01
Safety regulations
3.2.5
Prerequisites
Personnel
The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation
The personnel must be familiar with the technical documentation of the

plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book
It is advisable to keep a service log book into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this log book is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the log book permits to derive a
certain trend analysis and to trace back faults in operation.
Regulations for accident prevention
The regulations for accident prevention valid for the plant should be
observed during engine operation as well as during maintenance and
overhaul work. It is advisable to post those regulations conspicuously in
the engine room and to stress the danger of accidents over and over
again.
Following advice
The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the
technical documentation are valid supplementarily and are to be observed
in the same way.
Secure the crankshaft and components connected to it against moving
Before starting work in the crankcase or on components that move when

the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.
Danger! Ignoring this means danger to life!
Unintentional turning of the crankshaft and thus movement of the
connected components may be caused:
Causes
- in gensets by maloperation when the mains voltage is applied,

- by unintentional or negligent starting of the engine,
- by unintentional or negligent actuation of the engine turning device
(turning gear).
The following protective measures are to be taken:
Precautions
6634
3.2.5--01 E
02.98
32/40 DG
101/ 04
- Close the shut-off valves of the starting and control air vessels/ secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,
- Engage the engine turning device, secure against actuation.
Attention! The resistance of the engine turning device is not
sufficient enough to prevent the crankshaft from turning. When the
turning device is engaged, only the start-up is electrically blocked
and the control air supply to the main starting valve is interrupted.
- Mount reference plate to the operating devices permitting a start-up of

the engine.
- For gensets:
Secure the generator switch (especially of asynchronous generators)
against switching-on. Mount reference plate. As far as possible the
safeguards/safeguarding elements are to be opened in additon.
Precautions in case other work is being done on the engine
Opening of crankcase doors
Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour
concentration.
Attention! Danger of explosion due to atmospheric oxygen
entering, because overheated components and operating media in
their environment may be at ignition temperatures.
Opening of pipes/pressure
vessels
Before opening pipes, flanges, screwed connections or fittings, check if

the system is depressurized/emptied.
Attention! Disregarding this means: risk of burns when hot
fluids are involved, fire hazard in case of fuel, injuries caused by
flung-out screw plugs or similar objects when loosening same under
pressure.
Disassembling/assembling
pipelines
In case of disassembly, all pipes to be reinstalled, especially those for fuel

oil, lube oil and air, should be carefully locked. New pipes to be fitted
should be checked whether clean, and flushed if necessary. It should in
each case be avoided that any foreign matter gets into the system. In case
of prolonged storage, all parts involved have to be subjected to
preservation treatment.
Use of hydraulic tensioning

tools
When using hydraulic tensioning tools, observe the particular safety

regulations in work card 000.33.
Attention! Disregarding this means: danger of injuries by
needle-like or razor-edged jets of hydraulic oil (which may perforate
the hand), or by tool fragments flung about in case of fractured
bolts.
Removing/detaching heavy
engine components
When removing or detaching heavy engine components it is imperative to

ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for
depositing must also have the appropriate carrying capacity. This is not
always the case with platforms, staircase landings or gratings.
Releasing compression springs
For releasing compression springs, use the devices provided (refer to the
work cards that apply).
Attention! Disregarding this means: danger of injuries by
suddenly released spring forces/components.
6634
3.2.5--01 E
02.98
32/40 DG
102/ 04
Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again.
Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
Coverings
Attention! Disregardig this means: risk of fire. Loose clothing

and long hair might get entangled. Spontaneous supporting against
moving parts when loosing ones balance may result in serious
injury.
When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.
Use of cleaning agents
Attention! Disregarding this means: danger of caustic skin and

eye injury, and also of the respiratory tract if vapours are produced.
Attention! Using Diesel fuel for cleaning purposes involves the
risk of fire or even explosion. Otto fuel (petrol) or chlorinated
hydrocarbons must not be used for cleaning purposes.
Use of high-pressure cleaning
equipment
When using high-pressure cleaning equipment, be careful to apply this

properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat
insulating parts covered by water-permeable materials have to be
appropriately covered or excluded from high-pressure cleaning.
Other precautions
In case of governor or overspeed governor failure, the engine has to be

stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.
Failure of the governor/

overspeed governor
Danger! If the governor/overspeed governor is defective, a

sudden drop in engine loading upon separation of the drive
connection or de-energization of the generator will result in
excessive engine acceleration causing the rupturing of running gear
components or destruction of the driven machine.
The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of
unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks are
to be repaired immediately.
Fire hazard
Fire extinguishing equipment must be available and is to be inspected

periodically.
In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil rquires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
6634
3.2.5--01 E
02.98
32/40 DG
103/ 04
Danger! Carbon dioxide fire extinguishing equipment must

not be used until it has been definitely ensured that no one is left in
the engine room. Ignoring this means danger of life!
Temperature in the engine room
6634
3.2.5--01 E
The engine room temperatures should not drop below +5 C. Should the
temperature drop below this value, the cooling water spaces must be
emptied unless anti-freeze has been added to the cooling water.
Otherwise, material cracks/damage to components might occur due to
freezing.
02.98
32/40 DG
104/ 04
Operating media
6682
3.3
3.1
3.2
Prerequisites
Safety regulations
3.3
Operating media
3.4
3.5
3.6
3.7
Engine
Engine
Engine
Engine
3.3--01 E
operation
operation
operation
operation
07.97
I - Starting the engine

II - Control the operating data
III - Operating faults
IV - Engine shut- down
101/ 01
Quality requirements
on gas oil/diesel fuel (MGO)
3.3.1
Diesel fuel
Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel
Other designations
Diesel fuel is a medium class distillate of crude oil which therefore must
not contain any residual components.
Specification
Suitability of the fuel depends on the conformity with the key properties as
specified herunder, pertaining to the condition on delivery.
On establishing the key properties, the standards of DIN EN 590 and
ISO 8217--1987 (Class DMA), as well as CIMAC--1990 were taken into
consideration to a large extent. The key property ratings refer to the
testing methods specified.
min.
max.
min.
max.
max.
max.
min.
Unit
kg/m3
kg/m3
mm2/s
mm2/s
C
C
C
Test method
ISO 3675
ISO 3675
ISO 3104
ISO 3104
DIN EN 116
DIN EN 116
ISO 1523
Properties
820.0
890.0
1.5
6.0
0
-12
60
min.
max.
% by volume
% by weight
ISO 3405
ISO 3735
85
0.01
max.
max.
max.
max.
min.
max.
% by volume
% by weight
% by weight
% by weight
---
ISO 3733
ISO 8754
ISO 6245
ISO CD 10370
ISO 5165
ISO 2160
0.05
1.5
0.01
0.10
40**
1
Property/feature
Density at 15 &
Cinematic viscosity/40 C
Filterability*
in summer
in winter
Flash point Abel--Pensky
in closed crucible
Destillation range up to 350 C
Content of sediment
(Extraction method)
Water content
Sulphur content
Ash
Coke residue (MCR)
Cetane number
Copper--strip test
Other specifications:
British Standard BS MA 100--1987
ASTM D 975
*
**
M1
1D/2D
Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.
L/V 20/27 engines require a cetane number of at least 45
Table 1. Diesel fuel oil (MGO) -- key properties to be adhered to
6680
3.3.1--01 E
07.97
General
101/ 02
Supplementary information
If, in case of stationary engines a distillate intended for oil firing (for
instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to
ASTM D--396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low--temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane number
must be met.
Using fuel oil
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680
3.3.1--01 E
07.97
General
102/ 02
for Marine Diesel Fuel (MDO)
3.3.2
Marine Diesel Oil
Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Other designations
Marine Diesel Oil (MDO) is offered as heavy distillate (designation

ISO--F--DMB) or as a blend of distillate and small amounts of residual oil
(designation ISO--F--DMC) exclusively for marine applications. The
commonly used term for the blend, which is of dark brown to black colour,
is Blended MDO. MDO is produced from crude oil and must be free from
organic acids.
Specification
The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties with
those listed in the table below which refer to the condition on delivery.
The key properties have been established to a great extent on the basis of
ISO 8217--1987 and CIMAC--1990. The key properties are based on the
test methods specified.
Property/feature
Specification ISO-F
Density
at 15 C
Cinematic viscosity
at 40 C
Pour Point
winter quality
summer quality
Flash point
Pensky Martens
Sediment content (extraction)
Total content of sediments
Water content
Sulphur content
Ash content
Coke residue (MCR)
Cetane number
Copper-strip test
Vanadium content
Content of aluminium and silicon
Visual inspection
6680
3.3.2--01 E
Unit
Test method
kg/m3
mm2/scSt
C
C
C
% by weight
% by weight
% by volume
% by weight
% by weight
% by weight
mg/kg
mg/kg
-
ISO 3675
ISO 3104
ISO 3016
12.00
ISO 2719
ISO 3735
ISO CD 10307
ISO 3733
ISO 8754
ISO 6245
ISO CD 10370
ISO 5165
ISO 2160
DIN 51790T2
ISO CD 10478
General
Designation
DMB
DMC
900
920
<11
<14
<0
<0
<6
<6
>60
>60
<0.07
0.10
<0.3
<0.3
<2.0
<2.0
<0.01
<0.05
<0.30
<2.5
>40
>40
<1
<1
0
<100
0
<25
*
-
101/ 02
Property/feature
Other specifications:
British Standard BS MA 100 -1987
ASTM D 975
ASTM D 396
*
Unit
Test method
Designation
Class M2
2D
No. 2
Class M3
4D
No. 4
With good illumination and at room temperature, appearance of the fuel should be clear and transparent.
Table 1. Marine Diesel Oil (MDO) - key properties to be adhered to
At transshipment facilities and in transit MDO is handled like residual oil.

Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
Interfuel, for example with remainders of such fuels in the bunkering boat,
which may adversely affect the key properties considerably.
The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system,
should lie approx. 10C above the pour point so as to ensure it can still be
pumped.
The recommended fuel viscosity at the inlet of the injection pump is
10 ... 14 mm2/s.
If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed,
incompatibility may result in sludge formation in the fuel system, a large
amount of sludge in the separator, clogging of filters, insufficient
atomization and a large amount of combustion deposits. We would
therefore recommend to run dry the respective fuel storage tank as far as
possible before bunkering new fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and
combustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we
recommend to provide a centrifugal separator upstream of the fuel oil filter.
Separator throughput 65% with relation to the rated throughput.
Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst
fines) and water can thus largely be removed and the intervals between
cleaning of the filter elements considerably extended.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680
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General
102/ 02
Viscosity/Temperature diagram
for fuel oils
3.3.4
Figure 1. Viscosity/temperature diagram for fuel oils
6680
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All Eng
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Explanations to the viscosity/temperature diagram
The diagram (Figure 1 ) shows the fuel temperatures on the horizontal

and the viscosities on the vertical scales. The diagonal lines correspond to
the viscosity-temperature curve of fuels with different reference viscosity.
The vertical viscosity scales in mm2/s = cSt apply to 40C, 50C or 100C.
Determination of the viscosity-temperature curve and the preheating temperature required
Example: Heavy fuel oil of

180 mm2/s at 50 C
A vertical line is drawn starting from a reference temperature of 50C and

a horizontal line (a) starting from a viscosity of 180 mm2/s. From the point
of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm2/s at 50C.
This permits the preheating temperature to be determined for the specified
injection viscosity. Keeping to the example chosen, the values below refer
to a heavy fuel oil of 180 mm2/s at 50C.
Specified injection viscosity
mm 2/s
minimum 12
maximum 14
Required heavy fuel oil

temperature before engine inlet*
C
126 (line c)
119 (line d)
* The temperature drop after the preheater up to the fuel injection pump is not covered by
these figures (max. admissible 4 C).
Table 1. Determination of the heavy fuel oil temperature as a function of viscosity

(example)
A heavy fuel oil of 180 mm2/s at 50C reaches a viscosity of 1000 mm2/s
at 24C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.
Fuel oil preheating/pumpability
HFO temperature
Using a state-of-the-art final preheater a heavy fuel oil outlet temperature

of 152 C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity
The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4 C. Only then can the prescribed injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s = cSt/50 C (representing the maximum viscosity of international
specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm2/s
should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.
The transfer pump is to be rated for a heavy fuel oil viscosity of up to
1000 mm2/s. The pumpability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system must permit heating up of
the fuel oil to approx. 10 C above its pour point.
6680
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Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to
- max. 50 C for gas oil operation and

- max. 60 C for Marine Diesel Fuel operation.
6680
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103/ 03
for lube oil
3.3.5
Lube oil for operation on gas oil and Diesel oil (MGO/MDO)
The specific power output offered by todays Diesel engines and the use of
fuels, which more and more often approach the limit in quality, increase
the requirements placed on the lube oil and make it imperative that the
lube oil is chosen carefully. Doped lube oils (HD oils) have proven to be
suitable for lubricating the running gear, the cylinders, the turbochargers
and for cooling the pistons. Doped lube oils contain additives which,
amongst other things, provide them with sludge carrying, cleaning and
neutralization capabilities.
Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table 3 .
Specifications
The base oil (doped lube oil = basic oil + additives) must be a narrow distillation cut and must be refined in accordance with modern procedures.
Brightstocks, if contained, must neither adversely affect the thermal nor
the oxidation stability. The base oil must meet the limit values as specified
below, particularly as concerns its aging stability.
Base oil
Properties/characteristics
Structure
Behaviour in cold, still flowing
Flash point (as per Cleveland)
Ash content (oxide ash)
Coke residue (as per Conradson)
Aging tendency after being heated up to 135 C
for 100 hrs
n-heptane insolubles
evaporation loss
drop test (filter paper)
Unit
Test method
--C
ASTM-D2500
C
ASTM-D92
Weight %
ASTM-D482
Weight %
ASTM-D189
-MAN-aging cabinet
ASTM-D4055
Weight%
or DIN 51592
-Weight%
MAN-test
--
Characteristic value
preferably paraffin-basic
-15
> 200
< 0.02
< 0.50
-t< 0.2
<2
must not allow to recognize
precipitation of resin or asphalt-like aging products
Table 1. Lube oil (operation on MGO/MDO) - characteristic values to be observed
Doped lube oils (HD-oils)
The base oil, which has been mixed with additives (doped lube oil) must
have the following characteristics:
Additives
The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion.
The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion chamber, especially at the
outlet valves and in the inlet housing of the turbochargers. Hard additive
ash promotes pitting on the valves seats, as well as valve blow-by and
increased mechanical wear.
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101/ 04
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency
The detergency must be so high that the build-up of coke and tar-like residues forming during the combustion of fuel is precluded.
Dispersancy
The dispersancy must be selected such that commercially available lubeoil cleaning equipment can remove the detrimental contaminations from
the used oil.
Neutralisation capacity
The neutralisation capacity (ASTM-D2896) must be so high that the acidic

products which result during combustion are neutralized. The reaction time
of the additives must be matched to the process in the combustion
chamber.
Evaporation tendency
The tendency to evaporate must be as low as possible, otherwise the oil

consumption is adversely affected.
Further conditions
The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D1401 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:
after 10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. The fresh oil must not contain any water or other contaminations.
Lube oil selection
*
**
Engine
SAE-Class
20/27*, 23/30, 28/32

25/30
32/36 through 58/64
30**
40
40
Viscosity mm 2/s at 40 C or
100 C
preferably in the upper range
of the SAE-class
applicable to the engine
Applies to engines with year of manufacture from 1985 on. For engines delivered before 01 Jan.
1985, lube oil viscosity as per SAE 40 continues to be valid.
If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Doped lube oils (HD oils) corresponding to international specifications

MIL-L 2104 D or API-CD, and having a total base number (TBN) of
12-15 mg KOH/g are recommended by us.
(Designation for armed forces of Germany: O-278)
Doped grade
The content of additves included in the lube oil depends upon the conditions under which the engine is operated, and the quality of fuel used. If
marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight
% as per ISO-F DMC, and coke residues of up to 2.5 weight % as per
Conradson, a TBN of approx. 20 is of advantage. Ultimately, the operating
results are the decisive criterion as to which content of additives ensures
the most economic mode of engine operation.
In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Cylinder lube oil
A lube oil as specified above is to be used for the cylinder lubrication and
the lubricating circuit.
6680
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General
102/ 04
Speed governor
In case of mechanic-hydraulic governors with separate oil sump, multigrade oil 5W--40 is preferably used. If this oil is not available for topping-up, an oil 15W--40 may exceptionally be used. In this context it
makes no difference whether multigrade oils based on synthetic or mineral
oil are used. According to the mineral oil companies they can be mixed in
any case.
(Designation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the remaining equipment fitted to the engine.
Lube-oil additives
We strongly advise against subsequently adding additives to the lube oil,

or mixing the different makes (brands) of the lube oil, as the performance
of the carefully matched package of additives which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Selection of lube oils/

warranty
Most of the mineral oil companies are in close and permanent consultation
with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been approved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are more than willing to provide you with further information.
Examinations
We carry out the examinations on lube oil in our laboratories for our customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for the examination.
6680
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General
103/ 04
M
Manufacturer
f t
ADNOC
AGIP
BP
CALTX
CASTROL
CHEVRON
DELEK
ENGEN
ELF
ERTOIL
ESSO / EXXON
FINA
IRVING
MOBIL
PETROBRAS
REPSOL
SHELL
STATOIL
TEBOIL
TEXACO
TOTAL
Base Number ( mgKOH/g )

