CAT-MaK Engineer Handbook - General Part PDF

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Engineer’s Handbook
General Part
ã Engineer’s Handbook
General Part
Table of Contents
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Notes for this Handbook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
User Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Definition of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Warning notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Limitation of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Address of the manufacturer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
General provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Personnel requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Personal protective equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Protective devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Protective devices on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Behaviour in case of danger and accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Preventive measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Actions in case of an accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Pollution control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
General Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Notes regarding heavy fuel operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Maintenance and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
General heavy fuel circuit diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Engine preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
en / 29/3/11 Caterpillar confidential: yellow 1/192

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Cold start of the engine under HFO operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Stopping the engine while operating on heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . 28
Impact on the engine of turbocharger contamination at exhaust gas end . . . . . . . . . . 28
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
General Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Tightening torques for threaded connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Tightening torques for coarse pitch threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Tightening torques for fine pitch threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Rubber expansion joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Installation instructions for rubber expansion joints . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Checking of electrical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Checking the electrical connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Checking and adjusting the pressure switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Checking the pressure transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Bearing types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Tri-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Bi-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Miba Rillenlager bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Evaluation of tri-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Types of wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Evaluation of bearing conditions (tri-metal bearing, fig. 1) . . . . . . . . . . . . . . . . . . . . . . 45
Wear stages (tri-metal bearing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Enlarged pictures of wear stages D - F (tri-metal bearing) . . . . . . . . . . . . . . . . . . . . . 49

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Evaluation of bi-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Evaluation of the bearing conditions (bearing suitable for reuse) . . . . . . . . . . . . . . . . 49
Evaluation of the bearing conditions (bearing must be replaced) . . . . . . . . . . . . . . . . 50
Evaluation of Rillenlager bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Criteria for replacing Rillenlager bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Evaluation of the bearing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Bearing suitable for reuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Evaluation of bearing backs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Working marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Bearing overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
M 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
M25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
RM 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
VM 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
GCM 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
M 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
M 281 - M 282 - M 331 - M 332 - M 332 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6 M 281 - M 351 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
M 351 - M 281 - M 282 - M 331 - M 332 - M 332 C . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
M 451, M 452, M 453, M 453 - VM 453 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Z + M 451 - M 452 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
M 453 - M 453 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
VM 453 - VM 453 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
VM 453 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
M 551, M 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
M 552 - M 552 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

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VM 551 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
VM 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
M 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
M 601, M 601 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Operational misfire - monitoring of the flexible coupling . . . . . . . . . . . . . . . . . . . . . . . 82
Operational misfire - single-engine plants with fixed and controllable pitch propeller . 82
Operational misfire - twin-engine plants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
VULKAN EZ elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Evaluation criteria for VULKAN EZ elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Plastic deformation in direction of torsion (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Deformation of the inner and outer clamping holes (2) . . . . . . . . . . . . . . . . . . . . . . . . 84
Incipient cracks in the rubber above the inner and below the outer element
clamping areas (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Folds and incipient cracks in the rubber on the inner side of element (4) . . . . . . . . . . 85
Ripples on the element outside (5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Peeling of the rubber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Replacement of EZ elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Removal of the outer element clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Removal of the inner element clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Removal of EZ elements without torsional limit device . . . . . . . . . . . . . . . . . . . . . . . . 87
Removal of EZ elements with torsional limit device . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Installation of EZ elements without torsional limit device . . . . . . . . . . . . . . . . . . . . . . . 87
Installation of EZ elements with torsional limit device . . . . . . . . . . . . . . . . . . . . . . . . . 88

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Installation of the inner part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Installation of the outer part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Bolt tightening torques for fastening of EZR elements . . . . . . . . . . . . . . . . . . . . . . . . . 89
(for inner and outer element clamping) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Bolt tightening torques for fastening of EZ elements . . . . . . . . . . . . . . . . . . . . . . . . . . 90
(for inner and outer element clamping) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Alignment instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Alignment examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
VULKAN Rato-S couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Evaluation criteria for VULKAN Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Guidelines for Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Alignment instructions for Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Alignment examples for Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Inspection interval for Rato couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Job instruction for "grinding" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
VULKAN Rato-S-/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Removal of the flexible part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Installation of the flexible part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Instruction Sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
For instruction sheets regarding the engine operation please refer to chapter
"General Operating Instructions" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
The following irregularities may lead to high exhaust gas temperatures: . . . . . . . . . . 108
Exhaust valve damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Pre-ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Engine does not reach the required power output level or stops . . . . . . . . . . . . . . . . 109
Excessive lubricating oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

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Irregular turbocharger surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Turbocharger surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Retarded ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Low lubricating oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Notes regarding the air supply in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Grinding of individual or all main or big end bearing journals . . . . . . . . . . . . . . . . . . 114
Reboring of the line bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Mounting instructions for exhaust gas expansion joint after turbocharger . . . . . . . . . 115
Blocking the injection pump fuel racks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Functional tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Malfunctions and troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Further possible malfunctions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Oil mist detector MEV 281 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
General data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Analyzer unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Analyzer display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

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Speed pick-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Fuel rack signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Tube element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Optical track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Measurement of crankcase pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Setting a digit (parameter number or value):. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Adjustment of the system clock upon start-up: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Parameter list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
System interventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Failure in the plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Replacing optical receiver/transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Replacing electronic box/sensor box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Calibrating the pressure sensor with engine stopped . . . . . . . . . . . . . . . . . . . . . . . . 144
Replacing the analyzer unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Oil mist alarm test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Parallel operation of three-phase current generators with mechanical governors . . . 147
Woodward UG 8 L and UG 40 L governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
(Only old design except for reversible engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Woodward UG 8 D and UG 40 D governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Speed adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

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Feedback adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Woodward PGA governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Basic adjustment of PGA governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Adjustment of engine stop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Schema of the control circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Speed droop setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Regulateurs Europa Type 1500 governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Adjustment of speed stoppers (min., max. and stop) . . . . . . . . . . . . . . . . . . . . . . . . . 159
Droop adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Adjustment of the stabilization function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Pneumatic speed setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Electronic speed governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Electronic indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Safety notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Temperature range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Switching on the device and making the basic adjustments . . . . . . . . . . . . . . . . . . . 166
Switching on the device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Switching off the device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
A confirmation prompt will appear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Basic adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Adjusting the clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
Carrying out measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

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Measurement: Individual cylinder(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
Measurement: All cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Display of statistical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Display of statistics: Individual cylinder(s). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Display of statistics: All cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Delete data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Deletion of measuring values and statistical data of a cylinder . . . . . . . . . . . . . . . . . 181
Deletion of measuring values and statistical data of an engine . . . . . . . . . . . . . . . . . 182
Further processing of measuring values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
Printing out statistics and measuring results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
Sending statistical data and measuring values to a PC . . . . . . . . . . . . . . . . . . . . . . . 185
Further functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Checking the sensor calibration/recalibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Special calibration functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Excess temperature monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Notes on the batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Charging PREMET LS batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Charging of external batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Connecting the PREMET LS printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Data transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Sending data to a PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Installing the PREMET transfer software on the C: hard disk . . . . . . . . . . . . . . . . . . 189
Starting the software from the hard disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
Starting software from disk / CD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192

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General Part c2
Notes for this Handbook
User Notes
The present Engineer’s Handbook shall be made available to employees of Caterpillar Motoren
GmbH & Co. KG and its authorized partners only. This Handbook is not intended for use by custo-
mers.
It provides important details for maintenance, repair, adjustment, and servicing of Caterpillar diesel
and gas engines. The technical designs and measures contained in this Handbook are described
in such a way that only trained and qualified personnel will be able to carry out the operations
properly.
This Handbook is to be considered as a supplement to the operating instructions of the respective

engine. It is intended to provide a quick and easy overview of the engine-specific data. In addition,
the notes contained in this Handbook will help to avoid risks, reduce repair cost and downtime, and
increase reliability and service life of the engines.
All illustrations and drawings in this Handbook are for general representation and do not pretend
to be accurate in their details. All rights reserved. Reproduction, copying, storage, distribution or
use or communication to any third party of part or all of the contents for competitive purposes
without our prior written permission is prohibited.
This Handbook does not pretend to be all exhaustive and up to date. However, Caterpillar will
strive to keep the Engineer’s Handbook always up to date. This requires your support. If you iden-
tify any errors or the described procedures are not practical, please let us know.
Kiel, 27 January 2010
Caterpillar Motoren GmbH & Co. KG

Falckensteiner Str. 2
D-24159 Kiel
P.O. Box 9009

D-24157 Kiel
Tel. (0431) 3995-01

Fax (0431) 3995-2010
E-mail: info@cat.com

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General Part c2
Definition of symbols
In this Handbook, warning notices are indicated by symbols.
The following symbols are used in this document:
Symbol Meaning
General warning notice
Danger - electric current
Note - possible damage to health
Risk of burns on hot objects or surfaces
Danger - falling objects
Danger - poisonous substances
Possible impact on the environment
General information

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General Part c2
Warning notices
The warning notices used in this Handbook are introduced by signal words expressing the degree
of danger.
In the present document the following warning notices are used:
DANGER
A warning notice of this risk level signals the threat of a dangerous situation.
If the dangerous situation is not prevented, it will lead to death or serious injury.
Follow the instructions in this warning notice to prevent the risk of death or serious injury to
persons.
WARNING
A warning notice of this risk level signals a potentially dangerous situation.

If the dangerous situation is not prevented, this could lead to death or serious injury to persons.
Follow the instructions in this warning notice to prevent the possible risk of death or serious injury
to persons.
CAUTION
A warning notice of this risk level signals a potentially dangerous situation.

If the dangerous situation is not prevented, this could lead to minor or moderate injury.
Follow the instructions in this warning notice to prevent injury to persons

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General Part c2
.
CAUTION
A warning notice of this risk level signals possible damage to property.

If the situation is not prevented, this could lead to damage to property.
Follow the instructions in this warning notice to prevent damage to property.
NOTE
A note identifies additional information that facilitates the handling of the engine.
Copyright
This document is to be treated confidentially. It may only be used by an authorized group of
persons. It may only be given to third parties with the written consent of Caterpillar Motoren GmbH
& Co. KG.
All documents are protected under copyright law.
Dissemination and reproduction of documents or parts of documents, as well as the application
and communication of their contents is prohibited, unless express permission is obtained. Infrin-
gements are punishable and liable to damages.
We reserve all rights to exercise industrial property rights.

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General Part c2
Limitation of liability
All of the technical information, data and notes on operation contained in this Handbook feature
the latest state of the art as of publication date and have been compiled to the best of our know-
ledge based on the experience and insights gained to date.
We reserve the right to make technical modifications in line with further development of the system
dealt with in this Handbook. No claims can be derived from the specifications, illustrations, and
descriptions contained in this Handbook.
We accept no liability for damage and malfunction resulting from operating errors, non-observance
of this Handbook or improper repairs. We expressly point out that only original spare parts and
accessories approved by us may be used. This also applies to assemblies of other manufacturers
that are being used.
The installation and/or use of non-approved spare parts and accessories and any unauthorized
conversions and modifications are not permitted for safety reasons and liability of Caterpillar
Motoren GmbH & Co. KG for any resulting damages is excluded.
Caterpillar Motoren GmbH & Co. KG is liable for any errors or failures on our part, excluding any
further claims, within the framework of the warranty obligations entered into in the contract. Claims
for damages, regardless of their legal basis, are excluded.
Translations are made to the best knowledge. We cannot accept liability for translation errors, even
if the translation was carried out by us or on our behalf. Only the original German text shall be
binding.

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General Part c2
Address of the manufacturer
Caterpillar Motoren GmbH & Co. KG

Falckensteiner Str. 2
D-24159 Kiel
P.O. Box 9009

D-24157 Kiel
Tel. (0431) 3995-01

Fax (0431) 3995-2010
E-mail: info@cat.com
Internet: http://www.marine.cat.com
http://www.engines.cat.com
Contacts
Contacts in case of a technical emergency:
Caterpillar Motoren GmbH & Co. KG (see address of manufacturer)
After consultation with your home office, please call for technical information:
• For marine engines:
During office hours: (0049) 431 - 3995 - 3451

After office hours: (0049) 151 - 173 30 819
• For engines used in stationary power generation applications (CPGS):
During office hours: (0049) 431 - 3995 - 3630

For normal spare parts orders please use the familiar phone numbers.
For emergency spare parts orders please use the following number:

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General Part c2
Notes

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Safety
This chapter provides an overview of all important safety aspects for optimum protection of the
operating personnel while carrying out work on the engine.
NOTE
Non-observance of the job instructions and safety notes contained in this
Handbook may result in significant hazards.
General provisions
The following basic safety notes are to be observed for all work to be carried out on the engine.
• Operate the engine only in proper condition.
• Do not remove or put out of service any safety devices.
• Before commissioning check the engine for defects and deficiencies visible on the outside.
Immediately notify any changes (including changes in operating behaviour) to the competent
technical customer service/person. If necessary, immediately stop and lock out the engine.
• Adjustment and/or maintenance work is to be carried out by authorized professionals.
• Replace worn or damaged parts.
• Only use suitable servicing tools.
• After completion of repair work reinstall all protective devices and check them both electrically
and mechanically.
• Observe switching on/off procedures, control displays according to the operating instructions.
• Before switching on/starting the engine make sure that nobody can be endangered by the
engine.
• The operator has to ensure that the engine is operated only in proper condition and that all
applicable safety requirements and regulations are met.
• Keep the operating instructions near the engine so as to be readily available at any moment.
Non-observance of the safety notes contained in the operating instructions may result in
property damage, injuries or even death of persons.

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General Part c2
• Personnel to be trained, instructed or briefed or personnel receiving general training may only
be allowed to work on the engine under the permanent supervision of an experienced person.
• Persons who are under the influence of drugs, alcohol or medicines that impair their ability to
respond must not be allowed to carry out any work on the engine.
• Any connection, setup, maintenance or repair work may only be carried out by trained profes-
sionals.
• Persons actuating power-operated work equipment are to ensure that neither themselves nor
others are put in danger by hazardous movements.
• The operator may only assign work on power-operated work equipment involving hazardous
movements to persons who are authorized to do so and
– capable of carrying it out independently and safely or,
– following prior instructions, are under the supervision of a person familiar with this work.
• In addition to the operating instructions observe the general legal and other binding regula-
tions for accident prevention and pollution control as well as basic health and safety require-
ments. The operator has to instruct his personnel accordingly.
• The regulations of the respective liability insurers are to be followed for all operations.
Personnel requirements
NOTE
Work on/with the engine may only be carried out by persons who, due to their
education and qualification, are authorized to do so. Furthermore, they must
have been commissioned to do so by the operator.
In this Handbook the following qualifications are specified for different areas of activities.
An instructed person
has been instructed by the operator in an orientation session on the assigned tasks and possible
hazards in case of improper behaviour.

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General Part c2
Qualified personnel
based on their professional training, know-how, and experience as well as knowledge of the appli-
cable regulations are able to perform the assigned work activities and to identify and avoid possible
hazards on their own.
A professional electrician
based on his/her professional training, know-how, and experience as well as knowledge of the
applicable standards and regulations is able to perform work on electrical systems and to identify
and avoid possible hazards on his/her own.
The professional electrician has been trained for the specific location where he/she is working and
knows the relevant standards and regulations.
DANGER
Danger for unauthorized persons.
Unauthorized persons not meeting the requirements outlined in this document
are not aware of the dangers in the work area.
• Keep unauthorized persons away from the work area.
• If in doubt, address the persons and direct them to leave the work area.
• Interrupt work any activities as long as unauthorized persons are present in
the work area.

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General Part c2
Personal protective equipment
To minimize health hazards personal protective equipment has to be worn while working.
Always wear the protective equipment indicated below when carrying out any work.
Tight fitting working clothes with low tear

resistance.
Safety shoes with steel toes and oil-resis-

tant safety sole
When performing special tasks it is necessary to wear further protective equipment:
Ear protection in environments where

noise emission exceeds > 85 dB(A)
Safety glasses to protect the eyes from

flying debris and splashing liquids
Protective gloves as protection against

injuries

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General Part c2
Protective devices
General
Check all protective and locking devices on the engine for safe condition.
Operate the engine only if all protective devices are in place and functional.The operator or opera-
ting personnel of the engine are responsible for proper operation of the engine.
NOTE
Warning/danger signs are provided on the engine in order to protect the
operating personnel. Observe these signs.
Immediately replace any damaged or illegible warning/danger signs.
Protective devices on the engine

The engine is equipped with the following protective devices:
• Emergency stop lever (on the control panel)
• STOP solenoid valve (on the control panel)
• Crankcase doors with relief valves on the engine block
• Valve covers
• Oil mist detector (crankcase monitoring)
• Railings on maintenance galleries and stairs
Behaviour in case of danger and accidents
Preventive measures
• Always be prepared for accidents or fire.
• Keep first-aid equipment (ambulance boxes, blankets, etc.) and fire extinguishers readily avai-
lable.
• Make the personnel familiar with the accident alarm, first-aid, and rescue equipment.
• Keep the rescue routes clear.

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General Part c2
Actions in case of an accident
• Immediately shut down the engine.
• Initiate first-aid actions.
• Rescue persons from the hazard zone.
• Inform the responsible person at site.
• Alert the emergency rescue service.
• Clear the rescue routes.
Pollution control
CAUTION
Environmental risk due to improper handling of hazardous
substances.
Improper handling of environmentally hazardous substances, particularly in
case of improper disposal, may result in considerable environmental damage.
• Always observe the safety notes applicable to the hazardous sub-
stances.
• If environmentally hazardous substances should accidentally get
into the environment, immediately take suitable action. If in doubt,
inform the competent authorities about the damage.