12 - 15 1)
Marine Engine Oil X412
Cladium 120 - SAE 40
Sigma S SAE 40 2)
Energol DS 3-154
Vanellus C3 2)
Delo 1000 Marine SAE 40
Castrol MLC 40
Castrol TLX 154
Rivermax SX 40
Delo 1000 Marine SAE 40
Delmar 40-12
Genmarine EO 4015
Disola M 4015
Koral 15
Exxmar 12 TP 40
Caprano S412
Marine MTX 1240
Mobilgard 412 / SHC 120
Mobilgard ADL 40 / Delvac 1340
Marbrax CCD-410
Neptuno NT 1540
Gadinia Oil 40
Sirius FB 40
(Sirius/Rimula X) 2)
Gadinia AL
MarWay 1540
Ward S 10 T
Taro 16 XD 40
Rubia S 40
1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a base number (TBN) of approx. 20
is of advantage.
2) If the sulphur content of the fuel is < 1%.
Table 3. Lubricating oils which have been released for the use in MAN B&W Diesel
four-stroke engines running on gas oil and Diesel oil
6680
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General
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for lube oil
3.3.6
Lube oil for Otto-gas and dual-fuel operation
For four-stroke dual-fuel engines, a special gas engine oil with an additive
package having a low percentage of ashes is to be used due to the high
specific power output and the extensive requirements placed on the lube
oil for lubricating the running gear, the cylinders, the turbochargers, and for
cooling the pistons.
Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table 2 .
Requirements
The base oil must be a narrow distillation cut and must be refined in accordance with modern procedures. Brightstocks, if contained, must neither
adversely affect the thermal nor the oxidation stability.
Base oil
The base oil must, particularly as far as its aging stability is concerned,
meet the following limit values:
Properties/characteristics
Structure
Behaviour at low temperatures, still flowing
Flash point according to Cleveland
Ash content (oxide ashes)
Coke residues according to Conradson
aging tendency after 100 hrs heating to 135 C
Unit
-
Testing method
-
C
C
% by wt
% by wt
-
ASTM-D2500
ASTM-D92
ASTM-D482
ASTM-D189
MAN-aging
cabinet
ASTM-D4055
or DIN 51592
MAN test
n-heptane unsolubles
% by wt
Evaporation losses
Drop sample (filter paper)
% by wt
-
Parameter
preferably
paraffin-based
-15
> 200
< 0.02
< 0.50
< 0.2
<2
may not show any
segregation of resin or
asphalt-like aging products
Table 1. Lube oil (Otto gas and dual-fuel operation) - parameters to be adhered to
Doped lube oil
The base oil, which has been blended with additives, (doped lube oil) must
have the following properties:
Additives
The additive package must be matched in itself and to the base oil in such
a way that by oxi-polymerisation and addition of nitrogen oxide to the hydrocarbon there is no negative influence on the service time of the oil filling. The additives must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft.
The sulphate ash content must not exceed 1%. The additives must not
promote clogging of the filter elements, neither in their active nor in their
exhausted state.
6628
3.3.6--01 E
12.02
32/40 DF, 48/60 DF, 20/27 DG
101/ 03
Viscosity
Viscosity at 40 C: approx. 145 mm2/s (ISO 3104), viscosity class SAE 40.
Cleaning and
neutralisation abilities
The cleaning, sludge-carrying and especially the neutralisation abilities

(ASTM-D2896) must, related to the used gas quality, be sufficient. In the
case of dual-fuel engines, which can also be operated in pure Diesel operation, also the fuel and pilot oil quality are to be considered when choosing
the oil.
Gas engine oils must, related to the Diesel performance, fulfill the same
requirements as lube oils for Diesel engines, i.e. MIL-L 2104 D or API CD.
During the warranty period of the engine, only a gas engine oil which is
approved by MAN B&W Diesel AG may be used. A list of approved lube
oils and the conditions for approval are available on request.
Evaporation tendency
The evaporation tendency must be as low as possible, otherwise the oil

consumption is adversely affected.
Further prerequisites
The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D 1401 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following condition:
less than 20 ml after 10 minutes. The lube oil must not contain agents to
improve the viscosity index. Fresh oil must not contain any water or any
other impurities.
Speed governor
For mechanical speed governors, the lube oil provided for the engine can
be used. In case a low engine room temperature is to be expected, a lube
oil as described above having an SAE 30 is of advantage for the governor,
if it has an own oil supply. This ensures exact regulation also when the
engine is started. For the other devices, which are attached to the engine,
the lube oil quality specified by the manufacturer is to be provided.
Lube oil additives
We urgently advise against subsequently adding additives to the lube oil or

mixing different makes of lube oil, as the performance of the carefully
matched package of additives, which is suiting itself and adapted to the
base oil, may be upset. Thus, the lube oil supplier is no longer responsible
for the lube oil.
Selection of lube oils/

warranty
Most of the mineral oil companies are in close and permanent consultation
with the engine manufacturers and are therefore in a position to quote the
oil from their own product line that has been approved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturer is in any case responsible for the efficiency of his
product. In case of doubt, we are more than willing to provide you with
further information.
Oil analyses
Lube oil analyses are carried out in our chemical laboratory for our customers at cost price. For this purpose, a representative sample of approx.
1 dm3 is required.
6628
3.3.6--01 E
12.02
32/40 DF, 48/60 DF, 20/27 DG
102/ 03
Manufacturer
ARAL
BP
CASTROL
ESSO
FINA
MOBIL
SHELL
Marke
Degasol HDG 40
Energol IC-DG 40
Energol IC-DG 40 S
Duratec HP 40
Duratec HPH 50
Estor P40
Gasmotorenl 405
Pegasus 710 (489)
Pegasus 805
Mysella T40
Mysella LA 40
Table 2. Lubricating oils, which have been released for the use in MAN B&W Diesel
four-stroke engines running in Otto-gas and dual-fuel operation
6628
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103/ 03
for engine cooling water
3.3.7
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system
in contact with water and deposits may form. Deposits impair the heat
transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected before the first commissioning of the plant. During subsequent operations the
concentration specified by the engine manufacturer must always be ensured. In particular, this applies if a chemical additive is used.
Requirements
The characteristics of the untreated cooling water must be within the following limits:
Limiting values
Property/feature
Type of water
Total hardness
pH-value
Chloride ion content
*) 1dH (German hardness)
Characteristics
preferably distilled water or freshwater,
free from foreign matter.
Not to be used: Sea water, brackish
water, river water, brines, industrial waste
water and rain water
max. 10
6.5 - 8
max. 50
10 mg CaO in 1 litre water
0.357 mval/litre
Unit
--
dH*
-mg/l
17.9 mg CaCO3/itre
0.179 mmol/litre
Table 1. Cooling water -- characteristics to be adhered to
The MAN B&W water test kit includes devices permitting, i.a., to determine
the above-mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to work
card 000.07.
Test device
If a distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as
engine cooling water. These waters are free from lime and metal salts, i.e.
major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin film of lime on
the walls which provides a temporary protection against corrosion. This is
the reason why water distillates must be treated with special care and the
concentration of the additive is to be periodically checked.
Distillate
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The total hardness of the water is composed of temporary and permanent

hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the hydrogencarbon content of the
calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The
decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness.
Hardness
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion
Corrosion is an electro-chemical process which can largely be avoided if

the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation
Flow cavitation may occur in regions of high flow velocity and turbulance.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material destruction in closely limited regions.
Erosion
Erosion is a mechanical process involving material abrasion and destruction of protective films by entrapped solids, especially in regions of excessive flow velocities or pronounced turbulences.
Corrosion fatigue
Corrosion fatigue is a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation
in water-cooled, mechanically stressed components if the cooling water is
not treated correctly.
Treatment of the engine cooling water
The purpose of engine cooling water treatment is to produce a coherent

protective film on the walls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned damage. A significant
prerequisite for the anti-corrosion agent to develop its full effectivity is that
the untreated water which is used satisfies the requirements mentioned
under point 2.
Protecting films can be produced by treating the cooling water with a
chemical anti-corrosion agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils fall more and more out of use since, on the
one hand, their use is heavily restricted by environmental protection legislation and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market.
Treatment before operating the
engine for the first time
Treatment with an anti-corrosion agent should be done before the engine

is operated for the first time so as to prevent irreparable initial damage.
Attention! It is not allowed to operate the engine without cooling
water treatment.
6680
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03.01
32/40 upw
102/ 07
Cooling water additives
No other additives than those approved by MAN B&W and listed in Tables
2 to 5 are permitted to be used. The suppliers are to warrant the effectivity of the cooling water additive.
Permission required
A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), Testing the suitability of coolant additives for cooling liquids of internal combustion engines (FVV publication R 443/1986).
The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprfanstalt, Department Oberflchentechnik,
Grafenstrae 2, 64283 Darmstadt on request.
To be used only in closed circuits
Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses.
1 Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling water temperatures commonly practiced nowadays, it may lead to potential
inversion. If necessary, the pipes must be dezinced.
2 Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.
A thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.
Emulsifiable anti--corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the possibility of preparing a stable, non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, adding an anti-foam agent or hardening (see
work card 000.07) is recommended.
Anti-corrosion oil is not suitable if the cooling water may reach temperatures below 0 C or above 90 C . If so, an anti-freeze or chemical additive
is to be used.
3 Anti-freeze agent
If temperatures below the freezing point of water may be reached in the
engine, in the cooling system or in parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water.
Otherwise the entire system must be heated.
(Designation for armed forces of Germany: Sy-7025).
Sufficient corrosion protection will be afforded if the water is mixed with at
least 35% of these products. This concentration will prevent freezing
down to a temperature of about - 22 C. The quantity of anti-freeze actually
6680
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required, however, also depends on the lowest temperatures expected at

the site.
Anti-freeze agents are generally based on ethylene glycol. A suitable
chemical additive must be admixed if the concentration of the anti-freeze
specified by the manufacturer for a certain application does not suffice to
afford adequate corrosion protection. The manufacturer must be contacted
for information on the compatibility of the agent with the anti-freeze and
the concentration required. The compatibility of the chemical additives
stated in Table 2 with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze agents may only be mixed with each other with the
suppliers or manufacturers consent, even if the composition of these
agents is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be
cleaned thoroughly.
If the cooling water is treated with an emulsifiable anti-corrosion oil, no
anti-freeze may be admixed, as otherwise the emulsion is broken and oil
sludge is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the environmental protection legislation. For information, contact the suppliers of
the additives.
Prerequisites for efficient use of an anti--corrosion agent
1. Clean cooling system

Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt
will considerably reduce the efficiency of the additive. The entire system
has therefore to be cleaned using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).
Loose solid particles, in particular, have to be removed from the system by
intense flushing because otherwise erosion may occur at points of high
flow velocities.
The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier
of the cooling water additive, at least the supplier can make available the
suitable products for this purpose. If this work is done by the engine user
it is advisable to make use of the services of an expert of the cleaning
agent supplier. The cooling system is to be flushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent
immediately afterwards. After restarting the engine, the cleaned system
has to be checked for any leakages.
2. Periodical checks of the condition of the cooling water and
cooling system
Treated cooling water may become contaminated in service and the additive will loose some of its effectivity as a result. It is therefore necessary to
check the cooling system and the condition of the cooling water at regular
intervals.
The additive concentration is to be checked at least once a week, using
the test kit prescribed by the supplier. The results are to be recorded.
6680
3.3.7--01 E
03.01
32/40 upw
104/ 07
Important! The concentrations of chemical additives must not be

less than the minimum concentrations stated in Table 2 .
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
damages. However, concentrations more than double as high should be
avoided for economical reasons.
A cooling water sample is to be sent to an independent laboratory or to the
engine supplier for making a complete analysis every 3 - 6 months.
For emulsifiable anti-corrosion oils and anti-freeze agents, the supplier
generally prescribes renewal of the water after approx. 12 months. On
such renewal, the entire cooling system is to be flushed, or if required to
be cleaned (please also refer to work card 000.08). The fresh charge of
water is to be submitted to treatment immediately.
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.
The causes of deposits in the cooling system may be leakages entering
the cooling water, breaking of the emulsion, corrosion in the system and
calcareous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will increase. Exhaust gas leakage into the
cooling water may account for a sudden drop in the pH value or an increase of the sulphate content.
Water losses are to be made up for by adding untreated water which
meets the quality requirements according to item 2. The concentration of
the anti-corrosion agent has subsequently to be checked and corrected if
necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
was drained.
Protective measures
Anti-corrosion agents contain chemical compounds which may cause

health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturers are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly
wash your hands after use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing should be changed and
washed before being worn again.
If chemicals have splashed into the eyes, immediately wash with plenty of
water and consult a doctor.
Anti-corrosion agents are a contaminating load for the water in general.
Cooling water must therefore not be disposed off by pouring it into the
sewage system without prior consultation with the competent local authorities. The respective legal regulations have to be observed.
6680
3.3.7--01 E
03.01
32/40 upw
105/ 07
Permissible cooling water additives
1. Chemical additives (Chemicals) - containing nitrite
P d t designation
Product
d i
ti
Drew Ameroid Int.

Stenzelring 8
21107 Hamburg
Germany
Unitor Chemicals
KJEMI-Service A.S.
P.O.Box 49
3140 Borgheim
Norway
Vecom GmbH
Schlenzigstr. 7
21107 Hamburg
Germany
Nalfleet Marine
Chemicals
P.O.Box 11
Northwich
Cheshire CW8DX, UK
Maritech AB
P.O.Box 143
29122 Kristianstad
Sweden
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21500
4800
2400
2400
3600
3600
CWT Diesel/QC-2
16 l
16000
4000
6000
Nalfleet EWT Liq

(9-108)
Nalfleet EWT 9-131 C
Nalfleet EWT 9-111
Nalcool 2000
Marisol CW
3l
3000
1000
1500
10 l
10 l
30 l
12 l
10000
10000
30000
12000
1000
1000
1000
2000
1500
1500
1500
3000
N.C.L.T.
12 l
12000
2000
3000
Colorcooling
24 l
24000
2000
3000
IInitial
iti l dose
d
per 1000 litre
Minimum concentration ppm

Product
Nitrite
Na-Nitrite
(NO2)
(NaNO2)
15000*
700
1050
40000
1330
2000
4500
2250
3375
P d
Producer
The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Table 2. Chemical additives -- containing nitrite
2. Chemical additives (Chemicals) - free from nitrite
Producer
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Product designation
Havoline
XLI
Initial dose
per 1000 l
Minimum concentration
75 l
7.5 %
Table 3. Chemical additives -- free from nitrite
6680
3.3.7--01 E
03.01
32/40 upw
106/ 07
3. Emulsifiable anti-corrosion oils

Producer
BP Marine, Breakspear Way, Hemel Hempstead,
Herts HP2 4UL, UK
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
DEA Minerall AG, berseering 40,
22297 Hamburg, Germany
Deutsche Shell AG, berseering 35,
Product
(Designation)
Diatsol M
Fedaro M
Solvex WT 3
Targon D
Oil 9156
Table 4. Emulsifiable anti-corrosion oils
4. Anti-freeze agents with corrosion inhibiting effect

Producer
Product
(Designation)
BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein, Glysantin G 48
Germany
Glysantin 9313
Glysantin G 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
Antifreeze
BP, Britannic Tower, Moor Lane,
Antifrost X 139
London EC2Y 9B, UK
anti-frost
DEA Minerall AG, berseering 40,
Khlerfrostschutz
Deutsche Shell AG, berseering 35,
Glycoshell
Hchst AG, Werk Gendorf, 84508 Burgkirchen,
Genatin extra
Germany
(8021 S)
Mobil Oil AG, Steinstrae 5, 20095 Hamburg,
Frostschutz 500
Germany
Arteco, Technologiepark, Zwijnaarde 2,
Havoline XLC
B-9052 Gent, Belgium
Table 5. Anti-freeze agents with corrosion inhibiting effect
6680
3.3.7--01 E
03.01
32/40 upw
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3.3.8
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
On engines operated on heavy fuel oil, it is also essential that certain
heavy fuel oil properties are checked for optimum heavy fuel oil treatment.
It cannot always be taken for granted that the data entered on the
bunkering documents is correct for the oil as supplied.
Test kit
We recommend the following MAN B&W test kits for comprehensive

chemical and physical analysis of fuel/lube oils:
Medium
Heavy fuel oil and lube oil
Cooling water
Type
A
B
Designation
Fuel and Lube Analysis Set
Cooling Water Test Kit
Table 1. Test kit for operating media analysis
Figure 1. Test kit A for fuel and lube oil analysis
6680
3.3.8--01 E
06.99
32/40 upw
101/ 04
Figure 2. Test kit B for cooling water analysis
P
Property
t
Density
Viscosity
Ignition performance
CCAI/CII
Water content
Checking for sea water
Total Base Number (TBN)
pH value
Pour point
Water hardness
Chloride ion concentration
Concentration of corrosion
inhibiting oil
in the cooling water
Drop test
Spot Test (ASTM-D2781)
of interest for
P
Property
t is
i indicative
i di ti off
Fuel
Water Lubricati
or
decisive
for
on oil
x
x
Separator setting
x
x
Separating temperature, injection
viscosity, lube oil dilution
x
Ignition and combustion behaviour,
ignition pressure, pressure increase
rate, starting behaviour
x
x
Fuel oil supply
pp y and atomisation,,
corrosion
i
tendency
t
d
x
x
x
Remaining neutralisation capacity
x
x
x
Storing capacity/pumpability
x
Cooling water treatment
x
Salt deposits in the cooling system
x
Corrosion protection in the cooling
system
x
x
Total contamination of lube oil

Compatibility of HFO blending
components
Testt
T
kit
A
A*
A
A
A
A
B
A
B
B
**
A
A
Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).
**
Not included. Provided by the supplier of the corrosion inhibitor.
Table 2. Properties that can be tested using the test kits
Refills of the chemicals that are used are available. Each test kit includes
a comprehensive Users Guide containing everything you need to know
about its use.
6680
3.3.8--01 E
06.99
32/40 upw
102/ 04
Other testing equipment
Lube Oil Tec
To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)
Figure 3. Lube Oil Tec
port-A-lab
For testing lube oil. Tests comparable to those performed by Lube Oil Tec.
Refractometer
For monitoring how much anti-freeze is dispensed (in stationary systems).
Sources
Product
A Fuel and Lube Analysis Set
Chemical refills for A
B Cooling Water Test Kit
Chemical refills for B
Lube Oil Tec
port-A-lab
Measuring instrument for determining the
concentration of corrosion inhibitors containing
nitrite
Refractometer for determining the concentration of
anti-freeze
6680
3.3.8--01 E
06.99
Item number
09.11999-9005
09.11999-9002
09.11999-9003
09.11999-9004
Source
1, 2
1, 2
1, 2
1, 2, 3
2
3
4
32/40 upw
103/ 04
Addresses
Source
1
2
3
4
5
Address
MAN B&W Diesel AG, Augsburg, Dept. SK
Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
Supplier of corrosion inhibitor
Mller Gertebau GmbH, Rangerdinger Strae 35, 72414 Hfendorf
6680
3.3.8--01 E
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32/40 upw
104/ 04
3.3.9
Natural gas for dual-fuel engines
32/40 DF and 48/60 DF engines are designed for operation with natural
gas of stated characteristics. Other gases or gas combinations are not
permitted.
Specifications
The following fuel values must be maintained in entering the gas controlled
system:
Unit
kWh/Nm3
Characteristics/features
Calorific value (Hu)
min.
Methane number
Dust content
max.
Tar content
max.
Hydrogen sulphide content max.
Fluorine content
max
Chlorine content
max.
Relative humidity
max.
Temperature
Gas pressure (excess pressure)
min.
Gas pressure (excess pressure)
max.
Fluctuations in gas pressure max.
g/Nm3
g/Nm3
mg/Nm3
mg/Nm3
mg/Nm3
%
EC
bar
9.5
80
0.05
0.5
650
25
50
80
20 ... 30
4.0
bar
6.0
5 % of max. gas pressure
Tabelle 1. Quality requirements of natural gas
If the minimum methane number is not achieved, the power must be reduced and the feed start must be adjusted.
Condition/quantity of gas
The gas must:
- correspond to the guidelines applicable for natural gas