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Notes

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General Operating Instructions
Notes regarding heavy fuel operation
Maintenance and monitoring

The less data there is on the quality of the bunkered heavy fuel, the more carefully it must be
treated and monitored.
General heavy fuel circuit diagram
DT1 Diesel oil day tank HH1 Heavy fuel final preheater
HT1 Heavy fuel day tank HH3 Heavy fuel preheater
HT2 Mixing tank HH4 Heating coil
KT2 Sludge tank HP1/HP2 Fuel booster pump
HT5/6 Settling tank HP3/HP4 Fuel circulating pump
HR2 Viscosimeter HP5/HP6 Transfer pump (separator)
HF1 Fuel indicator filter (duplex filter) HP7 Sludge pump
HF2 Fuel primary filter HR1 Fuel pressure regulating valve
HF3 Fuel coarse filter HS1/HS2 Heavy fuel separator
HF4 Fuel automatic filter KP1 Fuel injection pump
The above fuel schema is also applicable for operation on distillate fuel after longer low-load opera-
tion or before planned maintenance measures.

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General Part c2
Storage tank
Bunker the heavy fuel only in an empty storage tank to avoid demixing or the consequences of
possible incompatibilities when bunkering different brands of heavy fuel. In case of plants without
storage tank heating confirmation of the pumpability of the heavy fuel for the required temperature
range must be obtained from the supplier or the pour point must be verified by cooling down.
Settling tank HT5, HT6

In the settling tank emulsions are broken by the influence of temperature and part of the water
contained in the heavy fuel as well as heavy contaminants are deposited as sludge.
For heavy fuel operation 2 settling tanks are required, each designed for 24 hours full load opera-
tion.
• Connect the two tanks alternately, regardless of the amount of fuel consumed in order to
obtain the best possible settling effect.
• Before changing over thoroughly drain and desludge the tank to be put into service. The
longer the fuel remains in the settling tank, the more contaminants and water will be depo-
sited.
During commissioning the settling tank temperature should be 80 to 90 °C.
Separator HS1, HS2

The separators have the most important task in the heavy fuel treatment chain. They are to
decrease the content of solids and water of the heavy fuel to the minimum that can be tecnically
reached.
• Both separators shall always be operated in parallel regardless of manufacturer/system.
• Design the flow rate according to the rules of the separator manufacturers, whose headquar-
ters are coordinating the design with Caterpillar Kiel. Separation temperature 98 °C.
Day tank HT1

The day tank is designed to collect the treated heavy fuel for a minimum of 4 hours of full load
operation. If the treatment plant is working properly, it should always be filled up to overflow level
This prevents the formation of condensate.
• Daily desludging is important.
• Maintain a temperature between 80 and 95 °C.

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General Part c2
Pressure pump HP1, HP2
The pressure pumps pressurize the mixing tank. Make sure that the overflow valves of the pumps
are closed during operation. Check: The system pressure must not rise when increasing the spring
preload.
Fuel pressure regulating valve HR1

The pressure regulating valve installed in the excess oil return has to be adjusted in such a way
that the required pressure is obtained on the engine.
Automatic backflushing filter HF4

For automatic filters used with fuel (heavy and distillate fuel) inserts with a mesh size of 10 µm are
required. If a filter alarm occurs between flushing intervals due to excessive differential pressure,
check the function of the separators and clean the filter.
Mixing tank HT2

The mixing tank is provided with level monitoring. In case of an alarm and during filling open the
vent valve several times for a short time by hand.
Circulating pump HP3, HP4

The circulating pumps are designed as pressure pumps. Make sure that the overflow valves of the
pumps are closed during operation.
Final preheater HH1

In the final preheater the viscosity of the fuel must be increased up to optimum viscosity level of 10
- 12 mm2/s (cSt); (1.8 - 2 °E) in order to achieve good atomization and mixture formation.
• If electric preheaters are used, bear in mind that the temperature monitor may be adjusted to
max. 180 °C.
• Steam final preheaters should be equipped with a condensate trap at the steam side outlet in
order to enable sufficient heating.
NOTE
The fuel temperature at engine inlet must be <150 °C.

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General Part c2
Viscosity measuring and control device HR2 (viscosimeter)
Check whether the indicated viscosity is actually present: Whenever taking on fuel, check the
temperature and viscosity against the viscosity-temperature sheet and readjust the viscometer if
necessary.
Fine filter HF1 (duplex fine filter)

The fine filter for protecting the injection system of the engine has to remove solids not previously
separated. It is important to clean the filter when 50 % of the red area on the differential pressure
gauge are visible or a filter alarm has been activated.
Engine preheating
For starting a diesel engine it is advisable to preheat it up to at least 40 °C. This preheating process
does not only concern the engine components but in particular the operating media such as cooling
water and lubricating oil.
The disadvantage of cold starting is that it will result in low-load damage. Low-load damage
includes:
1. Corrosion due to temperature falling below dew-point level upon combustion.
2. Increased abrasion, particularly if the engine is run up too quickly.
3. Thermal stress in the material.
Another disadvantage is a more difficult engine start because of the low combustion chamber
temperature. That means a cold run-up phase must always be overcome before the operating
media have reached their operating temperature. This leads to poor combustion and contamina-
tion of the combustion chambers.
Cold start of the engine under HFO operation

When using fuel with a viscosity of > IF 180 and fuel and cooling water preheating have failed, a
cold start of the engine must absolutely be avoided. Otherwise, this would result in overload of all
injection components, especially rollers and cams.
If an engine should be "frozen" after shutdown in heavy fuel operation, proceed as follows:
1. Change the engine over to gas oil and allow the fuel to circulate sufficiently
(engine/mixing tank).
2. Loosen all fuel injector delivery pipes on the cylinder head or injection valve.
3. Engage the barring gear and bar the engine.
4. Increase the fuel supply on each cylinder until the cooled down fuel has been eliminated from
the delivery pipe (approximately 10 to 20 turns). Collect the fuel in a drip pan.
5. Remove the injection nozzles when the cylinder heads have cooled down and clean them by
hand.

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General Part c2
Stopping the engine while operating on heavy fuel oil
1. Do not remove the covers on engines with pump chamber protection (thermal insulation).
2. Stop or reduce the direct engine room ventilation of the stopped engine.
3. The complete fuel preheating and the circulating pumps must continue to operate.
4. Cooling water preheating must be switched on. Make sure that the preheating temperature
does not drop below 70 °C.
5. The lubricating oil separator must continue to operate and the prelubrication must be switched
on at intervals.
Impact on the engine of turbocharger contamination at exhaust gas end

A thermally sound engine requires a large amount of air. To get this air through the engine, suffi-
ciently large “breathing cross sections” and a high pressure gradient between air inlet and exhaust
gas outlet are required.
Deposits at the turbine end of an exhaust gas turbocharger, primarily on nozzle ring and rotor
blades, always cause a reduction in cross sections and thus affect the engine’s absorption capa-
city.
The exhaust flow is increasingly backed up by the turbine. This causes the scavenging gradient
(i.e. the pressure difference between charge air and exhaust gas duct) to drop and the air
throughput through the engine to decrease. For the combustion process and scavenging of the
engine less air will then be available than provided for in the design.
This results in higher thermal engine load which, if contamination continues to increase, may
become inadmissibly high.
As the nozzle ring gets encrusted and thus becomes narrower, turbine speed rises. This results in
rising charge air pressure that would apparently relieve the engine thermally.
However, due to the drop in differential pressure between charge air and exhaust gas side as
described above, the higher charge air pressure cannot act as thermal relief.
The thermal disadvantage by an increased backing up of exhaust gas before the contaminated
nozzle ring is greater than the advantage provided by an increase in charge air pressure.
If the operating data of an engine at comparably high turbocharger speed and increased charge
air pressure show a high exhaust gas temperature level, there is suspicion that the turbocharger
is contaminated to an inadmissible degree on the exhaust gas side and the engine is, therefore,
thermally overloaded.
Only careful and timely turbine cleaning according to Caterpillar instructions as well as permanent
critical monitoring and observance of the operating parameters guarantee thermodynamically safe
engine operation.

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General Part c2
Notes

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General Part c2
General Installation Instructions
Tightening torques for threaded connections

The table below lists the tightening torques for threaded connections with screws and bolts accor-
ding to DIN 835, DIN 938, DIN 939, DIN 960, DIN 961, ISO 4762 (DIN 912), ISO 4014 (DIN 931),
ISO 4017 (DIN 933), ISO 8785 (DIN 960) and ISO 8676 (DIN 961).
This table is applicable to threaded connections for which no tightening instructions were specified
on the corresponding drawings.
Tightening torques for coarse pitch threads
Tightening torque Tightening torque

Oil [kN] Molykote [kN]
Coarse 8.8 10.9 12.9 8.8 10.9 12.9
pitch
thread
M8 20 29 35 15 23 27
M10 40 59 68 30 45 52
M12 68 100 120 52 77 89
M14 110 160 185 84 125 145
M16 170 250 295 130 190 220
M18 245 345 405 185 265 310
M20 340 490 570 260 375 435
M22 470 670 780 355 510 600
M24 590 840 980 455 640 750
M27 870 1250 1450 660 930 1100
M30 1200 1700 1950 890 1300 1500

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General Part c2
The table below lists the tightening torques for threaded connections with screws and bolts accor-
ding to DIN 835, DIN 938, DIN 939, DIN 960, DIN 961, ISO 4762 (DIN 912), ISO 4014 (DIN 931),
ISO 4017 (DIN 933), ISO 8785 (DIN 960) and ISO 8676 (DIN 961).
This table is applicable to threaded connections for which no tightening instructions were specified
on the corresponding drawings.
Tightening torques for fine pitch threads
Tightening torque Tightening torque

Oil [kN] Molykote [kN]
Fine pitch 8.8 10.9 12.9 8.8 10.9 12.9
thread
M8 x 1 21 32 37 16 24 28
M10 x 1 44 65 76 33 49 57
M10 x 1.25 42 61 72 32 47 55
M12 x 1.25 75 110 130 57 83 98
M12 x 1.5 72 105 125 55 80 93
M14 x 1.5 120 175 205 89 135 155
M16 x 1.5 180 265 310 140 200 230
M18 x 1.5 270 385 455 205 290 340
M20 x 1.5 380 540 630 280 400 470
M22 x 1.5 520 740 850 380 540 630
M24 x 2 640 930 1050 480 680 800
M27 x 2 930 1350 1550 690 980 1150
M30 x 2 1300 1850 2200 980 1400 1600
Rubber expansion joints

Flexible pipe connections (for cooling water and lubricating oil) from a nominal width of 50 mm and
more are provided by installing rubber expansion joints. These rubber expansion joints are directly
flanged to the engine connecting points.

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General Part c2
Installation instructions for rubber expansion joints
1. Check the mounting dimension.

• Mounting space 140 mm ± 5 mm. Mounting space
• Flanges to be parallel.
• Pipe ends in alignment.
2. Push the expansion joint into the mounting

space. Insert the provided flat gaskets and
steel sheet washers on both sides. Arrange
the washers towards the expansion joint.
3. Insert the screws from the expansion joint

bellows side and tighten them crosswise until
the sealing assembly is frictionally connected
with the flange surfaces (see detail Z).
4. Do not paint the rubber bellows. Operating

temperature: Max.100 C
Counter flange
Flat gasket
Steel sheet washer

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General Part c2
Notes

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General Part c2
Checking of electrical components
Checking the electrical connections
Tools
- Volt and ammeter (multimeter)
- Test adapter 0.00.6-94.64.00-06
Checking the voltage

Switch the multimeter to V DC voltage range.
Connect the measuring lines to bushes U of the test adapter.
Read off the voltage value. The value must be within the range from 16 to 32 V.
Checking the current

Switch the multimeter to mA DC current measuring range.
Connect the measuring lines to bushes I of the test adapter.
Read off the current value. The value must be within the range from 4 to 20 mA.
Checking and adjusting the pressure switches
Checking the pressure switches
Inspect the pressure switches visually. Immediately replace a damaged or corroded pres-
sure switch.
Check the supply voltage in accordance with section 1.2.
Determine whether the pressure switch is for rising or falling values.
Pressure switch for falling values: Under normal operation, the medium to be monitored is
pressurized (e.g. lubricating oil, fuel, cooling water in the HT/LT circuit). If the pressure
drops below an adjusted value, the pressure switch will trip.
Pressure switch for rising values: Under normal operation, the medium to be monitored is
not pressurized. If the pressure rises beyond an adjusted value, the pressure switch will
trip.
The following instruction refers to a pressure switch for falling values.

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General Part c2
5 bar operating
pressure
Falling lubricating oil pressure
Switching point (setpoint according to list of measu-

ring points)
Diagram for lubricating oil pressure, adjusted for falling pressure
Take the setpoints and operating values of the pressure switch to be checked from the list
of measuring points and compare them to the data on the pressure switch.
Close and vent the test valve. After that, connect the hand pump to the test connection of
the pressure switch.
Remove the connectors for electric contacts from the pressure switch and connect
the ohmmeter to the contacts of the pressure switch.
Terminal 2
Terminal 1
Hand pump
Pressure switch with connected hand pump and

ohmmeter

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General Part c2
The ohmmeter must indicate a value of 0 Ω (pressure switch is closed).
Build up pressure by means of the hand pump until operating pressure is reached. Refer
to the list of measuring points for the operating pressure. Do not build up a pressure of
more than 10 bar (risk of bursting).
The ohmmeter should now indicate a value of > 1 MΩ.
Slowly decrease the operating pressure to the setpoint from the list of measuring points.
As soon as the pressure gauge of the hand pump indicates this setpoint, the ohmmeter
must switch over and indicate 0 Ω. If the ohmmeter switches over before or after reaching
the setpoint, the pressure switch must be readjusted.
Adjusting the pressure switches
In the different engine series several pressure switch versions are installed. Therefore, the
pictures may be slightly different from your application.
The pressure switches are adjusted by turning the adjusting screw. Proceed as follows:
To decrease the switching point turn the adjusting screw in - direction. To increase the
switching point turn the adjusting screw in + direction.
Adjust the switching point correctly and check once again.
Attention:
When adjusting the pressure switches for emergency stop, check the entire emer-
gency stop chain!
Pressure switches that cannot be adjusted must not be used any more.

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General Part c2
Checking the pressure transmitters
Check the electrical connection in accordance with sections 1.2 and 1.3
Take the measuring range of the pressure transmitter to be checked from the list of
measuring points and compare it to the data on the pressure transmitter.
Close and vent the test valve. After that, connect the hand pump to the test connection of
the pressure transmitter.
Remove the connectors for electric contacts from the pressure transmitter and connect the
test adapter between pressure transmitter and connectors (see photo).
The connections are as follows:

M20C, M25C, M43C: Danfoss transmitter: connection 1+ , 2-
M32C: Trafag transmitter: connection 2+ , 1-
Terminal 2
Terminal 1
Hand pump
Pressure transmitter with connected hand pump and

ohmmeter
The ohmmeter must indicate a value of 4 mA (at 0 bar pressure).
Build up pressure by means of the hand pump until the pressure end range of the pressure
transmitter is reached.
The ohmmeter must now indicate a value of 20 mA.

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General Part c2
Bearings
General
The big end and crankshaft bearings are among the most important components in engine instal-
lations.
Their service life particularly depends on the quality and treatment of the lubricating oil (in this
connection see chapter "Engine Lubricating Oil" in book "Operating Media").
Oil contamination, foreign particles, and water account for 85 % of all instances of bearing
damage. In general tri-metal and, in engines of more recent design, aluminium "Rillenlager"
bearings as well as bi-metal bearings are used.
New bearings
Tri-metal bearings can be recognized by their bright, silvery running surface whereas aluminium
Rillenlager bearings have a darker, dull running surface. The grooves are clearly visible.
Bearings that have been in operation

Depending on their running time tri-metal bearings show a shiny or reddish appearance. Rillen-
lager bearings remain dark and dull.

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General Part c2
Bearing types
The following describes the structure of the different bearing types:
Tri-metal bearings
Tri-metal bearings consist of a lead bronze-lined steel back with a nickel dam and an electroplated
overlay.
Structure of the tri-metal bearings
Electroplated overlay
PbSnCu
or Snsb7 0.03 - 0.06 mm
Barrier layer
Nickel 0.002 - 0.003 mm
Lead bronze layer
G-CuPb22Sn 0.7 - 1.1 mm
Back
Shell thickness Steel C10 4 - 10 mm
Bi-metal bearings
Bi-metal bearings consist of a steel back with aluminium-tin layer and a corrosion protection flash.
Structure of the bi-metal bearings
Corrosion protection flash

Sn flash 3 µm
AlSn layer
0.7 - 1.1 mm
Back
Shell thickness Steel up to 10 mm

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General Part c2
Miba Rillenlager bearings
Structure of the Rillenlager
Running layer (~ 75 %)
Bearing alloy (~ 25 %)
Nickel dam (max. 5 %)

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General Part c2
Evaluation of tri-metal bearings
Types of wear
1. Uniform dull grey surface. Perfectly running bearing. A uniform running pattern can be seen
in the main load bearing area.
2. Glossy areas along the two edges and contact marks at the edges.
A slight gloss will disappear after a longer operating time. If the gloss is very intense, the hard
high spots can be touched up with a scraper to ease adaptation. Do not grind with emery. If
the crankshaft has been reground, check the fillet radius between web and journal or crank
pin.
3. Severe contact marks at the edge with lead bronze exposed over a large area, on one
side.
This is not permissible and the bearing must be replaced. If such a wear pattern appears after
a short operating time, it is absolutely necessary to identify the cause. Crank web deflection
has to be checked.