- and be fed to the engine uncontaminated, dry and cool.
At levels of contamination higher than 0.05 g/Nm3, a gas filter must be

connected in series to the supply system. The tar content must not
exceed 0.5 g/Nm3.
- The gas must be low in sulphur.
Sulphur occurs in gas as hydrogen sulphide (H2S). H2S has a density
of 1.539 kg/Nm3. The H2S proportion of the gas is generally expressed
in mg/Nm3 and should not exceed 650 mg/Nm3.
- The gas must be available in sufficient quantities and at the prescribed
quality.
6680
3.3.9--01 E
11.01
32/40 DF, 48/60 DF
101/ 02
If the amount of gas is too low, then the admission pressure falls and
operational faults arise.
In interlinked gas grid systems, the methane number (MZ) can change
through:
- mixing natural gases of different origins or

- adding butane/propane air mixtures at peak times without a sufficient
volume of natural gas, where the calorific value or Wobbe index are
held constant.
The gas quality should properly be monitored continually using a gas analysis device.
The required gas pressure must be 4 bar or $6 bar before the pressure
controller. If the gas pressure is too high, pressure reduction is required.
Gas pressure
If the gas has to be compressed for engine operation, then make sure that
there is a sufficiently large feed reserve (15 ... 20 %), trouble--free pressure control with a bypass, cooling and precipitation of condensation water.
Gas compressors are subject to regulations on explosion protection. They
must be installed separately from the machine room.
There must be no negative pressure in the system because under certain
circumstances air can be sucked in. Gas-air mixtures are at risk of explosion.
Methane number
The most important requirement of gas is a sufficiently high knock--resistance. It is compared to that of methane. Pure methane has the methane
number 100. The methane numerical sequence has hydrogen with its serious levels of knock ranked at zero. Natural gases contain, in addition to
knockless methane, components such as propane and butane which lower
the resitance to knock. On the other hand, other components such as N2
and CO2 increase knock--resistance.
If a dual-fuel engine is run on a gas with a very low methane number, then
knocking combustion can occur. This means that the gas--air mixture is
not regularly ignited by the injected pilot oil and then burnt through evenly,
but rather self--ignition occurs in the mixture which is not yet reached by
the flame front. This uncontrolled combustion results in an increase in temperatures and pressures and can, if not tackled immediately, lead to damage to the engine.
Sulphur componds affect:
Dangers of corrosion
- the gas supply system of the engine,

- the engine and
- the exhaust system.
The corrosive stresses on the system components depend on the gas humidity. If the gas is damp, then sulphurous or sulphuric acids form. These
acids are extremely aggressive. Humidity also promotes corrosion through
other gas compounds such as CO2, O2 and NH3. Therefore condensation
removal and drainage of the gas supply system is important.
Out of consideration for damage to materials and the environment, natural
gas is extensively desulphurised. The sulphur content in the form of H2S is
max. 5 mg/Nm3 in Germany and the gas generally has low levels of humidity.
0.065 Vol % H2S
1 g H2S/Nm3
0.078 weight% (depending on gas composition)
1 g H2S/Nm3
0.65 ppm H2S
1 mg H2S/Nm3
1.54 mg H2S/Nm3
1 ppm H2S
3
1 Nm H2S contains 1.45 kg sulphur
Conversion factors
6680
3.3.9--01 E
11.01
32/40 DF, 48/60 DF
102/ 02
Quality requirements for

intake air (combustion air)
3.3.11
General
The quality and the condition of the intake air (combustion air) exert great
influence on the engine output. In this connection, not only the atmospherical condition is of great importance but also the pollution by solid and
gaseous matter.
Mineral dust particles in the intake air will result in increased wear. Chemical/gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and
regular maintenance/cleaning of the air filter are required.
Requirements
The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the following limiting values:
Limiting values
Properties/feature
Particle size
max. 5
Unit
max. 5
mg/m3 (STP)
Chlorine
max. 1.5
mg/m3 (STP)
Sulphur dioxide (SO2)
max. 1.25
mg/m3 (STP)
max. 15
mg/m3 (STP)
Dust (sand, cement, CaO, Al2O3 etc.)
Hydrogen sulphide (H2S)

*
m3 (STP)
Cubic metre at standard temperature and pressure
Table 1. Intake air (combustion air) -- characteristic values to be observed
When designing the intake air system, it has to be kept in mind that the
total pressure drop (filter, silencer, piping) must not exceed 20 mbar.
6680
3.3.11--01 E
04.01
General
101/ 01
Engine operation I Starting the engine
6682
3.4
3.1
3.2
3.3
Prerequisites
Safety regulations
Operating media
3.4
3.5
3.6
3.7

3.4--01 E
11.97
101/ 01
Preparations for start/

Engine starting and stopping
3.4.1
Preparing to start after a short break in operations
Activate/check systems
Operate pumps/supply facilities for fuel, lubrication oil and cooling water as
well as hydraulic aggregate for gas valves. Pre-lubricate the engine. After
a break in operation longer than 8 hours, turn over the motor twice using
the slow-turn device. Check whether the cooling water and lubrication oil
are pre-warmed (if possible). Move the locking elements of all systems
into operating positions. The engine is then ready to be started.
Starting using diesel oil
Diesel mode is always used for starting. Do not switch over to gas mode
until the load is > 30%.
The engine is started using a pulse to the M 618 valve from the
compressed-air starter. Make sure that the switch mechanism is
disengaged.
When the engine is running at the rated speed, the generator must be
synchronised and switched to the network (parallel network mode). As
long as the gas operating conditions are fulfilled, it is then switched
automatically to diesel gas mode.
In addition, the operating regulations for the central process control
technology and the control and monitoring installations must also be taken
into consideration.
Preparing to start after longer breaks in operation or after overhauling
After overhauling or after a longer break in operation (several weeks), the

following work must be carried out before the engine is started:
Diesel oil system
Gas system
- Operate the supply facilities.

- Check the system for correct function and tightness.
- Scour the cooling water tank, radiator, pumps and pipes. This applies
Drain the fuel tank and refill.

Empty the filter and clean the insert.
Move the locking elements of all systems into operating positions.
Start the feed pump and fuel injection pumps; vent the pipes and filters.
Check zero filling at the control rod of each fuel injection pump and
ease of movement of the rod assembly.
- Shut off the feed pump again (danger of overheating) if the engine is
not started.
to the circulation of the engine, the injection valves and the charge
cooler.
- Fill up with cooling water, check the concentration of the anti-corrosion
agent.
- Start the cooling water pumps (engine and injection valves).
- Vent the cooling water chambers and check all connections for
tightness.
6634
3.4.1--01 E
02.98
32/40 DG
101/ 03
- Check and open the leakage water drain from the cylinder liner seal in
the bearing ring and from the charge cooler housing, to check for
tightness.
- Check the cooling water pressure in the systems and the amount of
water in the balancing tanks.
- Check the balancing tank for collected anti-corrosion oil (cylinder
cooling) and collected fuel (injection valve cooling).
- Shut off the cooling water pumps when the engine is not started.
- Pump out the lubrication oil from the (oil sump and) reserve tank and
Lubricating oil system
clean the oil chambers (dont forget the exhaust turbocharger).
- Clean the oil filter, separators and oil coolers.

-
Refill with new lubrication oil or separate existing filling.

Move all taps into the operating position and adjust the electrically
driven lubricating oil pump.
Check the running gear, as well as the fuel injection pump and valve
drive, to see whether all bearing points are supplied with oil.
Examine pipe connections and pipes for leakages.
Check the lubricating oil before the engine and before the exhaust
turbocharger.
- Drain the compressed air tank and check the pressure and if needs be
Starting system
refill.
- Check the shut-off valve for ease of movement.

Play
Check the valve play.
Test run
If possible, carry out a short test run as follows:
- If available, operate heating facilities for the lubrication oil and cooling
water. When the pre-heated temperatures are reached, move the
locking elements into operating position, adjust the fuel, lubrication oil
and cooling water pumps, as long as these are not built onto the
engine, and start the engine. Run for about 10 minutes at low speed.
- During operation, monitor the display devices and the display for
operating values being exceeded.
- If the engine is running properly, it should be loaded or shut down. Idle
running for longer periods must be avoided. The engine should come
up to operating temperature as soon as possible, as wear occurs more
frequently in a cold state.
- The engine is ready to start when all tests are carried out successfully.
Shutting down the engine
- Check whether there is sufficient compressed air in the compressed air
Steps
containers.
- Unload the engine and run at low load.

- Shut down the engine.
- If operational readiness is to be maintained for starting up again soon,
then the pumps must be kept in operation, and the cooling water and
lubrication oil must be kept at operating temperature.
- If the engine is not to be re-started again soon, shut down the fuel
supply pump.
- Leave the pumps for cooling water and lubrication oil to run and cool
the engine at a standstill for approx. 10 minutes (if the pumps are
electrically driven). Then finish the recooling of the fuel.
- Close all shut-off valves, particularly those on the gas controlled
system and the compressed air tanks. Check the manometers!
6634
3.4.1--01 E
02.98
32/40 DG
102/ 03
- Engage the turning gear and attach the warning plate to the operating
stand.
- Clean the engine externally and carry out necessary checks. Any faults
should be removed immediately, even if they appear to be minor.
Attention! If temperatures could occur in the engine or in parts
of the cooling system which are below the freezing point of water,
then an anti-freeze which also guarantees sufficient anti-corrosion
protection must be added to the cooling water. Otherwise cooling
chambers can be exploded by freezing.
Emergency stop
In order to stop the engine as quickly as possible in the case of lack of

lubrication or cooling, a stop piston is built into each fuel injection pump,
which sets the control rod to zero filling by impinging with compressed air.
In parallel to this, the speed governor is affected in such a way that the
controlling rod assembly is also set to 0-filling by the controller.
This emergency stop device can be triggered as follows:
1. Automatically by a monitoring device (oil mist detector, cooling water
detector, engine speed sensor, etc.) or
2. Manually by pressing the emergency stop switch at the operating
stand or the remotely controlled engine control stand.
In both cases, the emergency stop is displayed by a lamp on the operator
stand lighting up and also possibly by an acoustic signal.
In gas mode, the gas supply is stopped by the engine management
system if unacceptable operating values occur. This is done through the
quick-action valve on the gas valves.
6634
3.4.1--01 E
02.98
32/40 DG
103/ 03
Admissible Outputs and Speeds
3.4.3
Fundamental principles
The following relationships exist between the engine power, the speed, the
torque and the medium effective pressure:
Power, speed ...
pe
1200 P e
and
VH n z
Md
9550 P e
n
Where
pe
Pe
VH
n
Z
Md
medium effective pressure [bar],

effective engine power [kW],
working volume [dm3],
speed [1/min],
number of cylinders and
torque [Nm].
The medium effective pressure corresponds to the average value of the

cylinder pressure of the whole four-stroke cycle. It is proportional to the
power and the torque and inversely proportional to the speed. It can be
calculated from the known mechanical efficiency hmech from the average
value of the indicated pressure:
Medium pressure
p e
pi mech
Rotary current generators are connected to the synchronous speeds:
Synchronous speeds
n
60p f
Where
n
f
p
Operating points/characteristic
lines
Nominal engine speed [1 / min],

Network frequency [Hz] and
Number of pairs of poles.
Stable operating points in the engine only exist when there is a balance
between power, speed and gas supply or capacity setting of the fuel
pumps (charge). The energy supply must correspond to the energy
requirements.
In the case of generator aggregates, the power in isolated operation is
directly influenced by the users, and in parallel network it is determined by
the respective operating aims.
Changes to the gas supply or the pump charge will only mean a change in
power in the case of generator aggregates. The speed remains constant.
6634
3.4.3--01 E
02.98
32/40 DG
101/ 02
Permitted power and speed
During operation, the maximum speed and torque must be limited on first
exposure to 100%, continuous power in diesel mode to between 0 to
100% and in gas mode to > 30 to 100%. This is partly done through
constructive measures. These must be supplemented by operation
techniques.
These details are approximate values. The values established between
the orderer, the planning office and the engine manufacturer are decisive
for the works management.
Attention! Blocking/limitations must not be lifted without first
speaking to MAN B&W Diesel AG.
We recommend operating at 60 to 90% of the nominal power. Running in
completely idle mode is only permitted for a maximum of 1 ... 2 hours. See
also section 3.5.4.
Pe Effective engine power

n Speed
pe Medium effective
pressure
Md Torque
1 Diesel-gas mode
2 Diesel mode
1)
Standard value for

speed governor offset
Figure 1. Permitted power and speed range
6634
3.4.3--01 E
02.98
32/40 DG
102/ 02
Engine
Running-- in
3.4.4
Preconditions
Engines must be run in
- during commissioning at site if, after the test run, pistons or bearings
were removed for inspection and/or if the engine was partly or completely disassembled for transport,
- on installation of new running gear components, e.g. cylinder liners,
pistons, piston rings, main bearings, big-end bearings and piston pin
bearings.
- on installation of used bearing shells,
- after an extended low-load operation (> 500 operating hours).
Surface irregularities on the piston rings and the cylinder liner running surface are smoothed out during the running-in process. The process is
ended when the first piston ring forms a perfect seal towards the combustion chamber, i.e. the first piston ring exhibits an even running surface
around its entire circumference. If the engine is subjected to a higher load
before this occurs, the hot exhaust gases will escape between the piston
rings and the cylinder liner running surface. The film of oil will be destroyed
at these locations. The consequence will be material destruction (e.g.
scald marks) on the running surface of the rings and the cylinder liner and
increased wear and high oil consumption during subsequent operation.
Adjustment required
The duration of the running-in period is influenced by a number of factors,

including the condition of the surface of the piston rings and the cylinder
liner, the quality of the fuel and lubricating oil and the loading and speed of
the engine. The running-in periods shown in Figure 1 and 2
respectively are, therefore, for guidance only.
Operating media
Fuel
Diesel oil or heavy fuel oil can be used for the running-in process. The fuel
used must satisfy the quality requirements (Section 3.3) and be appropriate for the fuel system layout.
The gas that is to be later used under operational conditions is best used
when running-in spark-ignited gas engines. Dual-fuel engines are run in in
diesel mode using the fuel that will later be used as pilot oil.
Lubricating oil
The lubricating oil to be used while running-in the engine must satisfy the
quality requirements (Section 3.3) relating to the relevant fuel quality.
Attention! The entire lube oil system is to be rinsed thoroughly
before taking the engine into operation for the first time (see work
card 000.03).
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Running-in the engine
Cylinder lubrication
During the entire running-in process, the cylinder lubrication is to be

switched to the Running-in mode. This is done at the control cabinet
and/or the operators panel (under Manual Operation) and causes the
cylinder lubrication to be activated over the entire load range already when
the engine is started. The increased oil supply has a favourable effect on
the running-in of the piston rings and pistons. After completion of the running-in process, the cylinder lubrication is to be switched back to Normal
Mode.
Checks
During running-in, the bearing temperature and crankcase are to be

checked,
- for the first time after 10 minutes of operation at minimum speed,

- after operational output levels have been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
are to be measured and compared with those of the neighbouring bearings. For this purpose, an electric tracer-type thermometer can be used
as measuring device.
At 85% load and on reaching operational output levels, the operating data
(firing pressures, exhaust gas temperatures, charge air pressure, etc.) are
to be checked and compared with the acceptance record.
Standard running-in programme
In the case of engines driving generators, the engine speed is, within the
specified period, at first increased up to the nominal speed before load is
applied. During the entire running-in period, the engine output is to remain
within the output range that has been marked in Figure 1 and 2 respectively. Critical speed ranges are to be avoided.
Running-in during commissioning

at site
Four-stroke engines are, with a few exceptions, always subjected to a test

run in the manufacturers works, so that the engine has been run in, as a
rule. Nevertheless, repeated running is required after assembly at the final
place of installation if pistons or bearings were removed for inspection
after the test run or if the engine was partly or completely disassembled for
transportation.
Running-in after installation of

new running gear components
In case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again. Running-in is
also required if the rings have been replaced on one piston only. Running-in is to be carried out according to Figures 1 and 2 and/or the
pertinent explanations.
The cylinder liner requires rehoning according to work card 050.05 unless
it is replaced. A portable honing device can be obtained from one of our
service bases.
Running-in after refitting used

or installing new bearing
shells (main bearing, big-end
and piston pin bearing)
If used bearing shells were refitted or new bearing shells installed, the
respective bearings have to be run in. The running-in period should be
three to five hours, applying load in stages. The remarks in the previous
paragraphs, especially under Checks, as well as Figure 1 and 2
respectively are to be observed.
Idling at high speed over an extended period is to be avoided, wherever
possible.
Running-in after low-load operation
Continuous operation in the low-load range may result in heavy internal

contamination of the engine. Combustion residues from the fuel and lubricating oil may deposit on the top-land ring of the piston, in the ring grooves
and possibly also in the inlet ducts. Besides, the charge-air and exhaust
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piping, the charge-air cooler, the turbocharger and the exhaust gas boiler
may become oily.
As also the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, accelerating the engine too quickly will result in increased wear and possibly cause other
types of engine damage (piston ring blow-by, piston seizure).
After prolonged low-load operation (500 operating hours), the engine
should therefore be run in again, starting from the output level, at which it
has been operated, in accordance with the Figures 1 and 2 .
Please also refer to the notes in Section 3.5.4 Low-load operation.
Tip! For additional information, the after-sales service department of
MAN B&W Diesel AG or of the licensee will be at your disposal.
A Engine speed nM
B Engine output (specified
range)
D Running-in period in [h]
E Engine speed and output
in [%]
Figure 1. Standard running-in programme for stationary and marine auxiliary engines (constant speed) of the 32/40 engine type
A Engine speed nM
B Engine output (specified
range)
D Running-in period in [h]
E Engine speed and output
in [%]
Figure 2. Standard running-in programme for stationary engines and marine auxiliary engines (constant speed) of the 40/54, 48/60, 58/64 engine types
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Engine operation II Control the operating media
6682
3.1
3.2
3.3
3.4
Prerequisites
Safety regulations
Operating media
3.5
3.6
3.7

3.5--01 E
11.97
3.5
101/ 01
Monitoring the engine/

performing routine jobs
3.5.1
Monitoring the engine/performing routine checks
State-of-the-art engine systems normally run automatically using intelligent

control and monitoring systems. Hazards and damage are precluded to a
large extent by internal testing routines and monitoring equipment. Regular
checks are nevertheless necessary to identify potential problems at an
early stage and to implement the appropriate preventive measures in time.
Moreover, the necessary maintenance work should be done as and when
required.
It is the operators duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that incurred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be defined to make an objective assessment of findings possible.
Regular checks
(every hour/daily)
The regular checks should include the following measures:
- Assess the operating status of the system, check for alarms and shutdowns,
visual and audible assessment of the systems,
checking performance and consumption data,
checking the contents of all tanks containing operating media,
checking the most essential engine operating data and ambient conditions,
- checking the engine, turbocharger, generator/propeller for smooth running.
In addition to the regular checks, further checks should be made at somewhat longer intervals for the following purposes:
Periodic checks
(daily/every week)
- Determine the operating hours logged, and verify the balancing of operating times in case of multi-engine systems,
evaluate the number of starting events,
check the printers or recording instruments,
check all the relevant operating data,
evaluate the stability of the speed governor and control linkage,
check for unusual vibrations and extraordinary noise,
check all the systems, units and main components for proper performance,
- check the condition of operating media.
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Routine jobs
The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:
- Check the service tanks (diesel fuel and heavy fuel oil) and top up in
Fuel oil system
time. Prior to changeover to another tank, drain the water from the
latter.
Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.
Regularly drain or extract water and sludge from the storage tanks.
Otherwise sediments could rise up to the outlet connection level.
Clean the filters and separators at regular intervals.
Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card 000.05) and keep these together
with the engine operating data logs. The fuel has to meet the quality
specifications.
Engines operated on heavy fuel oil:
- Heat the heavy fuel oil to a temperature at which the prescribed viscosity will be attained at the entry into the injection pumps. Refer to Figure 1. Supplementary information is given in the viscosity/
temperature diagram, Section 3.3.4
Figure 1. Viscosity/temperature diagram (reduced version)
- Do not mix heavy fuel oils of different viscosities, and do not blend
heavy fuel oil with distillate as instability may occur and cause engine
operating trouble.
- Subject the heavy fuel oil to one-stage or two-stage separation, depending on the system layout.
- Check the lube oil level in the service tank and top up if necessary.
- Check the lube oil temperatures upstream and downstream of the
Lube oil system
cooler.
- Monitor the lube oil pressure at the control stand and, if necessary, adjust it to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.
Attention! The engine must be shut down immediately if the oil
pressure drops.
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- Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).
- Use lube oil grades that satisfy the quality specifications

(see Section 3.3).
- Clean the filters and separators at regular intervals.

- Check the cooling water level in the compensating tanks (cylinder and
injection valve cooling) and top up if necessary. Check the concentration of the corrosion inhibitor (see quality requirements, Section 3.3.7
and work card 000.07).
- Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures. Reduce
the temperature slowly to avoid thermal stresses in the engine.
Engines operated on heavy fuel oil:
- Adjust the cooling water outlet temperature to the specified value (refer
to Section 2.5). If the engine operating temperature is too low, excessive cylinder liner wear will occur, and the sulphur contained in the heavy
fuel oil will induce corrosion. Fuel oil consumption will also rise.
- If marine engines are operated on heavy fuel oil during manoeuvring
(pier-to-pier operation), care should be taken that the cooling water
temperatures are maintained at as high a level as possible.
Attention! In case of faults in the engine cooling water circuit,
especially if the cooling water pump fails, the engine must be shut
down immediately.
- Refill the compressed air tanks immediately upon engine starting so
Starting air
system
that sufficient compressed air is available whenever required.

Engines without compressed air starter:
- The pipes from the distributing pipe to the starting valves are to be
checked after starting to ensure that they do not become too hot. If this
is the case, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.
- High air humidity may cause large amounts of condensed water to
Charge air system
accumulate in the charge air pipe (refer to Section 3.5). Discharge of

the condensed water is to be checked through the leaked water pipe
that runs along each cylinder bank. Where the condensed water is
drained via a float valve, this valve is to be checked for proper
operation. To minimise the accumulation of condensed water, the
charge air temperature should be kept as high as possible over the
entire operating range, however, with due allowance being made for
other operating parameters.
- The charge-air pressure should be looked up in the test run record and
compared with that measured on the engine. This comparison permits
conclusions to be drawn regarding the condition of the exhaust gas
turbocharger and charge-air cooler. The charge air pressure measured
by a differential pressure gauge upstream and downstream of the
charge air cooler will serve as a measure for the degree of fouling of
the air side of the cooler.
Supplementary jobs/notes
- Although the cylinders develop the same output, the exhaust gas tem-
Operating data
peratures may vary slightly. It is not admissible to adjust the cylinders

to the same exhaust gas temperatures.
- The cylinders should be loaded as evenly as possible. This can be verified by comparison of the firing pressures and the control linkage position of the injection pumps.
- The exhaust gas temperatures have to be checked and compared with
the previously measured temperatures (acceptance certificate). If larger
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Indicator diagrams
(not applicable to gas
engines)
Determination of output
Running gear bearings
differences should be found, the cause is to be traced and the fault

eliminated.
The smoke number of the exhaust gas is to be checked. Oil in the combustion chamber will give the exhaust gases a bluish colour, poor combustion or overloading will give the exhaust gases a darker or blacker
colour.
The engine output has to be reduced if the combustion air temperatures or air pressures deviate from the values on which the output definition was based.
Indicator diagrams have to be taken from all cylinders at the specified
intervals (refer to the maintenance schedule, Section 4). For taking
indicator diagrams at firing pressures $160 bar, a mechanical instrument (such as, for example, an indicator, Maihak make), or, especially
at higher firing pressures, an electronic measuring unit can be used.
Pressure/volume diagrams can be taken by means of an electronic firing pressure measuring device, e.g. of Messrs Baewert, Meerane (see
complementary Section 3.5.2). The shape of the compression/expansion line permits the ignition point and the firing pressures to be determined, providing a useful comparison of the loading of the individual
cylinders. The firing pressures should only slightly deviate from the average ( 5 %) and should not exceed the specified level. Higher pressures are indicative of premature injection or an excessive injection volume, lower pressures suggest delayed injection or an insufficient
injection volume. A comparison of diagrams with those taken from the
new engine permits potential irregularities to be recognised. The following values should be entered in each diagram to permit comparison at
a later date should this be necessary: turbine speed, charge air pressure, exhaust gas temperature downstream of the cylinder, engine
speed, injection pump setting, spring calibration, and possibly the fuel
consumption during taking of diagrams.
The output of marine engines can be determined by means of the ascertained engine operating data and the injection pump admission setting. In the case of Diesel generator sets, determination of the engine
output is possible from the generator output. Please refer to Section 3.5.
Plants designed for unmanned operation are equipped with a running
gear monitoring system in order to detect incipient bearing damage in
good time and thus prevent consequential damage. Three systems are
used alternatively, or even together: oil mist detector, splash-oil monitoring system, and bearing temperature monitoring.
The oil mist detector monitors the oil vapour concentration in the crankcase for each cylinder (or cylinder pair in the case of V-type engines)
and releases an audible and visible alarm or shuts the engine down
automatically when smoke develops from evaporating lube oil, when
the bearing temperatures are too high, or in case of incipient piston damage.
The splash-oil monitoring system indirectly determines the temperatures of each individual running gear (or running gear pair in the case of
V-type engines) by means of the splash oil. In case a defined maximum value or the admissible deviation from the mean value is exceeded, the safety system initiates an engine shut-down.
The bearing temperature monitoring system uses resistance
thermometers fitted in the bearing bodies of the main bearings. These
thermometers pass corresponding pulses to the safety system, thereby
initiating an audible and visible alarm or an automatic engine
shut-down.
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Engine Log Book
3.5.2
Classification societies and some monitoring authorities demand that a
machine log book be kept. We recommend that you keep the results of
your check patrols in a machine log book, in spite of any printers and
recorders you may already possess. Observations and dealings can also
be noted here as well as any necessary actions. It is also sensible to enter
- measurement and test results,

- changes in operating media and recharging of operating media,
- experiences and conclusions from maintenance and repair work
in the machine log book. It is up to the works manager/Chief Engineer to
make a useful tool or an important instrument out of the machine log book.
As there are many ways of organising the content of the machine log
book, we have not made any suggestions on its layout. We are, however,
very willing to support you in this and to help you in establishing reference
values. The prime sources of information should be the test run and
commissioning logs as well as the List of measurement and control
devices.
High quality experiences/bases for decisions can be gained if important
operating values, times laid up or actions are not only noted but also
represented over time. In this, diagrams similar to that in Fig. 1 can be
used. This procedure is a simple way of showing an analysis of trends as
an overview.
Figure 1. Diagrams for showing trends
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3.5.3
It is not permitted to apply load to and withdraw load from Diesel and Dualfuel engines as quickly as desired. Instead, allowance is to be made for
- thermal and mechanical loads

- exhaust gas coloration and
- the turbocharger capacity.
On stationary engines with the systems cooled down, 45 ... 60 minutes
should be allowed to expire until they are loaded at the rated output. If the
engine is at operating temperature, or has at least been preheated (oil
temperature 40C, engine cooling water temperature 60C) the load
can be applied faster (see Figure 1). The load depends on the prevailing
temperature and on the layout of the plant.
Stationary engines
1
2
3
4
Engine speed
Engine rating
Operation on Diesel oil
Dual-fuel operation
Pe Engine rating
n Speed
t Time
Figure 1. Power-increase-times with the engine preheated/at operating temperature
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Minimum temperatures
Intake air (Diesel)
Lube oil
Engine cooling water
5EC
40EC
60EC
Power-increase-times
Duration
Engine start and acceleration up to 100% engine speed (Diesel)

Loading up to 35% (Diesel)
Warming up engine to operating temperature (Diesel)
Loading up to 100% load (Dual-fuel)
1 ... 3 min
3.5 ... 7 min
5 ... 12 min
6.5 ... 13 min
Time up to change over to dual-fuel operation since engine start

Time up to change over to dual-fuel operation since loading
Time up to full load since engine start
Time up to full load since loading
9.5 ... 22 min

8.5 ... 19 min
16 ... 35 min
15 ... 32 min
Table 1. Numerical values to Figure 1
In case of manned engine operation, the engine room staff is responsible

for the observation of load application requirements. For remotely controlled engines, the loading programs for normal and emergency manoeuvring
have to be integrated in the remote control scope. Such integration has to
be agreed between the buyer, the control box supplier and the engine supplier.
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Part load operation
3.5.4
Preliminary remarks
The ideal operating conditions for the engine prevail under even loading at
60% to 90% of the full load output. All the systems have been rated for
this range and/or the maximum rating. In the idling mode, or during
low-load engine operation, combustion in the cylinders is not ideal,
because of the low quantities of fuel injected. Deposits are building up in
the combustion space, with contamination of the cylinders and negative
effects on the exhaust. Moreover, in part load operation the cooling water
temperatures cannot be regulated optimally.
Better conditions
Engines are genuinely better equipped for part load operation if
- they have special part load cams on a shiftable camshaft and/or

- they have a two-stage charge air cooler, the second stage of which can
be switched off for operating data improvement.
Operation on Diesel fuel oil
For the part load operation on Diesel fuel oil the following rules are valid:
- A continous operation below 15 % of load is to be avoided, if possible.

If this is absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. using part load inyection
nozzles).
- A no-load operation, especially with nominal speed (generator
operation) is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads 15%.
For loads 30%, changing to operation on diesel-gas is advisable.
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Determine the engine output and

design point
3.5.5
Preliminary remarks
The engine output is one of the most important operating parameters. It

serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump admission settings provide design points. The
position of such design points permits conclusions to be drawn on
- alterations in resistance (of the ship),

- losses, leakages, damage, and
- the efficiency of the injection system, turbocharging system and charge
renewal system.
In the case of older engines (> 30 000 hours of operation), reliable conclusions are only possible at design points for which all three above-mentioned parameters are known. Further relevant operating values may have
to be taken into consideration to guarantee a correct judgement.
How to proceed
The effective engine output Pe cannot be easily measured on marine propulsion engines. For this purpose, it would be necessary to measure the
torque. In the case of medium-speed four-stroke Diesel engines, the indicated output Pi cannot be determined from indicator diagrams either.
In the case of marine

propulsion engines
Alternatively, the design point of interest can be determined from the

speed and the mean value of the pump admission settings. From this,
conclusions can be drawn on the corresponding effective output. A prerequisite, however, is that the same fuel is used and that the fuel temperature is the same.
In the case of Diesel generator
sets
The effective engine output for generator sets can be determined relatively
precisely from the effective generator output Pw, which is measured continually, and from the generator efficiency gen, which varies but slightly
within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.
Preparatory work
The mean value of pump admission settings plotted over the output is recorded during the engine works trials and included in the acceptance certificate in the form of a curve, both for marine and stationary engines. In
the case of marine engines, this data is also entered on an additional
sheet together with three propeller curves. The diagram corresponds to
Figure 1 . For determining the design point and the engine output, the
diagram of the acceptance certificate relating to the respective plant is,
therefore, to be used.
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This information permits the engine output to be determined and an

assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump admission settings are recorded simultaneously and exactly
during sea trials and immediately afterwards with the ship loaded. This
should be done at varying engine outputs, under normal operating and
weather conditions, and with the fuel intended to be used for continuous
operation. In the case of ships equipped with a controllable-pitch propeller,
it must be ensured that the propeller pitch is the same. The design points
determined this way are also to be entered in the form. They serve as
reference values for assessing parameters determined later on.
Intermediate values have to be interpolated in accordance with the
diagram contained in the acceptance certificate.
For stationary engines, only the pump admission settings of the
acceptance certificate are to be copied into the form sheet.
Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for the
engine trials as a rule. In heavy fuel oil (HFO) operation, pump admission
settings are approximately the same.
Determining the design point and the engine output
Example (marine propulsion

engine)
Determining the design point and the engine output are to be carried out
analogously using the example shown in Figure 1 , where:
Engine type
Rated output
Rated speed
Steps
XY,
6200 kW,
450 rpm.
Steps required:
- Measure the speed and the fuel pump admission setting. The following
have been determined:
Speed
Pump setting
432 rpm,
59 mm.
- Convert the measured speed value into a percentage of the rated

speed, which in this case will be 96%.
- Look up the speed point (96%) on the speed coordinate and project it
vertically upwards.
- Determine the admission value (59 mm) on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point.
- Draw a horizontal through the intersection up to the output coordinate
and determine the value, which in this case will be 86%.
- Determine the corresponding engine output.
86% x 6200 kW
5330 kW
100%
1 Limiting curve for output
2 Recommended combinator
curve
3 Zero-thrust curve
4 Range of open blow-off flap
Table 1. Legend of Figure
6680
5 100s%-torque and
100%-mean-effectivepressure line
6 Constant-fuel-admission
lines
7 Range of open blow-by

flap
8 Range, in which the
charge air is preheated
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Figure 1. Diagram for determining the design point and engine output (example)
Prerequisites
Diagram prepared as required, characteristic design points added,

matched to the usual fuel oil.
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Generator sets
In the case of generator sets, the method can be applied analogously.

Design points are in this case only found on the 100%-speed line, or close
to it.
Evaluation of results
The design point that has been determined has to be within the admissible
service range. For marine propulsion engines, at least with a new vessel
and new engine, therefore, it has to be to the right of the theoretical propeller curve.
The design of the propulsion system is in order if admission settings are
as follows, with the system new and at rated speed:
Fixed-pitch propeller
Controllable-pitch propeller
Diesel generator sets
85 -- 90%,
85 -- 100%,
100%.
Refer to Section 3.4 - Permissible outputs and speeds.