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General Part c2
4. Score marks in the electroplated overlay and lead bronze
These score marks are caused by dirt or foreign particles in the lubricating oil. If there is no
considerable accumulation of such score marks or they do not extend deeply into the bronze
they are harmless.
If there are a lot of score marks, replace the shell.
5. Electroplated overlay worn over a large area (bronze exposed).

If the bearing has been in operation for a long time and its surface and transition areas at the
edges are smooth, there is no danger. Check the shaft for wear.
If, however, such a wear pattern already occurs after a short operating time, the cause could
be lack of oil supply. Check the journal or crank pin surface for increased roughness or score
marks. If necessary, polish. If the main bearings are concerned, check the crank web deflec-
tion. Realign the engine if necessary. (The alignment carried out by the yard should be
checked by a Caterpillar Service Engineer). Replace the shell as a precaution.
6. Electroplated overlay worn over a large area, bronze and nickel dam exposed, severe
score marks both in the lead bronze and the electroplated overlay.
Replace the bearing. Check the surface condition of journal or crank pin and smooth it if
necessary. Check the oil filter and pipe between filter and engine. If other bearings are also
supplied with oil from this bearing, inspect these too. Ensure maximum cleanliness during
assembly.

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General Part c2
7. Severe contact of the bearing below the relief area in the area of the joint face. These
areas are sometimes characterized by hard contact marks. Rework glossy areas with steel
wool or a scraper. Check the spread of the bearing shells. If there are small cracks with some
crumbling, replace the bearing shell.
8. Cracks in the electroplated overlay (particularly of big-end bearings). Small cracks are
harmless. The bearings can be reinstalled, unless a very marked accumulation of such cracks
exists in the loaded area and the electroplated overlay crumbles.
9. Depressions caused by erosion or cavitation (particularly of big end bearings).

These are mostly sickle or kidney shaped. They can be recognized by a stepped tran-
sition at the edges of the damaged areas. At the borderline there are generally still
some smaller areas with depressions. Such depressions are harmless. If, however,
they are accompanied by damage to the lead bronze layer and bronze particles are
scattered and embedded over the bearing surface like freckles, the bearing must be
replaced.

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General Part c2
10. Hard diagonal contact marks.
Make sure that bearing shells and bearing caps are installed accurately. If necessary,
measure the crank web deflection. If there are cracks or instances of crumbling in the electro-
plated overlay, replace the shell.
11.Electroplated overlay very smeary, lead bronze (mainly in the centre of the bearing
shell) exposed (A = inner bearing surface, B = outer bearing surface).
Galling due to lack of oil. Very often the bearing back shows a black colour in the centre due to
carbon deposits. The bearing shells have collapsed as a result of overheating (negative
spread), check bearing block and journal for cracks. Replace the bearing shells. It is absolutely
necessary to identify the cause.
The illustrations correspond to the wear patterns found in heavy fuel operation, applicable to
bearing shells with electroplated lead bronze overlay.
Bearing shells with a corrosion resistant electroplated zinc layer are hardly affected by corrosion,
which leads to considerably better running patterns. These bearing shells are primarily affected by
mechanical wear.

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General Part c2
Evaluation of bearing conditions (tri-metal bearing, fig. 1)
Bearing shell in good order, good uniform running pattern, hardly any wear, minor score marks,
minor corrosive attack of the running layer, proper lubricating oil treatment, bearing suitable for
reuse.
Evaluation of bearing conditions (tri-metal bearing, fig. 2)

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General Part c2
II III V
VI
IV
Explanation for tri-metal bearing, fig. 2:

Typical wear pattern with transition areas after a longer period of heavy fuel operation.
Area I
Running layer completely preserved in the area of the joint face, protective tin flash still exists.
Area II
Running layer still preserved, but darkened and roughened by corrosion.
Area III
Transition area to the actual running surface, narrow, almost black rim with running layer heavily
damaged by corrosion.
Area IV
Running layer completely removed by corrosion and, partly, by abrasive wear. Silvery bright nickel
dam exposed.
Area V
Nickel dam worn away - bronze becoming visible.
Area VI
Bronze streaks becoming visible through minor scratches from dirt.

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General Part c2
Wear stages (tri-metal bearing)
A B C D E F
Various wear stages caused by corrosion and abrasion of the running layer in heavy fuel operation.
(Enlarged illustrations on the following pages.)
The following contact patterns allow reinstallation:
a) Minor corrosion of the running layer, a narrow strip of the nickel dam is exposed on one
side. The bearing shell can be reinstalled.
b) Heavier corrosion of the running layer, nickel dam exposed on both sides. The bearing shell
has nearly reached the wear limit for reinstallation. Adaptability is no longer fully ensured.
The bearing can sustain another 50 % of the operating time reached so far.
The following contact patterns require replacement:

c) A large area of the running layer has been removed by corrosion down to the nickel dam.
Otherwise, the running pattern is good. Lubricating oil treatment is okay. Although the
bronze layer has not yet been exposed, the bearing is to be replaced due to lack of embed-
dability and adaptability.
d) The running layer has been removed by corrosion to a great extent nearly on the complete
circumference of the bearing. Nickel dam completely exposed, bronze visible on one side.
Due to to lack of embeddability and adaptability the bearing must be replaced.
e) The running layer has been removed to a great extent by corrosion and abrasion. Lubrica-
ting oil contaminated by debris causing additional mechanical wear of the running layer with
score marks extending into the bronze layer. Check journal or crank pin for score marks and
smoothen with an oil stone if necessary. This bearing condition already constitutes a consi-
derable risk for the engine. Inspect further bearings.
f) Nearly complete removal of the running layer due to corrosion and mechanical wear. The
running surface of the bearing shows partial galling due to severely contaminated lubrica-
ting oil. A complete failure of the bearing is imminent, posing a risk of considerable conse-
quential damage. Check journal or crank pin for score marks and smoothen with an oil
stone if necessary.
Inspect all other bearing immediately. Clean the lubricating oil circuit, check the filters and
lubricating oil separators.

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General Part c2
Enlarged pictures of wear stages A - C (tri-metal bearing)
A B C
D E F

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General Part c2
Enlarged pictures of wear stages D - F (tri-metal bearing)
Evaluation of bi-metal bearings
Evaluation of the bearing conditions (bearing suitable for reuse)
There is a uniform contact pattern over the entire width of the bearing shell. Experience has shown
that the dirt scratch caused by a foreign particle in the lubricating oil does not have a noticeable
impact on further operational safety of the plain bearing. This bearing shell is suitable for reuse.
There is a uniform contact pattern over the entire width of the bearing shell. This bearing shell is
suitable for reuse.
There is a uniform contact pattern over the entire width of the bearing shell. The radial score marks
are attributable to fine solid matter particles contained in lubricating oil. If the depth of these score
marks is neither measurable nor palpable, the bearing shell is suitable for reuse. If their number,
depth and a large circumferential length affect the formation of a lubrication film, replace the
bearing.

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General Part c2
Evaluation of the bearing conditions (bearing must be replaced)
The contact pattern shows a pronounced contact mark at the edge in the aluminium alloy layer.
This bearing shell cannot be reused. The cause of this damage must be identified and eliminated.
The contact pattern shows a large area of damage with various degrees of galling. This bearing
shell cannot be reused. The cause of this plain bearing damage must be identified and eliminated.
Inspect further bearing shells.
The load bearing area of the bearing shell shows bearing metal crumbling, caused by fatigue of
the aluminium alloy layer. Some bearing metal pieces are loose in the fatigue area. The surface
structure at the root of the crumbling indicates a good bonding between steel and aluminium alloy.
This bearing shell must be replaced. Inspect further bearing shells.

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General Part c2
Evaluation of Rillenlager bearings
Criteria for replacing Rillenlager bearings

The running surface of new bearings consists of approx. 75 % electroplated overlay and approx.
25 % aluminium alloy ridges.
Running surface wear first starts on the electroplated running layer. The running layer in the groove
is worn down by a few 0.001 mm. As wear increases, the difference between the aluminium alloy
ridges and the running layer remains more or less the same, i.e. about 0.005 mm.
For a precise evaluation of the degree of wear of the running surface, a magnifying glass (minimum
magnification 30x) is necessary. Under the magnifying glass, the running layer appears as a dark
area, and the aluminium alloy ridge as a light area.
Essential criteria for evaluating the degree of wear of the Rillenlager are the ratio of the aluminium
alloy ridge width to the groove width and the dimension of the worn surface.
The Rillenlager is still functional even if the running layer in the grooves has partly disappeared.
Practice has shown that a Rillenlager can continue to function without any negative impact even
with partially empty grooves.
When evaluating the condition of the grooves, the running surface in the area subject to the less
load (condition of groove generally as new) should be used for comparison.
Evaluation of the bearing conditions
The condition of the Rillenlager is evaluated according to five different categories:
1. Bearing suitable for reuse

2. Limit case - wear
3. Limit case - fatigue breakage of the running layer
4. Limit case - local levelling of the ridges
5. Limit case - empty grooves
If more than one of the conditions described above occur together, the limits that are the lowest
shall apply.

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General Part c2
Bearing suitable for reuse
Condition: Evaluation:
Geometry of the groove in like-new condition.The The ratio between aluminium alloy ridges and
running layer is fully preserved inside the grooves. running layer is 25 % to 75 %.
The dark points are mostly embedded oil coke Bearing suitable for reuse.
particles.
The running layer in the grooves has been Due to the removal of the running layer the alumi-
removed uniformly by about 0.005 mm. The nium alloy ridges appear.
aluminium alloy ridges do not show any signs of Bearing suitable for reuse.
wear. The dark points are mostly embedded oil
coke particles.

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General Part c2
Small foreign particles spread over the entire Shell suitable for reuse.
running surface.
No significant alteration of the aluminium alloy
ridges.
The running layer has been locally displaced and Shell suitable for reuse.
smeared over the aluminium alloy ridges.
The aluminium alloy ridges can no longer be seen
in some places.

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General Part c2
Limit case - wear
In some places the bearing has been worn down to Bearing is still suitable for use.
such an extent that the aluminium alloy ridges and If a condition as depicted in "Running layer wear
the running layer grooves have reached a ratio of and levelling" is to be expected within the next
1 : 1. The width of the aluminium alloy ridges has service interval, replace the bearing for reasons of
increased from 25 % (when new) to 50 %. safety.
Some of the original running layer still exists in the
grooves.

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General Part c2
Limit case - fatigue breakage of the running layer
Running layer breakage in the grooves due to local Bearing suitable for reuse.
overload. If a condition as depicted in "Running layer fatigue
breakage and empty grooves" is to be expected
within the next service interval, replace the
bearing for reasons of safety.

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General Part c2
Limit case - local levelling of the ridges
The bearing metal ridges are worn locally. Replace the bearing.

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General Part c2
Limit case - empty grooves
Empty grooves. Empty grooves are visible in Replace the bearing.
certain areas due to washing out of the broken
running layer. Local wear of the bearing metal
ridges may already be visible.

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General Part c2
Evaluation of bearing backs
Working marks
Condition: Cause:
Severe working marks on the bearing back and Insufficient prestress of bolts, assembly error. The
friction rust in some areas. bearings must be replaced. Exactly follow the
assembly instructions, particularly those regarding
tightening of the bearing cap bolts. Check the
bearing gap.
Inspect further bearings.
Condition: Cause:
Working marks on the joint faces of the bearing Check the prestress of the bearings. Exactly follow
shells. the instructions for tightening the bearing bolts.
Check the bearing gap. If working marks are identi-
fied on several bearings, inform the Customer
Service Support.
(No figure provided)

Condition: Cause:
Working marks on the joint faces of bearing cap Follow the assembly instructions, particularly those
and engine block/bedplate. regarding tightening of the bearing cap bolts. Try
and smooth any roughness on the joint faces. If any
working marks are identified, inform the Customer
Service Support.

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General Part c2
Bearing overview
If undersize bearings are used, the corresponding bearing journals must be ground to the corres-
ponding size.
If undersize bearings are used it is necessary to contact the technical Customer Service Support
regarding availability and a check of the vibration situation.
M 20
Bearing Size Diam. Fit

[mm]
Big end bearing, Big end bore Ø 161 H6
outside standard size
Standard bearing Ø 152 h6
Undersize bearing Ø 151.5 h6
Undersize bearing Ø 151 h6
Normal main bearing, Main bearing bore Ø 190 H6

M25

[mm]


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General Part c2
RM 32

[mm]
Main bearing, Main bearing bore Ø 318 H6


outside 1 mm oversize

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General Part c2
VM 32

[mm]



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General Part c2
GCM 34

[mm]



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General Part c2
M 43

[mm]


M 281 - M 282 - M 331 - M 332 - M 332 C

[mm]

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General Part c2
6 M 281 - M 351

[mm]

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General Part c2
M 351 - M 281 - M 282 - M 331 - M 332 - M 332 C

[mm]

Locating bearing, Main bearing bore Ø 192 H6



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General Part c2
12 M 281 - 12 M 282

[mm]




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General Part c2
M 451, M 452, M 453, M 453 - VM 453

[mm]
Z + M 451 - M 452

[mm]
Normal main bearing and big end Main bearing bore Ø 245 H6
bearing,
outside standard size Standard bearing Ø 225 h6
in combination with bedplate
1.53.7-12.10.00-01
Normal main bearing and big end Main bearing bore Ø 238.90 H6
bearing, +0.03
Big end bore Ø 238.94 H6
+0.03

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General Part c2
[mm]
Normal main bearing, Main bearing bore Ø 239.90 H6
outside 1 mm oversize +0.029

in combination with bedplate
1.53.7-12.10.00-01 Undersize bearing Ø 224 h6
Locating bearing, relieved, Main bearing bore Ø 238.90 H6

outside standard size +0.029
Locating bearing, relieved on one side,

outside standard size Undersize bearing In this case the standard

locating bearing must be
dressed to size.
Locating bearing, Main bearing bore Ø 238.90 H6

Standard bearing Ø 225 h6 BHW
Undersize bearing Ø 224 h6 BHW

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General Part c2
M 453 - M 453 C

[mm]




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General Part c2
[mm]
Locating bearing, relieved, Main bearing bore Ø 259 H6

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General Part c2
VM 453 - VM 453 C

[mm]
Bedplate GG-25
(version -01,-02,-03) Undersize bearing Ø 299.5 h6
Main bearing bore
Ø 316 H6 Undersize bearing Ø 299 h6
Bedplate GGG-50 and
GGV-30 (version -04,-05)

Bedplate GG-25
(version -01,-02,-03) Undersize bearing Ø 299 h6
Main bearing bore
Bedplate GGG-50 and

Bedplate GG-25
(version -01,-02,-03) Undersize bearing Ø 299.5 h6
Main bearing bore
Bedplate GGG-50 and Undersize bearing Ø 298 h6
GGV-30 (version.-04,-05)

Bedplate GG-25
(version -01,-02,-03) Undersize bearing Ø 299 h6
Main bearing bore
Bedplate GGG-50 and Undersize bearing Ø 297 h6

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General Part c2
VM 453
Bearing Size Diam. [mm] Fit
Locating bearing, relieved, Main bearing bore Ø 315.98 H6
Bedplate GG-25
(version -01, -02, -03) Undersize bearing Ø 299.5 h6
Main bearing bore
Bedplate GGG-50 and
GGV-30 (version -04, -05) This requires the standard locating bearing to be dressed to
size.
M 551, M 552

[mm]
bearing without lug, outside standard +0.04
size
Big end bore Ø 326 H6
For big end bearings without lug there is no undersize

bearing. Big end bearings for replacement will be supplied
with lug, which has to be removed.
Normal main bearing with lug, outside Big end bore Ø 325.94 H6
standard size, for crankshafts with flat +0.04
fillet.
Bearing 1 Standard bearing Ø 310 h6
The following engines are equipped with this bearing:

Engine Nos. 55116 - 55128 - 55148 - 55150 - 55153 - 55172
- 55176 - 55177 - 55181
Cf. Technical Info.

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General Part c2
[mm]
bearing with lug, outside standard size +0.04
Big end bore Ø 326 H6

Locating bearing with and without lug, Main bearing bore Ø 325.94 H6
(with and without lug)
(with lug)
(with lug)
(with lug)
When big end bearings are supplied for replacing standard
bearings, rework the bearing cap or remove the lug.