The shifting of design points towards the left, with the other basic conditions being the same, is attributable to the increased resistance of the
ships hull, propeller modifications (larger diameter, increased pitch) or propeller defects.
Shifting of design points in an upward direction (higher admission settings)
is attributable to lighter fuels, higher preheating temperatures, functional
inadequacies or wear in the injection system, or functional inadequacies in
the turbocharging/charge renewal systems. Provided normal fuels are
used and the heating and cleaning equipment is in order, the wear on injection pump plungers and guides will only take effect after prolonged
times of operation ( 30.000 operating hours).
Since there are numerous potential influencing factors, whose effects cannot be easily determined, we recommend that in case of doubt you contact
the nearest service center or the service head office of MAN B&W Diesel
AG, Augsburg.
Economically efficient outputs and speeds
The usual test run/commissioning programme of marine main engines not

only includes the determination of engine speeds and fuel pump admission
settings as described under Preparatory work, but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:
- engine speed/admission setting,

- ships speed, and
- fuel oil consumption
is necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as
- what amount of fuel is needed if the distance A is desired to be

travelled at the speed B, or
- at what speed (economic speed) will the greatest cruising range be

covered for a given amount of fuel.
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Condensed water in charge air pipes

and pressure vessels
3.5.9
Background
Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
the air temperature rises,

the air humidity rises,
the charge air pressure rises, and
the charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,

and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
The amount of water accumulating in air vessels is much less, hardly in
excess of 5 kg per charge.
The amount of condensed water should be reduced as far as possible.
Water must not enter the engine.
Attention! Water draining of the charge air pipe must work
properly. Water should be drained from the air vessels after filling
and before the air is used.
Nomogram to determine the amount of condensed water
Using the nomogram in Figure 1, the amount of water can be determined

which condenses in the air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples which follow.
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Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels
Example 1 -- Determine the amount of water accumulating in the charge air pipe

Relative air humidity
1st step
35 C,
90%.
The corresponding point of intersection in the diagram is the point I, i.e.
2nd step
the original water concentration is
0.033 kg of water/kg of air.
Charge air temperature

downstream of cooler
Charge air pressure (overpressure)
50 C,
2.6 bar.
The resultant point of intersection in the diagram is point II, i.e.

the reduced water content
The difference between I and II is the condensed water amount A.
3rd step
A
I II
0.033 0.021
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4th step
Multiplied by the engine output and the specific rate of air flow, the amount
of water accumulating in one hour, QA is obtained.
Engine output P
specific air flow rate le*
12,400 kW,
7.1 kg/kWh.
Q A
A P le
0.012 12, 400 7.1
1.055 kg water/h
1 t water/h.
Example 2 -- Determine the amount of water condensing in the compressed air vessel

Relative air humidity
1st step
35 C,
90%.
The resultant point of intersection in the diagram is point I, i.e.
2nd step
the original water content
Temperature T of the air in the vessel

Pressure in the vessel (overpressure) p
absolute pressure Pabs
40 C = 313 K,
30 bar, entsprechend
31 bar or 31 10 5 Nm2.
The resultant point of intersection in the diagram is point III, i.e.

the reduced water content is
The difference between I and III is the condensed water amount B.
3rd step
B
I III
0.033 0.0015
Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
4th step
Q B
B m.
m is calculated as follows:
m
pV
.
RT
Legend
Absolute pressure in the vessel, pabs
volume V of the pressure vessel
gas constant R for air
temperature T of the air in the vessel
m
31 10 4
287 313
5
31 10 5 Nm2,
4000 dm3 = 4 m3,
287 Nm/kgK,
40 C = 313 K.
138 kg of air.
Final result
Q B
B m
0.0315 138 kg
4.35 kg of water.
The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:
Four-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 7.0 ... 7.5 kg/kWh,
Two-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 9.5 kg/kWh.
6680
3.5.9--01 E
11.98
32/40 upw
103/ 03
Load application
3.5.10
Isolated operation
Application of load dependent

on medium pressure
Large applications of load, such as occur in a ships auxiliary engine in the

ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
1 1. Stage
2 2. Stage
3 3. Stage
Pe Application of load as a
% of continuous power
pe medium effective
pressure in continuous
power
Figure 1. Application of load in stages according to IACS and ISO 8528-5
For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:
1. Stage
2. Stage
3. Stage
4. Stage
33%,
23%,
18%,
26%.
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.
Application of load dependent
on the actual power
6680
3.5.10--01 E
The diagram in Figure 2 applies for applications of load based on the

current value.
01.98
32/40 upw
101/ 02
1 Maximum application
of load
2 Usable in short term
3 Not usable
(control reserve)
Pe C Application of load
Pe Constant load
Reference pressure pe =
24.8 bar
Figure 2. Application of load dependent on the current power
In keeping to this maximum load connection rate, the demands of the

classification associations can be safely fulfilled. These are (at 11/97):
the dynamic speed onset as a % of the nominal speed
$ 10%,
the remaining speed change as a % of the nominal speed $ 5%,
the settling time until intake to tolerance band +/-- 1%
of the nominal speed
$ 5 sec.
Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:
Load shedding
Dynamic speed change as a % of the nominal speed

remaining speed change as a % of the nominal speed
$ 10%,
$ 5%.
Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.
Parallel network mode
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
6680
3.5.10--01 E
01.98
32/40 upw
102/ 02
Engine operation III Operating faults
6682
3.6
3.1
3.2
3.3
3.4
3.5
Prerequisites
Safety regulations
Operating media
3.6
3.7
3.6--01 E
11.97
101/ 01
Faults/Deficiencies
and their causes (Trouble Shooting)
3.6.1
Preliminary remarks
Trouble shooting using

Tables 1-3
Tables 1-3 contain a selection of potential operating faults and their

possible causes. They are intended to contribute to reliable fault diagnosis
and efficient elimination of their causes.
Classification
Faults are subdivided into three categories:
- Engine start/engine operation,

- operating data, and
- other problems.
In most cases, the causes of faults cannot be definitely traced in the first
step. There are usually several possible causes. The most probable cause
must be determined from the points listed, giving due consideration to
- characteristic appearances,
- time as well as technical factors, and
- personal experience.
Info and Code columns
The Info column contains references to sections in the operating instructions and work cards. Using the key numbers in the Code column, the
table can also be used in asking What will happen if....
Example
Key number 15, for example, occurs in the tables in three places (identified by -). This means: If the injection timing lies too far in the late direction, the following effects are possible:
- the engine will not come up to full power/speed,

- the exhaust temperatures will be too high and
- the exhaust gas plume will be visible and of dark colour.
Trouble shooting on the turbocharger
Please be aware that the turbocharger operating instructions contain an

own table for trouble shooting.
Order of entries
The order of entries does not allow any conclusions on the probability of
any cause. The order rather follows the principle: Causes related to operating media and operating media systems in the first place, followed by
engine, turbocharger, and possibly ship.
6680
3.6.1--03 E
04.02
32/40 DF
101/ 09
Trouble shooting Engine start/engine operation
Fault/System
Causes
Info
Crankshaft does not turn on starting up, turns too slowly, swings back
Compressed air system
Pressure in compressed air tank too low
Compressed-air starter defective
Faults in pneumatic or electronic control system
system
Remote start is blocked
Turning gear
Turning gear not completely disengaged
Engine reaches ignition speed but no ignition takes place
Fuel
Fuel quality inadequate
Fuel system
Fuel tank empty
Fuel system not vented
Injection pumps do not deliver fuel
Fuel pressure before fuel injection pump too low,
delivery pump defective
Fuel oil filter clogged
Injection pump/injection pump Excessive clearance between injection pump plunger
drive
and pump cylinder
Speed control system
Speed governor/booster defective/faulty/misadjusted
Pick-up defective (32/40 engine)
Fuel admission release missing/too low
system
Fault in pneumatic or electronic control system
Cylinders ignite irregularly
Fuel
Fuel system
Injection valve
Inlet and exhaust valves

Water in the fuel
Injection valves defective
Inlet or exhaust valves are sticking, valve spring
broken, valves not tight
Engine does not reach full power or speed

Fuel
Water in the fuel
Fuel viscosity too low, fuel overheated
Fuel system
Injection timing adjustment
Injection timing too late (only in engines with
automatic injection timing adjustment)
Injection pump/injection pump Excessive clearance between injection pump plunger
drive
and pump cylinder
Injection pump plunger sticking, spring broken
6680
3.6.1--03 E
04.02
32/40 DF
Code
01
96
63
83
79
3.3
2.4, 200.xx
2.4, 2.5
09
06
07
08
12
2.5, 200.xx
13
16
140.xx
140.xx, 400.xx
56
78
65
63
3.3
3.3, 000.05
2.4, 2.5
09
10
07
12
221.xx
113.xx, 114.xx
13
20
26
3.3
3.3, 000.05
3.3
2.4, 2.5
2.4, 120.xx,
200.xx
2.5, 200.xx
200.xx
09
10
66
07
12
13
15 16
17
102/ 09
Fault/System
Injection valves
Speed governor/control
linkage

system
Turbocharger
Ship
Causes
Control rod, regulating sleeve or pump element
sticking
Pressure valve in the fuel injection pump not tight
Nozzle orifices or injection pipe clogged
Info
200.xx
Code
18
200.xx
221.xx
221.xx
140.xx
19
20
21
56
Setting of governor or control linkage spoiled

Control linkage sluggish or stuck
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
Fuel admission release missing/too low
2.4, 140.xx
203.xx
113.xx, 114.xx
22
23
26
Speed release too low

Gas valve control faulty
Turbocharger fouled or defective
In the case of marine propulsion engines: Propeller
damaged or marine growth on the hull
Irregular engine operation, knocking

Gas system
Methane number too low
Fuel system
Fuel pressure before injection pump too low, delivery
pump defective
Engine
Engine or individual cylinders severely overloaded
Injection timing too early (only in engines with
Injection pump/injection pump Injection pump plunger sticking, spring broken
drive
Injection valves
valves not tight
Excessive valve clearance
Engine management system Gas valve control faulty
Charge-air bypass faulty
6680
3.6.1--03 E
04.02
32/40 DF
65
500.xx
2.4, 2.5
2.5, 3.5
2.4, 120.xx,
200.xx
200.xx
89
97
49
45
99
07
12
13
25
14
17
221.xx
113.xx, 114.xx
20
26
113.xx, 114.xx
90
97
98
103/ 09
Fault/System
Causes
Engine running at fluctuating speeds

Fuel
Air in the fuel
Fuel system
pump defective
Governor setting spoiled, control linkage worn out
linkage
Pick-up defective (32/40 engine)
Injection pump/injection pump Control rod, regulating sleeve or pump element
drive
sticking
Reference value for speed unstable (air
system
leakage/electrical signal)
Engine speed drops, engine stops
Gas system
Lack of fuel
Fuel
Water in the fuel
Fuel system
Fuel tank empty
pump defective
Engine
Reference value for speed missing
linkage
Shut-off device triggered
system
Overspeed protection triggered
linkage
Speed governor - Dynamics incorrectly adjusted
Overspeed relay defective
system
Exhaust gas plume sooty, dark
Fuel
Engine
Charge-air system
Charge air too cold
Charge-air cooler fouled (excessive differential
pressure)
Injection timing too late (only in engines with
Injection pump/injection pump Fuel injection pump, baffle screws worn out
drive
Injection valves
Fuel admission limitation too high (marine propulsion
system
engines - only in manoeuvring mode)
Turbocharger
Air intake filter clogged (lack of air)
6680
3.6.1--03 E
04.02
32/40 DF
Info
Code
2.4, 2.5
75
12
2.4, 140.xx
22
140.xx
203.xx
140.xx, 400.xx
200.xx
56
23
78
18
58
3.3, 000.05
2.4, 2.5
100
10
06
12
2.5, 3.5
13
25
59
203.xx
2.4, 203.xx
23
24
140.xx
56
140.xx
203.xx
57
23
85
3.3
2.5, 3.5
2.5
2.5, 322.xx
09
25
73
53
2.4, 120.xx,
200.xx
200.xx
15 -
221.xx
113.xx, 114.xx
20
26
69
64
500.xx
49
91
104/ 09
Fault/System
Exhaust gas plume bluish
Fuel
Piston/piston rings
Turbocharger
Causes
Info
Code
Water in the fuel

Oil level in the oil sump too high (wet oil sump)
Piston ring clearance or gap excessive
Piston rings stuck or broken
Turbocharger over-lubricated
3.3, 000.05
2.5, 034.xx
034.xx
500.xx
10
34
28
32
92
200.xx
17
111.xx, 200.xx
113.xx, 114.xx
46
26
113.xx, 114.xx
90
Noise from valve or injection pump drive (noise is speed-dependent)

Injection pump/
injection pump drive
Drive roller defective or spring broken
Excessive valve clearance
Smoke issuing from crankcase/crankcase venting, hollow-sounding noises coming from the crankcase
Lubricating oil
Water content too high
3.3, 000.05
81
Engine
Crankcase venting blocked
93
Piston/piston rings
Piston rings stuck or broken
034.xx
32
Running gear/crankshaft
Piston or bearing running hot or starting to seize
2.4, 3.5
31
Oil mist detector triggered
Oil mist detector
Lubricating oil
Piston/piston rings
Sensitivity wrongly set

Condensed water in measuring unit (if engine room
fans blow cold air against the detector)
Lubricating oil -- water content too high
Piston ring clearance or gap excessive
Splash-oil monitoring system triggered

Lubricating oil
Lubricating oil temperature too high
Lubricating oil -- temperature deviation from the mean
value excessive
76
77
3.3, 000.05
2.5, 034.xx
2.4, 3.5
81
28
31
104
105
2.4, 3.5
31
Table 1. Faults and their causes/trouble shooting -- Part 1 -- Engine start/engine operation
6680
3.6.1--03 E
04.02
32/40 DF
105/ 09
Trouble shooting -- Operating data
Fault
Causes
Info
Cooling water temperature too high

Lack of cooling water, or air in the cooling water
(HT system)
system
Cooling water spaces and/or cooler fouled
Cooling water pump defective
Temperature controller defective
Preheating device active
Engine
Indicating instrument or connecting cable defective
system
42
000.08
2.5, 3.5
Cooling water pressure too low

Cooling water level in the storage tank too low
(HT system)
Leakage in the system
Pipes clogged, components blocked
Stand-by pump not started
system
Pressure switch/transducer defective
Lubricating oil temperature too high
(recooling system)
system
Preheating device active
system
Lubricating oil pressure too low
Lack of oil in the service tank
Overpressure valve of lube oil pump, spring broken
Pressure regulating valve defective
Lubricating oil pipe not tight
Lubricating oil pipe clogged
Lubricating oil filter clogged
Lubricating oil pump defective
Stand-by pump not started
system
Pressure switch/transducer defective
6680
3.6.1--03 E
04.02
32/40 DF
Code
43
44
47
87
25
39
70
71
74
44
82
39
61
42
000.08
43
44
47
87
39
35
36
60
37
80
38
41
82
39
61
106/ 09
Fault
Causes
Gas pressure too low

Gas system
Info
Gas supply faulty

Gas controlled system faulty
Gas filter blocked
101
102
103
Exhaust gas temperature (level deviation or change in average)

Fuel system
Engine
Charge-air system
Charge-air temperature too high, charge-air pressure
too low
Fault in the bypassing system
Injection timing too late (only engines with automatic
injection timing adjustment)
Injection valves
Injection pump
Fuel injection pump - incorrect setting
Fuel injection pump defective
Cylinder head
Cylinder head - inlet duct fouled
valves not tight
system
Temperature sensor defective
Cabling/connections defective/faulty
Turbocharger
Ship
In the case of marine propulsion engines: propeller
damaged or marine growth on the hull
Charge-air temperature too high
Air intake system/charge-air
Intake temperature too high
system
(LT system)
system
Charge-air temperature control (Allumatic/CHATCO)
system
faulty
6680
3.6.1--03 E
04.02
Code
32/40 DF
2.4, 2.5
12
2.5, 3.5
2.5
25
48
2.4, 120.xx,
200.xx
221.xx
055.xx
113.xx, 114.xx
62
15 20
67
68
88
26
39
500.xx
2.5
84
86
49
45
50
42
000.08
43
44
47
94
39
84
86
107/ 09
Fault
Causes
Charge-air pressure too low

Air intake system/
Intake temperature too high
charge-air system
Charge-air cooler fouled (excessive differential
pressure)
Leakages on the air and exhaust gas side
Exhaust gas system
Exhaust gas back pressure too high (exhaust gas
boiler fouled)
Injection timing too early (only engines with automatic
injection timing adjustment)
system
Turbocharger
Air filter, compressor/turbine side of the turbocharger
fouled/damaged
Main bearing temperature too high
Main bearing
Bearing damaged, lubrication faulty
Engine
Alignment/foundation faulty
system
Info
Code
2.5
50
2.5, 322.xx
53
2.5
52
54
2.4, 120.xx,
200.xx
14
39
500.xx
51
021.xx
000.09, 012.xx
72
95
84
86
Table 2. Faults and their causes/trouble shooting -- Part 2 -- Operating data
6680
3.6.1--03 E
04.02
32/40 DF
108/ 09
Trouble shooting Other problems
Fault
Causes
Control linkage of injection pumps sluggish/blocked

Speed governor/
Governor or control linkage setting spoiled
control linkage
Control linkage sluggish or jammed
Shut-down device triggered
system
Injection pump delivery erratic
Fuel
Fuel viscosity too low, fuel overheated
Fuel system
Fuel too cold, congealed in the pipes (heavy fuel oil)
Injection pump/
injection pump drive
Pressure valve in the injection pump not tight
Control rod, regulating sleeve or pump element
sticking
Info
Code
2.4, 140.xx
22
203.xx
2.4, 203.xx
23
24
3.3
3.3
2.4, 2.5
66
07
11
12
200.xx
13
17
200.xx
200.xx
19
18
Table 3. Faults and their causes/trouble shooting -- Part 3 -- Other problems
6680
3.6.1--03 E
04.02
32/40 DF
109/ 09
Failure of the electrical mains supply

(Black out)
3.6.4
The term black out designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.
If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!
Stop the engine immediately
Attention! No matter whether automatically controlled or

manually operated engines are concerned, it must be ensured that
the engine is stopped immediately on black out.
This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement ship takes precedence over
engine. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.
Emergency lubrication equipment
The oil supply of engines equipped with a directly connected,

engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set to
Zero admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.
The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.
Automatically operated systems
After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:
1.
2.
3.
4.
Lube oil pump and fuel oil supply pump,

cooling water pump,
engine room ventilation system,
sea water pump.
Attention! Under no circumstances must the engine be allowed

to start up automatically after black out.
6680
3.6.4--01 E
01.98
32/40 upw
101/ 02
The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the engine
allowed to be restarted and load to be applied gradually in accordance with
the automatic acceleration programme.
Manually operated engine plants
Manually operated engines have to be immediately stopped after black out

so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.
Black-out-Test
In the course of engine commssioning, black out is frequently caused on

purpose to test the behaviour of the engine and the reaction of the
shut--down device. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50 % and/or an
output below approx. 15 %.
Putting into operation of the

engine after black out
Depending on the load at which the engine was being operated prior to the
sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.
Preferably, engine restarting should therefore be postponed until the
engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage by
thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure that
water at relatively low temperatures from the pipelines slowly mixes
with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.
6680
3.6.4--01 E
01.98
32/40 upw
102/ 02

cylinder lubrication failing
3.6.5
Supply of lube oil to the piston running surfaces, piston rings and cylinder
liners is ensured by splash oil in the crankcase and by the additional
cylinder lubrication. If the cylinder lubrication system should fail in part or
completely, engine operation can be continued for a short period
(app. 250 h).
The lubrication system should be repaired or replaced as soon as
possible.
6680
3.6.5--01 E
03.02
General
101/ 01