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General Part c2
[mm]
Locating bearing, outside oversize Main bearing bore Ø 326.94 H6
with 1 mm oversize +0.04
Main bearing bore Ø 327.94 H6
with 2 mm oversize +0.04
M 552 - M 552 C

[mm]
Big end bearing with lug, Big end bore Ø 365 H6



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General Part c2
[mm]
Locating bearing with lug, Main bearing bore Ø 370 H6

VM 551

[mm]
Big end bearing without lug, Big end bore Ø 347 H6
For big end bearings without lug there is no undersize

bearing. Big end bearings for replacement will be supplied
with lug, which has to be removed.
Main bearing with lug, Main bearing bore Ø 370 H6


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General Part c2
[mm]
Main bearing with lug, Main bearing bore Ø 371 H6



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VM 552
[mm]




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General Part c2
[mm]

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M 35
[mm]





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M 601, M 601 C

[mm]
Big end bearing, Big end bore Ø 424.92 H6





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General Part c2
Notes

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General Part c2
Couplings
General
Generally, couplings are flexible connections between engine and shafting or generator.
They compensate radial, axial and angular displacements of the shafting. Couplings can be fitted
directly to the flywheel or after an intermediate shaft with support bearing.
When installed properly, they are usually maintenance-free and have a long service life.
Operational misfire - monitoring of the flexible coupling

Partial or full failure of a cylinder will always increase the load on the flexible couplings.
Therefore, interventions on the engine leading to a decrease in output of individual cylinders
should absolutely be avoided. The additional load will be the higher the less pressure is admitted
to a defective cylinder.
For this reason, in case of a full failure of one cylinder unit, compression should at least be
maintained. Cylinder head or valve insert or the main running gear may only be removed if this is
absolutely required.
If operational misfire is unavoidable, output restrictions for the entire plant may become necessary
depending on the type of plant.
In case of doubt, please contact the Customer Service Support or make the following provisional
arrangement:
Operational misfire - single-engine plants with fixed and controllable pitch propeller
First run the engine at only 50 % of the rated power by reducing the propeller pitch or speed.
If the gearbox becomes noisy and/or the speed hunts, vary the speed until an acceptable condition
is reached. Stop the engine latest after 30 min. and touch the coupling with your hand to check it
for heating.
Permissible surface temperature during operational misfire approximately 60 C.
In case of just a moderate temperature rise, the power output can be increased in steps up to max.
80 % of the rated power, which should not be exceeded for thermal reasons.
At this speed stage, occasionally carry out temperature checks and visual inspections on the
flexible coupling.
Operational misfire - twin-engine plants

In case of a twin-engine plant shut down the defective engine and run the plant with the other
engine alone.
In case of a generator plant also shut down the defective engine. If this is not possible, emergency
operation can be carried out the same way as for single-engine plants with FP or CP propeller.

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General Part c2
VULKAN EZ elements
Evaluation criteria for VULKAN EZ elements

The VULKAN EZ elements consist of load bearing plies, filler-plies, and possibly steel wire rings
or steel cords, and rubber. The torque is transmitted by the load bearing plies, which are
embedded in the rubber.
The rubber and its moulded form determine the flexibility of the elements. Under the effect of the
torque, the projecting "belly" of the elements recedes. Due to the construction of the elements and
the different types and amounts of load, signs of wear will appear on the elements after a certain
operating time. The most frequent symptoms are listed below.
General notes
A visual inspection of the EZ elements should be carried out once a year. When carrying out a
basic overhaul (approximately every 4 years), the coupling should be disassembled if it shows
pronounced signs of wear, so as to be able to inspect the elements also from inside.
• There are elements in service that are not yet provided with any markings.
On such elements the plastic deformation must be determined from the relative position of the
holes in the inner and outer clamping areas.
(Attention! EZ 141-165 and EZ 241 as well as 275 have a different number of holes in the
inner and outer clamping areas, so that only two or four respective pairs of holes are in one
plane when the element is in new condition).
• Various couplings are provided with markings on the metal parts.
There are also some couplings in service on which the markings are arranged at an angle of
25 . For these elements the permissible angle is 15 . All previous instructions and publica-
tions on evaluating the elements herewith become invalid.

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General Part c2
Plastic deformation in direction of torsion (1)
To check this plastic deformation, limit marks have been provided near the inner and outer clam-
ping areas. As long as the ends of the marks (at the respective clamping areas) are not yet on the
same line to centre of the coupling (limit marks 1’ - 1’), plastic deformation is within the permissible
range. (max. 15 ).
Plastic deformation on rubber material subjected to load is unavoidable. Depending on the extent
of the load and temperature an angle of 3 - 5 may be reached already after a few hours of
operation.
If plastic deformation exceeds the permissible angle indicated by the markings, a replacement
should take place.
Deformation of the inner and outer clamping holes (2)

This deformation (2) is due to the physical flow process of the rubber, caused by mechanical stress,
pressing in the metal parts and/or the impact of temperature. Such deformation does not affect the
transmission capability of the elements.
Incipient cracks in the rubber above the inner and below the outer element clam-
ping areas (3)
These are due to the position of the plies in these areas (3).
The rubber covering layer above the plies is relatively thin, so that incipient cracks may occur in
case of overload (short time elevated alternating torques). As the torque is transmitted by the
embedded load bearing plies, the above phenomena are not detrimental to the coupling.
As the rubber covering layer is thin, torsional stiffness does not change either. If damaged plies
emerge from these cracks, this is also of no concern, because these are filler plies.

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General Part c2
Folds and incipient cracks in the rubber on the inner side of element (4)
(These cracks are not visible without dismantling.) Frequently, folds in the element rubber are
found, these are due to distortion of the element during torque transmission. Such an appearance
of folds is of no concern. Incipient cracks in this area (4) are not dangerous.
If, however, these cracks extend as far as the load bearing plies and at the same time a large
number of load bearing fibres have broken, the elements should be replaced.
Incipient diagonal cracks in the rubber extending as far as the plies, require the elements to be
replaced soon.
Ripples on the element outside (5)

This phenomenon (5) is also a consequence of plastic deformation due to the position of the load
bearing plies. They are harmless as long as no cracks are visible from which broken load bearing
plies emerge.
Peeling of the rubber

If the rubber peels off the plies in larger areas, the elements should be replaced.
Cracks visible in the rubber layer (3) are not dangerous for EZ elements, whereas with pure rubber
couplings (without plies) which transmit the torque by torsional shear, this would require immediate
replacement.

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General Part c2
Replacement of EZ elements
1 Flange casing
2 Hexagon screw
3 EZR element
4 Hexagon bolt
5 Intermediate ring
6 Hub
7 Spring washer
8 Outer clamping ring
9 Cover
10 Hexagon nut
11 Spring dowel pin
12 Spring washer
13 Hexagon screw
14 Spring dowel pin
Outer
limit ring
Without torsional limit device With torsional limit device

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General Part c2
Removal of the outer element clamping
• Loosen or unscrew hexagon screws (2) with spring washers (7) gradually in circumferential
direction.
• When half the thread is engaged in outer clamping ring (8) it is possible, by means of gentle
taps on screw heads (2), to loosen outer clamping ring (8) from EZ element (3) or press it out
of the centering of flange casing (1). Spring dowel pins (14) remain in flange casing (1) when
removing the outer clamping ring.
• Push back flange casing (1) and remove outer clamping ring (8).
Removal of the inner element clamping

• Loosen hexagon screws (13) and remove together with spring washers (12).
• Unscrew hexagon nuts (10).
• Jack cover (9) against hub (6) with hexagon screws (13). For this purpose cover (9) is
provided with tapped holes. When jacking cover (9) the projecting spring dowel pins (11)
remain in cover (9).
• Remove cover (9) and press back hexagon bolts (4).
Removal of EZ elements without torsional limit device

Series 1000 - 1010/01 - 1010/02 - 1020 - 1100 - 1110 - 1200 - 1300 - 1400 - 1500
• Take off the first EZ element (3).
• Pull intermediate ring (5) off hub (6).
• Remove the second EZ element (3).
• Clean the coupling parts.
Removal of EZ elements with torsional limit device

Series 1001 - 1011/01 - 1011/02 - 1021 - 1101 - 1111 - 1201 - 1301 - 1401 - 1501
• Take off the first EZ element (3).
• Remove the limit ring and intermediate ring (5).
• Remove the second EZ element (3).
• Clean the coupling parts.
Installation of EZ elements without torsional limit device

Series 1000 - 1010/01 - 1010/02 - 1020 - 1100 - 1110 - 1200 - 1300 - 1400 - 1500
• Install the first EZ element (3).
• Install intermediate ring (5) and the second EZ element (3).
• EZ element (3) and intermediate ring (5) can be easily slid on.

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General Part c2
Installation of EZ elements with torsional limit device
Series 1001 - 1011/01 - 1011/02 - 1021 - 1101 - 1111 - 1201 - 1301 - 1401 - 1501
• Install the first EZ element (3).
• Install intermediate ring (5).
• Insert limit ring. When installing the limit ring make sure that the centre of the dogs of the inter-
mediate ring and the limit ring are displaced by 90 with respect to each other. If this not done
properly the consequence will be a reduction in torsional twist capacity of the highly flexible
EZ coupling.
• Install the second EZ element (3).
Installation of the inner part

• Install cover (9) with spring dowel pins (11).
• Slightly screw in hexagon screws (13) with spring washers (12).
• Knock in hexagon bolts (4) and screw on hexagon nuts (10).
• Tighten hexagon screws (13) and hexagon nuts (10) simultaneously but gradually in circumfe-
rential direction until cover (9) rests flat against hub (6).
• If necessary, drive home spring dowel pins.
• Tighten hexagon nuts (10) and hexagon screws (13) exactly to the torques specified in the
tables below (see following pages).
Installation of the outer part

• Insert outer clamping ring (8) and push flange casing (1) over the EZ elements. Spring dowel
pins (14) are now already engaged in the outer clamping ring (8).
• Tighten hexagon screws (2) with spring washers (7) gradually in circumferential direction.
Tighten hexagon screws (2) exactly to the torques specified in table 2 (see following pages).
NOTE
To facilitate checking the installation process installation holes (see below) are
provided on the outer coupling part in flange casing (1).

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General Part c2
Bolt tightening torques for fastening of EZR elements
(for inner and outer element clamping)
EZR size Inside Outside EZR size Inside Outside

[Nm] [Nm] [Nm] [Nm]
0412-0422 0.75 0.75 2011 30 40
0512-0522 1.25 1.25 2012 30 30
0612-0622 1.75 1.75 2021 30 40
0712-0722 3 3 2022 30 30
0812-0822 6 3.5 2024 30 30
1012 9 6 2031 30 40
1022 9 6 2032 30 30
1212 14 7 2034 30 30
1222 14 7 2411 44 85
1232 14 7 2412 44 40
1411 14 16 2421 44 85
1412 14 9 2422 44 40
1414 14 9 2424 44 40
1421 14 16 2812 75 85
1422 14 9 2822 75 85
1424 14 9 3012 115 125
1711 15 30 3022 115 125
1712 15 16 3512 125 135
1721 15 30 3522 125 135
1722 15 16

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General Part c2
Bolt tightening torques for fastening of EZ elements
(for inner and outer element clamping)
EZ size Inside Outside

[Nm] [Nm]
35 s/40 s 5 7.5
43 s/45 s 7.5 7.5
51 s/55 s 12.5 12.5
61 s/65 s 17.5 17.5
71 s/80 s 30 30
86 s/95 s 60 35
102 s/115 s 90 60
121 s/135 s 140 70
141 s/165 s 140 90
171 s/195 s 150 160
201 s/230 s 300 300
235 s 300 300
241 s/275 s 440 400
280 s/285 s 750 850
310 s/320 s 1150 1250
360 s 1150 1250
Alignment instructions
In order to ensure perfect function of the EZ coupling and the machine connected to it, observe the
alignment instructions below.
After having installed the EZ coupling in the plant, check proper alignment of the system at the
coupling.
For this purpose check the following:
• Radial alignment
• Axial alignment
• Angular alignment
Dimensions "x" and "r" are to be measured on all EZ couplings at four points displaced by 90
using suitable instruments (ruler, slide gauge, depth gauge, dial gauge, etc.).

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General Part c2
If the coupling is not easily accessible it is sufficient to take three readings displaced by 90 . The
fourth value can be determined by calculation.
It is recommended, before measuring each of the 4 (3) single values, that both shafts be turned by
90 each, so that measurements in the different positions will always be carried out at the same
point of both coupling parts.
This will exclude the influence of radial and/or axial run-out. If the system cannot be turned, measu-
rements taken at four different points, each displaced by 90 are possible with sufficient accuracy.
This, however, will include radial and axial run-out in the measurements.
The more accurately the plant is aligned, the bigger the reserves for the couplings for absorbing
radial, axial, and angular displacements during operation.
For plants with extremely big displacements during operation the highly flexible EZ coupling can
be installed in cold, unloaded condition, displaced in the opposite direction, in order to reduce
spring forces "Fr" and "Fx". This, however, requires that the exact extent and direction of the
displacements be known.
We recommend a later check under warmed-up operating condition at about half load. With current
optimum design of diesel engine drives it is necessary to coordinate the alignment tolerances with
the engine and gearbox manufacturer.
The table below indicates the recommended alignment tolerances for radial, axial, and angular
displacement in cold operating condition.
Alignment tolerance [mm]

EZR size Radial Axial Angular
0412 - 0622 0 - 0.10 mm ± 0.30 mm 0 - 0.10 mm
0712 - 1022 0 - 0.20 mm ± 0.40 mm 0 - 0.20 mm
1211 - 1722 0 - 0.35 mm ± 0.50 mm 0 - 0.35 mm
2011 - 2822 0 - 0.50 mm ± 0.60 mm 0 - 0.50 mm
3012 - 3822 0 - 0.60 mm ± 0.70 mm 0 - 0.60 mm

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General Part c2
Alignment examples
Highly flexible EZR / EZS coupling, size 1212, / 121 S series 1200
Radial alignment:
The coupling installation must be corrected so that ∆Wr < 0.35 mm.

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General Part c2
Axial alignment:
k = Mounting reference dimension
Take reference dimension k from the drawing of the data sheet.
For this example (EZR 1212 / EZS 121 S) the reference dimension is k = 66 mm
The coupling installation must be corrected so that ∆Wa < 0.50 mm.

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General Part c2
Angular alignment:
Angular offset is okay because ∆W’a < 0.35 mm.

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General Part c2
VULKAN Rato-S couplings
Evaluation criteria for VULKAN Rato-S/R couplings

The outer surfaces of a rotating coupling are permanently in contact with the ambient air.
This ensures good ventilation of the coupling but also brings them into contact with oxygen, ozone,
and particularly aggressive exhaust gases.
This, in combination with variations in temperature, humidity, and UV radiation, causes irreversible
changes to the material structure on the surface of the rubber.
This unavoidable process is called "ageing". In order to be able to make a statement on the impact
of the ageing process on the operational safety of the coupling, VULKAN has examined RATO
couplings that have logged a operating time.
Due to the construction of the elements and the different types and amounts of load, signs of wear
will appear on the elements after a certain operating time.
The most frequent symptoms are:
1. Permanent set
Check the permanent set of a Rato-S segment by determining dimension "S" measured at
the outer diameter of the rubber element. The permanent set "S" of a Rato-R element can be
measured through the deformation of the rubber bulge.
If the permanent set "S" exceeds the values in the following table, the elements must be
replaced; otherwise the flexible elements are suitable for further operation, provided there are
no indicators of damage to the flexible elements.

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General Part c2
Rato-S segment deformation:
Permissible permanent set for a Rato-S segment:

Size X=1 X=2 X=7 Size X=1 X=2 X=7
141 X 19.0 12.0 20.0 361 X 62.0 36.0 64.0
151 X 23.0 16.0 23.0 391 X 67.0 38.0 67.0
161 X 24.0 17.0 26.0 431 X 73.0 42.0 76.0
171 X 26.0 18.0 30.0 461 X 34.0 20.0 41.0
181 X 28.0 19.0 27.0 481 X 67.0 40.0 82.0
211 X 30.0 20.0 36.0 491 X 36.0 22.0 44.0
231 X 32.0 22.0 34.0 511 X 72.0 43.0 78.0
251 X 36.0 22.0 38.0 541 X 39.0 23.0 48.0
271 X 37.0 24.0 38.0 561 X 88.0 47.0 95.0
291 X 41.0 26.0 44.0 581 X 94.0 56.0 103.0
311 X 49.0 28.0 51.0 601 X 47.0 28.0 52.0
331 X 53.0 31.0 51.0 651 X 51.0 30.0 56.0
341 X 58.0 33.0 59.0 701 X 55.0 33.0 60.0

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General Part c2
Rato-S segment deformation:
Permissible permanent set for a Rato-S segment:
Size X=1 X=2 X=7

161 X 23.0 14.0 25.0
171 X 25.0 15.0 27.0
191 X 27.0 16.0 29.0
211 X 29.0 18.0 32.0
231 X 31.0 19.0 35.0
251 X 35.0 21.0 39.0
271 X 38.0 23.0 42.0
271 X* 23.0 14.0 26.0
291 X 40.0 24.0 45.0
291 X* 25.0 15.0 27.0
311 X 45.0 27.0 50.0
331 X* 30.0 18.0 33.0
341 X 51.0 30.0 56.0
341 X* 39.0 23.0 42.0
* = 3-row elements
If the admissible values are exceeded by the existing permanent set, first eliminate the root cause
of the excessive deformation before installing new elements.

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General Part c2
2. Surface cracks
The ageing process causes the surface of the rubber to harden und thus to loose elasticity.
Due to the deformation of the flexible part during operation, cracks may occur which, up to a limited
depth, are admissible.
According to current experience, a crack in the flexible part of a Rato-S/R coupling is admissible
up to a depth of 5 % of radial rubber height (see table on the next page).
Remove cracks as soon as possible by grinding ("hollowing out"), see job instruction "Grinding"
below. This procedure, known from steel and cast components, can also be used for rubber parts.

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General Part c2
The following table shows the admissible crack depths in mm:
Assembly Depth Depth Assembly Depth

Rato-S Rato-R Rato-S
1410 5.0 3610 14.0
1510 6.0 3910 15.0
1610 6.0 6.0 4310 16.0
1710 6.0 6.0 4610 18.0
1910 7.0 7.0 4810 18.0
2110 7.0 7.0 4910 19.0
2310 8.0 8.0 5110 19.0
2510 9.0 9.0 5410 20.0
2710 9.0 9.0 5610 20.0
2910 10.0 10.0 5810 22.0
3110 11.0 11.0 6010 22.0
3310 12.0 12.0 6510 24.0
3410 13.0 13.0 7010 25.0
Guidelines for Rato-S/R couplings

Remove cracks as soon as possible by grinding, see job instruction "Grinding" below.
When a crack is identified, measure its depth and length. To monitor the crack mark its length.
Check whether the plant is or has been working abnormally.
In many cases the coupling is an indicator of malfunction of the plant. If no malfunction can be iden-
tified nevertheless, the coupling must be checked at shorter intervals.
If cracks have formed due to an overload of the coupling, they will continue to grow if the root cause
is not eliminated.
If the coupling was damaged by a one time malfunction of the plant, the damage may aggravate
even under normal operating conditions.
If the admissible crack depth is exceeded, replace the affected element as soon as possible.

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General Part c2
Alignment instructions for Rato-S/R couplings
Before installing the flexible part, check the alignment.
Check radial, axial, and angular alignment with suitable measuring devices, see following pages.
It is recommended, when measuring the individual values, that both shafts be turned by 90 each,
because this will not include radial and axial run-out in the measurement.
The more accurately the plant is aligned, the bigger the reserves for the couplings for absorbing
displacements during operation.
Rato couplings are capable of compensating big displacements of the connected machines
without generating major reaction forces and suffering reduced service life.
Nevertheless, the alignment should be practice-oriented, particularly for rigidly mounted engines.
Practice-oriented here means that the alignment should be such that it can be implemented without
requiring an increased amount of labour and complex measuring equipment.
The corresponding alignment values are indicated in the following table:
Recommended alignment tolerance [mm]1)

Assembly Rigid radial Resilient radial Axial2) Angular3)
mounting mounting
0610 - 1220 0 ±0.25 +0.5 ±0.5 ±0.25 ±0.35
1410 - 2320 0 ±0.5 +1.0 ±1.0 ±0.5 ±0.35
2510 - 3120 0 ±0.5 +1.0 ±1.0 ±0.6 ±0.5
3310 - 3420 0 ±0.7 +1.0 ±1.5 ±0.8 ±0.6
3610 - 7020 0 ±1.0 +1.0 ±1.5 ±0.8 ±0.6
1)
All values are applicable for warmed up operating condition. For new alignment in cold condition plant-specific values are applicable,
which are to be obtained from the plant builder.
2) Referred to mounting reference dimension
3) Reference diameter = flywheel recess or coupling outside diameter.
The aim of each alignment is to reach an optimum for warmed up condition. For machines to be
aligned in cold condition there may be an alignment offset, due to reasons of thermal expansion,
to be superimposed by the indicated tolerances.
Plants with resiliently mounted engines are special cases. There the engines are also put a few
millimetres higher than the gearbox in warmed up condition in order to allow for time dependant
settlement of the rubber elements. At least at the beginning the coupling is thus running with an
intended radial offset. Due to this relatively large offset, but also due to the fact that it is quite diffi-
cult to accurately adjust the desired offset, the alignment tolerances are increased correspondingly
for such plants.

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General Part c2
Alignment examples for Rato-S/R couplings
Example of a rigidly mounted plant: Rato-S 2521
Radial alignment - without installed flexible part.
Radial alignment:
This value exceeds the recommended alignment tolerance in the table.

Therefore, correct the alignment.

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General Part c2
Axial alignment:
(without installed flexible part)
This value exceeds the recommended alignment tolerance in the table. Therefore, correct the
alignment. VULKAN recommends to carry out the check of axial and radial alignment without
installed flexible part.
If in exceptional cases this is not possible, the axial alignment can, with completely installed coup-
ling, be checked over the entire installed length L1 and not on the diaphragm package.
Radial alignment can be checked by means of a dial gauge on the outside diameter of the clamping
ring.

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General Part c2
Angular alignment:
(without installed flexible part)
Angular offset is okay because it is less than the admissible value.

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General Part c2
Inspection interval for Rato couplings
If after an inspection surface cracks were identified which do not exceed the permissible values of
the table above, check the crack again for further propagation within a period of 3 months.
If coupling load is admissible and the crack has not substantially changed between two inspec-
tions, it was caused by ageing of the material. Further inspections may then take place every 6
months.
If coupling load is admissible and the crack was caused by a one time malfunction of the plant, this
must be identified and remedied. A check then has to take place after 3 months or as soon as
another malfunction of the plant occurs.
If the admissible crack depth is exceeded, replace the affected element as soon as possible.
Job instruction for "grinding"

The job instruction for grinding is part of the criteria for evaluating Rato-S/R couplings. The cracks
in the rubber material of the segments/elements can be reworked with a suitable belt grinder.
When grinding take care that the temperature at the end of the grinding process does not rise too
much to avoid hardening of the rubber.
The hollowed out cracks must be neatly rounded and there must be no sharp edges.
Finally, treat the remachined surface of the flexible elements with VULKANOX.

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General Part c2
VULKAN Rato-S-/R couplings
Removal of the flexible part

• Loosen locknuts (1) and remove hexagon bolts (2).
• Take out the fasteners installed for connecting the flexible elements.
• Remove the first 4 segments by means of a hoist. For this purpose the diaphragm package
must be shifted correspondingly. When removing the segments take care that the centering of
the corresponding mating pieces is not damaged.
• Remove the hexagon bolts used for one segment each on the other side.
• Dismantle the remaining four segments one after the other.
• If one segment is damaged, replace all other segments of the corresponding flexible element.

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Installation of the flexible part
• Install the Rato segments arranged opposite the diaphragm part one after the other and
connect them by means of the corresponding fasteners with connection ring (3) and disc
flange (4). Observe the specified tightening torque.
• While tightening, check whether the corresponding segment has metal-to-metal contact at the
outer circumference of the centering of connection ring (3).
• Install the segments arranged on the diaphragm part. For this purpose the diaphragm
package must be shifted. To carry this out, alternately screw two ring bolts next to each other
into the threaded holes arranged radially in clamping ring (5). Then turn this side until the two
adjacent ring bolts are pointing upwards symmetrically to the axis of the coupling. After having
connected an appropriate pulling device with the two ring bolts, the diaphragm package can
be shifted so as to permit one segment to be inserted at this location. Make sure that the
segments to be inserted on this side are installed at an angle of 45 with respect to the
segments already installed on the other side to obtain a closed ring.
• First screw the installed segment onto the the two opposite segments.
• Knock in hexagon bolts (2) and screw on locknuts (1).
• Tighten locknuts (1) until the specified tightening torque has been reached.
• The highly flexible Vulkan Rato-S coupling is now firmly connected with the machine and the
alignment check of the plant can now be started on the coupling.

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Notes

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Instruction Sheets
NOTE
For instruction sheets regarding the engine operation please refer to
chapter "General Operating Instructions"
The following irregularities may lead to high exhaust gas temperatures:

• High intake air temperature
• Late commencement of fuel delivery (port closing)
• Damaged injection nozzles
• Fouled valve ports in the cylinder head
• Lack of charge air due to:
– Fouled turbocharger air and exhaust gas sides
– Worn shroud ring
– Peeled off felt in the air intake duct
– Fouled intake air filter
– Charge air cooler fouled on the air side, measure differential pressure in mm WC
– Excessive exhaust gas back pressure, measure in mm WC
Exhaust valve damage

In case of damage to the exhaust valves, carry out the following checks:
• Incorrect seat geometry
Remedy: No grinding by hand. Only use the grinders and valve reseating tools recommended
by Caterpillar (regularly service these devices).
• Thermal overload of the valve seats caused by excessive cylinder temperatures
Important are sufficient air supply, correct charge air temperature, sufficient seat cooling, and
correct injection. Improper injection may lead to formation of deposits on the seats, which will
prevent heat dissipation.
• High-temperature corrosion
This is caused by an unfavourable mass ratio of the sodium and vanadium content in the fuel
and / or low exhaust gas temperature. Can only be remedied by using better fuel quality.
• Valve rotators not working properly
The rotators are to keep the valves rotating in order to avoid one-sided wear and tear, coke
deposits, and the attendant local overheating.
• Incorrect valve clearance
This may cause mechanical overload. An excessive valve clearance prevents soft closing
against the spring pressure.

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Pre-ignition
Pre-ignition causes an extreme increase in mechanical load of the engine.
Typical characteristics of pre-ignition are:
• Increased delta and ignition pressure.
• Decreasing exhaust temperature.
• Decreasing fuel consumption, if pre-ignition remains within close limits.
Engine does not reach the required power output level or stops
This may be caused by:
• Low compression, piston rings stuck, damaged or broken.
• Leaky or burnt inlet or exhaust valves.
• Clogged injection nozzles, seized nozzle needle.
• Lack of fuel, clogged filter, damaged fuel feed pump, broken drive.
• Damaged fuel injection pump: Pump element has seized, pressure sustaining valve is
damaged.
• Poor fuel quality, reburning or gas formation.
• Commencement of fuel delivery not correct, check required.
• No valve clearance, valves do not close.
• Excessive exhaust temperatures due to lack of air or high charge air temperature after cooler.
Fouled turbocharger, charge air cooler air side, charge air duct or inlet valve ports in the
cylinder heads.
• Full speed is not reached because control rods are incorrectly adjusted, control air does not
reach the final value or speed governor is damaged.
• If some cylinders connected to the same exhaust gas line have a low output and the lack in
output is taken over by the others, the exhaust gas line for the cylinders with lack in output is
blocked (shifted compensator plate). This may also cause turbocharger surging.
• If there is no output on one cylinder: Thrust screw in roller tappet body has turned down, fuel
cam has turned or is damaged, roller tappet body is stuck.
• Engine cooling is not okay.

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Excessive lubricating oil consumption
Carry out the following measures:
• Check all pipes of the lubricating oil system for leaks.
• Check lubricating oil separator for correct setting of the separator plate and proper function.
Max. admission 20 %. Flushing times 1.5 to 2 hours.
• Check crankcase ventilation for free passage. Max. crankcase pressure 15 mm/WC.
• Check lubricating oil cooler (tubes and stuffing box seal) under pressure for leaks.
• Check oil drains in the bedplate for free passage. If oil drains are clogged, the oil in the
bedplate rises, the crank hits into the oil with each engine turn, oil consumption rises.
• Check the automatic lubricating oil filter for proper function.
• First, remove one piston:
– Inspect the oil control ring.
– Open clogged oil outlet bores in the piston.
– Loosen stuck piston rings.
– Measure piston and cylinder liner (pay attention to pockets). In case of high liner wear the
oil consumption rises particularly during heavy sea.
• Check the lubricating oil pressure. If too high, readjust.
• Take a lubricating oil sample from the circulation system and have it analyzed.
• Consumption measurements via the circulating tank must always be carried out under the
same measuring conditions and positioning of the ship.
Irregular turbocharger surging

• Charge air cooler fouled on the air side.
If charge air pressure is below normal:
Measure differential pressure before / after charge air cooler. More than 500 mm/WC means
that the cooler is fouled.
• Check for inlet valve damage:
Reduce speed to "very low", run the engine for 10 minutes and then touch the air inlet elbows
to the cylinder heads. If any of them is significantly warmer, there is a suspicion of valve blow-
by.
Remove the cylinder head and inspect the inlet valve.
• If in winter the intake air is too cold or in summer the charge air after cooler is too warm,
surging noises may occur.
• Regular surging noise occurring every second turn:
Check inlet valve clearances, opening and closing times, and possibly valve overlap.

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Turbocharger surging
Turbocharger surging is caused either by pressure increase after turbocharger or pressure drop in
the intake pipe.
The causes can be:
• Fouled charge air cooler, which can be identified by measuring the charge air pressure loss in
the cooler in mm/WC. The air side of the charge air cooler is fouled when the pressure loss
has reached double the value in new condition (see test bed record).
• Fouled exhaust gas side of the turbocharger (nozzle ring/turbine) or nozzle ring/turbine
damaged by debris leading to exhaust gas backwash up to the cylinders which are no longer
sufficiently supplied with charge air.
• Fouled protective screens causing a backwash up to the cylinders.
• Excessive exhaust gas back pressure, can be measured in mm WC. A value of 300 mm
should not be exceeded. Otherwise, backwash up to the cylinders would be the consequence.
• High charge air temperature after cooler leads to backwash before the cylinders.
• Intake air temperature very low, causing very high air weight. Extreme rise in charge air pres-
sure.
• Fouled intake air filter or loose felt in the intake air filter (underpressure).
• Uneven cylinder load. Big differences in firing pressure between the individual cylinders
(defective nozzles).
• High exhaust temperatures after cylinder and before turbine. Rising turbine and charger
speeds. Air volume increases.
• After general overhaul of the turbocharger, if other air or exhaust gas conducting components
are fouled or have reached a certain age.
• Surging of one turbocharger of a V-engine:
– Determine charger speeds.
– Check fuel rack positions at the cylinder banks and even them in case of differences.
– If the charger continues to surge, increase the fuel rack positions at the cylinder bank on
turbocharger side (max. 1 - 2 points).
Retarded ignition
Typical symptoms of retarded ignition are:
• Dropping delta and firing pressure.
• Rising exhaust temperature.
• Rising fuel consumption.
• Dropping efficiency.

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Overspeed
• Check whether the following parts are damaged:
– Rocker arms and push-rods
– Inlet and exhaust valves
– All cams and rollers
– All valve springs
If these parts are not damaged, the overspeed has not been very high. In this case, only the
following checks are necessary:
– Big-end bearing bolts
– Balance weight bolts for tight fit
– Governor drive
• Should any visible damage be identified on the engine components mentioned above, the
following parts are to be additionally checked and/or replaced.
– Replace big-end bearing bolts.
– Subject all connecting rods to an ultrasonic test.
– Replace the balance weight bolts.
– Check all big-end bearings.
– Check the highly loaded main bearings according to the operating instructions.
– Check the timing gear train.
– Check the vibration damper for tight fit.
– Check all cylinder head studs for loose nuts, i.e. whether the studs have been stretched.
Replace the studs.
Low lubricating oil pressure

In case of a drop in lubricating oil pressure a distinction has to be made between:
• A sudden drop in lubricating oil pressure (with symptoms such as failure of lubricating oil
pump, pipe fracture, clogging by loosening of big dirt particles/debris)
• Drop in lubricating oil pressure after engine start until the operating temperature is achieved
(caused i.a. by wrong adjustment of the control systems)
• Drop in lubricating oil pressure over a longer period (weeks or months) (with symptoms such
as possible bearing wear, incrustation of suction filter of the lubricating oil pump)

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In case of a drop in lubricating oil pressure carry out the following checks:
1. Check or replace the indicators for oil pressure measurement and vent the admission pipes.
2. Measure the lubricating oil pressure directly at the pressure side of the attached lubricating oil
pump.
3. Check for correct lubricating oil inlet temperature.
4. Check the oil pressure control valve (on new installations also vent the control pipes).
5. Check/clean all lubricating oil filters (automatic filter, duplex filter, protective strainer, and lubri-
cating oil pump suction filter!).
6. Check the lubricating oil thermostat (jamming, fouling).
7. Check the lubricating oil cooler for fouling.
8. Check the lubricating oil pipes inside the engine supplying the main bearings for leaks.
9. Check the clearances of all camshaft bearings.
10. Measure the big end bearing gaps.
11. Measure the main bearing gaps.
12. Check the lubricating oil pump for wear.
A detailed measuring record with all cooling water and lubricating oil temperatures as well as pres-
sures is helpful to decide on the sequence in which to carry out these checks.
CAUTION
Engine damage due to low oil pressure
If the oil pressure of an oil-cooled piston is too low, there is a risk of piston
seizure if the engine is ramped up too quickly (quick load change).
The same applies to "sluggish" temperature control of the cooling water and
lubricating oil systems.
• All alarm and stop functions in the lubricating oil system must be
correctly adjusted.
• Also the part load/full load alarm suppression is to be adjusted

exactly according to the instructions (see list of measuring
points in the engine documentation, chapter 5 (Control/
Regulation).
NOTE
Experience has shown that in case of "sluggish" temperature control of the
cooling water and lubricating oil systems there is still sufficient oil pressure
at the bearings and they are not put at risk.

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Notes regarding the air supply in the engine room
There must be an intake air and an exhaust air system.
The exhaust air system has to be dimensioned so as to always maintain a slight positive pressure
in the engine room.
The air distribution in the engine room must ensure that abt. 50 % of the intake air is directed to
the upper area of the main engine.
The radiation heat must be dissipated by a uniformly distributed air flow on the engine exhaust
manifold from the turbocharger side.
As a general rule, the air flow from all single ventilating ducts must be more than just a "gentle
breeze"!
The engine room temperature must not considerably exceed the outside air temperature.
If the intake air temperature before turbocharger is always 40 C or more although the outside air
is significantly lower, engine room ventilation is insufficient.
Grinding of individual or all main or big end bearing journals
Prerequisite:
A careful examination of material in the damaged area and the adjacent area.
Hardness test:
The normal hardness of our crankshafts is between 205 and 235 HB. Age hardening up to
maximum 350 HB is admissible.
If there are any hardness spots caused by a damage, the difference in hardness must not exceed
10 HB/mm, which means that the measured difference in hardness of two points located 10 mm
away from each other must not exceed 100 HB.
Grinding makes sense only if the investigation result is clear and positive. The fillets and roundings
of the oil holes must not show any age hardening. After grinding the journals must be free of cracks
and age hardening.
For the dimensions for grinding the fillets please contact Technical Customer Service Support
because there are many different dimensions. Grinding is usually carried out in diameter steps of
1 mm.
In all cases contact Technical Customer Service Support regarding the availability of undersize
bearings and check of the vibration characteristics.