Behaviour in the case of
stationary engines and/or
main marine engines
in generator operation
3.6.6
If the speed control system fails and in the case of unsuccessful RESET
caused by
- missing or faulty input signals,

- internal faults or
- failure in the voltage supply,
stationary engines and/or main marine engines in generator operation require an engine emergency stop, which is usually effected by the governor
emergency stop function. The governor shaft is turned to Zero admission. If the emergency stop function of the governor is suppressed, the
engine has, alternatively, to be stopped by the emergency stop device of
the fuel pumps.
Caution! Engine operation without an operational governor is
not permitted, as a sudden load relieve, e.g. by de-excitation of the
generator, may cause impermissible overspeed and thus a break of
running gear parts or destruction of the driven engine.
Emergency operation in the case

of main marine engines with
direct propeller drive
In most cases it is correct
to stop the engine,

to search the fault,
to eliminate the source of the fault systematically, and
not to restart the engine before this has been done.
In this connection, the fault flags in level 4, list 2 are to be interrogated

using a hand-held programming unit, starting with parameter 3000. Those
which are set to 1 have to be eliminated by means of the trouble-shooting instructions included in the manufacturers brochures (see Volume D).
If unsuccessful, contact MAN B&W Diesel AG.
As the process required for disturbance elimination may take some time
and, at worst, remain unsuccessful, main marine engines are equipped
with an additional device permitting emergency operation. It consists of a
lever, which is rigidly clamped onto the governor shaft, a travel limitation
and an actuation lever, which is only mounted in an emergency case as
mentioned above. Using the actuation lever, the governor shaft can be
turned and fixed in the required position. For further details, please see
work card 203.01 included in Volume B2.
6680
3.6.6--01 E
11.99
32/40
101/ 01
Behaviour in case
operating values are exceeded/
alarms are released
3.6.7
General remarks
Operating values/limit values
Operating values, e.g. temperatures, pressures, flow resistances and all

other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the List of measuring and control devices (in
Volume D).
Alarms, reduction and stop

signals
Depending on the extent to which values are exceeded and on the

potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -technical possibilities
Acoustic or visual warnings can be acknowledged. The displays remain

active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation ship takes precedence over engine. For stationary
plants, this possibility is not provided.
Fixing alarm and limit values
For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples
Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
Caution! Ignoring or suppressing of alarms, the cancellation of
reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.
Liability claims for damages due to exceeded nominal values and
supressed or ignored alarm and safety signals respectively, can in no case
be accepted.
6680
3.6.7--01 E
04.01
32/40 upw
101/ 01
Procedures on
triggering of oil mist alarm
3.6.8
What should be done?
Oil mist
The oil mist concentration in the crankcase is monitored by an oil mist

detector. It increases in cases of damage to bearings and piston seizures
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.
Danger to people and property!
Danger! When the oil mist concentration is too high, there is

acute danger to people and property. An explosion in the crankcase
may occur, and the engine, crankshaft and running gear
components may be seriously damaged.
Turn off the engine immediately!
Warning! When the oil mist concentration is too high, the

engine is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.
If the oil mist detectors are not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.
Tests after an oil mist alarm/engine stop
Checking the oil mist detector
After an oil mist detector alarm occurs, the function of the oil mist detector
must be tested according to the manufacturers operating instructions. The
engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapour can trigger a false alarm. The measuring cell should
be cleaned if traces of water are detected. The engine should then be
blown through with compressed air, checking at the same time that the
runnung gear turns easily. If water can be eliminated as the cause of the
alarm, the following checks are to be performed:
Internal check of running gear
After a wait of 10 minutes -- required because of possible dangers of

explosion on the entry of air (see safety regulations) -- all crankcase
covers are to be removed. The subsequent checks include:
- measuring of all bearing temperatures,

- a visual examination of the running gear components and oil sump for
chips, discolouration or material deposits and
- a visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminium alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
External checks of running gear
The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the

external bearing,
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- a visual examination of the camshaft(s), the injection pump motors, the

cam followers and rollers for wear/seizure.
Checking the combustion
chambers
For this purpose, the cylinder head covers are to be opened and the
combustion chambers, particularly the running surfaces of the cylinder
liners, are to be checked:
- either by employing an endoscope after first removing the injection

valves or
- by inspecting the surfaces with a mirror after removing one intake and
exhaust valve cage each (if present).
If no damage is ascertained during these checks, then extend the search
for damage to those points of the fault list which have not yet been
checked. If needs be, get in touch with the nearest service base.
Important! The engine must not be restarted until freedom from
damage has been established or original faults have been removed.
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Procedures in case
a splash-- oil alarm is triggered
3.6.8
General
Monitoring of the running gear

temperature
The temperatures of the running gear in the crankcase are transmitted to

the surrounding lubricating oil. Big-end bearing damage, piston seizures
and blow-bys from the combustion chamber cause a change in lube oil
temperature. For the splash-oil monitoring system, part of the splash oil
from each crank pin is collected. The temperature of the splash oil from
each individual crank pin is monitored and compared with that of the other
pins. In case a defined maximum temperature is exceeded or if the
difference between the temperatures of the individual running gears is too
large, an alarm is first triggered and, if necessary, the engine is then shut
off automatically.
Risk of personal injuries and damage to property!
Danger! Bearing damage, piston seizures and blow-bys promote the formation of oil mist, which includes an acute risk of personal injuries and damage to property. An explosion may occur in
the crankcase, and engine, crankshaft, as well as running-gear components may suffer severe damage.
If the splash-oil monitoring system does not work properly, the engine is
not monitored. In this case, incipient damage cannot be recognised, at
least not in time.
Checks to be carried out after a splash-oil alarm/an engine stop
Checking the alarms
After an alarm occurred, the splash-oil temperatures are to be observed

further. Should the temperature which caused the alarm to be triggered
not decrease to the normal value again after a short while, the engine is to
be stopped, and the running gear concerned is to be checked. Following
an automatic engine stop, the running gear must be checked.
Checking the running gear
After waiting for 10 minutes - which is required because of the possible

explosion hazard on entry of air (see the safety regulations) - all crankcase
covers are to be removed. The further checks include the following:
- measuring all bearing temperatures,

- visual inspection of the running gear components as well as the oil
sump for chips, discolouration and warping of material,
- visual inspection of all piston skirts and cylinder liners.
Pistons from aluminium alloy suffer contact damage already at an early
stage, skirts from grey cast iron are less easily damaged.
If no damage is ascertained, the search for damage is to be extended to
those items of the trouble-shooting list which have not been checked so
far. If necessary, the nearest service base should be contacted.
Important! The engine may only be restarted after it has been established that no damage occurred or after the damage causing the alarm
has been eliminated.
6680
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101/ 01
Procedures on triggering
of Slow-- Turn-- Failure
3.6.9
General remarks
Engines, which are equipped with slow turn, are automatically turned
prior to engine start, with the turning procedure being monitored by the
engine control. If the engine does not reach the expected number of
crankshaft revolutions within the specified period of time or in case the
slow-turn time is shorter than the minimum slow-turn time, an error
message is issued.
A corresponding error message mostly indicates that liquid has
accumulated in the combustion chamber. If the slow-turn procedure is
completed successfully, the engine is automatically started.
Behaviour after a slow-turn failure
Slow-turn parameter
During the slow-turn procedure, the engine is automatically turned prior to

the actual engine start, applying a reduced air pressure. In this connection, 2.5 crankshaft revolutions are to be reached during a specified period
of time. If these are reached during a period of less than 15 seconds or if
the time required exceeds 40 seconds, the engine control triggers a slowturn failure.
Value
2.5 revolutions
40 sec
15 sec
4 hrs
Slow-turn Parameter
Revolution counter
Slow-turn monitoring Limiting value Tmax
Slow-turn monitoring Limiting value Tmin
Engine standstill timer
Table 1. Slow-turn parameter for engine control
Elimination of the failure
Unhindered turning of the engine is mostly impeded by liquid, which has

penetrated into the combustion chamber. This may be fuel, cooling water
or lubricating oil. In this case, the engine is to be turned by a complete
crankshaft rotation by means of the turning gear, with the the screw plugs
(2) removed.
1 Cylinder head
2 Screw plug with
sealing ring
AGS Exhaust gas counter
side
Figure 1. Location of the screw plug in the cylinder head
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In this connection, the following procedure is to be followed:
J
J
-
Engage the turning gear

Remove the screw plugs (pay attention to the sealing ring)
Turn the engine by one complete crankshaft rotation
Check the bore holes for the screw plugs to see if fluids issue.
If no fluid issues,
Screw the screw plugs in (use a new sealing ring, if necessary)
Disengage the turning gear
Press the button Confirmation engine turned
Start the engine.
If fluid issues,
Determine the cause for the presence of fluid in the combustion
chamber, and eliminate it.
Attention! If the above-mentioned steps are not carried out,

another starting attempt will again result in a slow-turn failure!
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Engine operation IV Engine shut-- down
6682
3.7
3.1
3.2
3.3
3.4
3.5
3.6
Prerequisites
Safety regulations
Operating media
3.7
3.7--01 E
11.97
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3.7.1
If an engine is to be shut down for more than 1 week it has to be turned

once a week for approx. 10 minutes. For this purpose, the lube oil pumps
for the lubrication of the running gear and the cylinder have to be
commissioned (oil temperature approx. 40 C).
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 Corrosion inhibitors/preservation
of Diesel engines. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.
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Maintenance/Repair
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
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Table of contents
: : :
: : :
: :
: :
: :
: :
: :
: :
: :
N
N
N
N
Maintenance/Repair
N
N
N
N
N
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Tools/Special tools
Spare Parts
Replacement of components by the New--for--old Principle
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6634
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General remarks
Purpose of maintenance work/
prerequisites
4.1
Similarly to regular checks, maintenance work belongs to the users
duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by qualified
personnel and at the times defined by the maintenance schedule.
Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful notes on overhaul or repair becoming due, and is of influence on
the planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN B&W Diesel AG to submit a quotation whenever
required.
Maintenance schedule/
maintenance intervals/
personnel and time required
The jobs to be done are shown in the maintenance schedule, which

contains
a brief description of the job,

the intervals of repetition,
the personnel and time required, and it makes reference to
the corresponding work cards/instructions.
Table 1. Maintenance schedule/extract
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Work cards in Volume B2 and C2

respectively
The work cards, comprised in Parts B2 and C2 of the technical

documentation, contain brief descriptions of
- the purpose of jobs to be done.

They contain
- information on the tools/appliances required, and

- detailed descriptions and drawings of the operating sequences and
steps required.
There is one copy on paper and one foil-sealed copy of each work card
available. The latter are dirt-proof and can be appropriately used for
information while the job is being done.
Maintenance schedule of
turbocharger
Volume C1 contains the maintenance schedule of the turbocharger/s.
Figure 1. Work card -- example
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4.2
Preliminary remarks
Maintenance schedules:
Systems
4.7.1
Engine
4.7.2
Turbocharger 4.7.3
The maintenance schedule of the engine comprises work to be done on

components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
Binding character and adaptabilities
Validity of the maintenance

schedule
The maintenance schedules 4.7.1 and 4.7.2 are valid in combination and
comprise jobs to be done at regular intervals and/or within regular interval
ranges.
After 30,000 or 36,000 operating hours a thorough inspection of the main
components is to be carried out. During this process the cylinder head and
valves, the cylinder liners and pistons as well as the running gear components and bearings, in particular, should be checked for wear and replaced
if necessary. It is recommended to entrust one of our service bases with
this comprehensive scope of work or a general overhaul.
Adaption of the maintenance

schedule
The maintenance schedules have been drawn up for standard operating

conditions. The stipulations contained therein are non committal recommendations and approximative values. In order to gain emprical values, it
is recomended to observe the lower interval ranges first, as approximate
values. After a critical evaluation of the operating results and conditions,
shorter intervals may become necessary provided external operating
conditions (timetable of ships/inspection time of power plants) allow it. In
case of favourable operating results and conditions, an extension of the
intervals is possible.
Favourable operating conditions are:
- constant load within the range of 60% to 90% nominal load,

- observing the specified temperatures and pressures of the operating
media,
- using the specified lube oil and fuel quality,

- as well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:
- long-term operation at peak load or low load; prolonged idling times;

-
6628
4.2--02 E
frequent, drastic load changes,

frequent engine starting and repeated warming-up phases without adequate preheating,
high loading of the engine before the operating media have reached the
specified temperatures,
lube oil, cooling water and charge air temperatures that are too low,
using inappropriate fuel qualities and insufficient separation,
inadequate intake air filtering (particularly on stationary engines).
07.02
32/40 upw
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Tools/Special tools
4.3
Preliminary remarks
The following comprehensive standard set of tools comes supplied with

the engine:
Standard tools
- basic tools,
- hydraulic tensioning tools, and
- special tools.
This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Tools are also available
- for jobs that are generally more difficult to perform or that are only
seldom necessary,
- which facilitate the work, or

- which help to overcome plant-specific obstructions.
Tools on customers request
Such tools are supplied on request. MAN B&W Diesel AG will gladly
submit an offer, if desired. The table below shows which tools are available
to supplement the standard set of tools for the engine.
Special tools
Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary
equipment/accessories. Further special tools, are made available to our
service bases, and possibly also our authorised workshops, for such
purposes. We therefore recommend that you consult these partners, or
entrust them to do jobs for you whenever your own capacities in terms of
time, qualification or personnel are inadequate.
Tools supplied on customers request
Tools
Explanations
Device for removing/fitting the

main bearing cap
For maintenance work such as checking the main bearing or replacing the
bearing shells, the main bearing cap has only to be lowered; it need not be
removed. This is only necessary in special cases. This tool is provided for
this purpose.
Device for removing/fitting the

torsional vibration damper
(on the crankshaft)
Maintenance jobs such as the checking of spring assemblies can be done

without the complete vibration damper having to be disassembled. This is
only necessary in special cases. This tool is provided for this purpose.
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Pneumatic honing tool for the

cylinder liner
Cylinder liners require rehoning when piston rings are replaced or when
the roughness of the running surface has become insufficient. This job can
be contracted to a service base or done by the user himself using the
honing tool.
Figure 1. GERUS pneumatic honing tool, fitted
Tool for regrinding the sealing

groove in the top land ring
Regrinding of the sealing groove in the top land ring or the cylinder head
becomes necessary when the sealing ring is no longer able to provide
adequate compensation for deformation/material loss.
Electric valve seat grinder
Valve seats requiring a minimum of correction can be treated by hand,

using grinding paste. If this method fails to produce a satisfactory result,
mechanical remachining is necessary.
Figure 2. Hunger valve seat grinder
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Electric valve cone grinder
Similarly to valve seats, valve cones showing minimum deficiencies can be

corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remachining is necessary.
Figure 3. Hunger valve cone grinder
Device for checking start

and end of fuel delivery on
fuel injection pumps
(pneumatically operating)
The start and end of delivery of fuel pumps are significant operating values
for the individual cylinders and the reciprocal load distribution. Although
changes due to wear or the installation of spare parts are negligible as a
rule, it is advisable to make a check in such cases.
Figure 4. Device for checking the start and end of delivery
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Device for pulling the drive

gear of directly driven lube
oil or cooling water pumps
Pumps driven by the Diesel engine directly require no regular

maintenance. If it becomes necessary to disassemble a pump, the drive
gear has to be pulled. This tool is provided for this purpose.
Figure 5. Device for lube oil or cooling water pumps
Device for removing and

installing the pipe bundles
of the charge air cooler
For cleaning the air side, charge air coolers may be flooded in the
as-installed condition. The dummy flanges needed for this purpose are
included in the standard set of tools. Should this method of cleaning not
yield a satisfactory result, the cooler insert is to be removed, using this
device, and to be cleaned by a more appropriate method.
Grinding device for delivery

pipe
This device is used for regrinding the seat of the injection pipe in case of
sealing problems.
Figure 6. Grinding device for delivery pipe
6634
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Endoscope with or without video

camera
For inspecting all types of internal areas and for checking cams and rollers
of the valve camshaft of Vee-type engines, the Olympus endoscope may
be used. It consists of an eyepiece unit, a jacketed photoconductor and
interchangeable lenses. These permit a direct view onto the illuminated
object or a look to the sides.
Figure 7. Industrial endoscope with flexible photoconductor and interchangeable

lenses
Tools for engine and systems accessories
Information on tools required for engine accessories such as the oil mist
detector and for systems accessories such as filters, separators, fuel and
lube oil treating modules, water softening equipment, etc. can be gathered
from the documents contained in Volumes E1 to E... of the technical
documentation.
6634
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Spare Parts
4.4
Since it is so important, we are repeating below a sentence which we have
used already:
Tip! Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.
Figure 1. Spare parts catalogue for engine components - illustration sheet
6680
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Figure 2. Spare parts catalogue for engine components - text sheet
Spare parts for tools/ordering of tools (engine and turbocharger)
Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.
To avoid querying, please provide information 1, 2 and 5 as shown on the
following page:
1
2
3, 4
5
Explanations
6680
4.4--01 E
Piece number
Denomination
Subassembly group
Tool number = order number
08.98
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Figure 3. Information required for ordering tools/parts of these. Figure shows work card belonging to subassembly group 030
Spare parts for measuring, control and regulating systems, and for engine and systems accessories
Information on spare parts
- for measuring, control and regulating equipment such as temperature

sensors, relays, transducers (unless contained in the spare parts
catalogue of the engine),
- for engine accessories such as oil mist detector, and
- for system accessories such as filters, separators, water softening
equipment and the like
are contained in Volumes D1 to D... and Volumes E1 to E...
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Replacement of components
by the New-- for-- old Principle
4.5
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the Reconditioned-for-old principle. These include
piston crowns,
valve cages and valves,
fuel injection nozzles and injection pumps,
governors,
compressed-air starters, and
completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel AG or the
nearest Service Center.
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4.6
No matter whether routine cases or really intricate problems are

concerned,
MAN B&W Diesel AG, Augsburg works,

MAN B&W Diesel AG, Service Center Hamburg,
MAN B&W Diesel Pte. Ltd., Service Center Singapore,
service bases and authorised repair workshops
are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard offered
by suppliers, shipyards, repair workshops or specialist firms. Some of this
whole range of services, however, can only be rendered by someone who
can rely on decades of experience in Diesel engine systems. The latter are
considered as a part of the expert commitment towards the users of our
engines and for our products.
Please note the supplementary information contained in the printed
publications of Volume A1 of the Technical Documentation. In these, you
will also find the addresses and telephone numbers of the nearest service
bases which you can approach whenever required.
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4.7
Explanation of signs and symbols
The heading of the maintenance schedule shows symbols instead of

entries in two languages. They have the following meaning:
Serial number of the maintenance work.
The series shows gaps for changes/up-dates which could become
necessary.
1, 2, 3
Brief description of the job