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Reboring of the line bore
Reboring to oversize of the line bore or individual bearing pockets is feasible.
This action is usually necessary in case of one or more bearings being damaged or bearing shells
having spun in their pockets.
An extensive material analysis in the area surrounding the damage is absolutely required. It may
happen, for example, that an excessive heat influx into the bearing pocket leads to latent heat
stress, which will manifest itself as cracks only quite some time after putting the engine into service
again.
Further actions such as reboring of the line bore or scrapping of the bedplate depend on these
extensive examinations.
The tightening torques of the bearing cap nuts for the reboring process and those under operating
conditions are not identical. As there are several bedplate versions, the tightening torques for
reboring differ and must be inquired from Technical Customer Service Support.
Observe the following:

• Before reboring the bedplate must be relieved from stress, i.e. loosen and remove all founda-
tion and fitted bolts on board.
• Carry out all reboring work without cylinder block being installed (exceptions: M 281 -
M 332 C).
Mounting instructions for exhaust gas expansion joint after turbocharger

The purpose of the exhaust gas expansion joint is to compensate changes in length of the engine
due to thermal expansion as well as engine movement in the event of resilient mounting. These
changes will subject the turbocharger to forces generated by the exhaust pipe.
The expansion joints are designed to keep these forces within a permissible range. If due to manuf-
acturing inaccuracies of the exhaust pipe additional forces should act on the turbocharger this may
cause damage to the turbocharger.
For this reason it is imperative to mount the expansion joint correctly (installation instructions see
next page).
The exhaust pipe must be provided with a bracket next to the expansion joint (max. 2 x pipe diame-
ters away), if possible on the counter flange of the expansion joint. (Fixed point).
The expansion joint must be installed directly at the exhaust gas transition piece of the engine.
If the standard transition piece supplied by Caterpillar cannot be used, the weight of the transition
piece manufactured by the shipyard must not exceed the weight of the Caterpillar transition piece.
A drawing of the transition piece made by the yard including weight data will then have to be
submitted to Caterpillar for approval.

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Installation instructions:
• After aligning the engine with respect to the gearbox (in the event of resiliently mounted
engines after lowering down onto the rubber rails):
– Check the installation dimensions and correct them if necessary.
– Gap according to the length indicated on the drawing of the exhaust gas expansion joint,
flanges parallel, tube ends to be flush (tolerances as specified on the drawing).
• Insert and bolt the expansion joint. When installed, the expansion joint should not be under
mechanical stress.
• Insulate expansion joint and transition piece.

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Blocking the injection pump fuel racks
(applicable to all current KEC diesel engines)
On the Kiel and Rostock engine testbeds MDO and sometimes gas oil are used as fuel for the
engines.
This means that the fuel injection pumps will be blocked in accordance with the output on the
nameplate reached with the indicated fuel.
If the customer is using gas oil (instead of MDO as shown on the engine testbed record) during
sea trials or continuous operation the engine may not reach the output indicated on the nameplate.
In this case the fuel rack position can be increased according to following formula:
Caution: Do not increase by more than four points.
Fuel rack posi- = Hu(testbed) x Density(testbed) x Fuel rack posi-

tion(customer) tion(testbed)
Hu(customer) Density(customer)
Fuel rack position: Fuel rack position adjustment [%]

Hu: Specific lower calorific value of the fuel [kJ/kg]
Density: Density of the fuel [kg/m3] or [kg/dm3]
For testbed fuel data please refer to the acceptance test record or consult Caterpillar.
The fuel values of the fuel used by the customer have to be determined at site.
Important: The density data of the fuels for MDO and gas oil adjustment calculations must refer
to the same temperature (normally 15 C).
For HFO operation the preheating temperature must be taken into account. For this purpose the
density (customer) must be converted to the preheating temperature (e.g. 130 C) at engine inlet.
The following approximate formula can be used for determining the density at other temperatures:
Density(customer) + ∆t x 0.0007 = Density(engine inlet)
∆t: Temperature difference: Temperature during density analysis minus temperature at engine
inlet (in case of HFO: Preheating temperature) [ C] or [K]
Example calculation:
Density(50 C) + (50 C - 130 C) x 0.0007 = Density(130 C)
This calculated density referring to preheating temperature is inserted in the above formula instead
of density(customer). Please take note of the plausibility check diagrams on the next page.
After adjusting affix a new seal, indicate the modification on the commissioning documents, and
send a note about this to Technical Customer Service Support.
Note: No warranty will be provided by Caterpillar if non-approved fuel is used.

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For plausibility check
Fuel density vs. fuel density at 15 C
Density [kg/dm3]
Density at 15
[kg/dm3]
Density [kg/dm3]
For plausibility check

Fuel density vs. fuel density at 50 C
Density at 50
[kg/dm3]

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Fuel injector
The fuel injector should only be dismantled if an inspection reveals deficiencies (such as leaks,
insufficient opening pressure, poor spraying). All parts of the injection system are manufactured
with utmost precision in special workshops. This is the only way to ensure perfect function. For this
reason, it is impossible for the operator to carry out repairs himself and the necessary maintenance
work should be restricted to the following:
• Cleaning
• Check of opening pressure and tightness
• Replacement of wear parts using original parts and replacement elements.
To keep repair costs low, the parts to be reconditioned should be shipped complete and in such a
way that they cannot be confounded. Carbon trumpets (i.e. coke deposits) on the nozzles are indi-
cative of insufficient cooling. Corrosive attacks and erosion, however, are the consequence if the
nozzle temperature is too low and/or the charge air temperature is too low or water is in the charge
air.
Proper function of the injection nozzles can only be assessed on the basis of the behavior of the
exhaust gas temperatures or the smoke emission characteristics. The fuel injector should only be
checked if there is a significant deviation of the exhaust gas temperature from the mean value.
Poor spraying of a heavy fuel nozzle in the test device is often caused by insufficient flushing of
the fuel injector with diesel oil before the test. Carefully clean the injection nozzle once more before
replacing it.
NOTE
A drop in opening pressure of up to 20 bar after a short period of operation
(settling phenomena of a new nozzle spring and needle) is normal.
Piston rings
The service life of piston rings has been considerably increased with an attendant significant
decrease in lubricating oil consumption.
The following prerequisites must be met on the operator’s side in order to actually achieve the
normal service life:
1. The ring grooves of the pistons, the diameters of the liners, and the dimensions of the piston
rings must be within the permissible wear limits.
2. There must be proper combustion.
3. The rings must be fitted with TOP pointing upwards.

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If the expected service life has not been reached although all of the above parameters were okay,
the piston rings must be examined. Particularly the piston ring from the first groove provides impor-
tant insights upon close inspection.
Normal condition:
– The running layer must have a complete chrome layer until the end (see illustration below).
– Wear of the chrome layer does not have to be absolutely even around the circumference.
– Wear starts at the bottom edge of the ring.
– Fine cracks in the chrome layer are not necessarily a manufacturing defect.
– Maximum wear normally occurs at the ring joints.
Indicators of operational issues:
– Wide cracks, traces of burning and crumbling are clear symptoms of overload.
– Flank corrosion is a symptom of water in the fuel or low TBN of the lubricating oil.
– Chrome chipping can be caused by excessive expansion of the rings upon assembly.
Bonding defects between base material and chrome layer are very rare.
– Considerable build-up of coke at the back of the ring causes high contact pressure and
thus a lack in lubrication.
Fine cracks in the non-contact area with the liner
The contact surface starts at the bottom edge of the ring

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Fine cracks
With / without residual chrome layer
Running layer with traces of burning and chrome crumbling

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Flank corrosion
Chrome layer is not attacked
Nowadays closed gap is not used as a criterion for wear assessment and we do not indicate any
figure for it. The closed gap is only relevant for testbed trials during the development phase and is
difficult to measure with sufficient precision.
When using original Caterpillar piston rings the correct closed gap is obtained automatically within
the specified tolerances. The relevant value to determine piston ring wear is only the chrome layer
thickness of the running surface. In new condition this is 350 to 400 µm.
However, we recommend to measure the residual chrome layer thickness during each mainte-
nance, even if the rings are to be replaced. This will help to determine whether maintenance inter-
vals can be extended.
Every ring package also includes an oil control ring. This oil control ring is also subject to wear and
should be replaced together with the other rings, because a precise assessment is often possible
only with a magnifying glass and requires longer experience. The main function of this ring is to
scrape off the big amounts of splash oil from the crankcase.
For low lubricating oil consumption, however, the complete ring package must be matched
properly. In this the shape of the individual rings and the material combination with the liner have
an essential influence.
The ring packages of Caterpillar engines are optimally designed for low wear and lubricating oil
consumption.

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Valve rotators
Caterpillar delivers all MDO engines with inlet valve rotators only.
Due to the high amount of residues in heavy fuel, contrary to MDO, dents by coke on the valve seat
and valve seat insert will occur increasingly during HFO operation. For this reason a rotator is
necessary to keep the valve seats and seat inserts evenly clean by a rotary motion.
Inlet valve rotators are indispensable because the inlet valve is exposed to different temperatures
(cold/hot, charge air inlet/combustion chamber). The valve must be turning since otherwise it
would dig in on just one side and wear out quickly.
The exhaust valve, however, is evenly exposed to hot air. Experience shows that no one-sided
deformation of the valve occurs. Furthermore, the exhaust gases have lubricating properties so
that a rotator is not necessary.

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Notes:

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Oil Mist Detector
General
Mechanical work in the crankcase of an internal combustion engine generates oil mist. Points of
origin are gear wheels, bearings, etc. The oil leaks out at the lubrication points, is mechanically
atomized and vaporized to tiny droplets. The resulting oil mist is not dangerous.
However, oil steam may cause crankcase explosions. A lack of oil at overheated engine compon-
ents leads to oil steam, recondensing to oil mist in the colder crankcase atmosphere. This oil mist
is exhausted and measured. Oil mist detectors continuously exhaust the oil mist, evaluate it and
trigger an alarm in case of danger.
The engines are equipped with oil mist detectors of type VN 115, VN 116, and VN 215 of Schaller
and the TUFMON MEV 281 oil mist detector of Dr. E. Horn.
Oil mist detector VN 115, VN 116, VN 215
Fixing screws
for measuring head
(8 pcs. in total)
Sight window of measu-
Cover of measuring ring head
head with clamp
Alarm threshold indica-
Connection for U pipe tor
pressure gauge Alarm LED
Measuring head
Test LED
Measuring head
fixing screws
Ready LED
Connection for exhaust
line Connection for exhaust
line
Connection for supply

and alarm line Connection for supply
Connector for measuring and alarm line
head

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General Part c2
Installation
Suction pipes in the crankcase

The suction funnels must be fitted in such a way that flooding by splashing bearing oil or returning
piston cooling oil is avoided.
Exhaust pipes
These must be laid so as to ascend towards the device and without oil sacks.
Air supply
The exhaust air pipe must be installed without reducers. To avoid contamination install a drain
funnel with a connection to the leak oil tank.
Electric power supply

24 V DC, min. 18 V max. 30 V, current draw 3 A.
Alarm outputs
• Detector not ready for operation
• Oil mist alarm for the alarm system
• Oil mist alarm for the safety system
Start-up
For start-up switch on the scavenging air supply and the supply voltage.
The detector is only ready for operation when the "Ready" lamp illuminates.
This may take up to 30 seconds.

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Functional tests
Before engine start:

1. Cut off the power supply for a short moment (e.g. remove the plug and put it on again).
Consequence: "Ready" lamp extinguishes and illuminates again after approximately 30

seconds.
Test and alarm lamps must not illuminate.
2. Open the cover of the measuring head.
Consequence: After max. 10 seconds the "Ready" lamp extinguishes.

3. Close the cover of the measuring head.
Consequence: After approximately 30 seconds the "Ready" lamp illuminates again.


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General Part c2
Functional test with test smoke, e.g. steam distillate or cigarette smoke (only with
engine stopped):
NOTE
Take note of the instructions on the measuring head.
Open a crankcase cover on the engine so that a suction line is accessible. Fill the plastic bag from
the service box with smoke. Now connect the filled plastic bag to the suction socket and allow the
oil mist detector to draw in smoke from the bag for at least 15 seconds.
It depends on the density of smoke, the suction time and the set threshold value whether an oil
mist alarm will be triggered.
The following test allows to trigger an engine stop while the engine is running:
1. Open the cover once more and interrupt the optical measuring track by a small opaque plate
or cloth so that the cover can be closed again but the optical measuring track is completely
interrupted.
2. Close the cover.

Consequence: After approximately 1 second: Test LED on.
If provided, the analogue remote opacity indicator will travel to the left into the alarm range
until it hits the limit stop and remain in this position.
After max. 30 seconds: Alarm LED on (attention, engine stop).
Ready LED remains off. Test LED off. External analogue indicator at left limit stop.
3. Open cover.
Consequence: After max. 10 seconds: Alarm LED off, test LED on.
4. Optical measuring track released.

Consequence: Indicator runs to the adjusted threshold value via 0 %.
Test LED extinguishes after max. 20 seconds.
5. Close the cover.

Consequence: After max. 30 seconds: Ready LED on.

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General Part c2
Malfunctions and troubleshooting
In case of a disturbance the "Ready" lamp extinguishes and the alarm message "Oil mist detector
malfunction“ is triggered in the engine control room.
This may occur due to the following causes:
No. Cause Remedy

1 Voltage failure Reestablish voltage supply, if necessary replace external fuse.
Replace internal fuse, if necessary (remove cap of the fuse holder
and insert a new fuse from the service box).
2 Short interruption of the Stabilize supply voltage, if necessary by means of a stabilizer
supply voltage module.
> 5 ms
3 Luminance compensator Open the cover of the measuring head and soak a cotton bud with
has compensated about alcohol. Clean the infrared filter with the cotton bud several times,
55 % soiling repolish with a dry cotton bud. Close the cover. Always replace the
(opacity) air filter (item 7) when carrying out this work.
4 Failure of the pressurised Re-establish the supply in the ship’s network. If necessary, drain
scavenging air supply water from the air pipe and clean the prefilter, if provided.
5 Clogged filter in the pres- Replace bronze filter in the pressure reducer. For this purpose,
sure reducer shut off pressurised scavenging air supply, unscrew screw (W 19),
remove O-ring, replace filter, and assemble in reverse order.
6 Open cover on the measu- Check cover seals for proper condition, close cover.
ring head
7 Clogged air filter in the Remove circlips, push through the filter and remove it. Install a
measuring head new filter (both sides). (Coarse side towards the outside) insert
circlips, close cover.
8 Leaks on the device Check the connected pipes and all seals for leaks, replace
(measuring head cover, damaged seals, repack leaky pipes.
seal between base plate
and measuring head,
damaged siphon)
9 Damaged flow controller or Replace by the spare module
electronic module
10 Failure of the external or Replace damaged fuses.
internal fuse
11 Damages to the measuring Replace the complete measuring unit.
head (damaged connection
cable, etc.)

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General Part c2
Further possible malfunctions:
In very warm or cold climatic environments water may precipitate due to temperature falling below
dew-point level, which may trigger sudden false alarms.
This can be remedied by adjusting the negative intake pressure to the minimum value. If there are
any ventilation air fans blowing towards the device and its suction pipes turn these away from the
device or install deflectors so that the oil mist detector and its pipes are outside the range of the air
flow.
Clogged siphon:
In order to prevent clogging, purge the siphons every 6 - 8 weeks with compressed air of max.
2 bar. In case of false alarms after a longer operating time, it is absolutely required to carry out the
operations according to items 3 and 7, because sensitivity increases when the air filters are
clogged.
Oil mist detector MEV 281
Connection for blow valve

Photo transmitter
Tube element
Photo receiver
Electronic box
Pressure sensor
Down
Enter Up
Analyzer unit

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General Part c2
General data
Supply voltage: 2 x 24 V DC +/- 25 %

max. allowable ripple = < 5 %
Power consumption: Approximately 25 W
Operating temperature: 0... +70 C
Storage temperature: -10... +80 C
Enclosure according to DIN 40050: Analyzer IP54
Speed, fuel rack and optical sensors IP67
Supply box and connector IP64
Connection cross section: Connectors up to max. 1 mm2
Housing material: Tube: Steel
Analyzer and supply box: Aluminium
Sensors: Stainless steel
Weights (approximate): Analyzer: 1.3 kg
Supply box: 0.9 kg
Speed pick-up: 0.5 kg
Fuel rack sensor 0.6 kg
Tube element: Between 13 and 25 kg
(depending on size)
EMC standards: • Generic standards 50 081-1 and 50 082-2
• Safety regulations according to EN 61 010
• Guidelines for the performance of type approvals acc. to
Germanischer Lloyd
Certificates: GL, ABS, LR, DNV, RINA, BV
Sensors
Engine speed: The engine speed (synchronized every 360 crank angle by a
coding on the flywheel) is always shown on the display of the
analyzer, if there is no fault.
Engine load information: Engine load information is provided by a fuel rack signal.
Crankcase pressure information: Crankcase pressure information is picked up by a high precision
pressure sensor located in the crankcase ventilation tube to
avoid problems due to turbulences during measurement.
Oil mist measuring values: Oil mist measuring values are picked up by the optical measuring
track also located in the crankcase ventilation tube.

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General Part c2
Analyzer unit
The analyzer unit is flexibly mounted on the tube element and supplies an electrically isolated
supply voltage to all system components, records their data, analyzes it and sends the correspon-
ding signals.
The analyzer provides the following connections:
RELAY: R Automatic stop

R1 Load reduction
R2 Pre-alarm
R3 Alarm
R4 System intervention
R5 Blow valve
ANALOGUE: 1x 4...20 mA output
(provided by the pressure sensor to the engine alarm system)
CONNECTOR X2 Speed pick-up
:
X3 Fuel rack signal input
X4 Connection to the electronic box on the tube
X5 CAN bus (optional)
X11 Relay outputs
X12 Current output
X13 Service BUS (RS232)
X14 Voltage supply

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General Part c2
The analyzer requires a 24 V DC supply and is provided with a double connection for this purpose
in order to meet the classification society requirement for independent supply from the battery and
the 24 V mains.
The speed and fuel rack inputs as well as the electronic box on the tube are connected by plug-
and-socket connections to the analyzer. This allows an easy and quick replacement in case of a
failure.
Analyzer display
As long as the device does not identify any system interventions or malfunctions, it will indicate the
engine speed. Before putting the device into service, date and time must be set. The pushbuttons
are intended for both date and time input in the field and for acknowledging an alarm in case of a
system intervention.
Speed pick-up
The speed sensor has an M18x1.5mm thread and needs an air-gap of at least 3 to 5 mm depen-
ding on the module of the gear wheel. The sensor is connected to the analyzer by means of a plug-
and-socket connection. By means of one reduced tooth on the flywheel the analyzer is capable of
identifying and recording speed deviations in segments over 720 . The sensor does not need any
power supply but by means of a minimum current flow through the coil a rip-off control is achieved.
Fuel rack signal

The fuel rack value the system receives is supplied by an acquisition board. However, the signal
has to be processed for the analyzer, i.e. the analyzer has to be calibrated to the fuel rack signal.
Calibration procedure:
• Set the fuel rack linkage to 0 % and keep it there.
• Call up the parameterization mode and recall P66.
• Acknowledge with ENTER, a 00XXX number will be displayed.
• If the 00XXX number is between 00120 and 00225, press ENTER again, and the left aligned
number flashes. Set this number to 1 and accept with ENTER. The value is now accepted.
P00 is then displayed.
(If the value is not within the range indicated above, loosen the sensor and readjust until the
value is within the range of 00120 to 00225. Then fasten the sensor and repeat the steps of
the instructions.)
• Set the fuel rack linkage to 100 % and keep it there.
• Enter P67 and press ENTER.
• A 00XXX number is displayed. This number must be at least 100 higher than under P66.
• Press ENTER, the left aligned number flashes. Set this number to 1 and accept with ENTER.
P00 is then displayed. After that, leave the parameterization mode.

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General Part c2
Tube element
The tube element consists of:
– Inlet tube for measuring crankcase pressure. This tube is welded into the main tube and
connected to the electronic box on the tube by means of a flexible steel tube. The pressure
sensor is located within this electronic box.
– The electronic box is flexibly mounted on the tube element and contains all necessary compo-
nents and supply groups for the optical measuring track to measure the oil mist as well as the
pressure sensor with the supply units. If the electronic box has to be replaced, a recalibration
of the optical track is required.
– The optical receiver and transmitter of the optical track are mounted in the upper area of the
tube and are supplied by the electronic box.
– The blow tube (or connection for the blow valve) for checking the optical track for fouling is
fitted above the optical track and welded into the main tube.
Optical track
The optical track (photo transmitter and photo receiver) supplies measuring values via the elec-
tronic box to the analyzer of the MEV 281.
Regular cleaning of the lenses is absolutely required for trouble free operation.
Measurement of crankcase pressure

The pressure sensor captures the crankcase pressure values and supplies the measuring values
via the electronic box to the analyzer.
The analyzer checks the received pressure values and triggers an alarm if any limits as defined in
the different parameters are exceeded.
Furthermore it checks the pressure over a range of 720 crank angle for recurring pressure peaks
and triggers an alarm if a parameterizable limit is exceeded.
Programming
Normally the system does not need any programming, except the setting of date and time after a
voltage failure over a period of more than 14 days.
Date and time can be set on the device by means of three pushbuttons located in the front panel:
Make sure that the input frequency is 0 Hz and fuel rack position is at 0 %, i.e. the engine is shut
down. Otherwise, it is not possible to activate the programming mode. To change from display
mode to parameterization mode simultaneously press DOWN and UP. To continue, you first have
to enter a password under P00. The P00 display indicates that now parameter number P00 has
been selected for adjusting. In order to be able to enter a parameter value for P00 press ENTER
until the P00 display changes to 00000.

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General Part c2
NOTE
By pressing ENTER for a longer time you can always change from the
displayed parameter number Pxx to the parameter value level.
After entering the desired value you can leave this level the same way
(pressing ENTER for a longer time).
Setting a digit (parameter number or value):

Basically, the flashing digit can be set to any desired number with DOWN or UP. When pressing
the ENTER button for a short time the display will change to the next adjustable digit. If the digits
XXXXX are entered according to this method and the value level is left by pressing ENTER, the
next higher parameter number (e.g. P01) will be on the display. All further parameters can only be
selected after entering the correct password!
CAUTION
An incorrect adjustment may cause personal injury and
property damage.
The system does not have the capability to check the programmed values.
Wrong values may cause destruction of the engine and put human lives at
risk.
• Double-check all adjusted values.
• Carry out a test run to check the programming.
Adjustment of the system clock upon start-up:

The system is provided with an integrated real-time clock supplied with power by a special capa-
citor. When the system is not connected to the mains the power supply of the clock will be sufficient
for a period of at least 14 days. After that, message E10 will be displayed as information that the
clock has to be set. Therefore, the clock must be started after first start-up of the engine at site or
in a ship. For this purpose enter the parameterization mode (in case of engine shutdown) and call
parameters P37 to P39.

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General Part c2
Parameter list
Pxx Default Selection Meaning/explanation Adjusted

No. value value
User authentication
P00 XXXXX XXXXX Password input
Adjustment of the input signal to the desired display
P01 80 ... 300 Number of teeth per revolution (incl. coded teeth)
998 998 Auto detection and saving 998
P02 750 300 ... 1800 Enter rated speed with overspeed 575
P03 60 10 ... 80 Time in [s] for blocking of the optical track after 30
critical oil mist has been detected
Adjustment of ω deviation control
P04 13 5 ... 200 ω reduction in XX.x % in case of H01 alarm 50
P06 220 5 ... 255 Number of revolutions without ω control after start 120
of the engine
P07 1) 350 150 ... 2000 Min. speed for ω control 420
P08 2) 120 1 ... 600 Time in [s] for blocking the ω control after start of 120
the engine
P09 2) 6 1 ... 50 Allowable speed variation in 6
min-1 <= 550 rpm
P10 2) 8 1 ... 100 Allowable speed variation in 8
min-1 > 550 rpm
Adjustment of the oil mist sensor
P11 10 1 ... 250 Blocking of alarm output after rise above alarm 10
thresholds
P12 30 1 ... 100 Oil mist increase in XX.x % before H09 message 60
P14 35 1 ... 150 Oil mist increase in XX.x % before H10 alarm (load 70
reduction)
P15 40 1 ... 150 Oil mist increase in XX.x % before H11 alarm 80
(automatic stop)
P16 200 5 ... 2000 Allowable oil mist increase in X.xxx % for 0.8 s 700
P17 2) 60 1 ... 600 Time in [s] before activation of oil mist monitoring 60
after a CPU master reset
P18 2) 25 1 ... 600 Time in [s] before activation of the oil mist detec- 25
tion after start of the engine
P19 2) 20 1 ... 600 Time in [s] before activation of the oil mist detec- 10
tion after opening of the blow valve
P20 2) 10 2 ... 32 Dig. deep pass coefficient for oil mist 13
P21 2) 10 1 ... 200 Resolution of oil mist (digits) 10
P22 2) 2 0 ... 250 IR power regulation factor 125
P23 2) 8 2 ... 15 Blow valve opening time for cleaning of the optical 5
track in [s]
P24 2) 86400 300 ... 86400 Time interval between operation of the blow valve 43200
in [s]
Adjustment of the oil mist monitoring

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General Part c2
No. value value
P25 3 1 ... 50 Limits for pressure peak in [mm WC] for H06 3
message
P26 20 1 ... 50 Limits for pressure rise in [mm WC] for H04 12
message
P27 25 1 ... 50 Limits for pressure rise in [mm WC] for H05 15
message
P28 2) 6 1 ... 255 Dig. deep pass coefficient for pressure output 125
Adjustment of the relays
P32 1 0/1 R1 intervention: 0=NO/1=NC (load reduction)
P33 1 0/1 R2 intervention: 0=NO/1=NC (pre-alarm)
P34 1 0/1 R3 intervention: 0=NO/1=NC (system or compo-
nent fault)
P35 0 0/1 R4 intervention: 0=NO/1=NC (blow valve)
P36 0 0/1 R4 intervention: 0=NO/1=NC (system intervention)
Real time clock
P37 1200 0 ... 2359 Clock: Hour/minute (e.g. 1430 = 2:30 p.m.)
P38 101 101 ... 3112 Date: Day/month (e.g. 0312 = 3rd December)
P39 97 0 ... 99 Date: Year
Plant parameters
P40 0 0/1 Screen mode: On/off (cycle time: 1 s) 0
0 = Screen mode off
Relay adjustments
P44 3) 4 0 ... 63 Relay active for ω deviation 1 (H01) 4
P47 3) 4 0 ... 63 Relay for crankcase pressure high (H04) 4
P48 3) 1 0 ... 63 Relay for crankcase pressure high/high (H05) 1
P49 3) 4 0 ... 63 Relay for start of blow-by (H06) 4
P52 3) 4 0 ... 63 Relay for start of oil mist (H09) 4
P53 3) 2 0 ... 63 Relay for increase of oil mist high (H10) 2
P54 3) 1 0 ... 63 Relay for increase of oil mist high/high (H11) 1
P62 3) 16 0 ... 63 Relay for cleaning of optical track (H19) 16
P64 3) 8 0 ... 63 Relay for system or component failure (Exx) 8

Fuel rack position
P65 2) 35 10 ... 255 Change of fuel rack position to XX.x %, considered 50
as an intervention
P66 174 ⇒ Set fuel rack linkage to 0 % Depending
00174 ... on calibra-
⇒ Call P66 and press Enter, value 00XXX is
225 tion
displayed.
Press Enter again, value 00XXX will be displayed.
Enter "1" for the flashing first digit and then press
Enter.
The value has now been accepted.

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General Part c2
No. value value
P67 998 ⇒ Set fuel rack linkage to 100 % Depending
00650 ... on calibra-
⇒ Call P67 and press Enter, value 00XXX is
999 tion
displayed.
Enter.
P68 457 ⇒ Calibration of pressure sensor when the Depending

450 ... engine is shut down on calibra-
tion
⇒ Call parameter and press Enter, value 00XXX
560 is displayed.
Enter.
P69 XXXXX 5400 ... 7200 Calibration value for optical track 16300
1)
Depending on the operating mode:
For generator prime movers value 50 rpm below operating speed.
For propulsion engines with gearbox via couplings adjust value 100 rpm above coupling speed.
2) These parameters are used internally. Do not change these values without our approval! Irregular
values will cause system malfunction!
3) Values for P44...P64

0 = No relay active
1 = Automatic stop relay active 8 = Ready/alarm relay active (R3)
2 = Load reduction relay active (R1)16 = Blow relay active (R4)
4 = Pre-alarm relay active (R2)32 = System action relay active (R5)
To activate relay combinations, the individual values for each relay must be added (e.g. for a combination
of R1 and R5 set value to 2 + 32 = 34).

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General Part c2
Malfunctions
In case of system or component failures the system activates a ready/alarm relay that triggers a
message in the alarm system of the plant or ship.
This message can be cancelled by pressing "E" (Enter) for 3 seconds. If an engine problem is iden-
tified, the system displays a failure code in flashing mode alternating with the engine speed and
triggers an alarm.
The system response can be programmed. The activated relay can be adjusted for each failure
code (H01...Exx) under parameters P44 ... P64.
The following table shows the system responses in case of fault messages P44 ... P64:
R Automatic stop relay Activation value: 20 = 1

R1 Load reduction Activation value: 21 = 2
R2 Pre-alarm Activation value: 22 = 4
R3 Ready alarm Activation value: 23 = 8
R4 Blow valve Activation value: 24 = 16
R5 System effect Activation value: 25 = 32
To activate relay combinations, the individual values of the relays must be added (e.g. for R1 and
R5 the value 2+32 = 34 must be programmed).
System interventions
In case of a system intervention by triggering of a pre-alarm, a load reduction or an automatic stop
a flashing code that alternates with the speed is displayed. There are the following codes:
Display Failure Relay Parameter Value

H01 Running problem (ω deviation) R2 44 4
H04 Crankcase pressure high R2 47 4
H05 Crankcase pressure high/high R 48 2
H06 Starting blow-by R2 49 4
H09 Starting oil mist R2 52 4
H10 Increasing oil mist concentr. high R1 53 2
H11 Increasing oil mist concentr. high/high R 54 2
Cleaning of the optical track R4 62 16
Exx System or component failure R3 64 8

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General Part c2
Failure in the plant
Note regarding failure H01 (Running problem)

When this failure occurs (see table of the previous page) a considerable speed drop is identified
with simultaneously blocked governor or governor continuing to admit fuel. This may be indicative
of a major running problem of a main running gear.
NOTE
Message H01 may also be displayed in case of a breakdown of the engine
governor. Therefore, also check the governor when this message is
displayed.
CAUTION
Risk of injury when opening the crankcase: A crank case explo-
sion may occur!
When opening the crankcase in the event of an overheated engine, there is
a risk of injury. Therefore
• Shut down the engine.
• Wait for at least 10 minutes.
Failure codes are also displayed on the analyzer display in flashing mode alternating with the
current speed. There are the following codes:
Display Failure
E01 System failure (monitoring)
This failure can be caused by a voltage failure during start up of the device or a watchdog
intervention "Error while determining the E2PROM checksum".
This error message can be acknowledged and cancelled by pressing the "ENTER" key. In
case of a checksum error there are two possibilities:
The first possibility is that the device was not programmed correctly. Check all parameter
values at parameter level. If the error still persists after this check, the second possibility has
occurred: Calibration data is not valid any more! In this case the main device must be
returned to the manufacturer to carry out a recalibration.
E02 Torn off speed pick-up
First check the sensor fastening and tighten if required. The gap must be 3.5 mm. If this is
okay, check connector X2 and measure the resistance between connection pins X2/1 and
X2/6. If the connection is closed and a value between 1500 and 1900 W is measured, the
pick-up is okay. If the signal is moving up and down or the line is interrupted, replace the pick-
up.
Attention! In such a case the system continues to work, but with restricted detection capa-
bility. Failure codes H01 and H03 cannot be displayed any more.

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General Part c2
Display Failure
E03 Pressure sensor failure (current <2 mA or >22 mA)
First check whether the flexible hose from the tube to the supply box is fastened on the tube
element and check the hose for damage. If no failure can be identified, check the connec-
tions of connector X41 on the sensor box. Check the cabling and measure whether 24 V DC
are supplied by the connector socket between X41/4 and X41/5. If the failure still persists
after reset of the connector, contact Customer Service Support.
E04 Fuel rack signal input failure (current <2 mA or >22 mA)
Attention! In such a case the system continues to work without its responses in connection
with a load change.
Note: After a short circuit at the input it may take up to 5 minutes until a fuse reset has taken
place. After a replacement the newly installed sensor must be adjusted. For recalibration
proceed as outlined under item "Fuel rack signal".
E05 Optical track failure
If the connectors are okay and no cable break can be identified, replace transmitter and
receiver (always together).
For details please refer to paragraph "Replacing optical receiver/transmitter"
E06 Oil mist measuring device failure
When this failure occurs the measurement of the optical track is blocked and oil mist detec-
tion is prevented. First check connector X4 on the analyzer and X41 on the sensor box. If all
connections are okay and no cable break was found, the sensor box has to be replaced.
For details please refer to paragraph "Replacing electronic box/sensor box"
E07 Failure of the blow valve of the optical track (not in all versions)
This failure code flashes when no air is admitted to the pipe for "cleaning", probably by a
defective solenoid valve. Check the electrical and pneumatic lines and connections of the
valve. If the system continues to display E07, change the solenoid valve. This error can only
occur if the engine load is above 50%
E08 Cleaning of the optical track required
Remove both parts of transmitter and receiver of the optical track. Observe the instructions
of paragraph "Replacing optical receiver/transmitter".
Carefully clean the surface of the optical elements on the front side of the sensor with a
cotton bud soaked in alcohol (do not use consumable alcohol because the sugar contained
in it will smudge the lenses).
Install the parts again after cleaning and fasten the mounting rings. Reinsert the connectors.
E09 Automatic stop solenoid wire break
This failure code is generated as soon as the system identifies a broken line to the automatic
stop solenoid. In order to check this line the +24 V voltage line for the automatic stop sole-
noid must be led to X11/11 and connection X11/5 must lead to the +24 V input of the auto-
matic stop solenoid. The 0 V voltage line for the automatic stop solenoid must lead to the 0 V
input of the automatic stop solenoid.
E10 Integrated clock has lost time
When this code is displayed, the system must be supplied with electrical power for 30
minutes to reload the clock. Furthermore the time and date must be adjusted as described
in paragraph "Adjustment of the system clock upon start-up".