Related work cards.
The work cards listed contain detailed information on the work steps
required. Designations ending in ___.xx mean either there is no uniform
designation for the types of engine to which the maintenance schedule
applies to or that they designate a group of working cards.
Relation between working cards.
These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
connection to the work in question.
x
y
Required personnel
Time required in hours per person

per
Relational term to indicate the time required
24 ... 36000
Repetition intervals given in operating hours

Signs used in the columns of intervals.
Their meaning is repeated in each sheet.
We assume that the signs and symbols used in the head are sufficiently
pictorial and that it is not necessary to repeat them constantly.
x, 1 ... 4
Tabelle 1. Explanation of signs and symbols of the maintenance schedule
Groups of maintenance works
6628
4.7--02 E
In case of the maintenance schedule (systems) the maintenance works

are grouped according to systems/functional groups whereas in the maintenance schedule (engine) they are grouped according to subassemblies.
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Wartungsplan (Systeme)
4.7.1
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
004 Systembauteile auf Dichtheit

kontrollieren (Sichtprfung)
Check system components for

tightness (visually)
005
006
0.2
Motor
Engine
005 Tagestank: Kraftstoffstand

kontrollieren; Tagestank und
Absetztank entwssern
Check fuel oil level in day tank. Drain

day tank and settling tank
004
006
0.2
Motor
Engine
007 Kraftstoffilter reinigen (abhngig vom

Differenzdruck)
Clean fuel oil filter (depending on

differential pressure)
Filter
Filter
008 Kraftstoffrderpumpe berholen
Overhaul fuel delivery pump
Pumpe
Pump
009 Pufferkolben kontrollieren/berholen
Check/overhaul buffer pistons
434.04
Kolben
Piston
500 Gasleitungen und Gasregelstrecke auf

Dichtheit kontrollieren
Check gas pipes and gas controlled

system for tightness
230.01
0.2
Motor
Engine
501 Absperrventile auf Dichtheit

kontrollieren
Check shut--off valves for tightness
0.2
Motor
Engine
502 Gasfilter reinigen
Clean gas filter
Filter
Filter
503 Gasdruckregler kontrollieren und nach

Bedarf Membran erneuern
Check gas pressure regulator and

replace diaphragm if necessary
Einheit
Unit
per
24
Kraftstoffsystem/Zndlsystem Fuel oil system/Pilot oil system
Gassystem Gas system
X
1
3
4
6
6634
Wartungsarbeit fllig
Nach Bedarf/Zustand
Nach Vorschrift des Herstellers
Falls Bauteil/System vorhanden
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03
Maintenance work is necessary

As required/depending on condition
According to specifications of manufacturer
If component/system is installed
Operating hours in dual fuel mode
32/40 DF
101 /07
12000
24000
30000
36000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.1
Schmierlsystem Lube oil system


tightness (visually)
012
262
0.2
Motor
Engine
012 Betriebsbehlter fr Motor-- und

Zylinderschmierung: lstand
kontrollieren
Check lube oil level in service tanks for

engine and cylinder lubrication.
011
262
0.1
Motor
Engine
014 lprobe untersuchen (Tropfenprobe)
Examine oil sample (spot test)
000.05
0.15 Motor
Engine
015 lprobe analysieren lassen
Take oil sample to be analysed
000.04
0.25 Motor
Engine
016 lfllung wechseln (entsprechend

Analyse), Behlter reinigen
Change oil filling (depending on results

of analysis), clean the tank
000.04 015
017 lablauf kontrollieren (Sichtprfung)

bei Kolben, Pleuel-- und
Kurbelwellenlagern, am Rdertrieb und
am Turbolader -- siehe auch 401
Check oil drainage of piston, big--end

and main bearings, on the gear box
and the turbocharger (visually) -- refer
to 401
018
112
0.2
Zyl./
Einheit
Cyl./unit
018 lablauf kontrollieren (Sichtprfung)

bei Nockenwellenlagern,
Einspritzpumpen und am Ventilantrieb
(im Kipphebelgehuse) -- siehe auch
401
Check oil drainage of camshaft

bearings, injection pumps and valve
gear in the rocker arm casing (visually)
-- refer to 401
017
Motor
Engine
020 Schmierlpumpe berholen
Overhaul the lube oil pump
300.01
10
Pumpe
Pump
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03
Nil
X
X
1

32/40 DF
102 /07
4.7.1
24
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
023 Schmierl--Automatikfilter reinigen
(abhngig von Splintervallen)
Clean the lube oil service filter

(depending on scavenging intervals)
024
Filter
Filter
024 Schmierl--Indikatorfilter reinigen

(abhngig vom Differenzdruck)
Clean the lube oil indicating filter

(depending on differential pressure)
023
Filter
Filter
025 Schmierl--Vorwrmer reinigen

(abhngig von der Separiertemperatur
bei erforderlichem Durchsatz).
Reinigung evtl. durch Spezialfirma
Clean the lube oil preheater (depending B

on separating temperature at the flow
rate required).
Cleaning should be carried out by a
special company if possible
Einheit
Unit
026 Schmierl--Separator
(selbstaustragend) kontrollieren,
reinigen, berholen
Check, clean and overhaul the lube oil

separator (residue--selfdischarging)
Einheit
Unit
027 Schmierl--Khler reinigen, evtl. durch

Spezialfirma
Clean the lube oil cooler.

per
Nil
Khlwassersystem (Zylinder- , Dsen- und Zndldsenkhlung) Cooling water system (for cylinder, injection valves and pilot injection valves)
031 Ausgleichsbehlter: Khlwasserstand
kontrollieren
Compensating tank: Check the cooling

water level
032
0.2
Motor
Engine
032 Dsenkhlwasserablauf kontrollieren

(auf freien Ablauf und eventuelle
Kraftstoffspuren)
Check the injection valve cooling water

discharge (for unhindered flow and
possible traces of fuel)
031
0.1
Motor
Engine
033 Khlwasser: Korrosionsschutz

kontrollieren -- siehe auch 401
Check the corrosion protection of the

cooling water -- refer to 401
000.07
0.5
Motor
Engine
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03

32/40 DF
103 /07
4.7.1
24
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
035 Khlrume kontrollieren, System
chemisch reinigen (Zylinder-- und
Dsenkhlung).
Reinigung evtl. durch Spezialfirma
Check the cooling water spaces, clean

the system chemically (cylinder and
injection valve cooling system).
000.08
Nil
036 Khlwasser--Rckkhler: Khlrume

reinigen, evtl. durch Spezialfirma
Heat exchanger: Clean the cooling

spaces.
Nil
per
Druckluft- und Steuerluftsystem Compressed air and control air system

042 Druckluftbehlter entwssern (wenn
keine automatische Entwsserung
erfolgt)
Drain compressed air tank (in case

there is no automatic drainage)
043 Druckluftbehlter innen reinigen,

Ventile (nach Vorschrift der
Klassifikationsgesellschaft) berholen
0.1
Einheit
Unit
Compressed--air tank: Clean the inside, 000.35

overhaul valves (according to
specifications of the classification
society)
10
Einheit
Unit
044 Steuerluftsystem: Wasserabscheider

und Luftfilter entwssern
Control air system: Drain the water

separator and the air filter
125.10
B
0.1
Motor
Engine
045 Steuerluftsystem: Wasserabscheider

und Luftfilter reinigen
Control air system: Clean the water

separator and the air filter
125.10
B
0.5
Motor
Engine
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03

32/40 DF
104 /07
4.7.1
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
052 Ladeluftkhler/Ladeluftleitung/Zusatz-luftbehlter: Kondenswasserablauf auf

Menge/Durchgngigkeit kontrollieren
Charge air cooler/pipe/additional air

A
tank: Check condensation water
drainage for quantity/free pass--through
0.1
Leitung
Pipe
053 Ladeluftkhler auf Wasser-- und

Luftseite reinigen, evtl. durch
Spezialfirma
Clean charge air cooler on both water

and air side.
322.01
15
Khler
Cooler
054 Verdichterbypa: Systembauteile auf

Dichtheit kontrollieren (Sichtprfung).
Steuer-- und berwachungselemente
auf Funktionstchtigkeit prfen
Compressor bypass: Check system

components for tightness (visually).
Check control and monitoring elements
062
0.5
Motor
Engine
Exhaust gas pipe: check flange

connections and compensators for
leaks (visually)
289.01 086
0.2
Leitung
Pipe
per
24
Ladeluftsystem Charge air system
Abgassystem Exhaust gas system

063 Abgasleitung: Flanschverbindungen
und Kompensatoren auf Dichtheit
Me- , Steuer- und Regeleinrichtungen Measurement and control systems

072 Schalt-- und Abstelleinrichtungen:
Funktionsfhigkeit und Schaltpunkte
kontrollieren -- siehe auch 402
Monitor and control equipment: Check

switch points and proper function -refer to 402
Motor
Engine
073 Schaltventile im 10-- und 30

bar--System zerlegen, Verschleiteile
erneuern
Dismantle control valves of the 10 and

30 bar system, replace wearing parts
125.xx
24
Motor
Engine
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03

32/40 DF
105 /07
0.5
Motor
Engine
075 lnebeldetektor kontrollieren/berholen Check/overhaul oil mist detector
Motor
Engine
076 Abgastemperatur--Meanlage
kontrollieren
Motor
Engine
Check measuring system for exhaust

gas temperatures
30000
36000
Accumulator: Check charge state and

electrolyte level
12000
24000
074 Batterie: Ladezustand und Surestand

kontrollieren
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.1
4
3
Motorfundament/Rohranschlsse Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannung
kontrollieren. Elastische Elemente auf
festen Sitz kontrollieren -- siehe auch
402
Foundation: Check tension of bolts.

Check resilient elements for tight fit -refer to 402
012.01 083
Motor
Engine
083 Elastische Lagerung: Setzbetrag der

elastischen Elemente feststellen
Resilient mount: Check amount of

settling of resilient elements
012.01 082
092
Motor
Engine
084 Elastische Rohrverbindungen: Alle

Schluche kontrollieren
Flexible pipe connections: Check all

hoses.
Motor
Engine
085 Elastische Rohrverbindungen:

Schluche fr Kraftstoff, Schmierl,
Khlwasser, Dampf und Druckluft
erneuern
Flexible pipe connections: Replace

hoses for fuel oil, lube oil, cooling
water, steam and compressed air.
14
Motor
Engine
086 Schraubverbindungen (z.B. an Abgas-und Ladeluftleitung, Ladeluftkhler und

Turbolader) auf festen Sitz/korrekte
Vorspannung kontrollieren -- siehe auch
402
Bolted connections: Check for tight

fit/proper preload (e.g. on exhaust gas
and charge air pipe, charge--air cooler
and turbocharger) -- refer to 402
000.30 063
10
Motor
Engine
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03
X
1

32/40 DF
106 /07
12000
24000
30000
36000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.1
Elastische Kupplung/Trngetriebe Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung und
Gummielemente kontrollieren
Flexible coupling: Check alignment and

rubber elements
000.09 083
093
Motor
Engine
093 Kupplungsschrauben auf festen

Coupling bolts: Check for tight
Sitz/korrekte Vorspannung kontrollieren fit/proper preload -- refer to 402
-- siehe auch 402
020.04 047
Motor
Engine
094 Trngetriebe kontrollieren/berholen
Einheit
Unit
Check/overhaul turning gear
Auerdem erforderlich Additionally required

401 Neu oder in berholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -- gilt
fr 017, 018, 033
Check parts installed in new or

reconditioned condition and operating
media applied in new or improved
condition once after the time given -applies to 017, 018, 033
Nil

fr 072, 082, 086, 093

condition once after the time given -applies to 072, 082, 086, 093
Nil
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.1--02 E
X
1
3
4
6
05.03

32/40 DF
107 /07
Wartungsplan (Motor)
Betriebswerte Operating data

Check density of exhaust gas (T2)
0.1
Motor
Engine
104 Betriebswerte erfassen
Take the operating data
000.40
0.1
Motor
Engine
105 Zndleinspritzpumpen: Einstellung

kontrollieren
Pilot fuel pumps: check fuel rack

position
200.11
0.3
Pumpe
Pump
Triebwerk/Kurbelwelle Running gear/Crankshaft
X
020
112 Triebwerk kontrollieren (Sichtprfung) -siehe auch 404
Check the running gear (visually) -refer to 404
017
0.2
Zyl.
Cyl.
113 Kurbelwelle: Wangenatmung messen -siehe auch 405
Crankshaft: Measure crankweb

deflection -- refer to 405
000.10 122
202
0.15 Zyl.
Cyl.
Kurbelwellenlager Main bearing
021
122 Palager: Axialspiel kontrollieren -siehe auch 405
Locating bearing: Check axial

clearance -- refer to 405
021.03 113
202
0.5
Lager
Bearing
123 1 Lagerdeckel absenken und untere

Lagerschale kontrollieren. Falls nicht
weiter verwendbar, alle Lager
kontrollieren. Lsedruck der
Lagerschrauben kontrollieren
Lower one bearing cap and inspect

bearing shell. If bearing shell cannot be
used again, check all bearings. Check
pressure for loosening bearing bolts
000.11 142
012.02
021.01
Lager
Bearing
124 Alle Lagerschalen erneuern
Replace all bearing shells.
021.01
021.02
Lager
Bearing
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
000
102 Abgastrbung kontrollieren (T2)
X
1
3
4
6
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
X
1
3
4
6
05.03

32/40 DF
101 /09
Drehschwingungsdmpfer Torsional vibration damper

132 Schwingungsdmpfer der Kurbelwelle:
Hlsenfedern kontrollieren
Vibration damper of crankshaft: Check

sleeve springs
027.01
30
Motor
Engine
101.01
101.02
Einheit
Unit
Pleuel/Pleuellager Connecting rod/Big- end bearing
030
142 1 Lagerschale ausbauen und

kontrollieren. Falls nicht weiter
verwendbar, alle Lager kontrollieren -auch Kurbelwellenlager. Lsedruck der
Lagerschrauben kontrollieren
Remove and check one bearing shell.

If bearing shell cannot be used again,
check all bearings, incl. the main
bearings. Check pressure for loosening
bearing bolts
000.11 123
030.02
030.03
030.04
Lager
Bearing
143 Alle Lagerschalen erneuern
Replace all bearing shells.
030.02 124
030.04
Lager
Bearing
Kolben/Kolbenbolzen Piston/Piston pin
X
1
3
4
6
6634
X
034
Remove, clean and check one piston

(in case of V--engine per cylinder
bank). Measure piston rings and ring
grooves. Check pressure for loosening
bolts of connecting rod shank
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
027/101
133 Schwingungsdmpfer der Nockenwelle: Vibration damper of camshaft: Check

Hlsenfedern kontrollieren
sleeve springs
152 1 Kolben (bei V--Motor je Zylinderreihe)

ausbauen, reinigen und kontrollieren.
Kolbenringe und Ringnuten vermessen.
Lsedruck der Pleuelschaftschrauben
kontrollieren
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
030.01 156
034.01 172
034.02
034.05
034.07
X
1
3
4
6
05.03
Zyl.
Cyl.

32/40 DF
102 /09
153 Alle Kolben ausbauen, reinigen und

kontrollieren. Ringnuten vermessen.
Alle Kolbenringe erneuern.
Achtung: Wenn Kolbenringe erneuert
werden, ist die Zylinderbuchse
nachzuhonen!
Remove, clean and check all pistons.

034.01 154
Measure ring grooves. Replace all
034.02 155
piston rings.
050.05 163
Caution: If piston rings are replaced the
cylinder liner is to be rehoned!
Zyl.
Cyl.
154 1 Kolbenbolzen ausbauen,

Kolbenbolzenbuchse kontrollieren,
Spiel messen.
Remove one piston pin. Check piston

pin bush, measure the clearance.
034.03 152
0.25 Zyl.
Cyl.
155 1 Kolben zerlegen. Bauteile reinigen.

Khlrume und Khlbohrungen auf
Koksansatz kontrollieren. Bei
Schichtdicken ber 1 mm alle Kolben
zerlegen.
Disassemble one piston. Clean

components. Check cooling spaces
and cooling passages for coke
deposits. If thickness of layer exceeds
1 mm, disassemble all pistons.
034.02 152
034.03
034.04
Zyl.
Cyl.
Zylinderbuchse Cylinder liner
050
162 1 Zylinderbuchse vermessen
Measure one cylinder liner
050.02 152
0.25 Zyl.
Cyl.
163 Alle Zylinderbuchsen vermessen und

nachhonen
Measure and rehone all cylinder liners.
050.02 153
050.05
Zyl.
Cyl.
164 Alle Zylinderbuchsen ausbauen,

reinigen und kontrollieren. Dichtringe
erneuern
Remove, clean and check all cylinder

liners. Replace sealing rings.
050.01 153
050.03
050.04
Zyl.
Cyl.
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
X
1
3
4
6
05.03
X
X
1

32/40 DF
103 /09
Zylinderkopf Cylinder head

Remove, clean and check one cylinder 055.01
head. Check pressure for loosening the 055.02
cylinder head bolts
055.03
Zyl.
Cyl.
173 Alle Zylinderkpfe abbauen, reinigen

und kontrollieren
Remove, clean and check all cylinder

heads.
Zyl.
Cyl.
055.01
055.02
Sicherheitsventile Safety valves

Safety valves in crankcase covers,
charge air and exhaust air pipe: Check
all valves for easy movement
073.01
280.01
289.01
0.1
Check gearwheels, measure the

backlash -- refer to 406
100.02 017
113
122
Motor
Engine
112.01 018
214
0.5
Zyl.
Cyl.
213 Nocken, Rollen und Schwinghebel

kontrollieren (Sichtprfung) -- bei
V--Motoren
Check cams, rollers and cam follower

(visually) -- in case of V--type engines
112.01 018
215
Zyl.
Cyl.
Nach Bedarf/Zustand
Gasbetriebsstunden
X
1
3
4
6
05.03
101/102/112/400
Check cams, rollers and cam follower

(visually) -- in case of in--line engines.
Refer to 405
4.7.2--02 E
100
212 Nocken, Rollen und Schwinghebel

kontrollieren (Sichtprfung) -- bei
Reihenmotoren. Siehe auch 405
6634
Ventil
Valve
Nockenwelle/Nockenwellenlager/Schwinghebel Camshaft/Camshaft bearing/Cam follower
X
1
3
4
6
073/280/289
Steuerungsantrieb Camshaft drive

202 Zahnrder kontrollieren, Zahnspiele
messen -- siehe auch 406
30000
36000
055
172 1 Zylinderkopf abbauen, reinigen und

kontrollieren. Lsedruck der
Zylinderkopfschrauben kontrollieren
182 Sicherheitsventile in Triebraumdeckeln,

der Ladeluft-- und Abgasleitung: Alle
Ventile auf Gngigkeit kontrollieren
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2

32/40 DF
104 /09
214 Schwinghebelbuchsen an 1 Zylinder

kontrollieren -- bei Reihenmotoren
Check bushes of cam follower on one

cylinder -- in case of in--line engines
112.01 212
303
Zyl.
Cyl.
215 Schwinghebelbuchsen an 1 Zylinder

kontrollieren -- bei V--Motoren
Check bushes of cam follower on one

cylinder -- in case of V--type engines
112.01 213
303
Zyl.
Cyl.
544 Impulsgeber auf Verschmutzung und

korrekten Abstand kontrollieren
Check pulse pick--up for dirt and verify

that space is correct
102.04
Motor
Engine
X
X
111
222 Kipphebel und zugehrige

Schraubverbindungen kontrollieren
(Sichtprfung)
Check rocker arm and relevant bolted

connections (visually)
111.01 222
233
0.1
Zyl.
Cyl.
223 Kipphebellagerbuchsen an 2 Zylindern

kontrollieren
Check rocker arm bushes on two

cylinders
111.01 173
Zyl.
Cyl.
Ein- und Auslaventile Inlet and exhaust valves
113/114
232 Ein-- und Auslaventile: Drehbewegung Inlet and exhaust valves: Check proper
whrend des Betriebes kontrollieren -rotation during operation -- refer to 405
siehe auch 405
113.01 222
0.1
Zyl.
Cyl.
233 Ventilspiel kontrollieren -- siehe auch

405
Check valve clearance-- refer to 405
111.02 222
232
0.2
Zyl.
Cyl.
234 2 Einlaventile ausbauen. Ventilsitze

kontrollieren. Ventildrehvorrichtungen
kontrollieren, verschlissene Teile
austauschen
Remove two inlet valves. Check valve

seats. Check valve rotators, replace
wearing parts
113.01 172
113.02 243
113.03
113.04
Ventil
Valve
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
Kipphebel Rocker arm
X
1
3
4
6
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
X
1
3
4
6
05.03

32/40 DF
105 /09
235 Alle Einlaventile ausbauen. Ventilsitze

kontrollieren und nachschleifen.
Ventildrehvorrichtungen kontrollieren,
verschlissene Teile austauschen.
Ventilfhrungen kontrollieren
Remove all inlet valves. Check and

regrind valve seats. Check valve
rotators, replace worn parts. Check
valve guides.
113.01 152
113.02 173
113.03
113.04
Ventil
Valve
236 Alle Einlaventile ausbauen,

Ventilkegel austauschen
Remove all inlet valves, replace valve

cones
113.01 152
113.02 173
Ventil
Valve
242 2 Auslaventile ausbauen. Ventilsitze

kontrollieren
Remove two exhaust valves. Check

valve seats
113.02 172
113.03
Ventil
Valve
243 Alle Auslaventile ausbauen.

Ventilsitze kontrollieren und
nachschleifen. Ventilfhrungen
kontrollieren
Remove all exhaust valves. Check and

regrind valve seats. Check valve
guides.
113.02 173
113.03 234
113.06
Ventil
Valve
244 Alle Auslaventile ausbauen,

Ventilkegel austauschen
Remove all exhaust valves, replace

valve cones.
113.02 173
Ventil
Valve
Drehzahlregler/Drehzahlerfassung Speed governor/Speed sensor

266 Impulsgeber auf Verschmutzung und
korrekten Abstand kontrollieren
X
1
3
4
6
6634
X
X
X
X
140/400
Check pulse pick--up for dirt and verify

that space is correct
400.01
0.2
Motor
Engine
4
171
Clean starter pinion and toothed rim

with lubricant containing molybdenum
disulphide
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
Druckluftanlasser Compressed air starter

520 Anlasserritzel und Zahnkranz reinigen,
mit Molybdndisulfid--Schmiermittel
schmieren
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
171.01
X
1
3
4
6
05.03
0.2
Motor
Engine

32/40 DF
106 /09
Kraftstoffeinspritzpumpe/Zndlpumpe Fuel injection pump/Pilot oil pump

Remove and check all baffle screws
(visually).
200.01 305
200.06
0.25 Pumpe
Pump
305 Alle Prallschrauben ausbauen und

erneuern
Remove and replace all baffle screws.
200.01 302
200.06
0.25 Pumpe
Pump
303 1 Einspritzpumpe mit Antrieb und

Schwinghebel demontieren, zerlegen
und kontrollieren
Detach, disassemble and check one

injection pump together with drive and
cam follower
200.03 213
200.04
200.05
Einheit
Unit
304 Alle Einspritzpumpen mit Antrieb und

Schwinghebel demontieren, zerlegen
und kontrollieren. Pumpenelemente
erneuern
Detach, disassemble and check all

injection pumps together with drives
and cam followers. Replace pump
elements.
200.03
200.04
200.05
Pumpe
Pump
525 1 Zndlpumpe mit Antrieb

demontieren, zerlegen und
kontrollieren
Dismount, disassemble and check one

pilot oil pump with drive
200.10
200.11
201.01
Pumpe
Pump
526 Alle Zndlpumpen mit Antrieb

demontieren, zerlegen und
kontrollieren
Dismount, disassemble and check all

pilot oil pumps with drive.
200.10
200.11
201.01
Pumpe
Pump
X
X
X
Kraftstoffregelgestnge Control linkage
X
1
3
4
6
6634
203
Lubricate all bearing points and joints.
Check for proper functioning.
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
200
302 Alle Prallschrauben ausbauen und

312 Alle Lagerstellen und Gelenke

schmieren, Funktionsprfung
durchfhren
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
203.01
X
1
3
4
6
05.03
Motor
Engine

32/40 DF
107 /09
Kraftstoffeinspritzventil/Zndleinspritzventil Fuel injection valve/Pilot oil injection valve

Remove all injection valves. Check
tightness, opening pressure and jet
pattern.
221.01
221.02
221.03
221.04
Ventil
Valve
323 Alle Einspritzventile ausbauen.

Dsenelemente erneuern
Remove all injection valves. Replace

nozzle elements.
221.01
221.02
221.03
221.04
Ventil
Valve
530 Alle Zndleinspritzventile ausbauen.

Dichtheit, ffnungsdruck und Strahlbild
kontrollieren
Remove all pilot oil injection valves.

Check for tightness, opening pressure
and jet pattern.
221.10
221.11
Ventil
Valve
531 Alle Zndleinspritzventile ausbauen.

Dsenelemente erneuern
Remove all pilot oil injection valves.

Replace nozzle elements.
221.10
221.12
Ventil
Valve
Gasventile Gas valves
230

kontrollieren

tightness
0.1
Motor
Engine
541 Stecker und Befestigungsschrauben

auf festen Sitz prfen
Check plugs and fixing bolts for tight fit
0.2
Ventil
Valve
545 Gasventile reinigen und Schlieferdern

erneuern
Clean all gas valves and replace

loading springs
230.01
Ventil
Valve
546 Alle Gasventile durch Spezialwerkstatt

berholen lassen
Take all gas valves to be overhauled by C

a special workshop
0.5
Ventil
Valve
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
30000
36000
221
322 Alle Einspritzventile ausbauen.

Dichtheit, ffnungsdruck und Strahlbild
kontrollieren
X
1
3
4
6
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
X
1
3
4
6
05.03
6
6
6
6

32/40 DF
108 /09
547 Alle Gasventile erneuern
Replace all gas valves
230.01 545
546
0.5
Ventil
Valve
30000
36000
12000
24000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.2
Auerdem erforderlich Additionally required

fr 112

conditon once after the time given -applies to 112
Nil

fr 113, 122, 212, 232, 233

condition once after the time given -applies to 113, 122, 212, 232, 233
Nil

fr 202

condition once after the time given -applies to 202
Nil
X
1
3
4
6
6634
Nach Bedarf/Zustand
Gasbetriebsstunden
4.7.2--02 E
X
1
3
4
6
05.03

32/40 DF
109 /09
Annex
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680
5--02 E
07.97
101/ 01
Table of contents
:
: :
:
:
:
:
:
:
:
N
N
N
Annex
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Units of measure/ Conversion of units of measure
Symbols and codes
Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6634
10.03
L 32/40 DF
101 /01
Designations/Terms
5.1
The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205--1972 and ISO 2276--1972, and in MAN Quality Specification
Q10.09211--3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Standards
Engines
Turbocharged engines
Turbocharged engines feature one or several turbochargers (consisting of

a turbine and compressor) that are exhaust-gas driven and used to
compress the air required for combustion.
Dual-fuel engines
Dual-fuel engines can be either operated on liquid fuels, or on gaseous

ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.
Otto gas engines
Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.
Design and sense of rotation
Left-hand engine/
Right-hand
engine
The terms left-hand (LH) engine and right-hand engine are determined by
the exhaust side of the engine. Viewing onto the coupling end, a left-hand
engine has the exhaust side at the left, and a right-hand engine at the
right. Figure 1 . This definition can normally only be applied to in-lines
engines.
Left-hand engine
Right-hand engine
Figure 1. Design (left-hand engine/right-hand engine)
Sense of rotation
6680
Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) ones counter-clockwise.
5.1--01 E
04.00
General
101/ 03
Designation of cylinders and bearings
Designation of cylinders
The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the

coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .
In-line engine
V-type engine
Figure 2. Designation of cylinders
Designation of crank pins,

journals and bearings
The crank pins and big end bearings are designated (starting from the
coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3 ). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.
01,1,2... Journal
1... Crank pin
A Coupling flange
B Spur gear
Figure 3. Designation of crank pins and bearings
6680
5.1--01 E
04.00
General
102/ 03
Designation of the engine sides/ends
Coupling end KS
The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.
Free engine end KGS
The free engine end is opposite the coupling end of the engine.
Left-hand side
The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side
The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.
Camshaft side SS
The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust gas
side).
Exhaust gas side AS
The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for in-line
engines only.
Exhaust gas counterside AGS
On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.
6680
5.1--01 E
04.00
General
103/ 03
Formulae
5.2
The following is a selection of essential formulae of the engine building
and plant engineering sector. These formulae illustrate basic coherences.
Engine
Effective engine output Pe
Pe
pe V H n z
1200
Mean effective pressure pe
pe
1200 P e
VH n z
Swept volume VH
2
VH
D s
4
Mean piston speed cm
cm
s n
300
Torque Md
Md
Overall efficiency e
e
3600
Hu be
Propeller law
n 3
P1
13
P2
n2
9550 P e
n
Propeller
M d1
n 2
12
M d2
n2
Generator
Synchronous speed
n
60p f
Legend
6680
5.2--01 E
be
Specified fuel consumption
cm
Mean piston speed
m/s
Cylinder diameter
dm
Frequency
Hz
Hu
Net calorific value of the fuel
01.98
kg/kWh
kJ/kg
General
101/ 02
Md
Torque
Nm
Speed
rpm
Rating
kW
Pe
Effective engine output
kW
Number of pole pairs
pe
Mean effective pressure
bar
Stroke
dm
VH
Swept volume
Number of cylinders
Overall efficiency
dm3/cyl.
Swept volume
Engine type
20/27
25/30
32/40
40/45
40/54
48/60
52/55
58/64
Swept volume
dm3/cyl.
8,48
14,73
32,15
56,52
67,82
108,50
116,74
169,01
Table 1. Swept volume of MAN B&W engines
6680
5.2--01 E
01.98
General
102/ 02
Units of measure/
Conversion of units of measure
5.3
Useful information on units of measure is contained in the brochure

SI units in Section 5.5. It contains explanations on the ISO system of
units of measure, factors of conversion of units of measure, and physical
parameters commonly used in engine building.
6680
5.3--01 E
12.97
General
101/ 01
Symbols and codes
5.4
Use
To provide for clearness in the representation of process-related

coherences, standardized symbols and codes are used. The list below
contains a selection of such symbols and codes specifically used in engine
and power generation plant engineering. The symbols and codes are
mainly used in Section 2 and 3 of the operating manual.
Symbols for functional/piping diagrams
6680
5.4--01 E
12.97
General
101/ 05
6680
5.4--01 E
12.97
General
102/ 05
6680
5.4--01 E
12.97
General
103/ 05
Table 1. Symbols used in functional and piping diagrams
Codes for measuring, control and regulating units
Measuring, control and regulating units are marked by character

combinations in system diagrams. The individual characters have the
following meanings:
6680
5.4--01 E
12.97
General
104/ 05
Letter
Letter ... designating at

point 1 the measured
quantity/input quantity ...
-------
Letter ... designating at

point 2 the measured
quantity/input quantity ...
------Difference
---Ratio
------------------------------Integral/sum
Indication
Scanning
---------Freely assignable
Optical display/Yes or No info
-------
R
S
T
U
V
Density
Electrical quantity
Flow rate/throughput
Distance/length/position
Manual input/manual
intervention
------Time
Level
Humidity
Freely assignable
Freely assignable
Pressure
Other quality standards
(analysis/material property)
except D, M, V
Nuclear radiation quantity
Speed/frequency
Temperature
Composite quantities
Viscosity
Letter ... designating

at point 2 ... n
the processing in form of ...
Alarm/limit value signal
Automatic regulation/automatic
continous control
---Pick-up/sensor
----------
----------------
W
X
Y
Z
Weight/mass
Other quantities
Freely assignable
----
-------------
Registration/storage
Switch-over/intermittent
Transducer
---Actuator/valve/operating
element
---Other processing functions
Computing operation
Emergency intervention/
safeguarding by activating/
shut--off
Column 4
A
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
Column 1
Column 2
Column 3
Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams
Explanation
The letter entered at point 1 represents a quantity of the second column of

the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.
Example
T
TE
TZA+
PO
PDSA
6680
5.4--01 E
Temperature
Temperature
Temperature
Pressure
Pressure
12.97
measuring point (without sensor)

sensor
cutout/alarm (when the upper limit is reached)
visual indication
difference/switch over/alarm
General
105/ 05
Brochures
5.5
In addition to the brochures in Volume A1 and D there are available:

SI units
CoCoS SPC
6680
5.5--02 E
01.98
32/40 DG, 48/60 DG
101/ 01

MAN L32/40DF (Technical Documentation - Engine Operating Instructions)

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Technical Documentation

: Telex 5 37 96-0 man d

. 1997 MAN B&W Diesel AG

Scope of supply/Technical specification

Procedures in case a splash--oil alarm is triggered

Engines produced by MAN B&W Diesel AG have evolved from decades of

Purpose of the operating and

The operating instructions as well as the working instructions (work cards)

Attention! Technical documents are valid for one specific plant!

How the Operating Instruction Manual

Instructions for use

The operating manual contains written and illustrated information. Some

The operating instruction manual consists of five sections:

It mainly focuses on:

- Understanding the functions/coherences

- Maintaining the operability of the engine,

- Transport, erection, and dismantling of the engine or major components

What is also of importance

Section 2, Technical Details

With the exception of the above-mentioned publication, all documents

Technical Branch Office Hamburg

MAN B&W Service Center,

Table 1. Companies and addresses of the MAN B&W Diesel AG

Service Spare parts

MAN B&W Service

Look up in the brochure

Table 2. Persons to be contacted, telepone and fax numbers

Scope of supply/Technical specification

Scope of supply/Technical specification

Scope of supply/Technical specification

MAN B&W Diesel AGs

For all items supplied by us ...

- MAN B&W Diesel AG in Augsburg,

- MAN B&W service centers,

The order confirmation, technical specification related to order

Scope of supply/Technical specification

In diesel gas mode, a fuel injection pump is additionally operated. The

The most important differences in construction to diesel engines are

Figure 3. Engine cross section, viewed from the coupling end

Figure 5. Longitudinal section of engine 6L 32/40 DG (coupling end/exhaust side)

Scope of supply/Technical specification

Standard engine design

Figure 1. Main components/tie rod

Cooling water/lubricating oil

Figure 2. Non-machined crankcase, seen from the coupling end

The covers of the crankshaft bearing (Figure 3, on left) are arranged in a

Bearing cover/tie rod

Figure 3. Crankshaft bearing/locating bearing/external bearing

The bearing shells of all crankshaft bearings consist of a steel supporting

The crankshaft is forged from a special steel. It is arranged in a hanging

The flywheel, which is made from spheroidal graphite iron, is arranged on

Torsional oscillation, to which the crankshaft is susceptible, is reduced

Connecting rod with two parting

Figure 6. Con-rod with two parting lines (marine-type)

The bearing shells are identical to those of the crankshaft bearing.

Figure 7. Con-rod processing centre

Figure 8. Piston -- two part, oil cooled

Figure 9. Piston with connecting rod

Cylinder liner/backing ring/top land ring

Combined effect of differential

Figure 12. Measuring roughness on processed cylinder liners

Cylinder head/rocker arm casing

Valves in the cylinder head