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General Part c2
Display Failure
E17 No automatic identification of number of teeth (not in all versions)
This code is displayed after switching on the system for the first time.
It will disappear after the first engine start as soon as the engine has made more than 20
revolutions at constant speed.
The system responds with slower flashing of code E17 and a short interruption of the display,
after which "8.8.8.8.8." will appear on the display.
Shortly after that, the current speed will be displayed. The system has thus identified the
number of teeth and is capable of calculating speed.
In parameter 1 the figure 00998 for automatic identification of speed was changed and the
number of teeth was entered.
If the failure code E17 is not cancelled after starting and if the speed is not displayed, there
is either a tooth without coding or the distance of the sensor is wrong.
Correct the distance or enter coding. If in addition to E17 also E02 should occur, eliminate
the sensor failure first.

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General Part c2
Replacing optical receiver/transmitter
First remove connector X41. Then connectors X42/X43.
Remove outer mounting ring (g). Use a 46 mm fork
wrench for the mounting ring and a 20 mm fork
wrench to prevent turning of the receiver/transmitter.
After removing the mounting ring, secure O-ring (a)
under the mounting ring.
Carefully pull the transmitter out of the protecting
tube at the cable gland.
CAUTION
Incorrect handling may cause property damage.
Incorrect handling during removal of the transmitter or receiver may cause
damage to them.
• Never pull out transmitter or receiver at the cable.
Pay attention to O-Ring (b) at the front of the transmitter/receiver and O-rings (c) and (d) within the
protecting tube.
Clean the inside of the protecting tube. Use some grease to lubricate the outer surface (f) of the
new transmitter.
Carefully insert the new transmitter by hand into the protecting tube.
Position and fasten mounting ring (g) with new O-ring (a).
Connect the connectors in the following sequence: X42, X43, and X41.
Replacing electronic box/sensor box

In case of a malfunction of the electronic box that cannot be remedied, the component can be
replaced as follows:
1. Deenergize the analyzer unit.

2. Remove the connectors (clip lock).
3. Remove pressure pipe (open carefully, pay attention to the joint ring!).
4. Loosen the assembly screws and remove the device. Install the new electronic box in reverse
order.

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General Part c2
NOTE
After replacing the electronic box it is necessary to recalibrate the pressure
sensor with engine stopped (see below).
Calibrating the pressure sensor with engine stopped

After replacing the analyzer unit or the electronic box in the tube the pressure sensor must be reca-
librated with engine stopped. For this purpose proceed as follows:
• Make sure that the analyzer is connected to the electronic box and the display shows "0"
(engine stopped and no failures).
• Change to the parameterization mode by pressing UP and DOWN.
"P00" appears on the display.
• After the system has requested the password, "P01" will appear on the display.
• With keys UP, DOWN and ENTER change to parameter P68 and press ENTER.
• After that, the display will show 00400 ... 00550. Press the ENTER key once more. The
display will show 00XXX. Replace the flashing value 0 by 1 and acknowledge by pressing the
ENTER key.
The system has now adjusted the pressure sensor to the corresponding ambient pressure.
Replacing the analyzer unit

In case of a malfunction of the system that cannot be remedied, the analyzer can be replaced.
For this purpose proceed as follows:
1. Deenergize the device.
2. Unscrew the connector.
3. Loosen the fixing screws and remove the analyzer.
Install the new device in reverse order.

Before start-up check the parameter values and adjust them, if necessary.
NOTE
After replacing the analyzer unit it is necessary to recalibrate the pressure
sensor with engine stopped. For details please refer to paragraph "Calib-
rating the pressure sensor with engine stopped".

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General Part c2
Oil mist alarm test
NOTE
Before carrying out the following programming for the test, the engine must
be stopped and the fuel rack must be at 0 position.
The system is capable of performing an oil mist alarm test while the engine is running. For this
purpose, carry out the following steps:
– Keep the UP/ENTER keys pressed for at least 10 seconds until the message P42 appears
flashing on the display.
– Acknowledge this message by pressing ENTER. The display becomes dark, 8.8.8.8.8.
appears and then 0. The oil mist test function is now activated.
– Start the engine.
NOTE
Fuel rack position must be at least 5 % and a medium speed must be
reached.
– Wait for 2 minutes and then press UP/DOWN simultaneously until H09/H10/H11 appear and
the engine is stopped if automatic stop was adjusted.
– The system sets the relay outputs as they were programmed (P52, P53, P54). The system
stops the engine when the automatic stop relay is activated under P54.
NOTE
An oil mist alarm test can only be carried out once each time. To repeat the
test first the test mode (P42) has to be activated again.

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General Part c2
Notes

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General Part c2
Speed Governor
General
The basic function of a speed governor is to keep a set speed constant regardless of load or, on
marine engines, maintain a certain set speed. Both electronic and mechanical hydraulic centrifugal
governors with feedback are being used.
Operation
Under normal operating conditions the output shaft and consequently also the fuel rack linkage are
in idle mode.
The faults to be identified at the governor output can be described as follows:
• Quick, short governor output vibration is called "jiggling".

• On the engine "jiggling" may be caused by defects such as worn gear wheels or misfiring.
Optimum governor running is achieved with smallest possible backlash and correctly adjusted
fuel pumps/nozzles.
• Uncontrolled speed variation of the engine is called "hunting". "Hunting" may be caused by
wear/sluggishness of the fuel rack linkage or incorrect governor adjustment. Longer "hunting"
should absolutely be avoided as otherwise the flexible coupling will be damaged.
Parallel operation of three-phase current generators with mechanical governors

Governor buttons serving for the adjustment of the speed on a single generator, influence the
distribution of load via the two three-phase current generators. Generator sets excellently working
in stand alone operation may cause so many difficulties in parallel operation that they even fail.
When two three-phase current generators are connected in parallel, there is a synchronizing
torque between them, no matter if they are loaded or not.
The most important criterion in parallel operation is a correct load distribution, which is only
possible on governors with a speed droop characteristic.
This means that the speed drops with rising load along the characteristic curve.
When the maximum level of the fuel pumps is reached, the speed drops with further load increase
while fuel rack position remains the same. The speed droop function is necessary so that each load
correlates to a certain fuel rack position.
If the characteristic were exactly horizontal, i.e. same speed over the entire load range, an exact
correlation and thus parallel operation would not be possible.
Before adjusting a plant for parallel operation check whether all fuel pumps are in "0 position", the
load indicators of all governors also show "0", and all governor levers are in the same position.

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General Part c2
If in standstill the governor levers are not in the same angular position, there will be different fuel
rack linkage travels with same angle degrees.
The engines are started and checked in idle motion for coincidence of the fuel rack positions at the
fuel pumps and the load indications. It is naturally better if (in case of slight differences) there is a
coincidence at idle motion than at standstill.
Now the engines are loaded one after the other. On each engine the droop is set to the desired
value at full load. Normally this value ranges between 3 - 5 %.
Example: n max. = 600 rpm, 3 % droop = 18 rpm,

i.e. at 100 % load the speed is 582 rpm.
If the droop is adjusted differently, there will be a different load distribution in parallel operation. It
is thus clear why the droop must be exactly the same.
Items that are essential for parallel operation:

1. All governors must be in the same angular position at equal load.
2. The lever lengths must be identical to obtain equal governor strokes and thus also equal fuel
rack positions.
3. The droops must be the same.

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General Part c2
Woodward UG 8 L and UG 40 L governors
(Only old design except for reversible engines)

UG 8 L and UG 40 L are of identical construction,
they only differ in size. They are used on the
engines accordingly. Speed adjustment of these
governors takes place via pneumatic actuators.
These actuators are available in two versions.
1. With stop cylinder
2. Without stop cylinder
The actuators match control air pressure and
speed.
Lowest engine speeds correlate to lowest control
air pressure (1.5 bar), whereas highest engine
speeds correlate to highest air pressure (5.8 bar).
With a given control air pressure the speed ranges
can be diminished by shortening lever (b) and
increased by lengthening the lever.
In vented condition the engine shall run at
minimum speed. The minimum speeds can be
adjusted by means of tightener (a).
Shortening reduces the minimum speeds, lengthe-
ning increases them.
Please note that when adjusting the minimum
speeds with tightener (a) also the speed range 1 = Stop cylinder, 2 = Speed setting cylinder
must be readjusted with lever (b).
For minimum speed a clearance of 0.5 - 0.8 mm
must be kept between spring clamping sleeve and shutdown nut in the governor.

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Maximum / Minimum Speed adjustment
Adjustment of actuator with stop cylinder

This setting allows the engine to be adjusted via actuator from maximum speed to stop.
1. Actuator de-aerated.
In de-aerated condition the engine shall run at minimum speed. For readjustment of minimum
speed the length of the tightener is changed until the required speed is reached.
2. Speed setting cylinder in the actuator aerated.

In fully aerated condition (5.8 bar) there must be 103.2 % of rated engine speed. In this condi-
tion the adjusting screw for the maximum speeds must be screwed against the limit stop for
maximum speed.
3. Stop cylinder aerated.

For stopping the engine the speed adjusting lever must be set beyond minimum speed posi-
tion (about 11 ) to stop.
In stop position the limit stop for minimum speed rests against the adjusting screw for
minimum speed/stop.
Adjustment of actuator without stop cylinder.

This setting allows to adjust the engine only from minimum to maximum speed via the actuator.
1. Actuator de-aerated.
In de-aerated condition the engine shall run at minimum speed. For readjustment of minimum
speed the length of the tightener is changed until the required speed is reached. Screw the
adjusting screw for minimum speed against the limit stop for minimum speed.
2. Actuator aerated.
In fully aerated condition (5.8 bar) there must be 103.2 % of rated engine speed. In this condi-
tion the adjusting screw for the maximum speeds must be screwed against the limit stop for
maximum speed.

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Woodward UG 8 D and UG 40 D governors
UG 8 D und UG 40 D are of identical construction. They are used for engines operated as gene-
rator prime movers.
Speed adjustment
1. With the speed setting knob the engine is run up to maximum speed.
2. To limit the maximum speed turn the gear wheel clockwise until the limiting bolt for maximum
speed abuts. If the required speed is not reached with the speed setting knob, the speed limi-
tation can be increased by turning the gear wheel counter-clockwise.
Feedback adjustment
The feedback is not correctly adjusted if the governor is slow in implementing speed changes.
For adjusting and readjusting it is important for governor and engine to have reached operating
temperature.
1 Feedback needle valve behind screw plug

2 Load limitation
3 Droop adjustment
4 Oil level gauge glass
5 Speed setting motor
6 Governor shaft
7 Feedback indicator
8 Adjustment of nominal value
9 Oil drain screw
1. Set the feedback indicator to maximum value.

2. Open the needle valve by at least 3 pitches of thread and let the engine hunt for abt. 30 sec. to
obtain an optimum de-aeration of the governor ducts.
3. Set the feedback indicator to minimum value.
4. Slowly close the needle valve until hunting stops.
Do not continue to close the needle valve.
5. Change the speed. If the desired speed is reached quickly and the opening of the needle
valve is between 1/8 and 1/2 pitch (depending on execution), the adjustment is correct.
6. If the hunting does not stop, the feedback indicator must be increased by 2 readings and
points 2, 3 and 4 must be repeated. A weak feedback should be reached.

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General Part c2
Woodward PGA governor
All PGA governors are composed of the same basic elements. These elements are sufficient to
maintain a speed constant over the entire output range of the engine. The basic elements are:
• An oil pump, two compressed oil reservoirs and a valve to maintain a constant oil pressure.
• A speed measuring unit with pilot valve controlling the oil flow to and from the working
cylinder.
• A working cylinder, also called servomotor, actuating the injection pumps. Two types of cylin-
ders are available:
– Single-acting with fitted return spring.
– Double-acting with differential piston.
• A feedback system to stabilize the control circuit.
• A pneumatic speed adjusting device to allow a remote speed setting.
The control air pressure determined by a control valve or a converter is directly fed into the
governor. The governor runs the engine up to a speed exactly defined with regard to the respective
control air pressure and maintains it.
1 Speed setting cylinder

2 Limiting valve for maximum speed
3 Stop screw for speed setting
piston
4 Shutdown nut
5 Shutdown rod
6 Setscrew for maximum speed limi-
ting valve
7 Knurled nut
8 Adjusting nut for primary speed
9 Blocking screw for maximum
speed
10 Feedback lever
11 Blocking screw for lowest pneu-
matically adjustable speed
12 Control link

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General Part c2
Basic adjustment of PGA governors
The stability of the control is determined by the spring constant of the buffer springs and the
opening of the needle valve.
Adjust the fuel rack linkage between governor and engine control so that at stop position of the
working piston the injection pumps are shortly before zero position and, at the expected full load
fuel, accordingly a 70-80 % stroke range of the governor is reached. Needle valve opened by abt.
1/2 pitch of thread.
1. Set the manual speed setting knob to lowest speed (i.e. turn counter-clockwise until the fric-
tion coupling is engaged) as long as the basic adjustments are being made.
2. Set the maximum speed blocking screw flat with upper edge of basic speed setting nut (see
sketches on the following pages).
3. Apply the lowest control air pressure (1.5 bar) provided for to the diaphragm chamber. Adjust
the setting nut for the basic speed so that the lowest required speed is reached (to increase
the speed turn the nut counter-clockwise).
In doing so, the blocking screw for the lowest pneumatically adjustable speed must not yet
touch the feedback lever!
4. Increase the control air pressure up to the maximum of 5.8 to 6.0 bar. In doing so, proceed
carefully to avoid overspeed of the engine being regulated. Make sure that the adjusting
screw on the piston rod of the speed setting piston does not yet open the maximum speed
limiting valve.
If the desired maximum speed is reached before the control air pressure has reached its
maximum value, the ball bearing on the speed adjusting lever must be shifted towards the
speed setting piston. If the necessary maximum speed is not yet reached at the maximum
required air pressure, the ball bearing must be shifted away from the speed setting piston.
Shift the ball bearing as follows:

Loosen the cap head screw that fixes the ball bearing to the adjusting slide. Loosen the
knurled nut at that side of the adjusting slide at which the adjustment travel shall be released.
Now shift the adjusting slide into the desired direction using the other knurled nut. Then
retighten both knurled nuts and the ball bearing fixing screw.
5. After each shifting process readjust the lowest speed using the basic speed nut. The adjust-
ment must be repeated until the lowest speed is reached at minimum control air pressure and
maximum speed at maximum control air pressure.
Check:
If the adjustment is accurate, a slight increase in control air pressure over the lowest air pres-
sure must already result in a corresponding speed increase, whereas a slight drop in control
air pressure below maximum pressure must result in a corresponding speed reduction.
6. Apply the maximum control air pressure to the governor and run the engine at maximum
speed. Adjust the adjusting screw on the piston rod of the speed setting piston so that the
maximum speed limiting valve just starts to open.
7. Adjust the minimum air pressure (1.5 bar) and thus the lowest speed:
– Screw the shutdown nut of the shutdown rod up to top position and lock it.
– Adjust the stop screw for the speed setting piston so that it just touches the speed setting

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General Part c2
piston without causing any speed change.
– Adjust the blocking screw for the lowest pneumatically adjustable speed so that the screw
head just about touches the feedback lever (about 0.1 mm). Secure the screw with a
locknut.
Emergency operation
Control air supply to the governor is interrupted. Turn the manual speed adjusting knob clockwise
and increase the governor speed. Adjust the blocking screw for limiting the maximum speed so
that the downward motion of the nut for the basic speed adjustment is stopped exactly at maximum
speed.
Adjustment of engine stop

1. Adjust manual speed adjusting knob (1) to lowest speed.
2. Screw in the adjusting nut for basic speed (2) until speed adjusting lever (3) projects by about
3 mm out of the nut.
3. Unscrew the blocking screw for maximum speed adjustment (4) until the upper end of the
screw is flush with the upper edge of basic speed adjusting nut (2).
4. Screw in stop screw (5) by about 2 mm.
5. Completely unscrew maximum speed limiting valve (6).
6. Unscrew blocking screw (7) for lowest speed by about 1 mm.

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Schema of the control circuit

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General Part c2

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Adjustment of engine operation
1. Adjust manual speed adjusting knob (1) to lowest speed.
2. Apply the lowest control air pressure to the governor.
3. Adjust n min with setting nut (2).
4. Slowly increase the air pressure until n max is reached.
5. If n max is reached before the control air pressure has reached its maximum value reduce the
control air to the lowest value, shift ball bearing (8) towards speed setting piston (9).
6. Readjust n min with setting nut (2).
7. Repeat steps 5 + 6 until n min and p min as well as n max and p max exactly coincide.
8. If the control air pressure has reached its maximum value before the engine runs with n max,
decrease the control air pressure to p min. Shift ball bearing (8) towards manual speed adjus-
ting knob (1).
9. Readjust n min with setting nut (2).
10. Repeat steps 8 + 9 until n min and p min as well as n max and p max exactly coincide.
11. Reduce the control air pressure on the governor. Speed drops below n min.
12. Screw in the blocking screw for lowest speed (7) until the engine speed is about 3 - 5 rpm
below n min.
13. Screw stop screw (5) against the feedback lever until n minis reached.
14. Use manual speed adjusting knob (1) to increase the speed just over n max.
15. Screw in maximum speed setting screw (4) until n max is reached.
16. Screw in limiting screw (6) until the valve for maximum speed just opens.
17. Continue to turn manual speed adjusting knob (1) clockwise. Now the speed must not
increase.
18. Turn manual speed adjusting knob (1) to minimum.

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Speed droop setting
After changing the speed droop the speed setting must be corrected again.
It is advisable to adjust the speed droop, normally 4 - 5 %, before.
Shifting away from the pivot bolt i.e. to the right towards the working piston, increases the speed
droop, whereas shifting it towards the pivot bolt, i. e. to the left, reduces it.
If the perpendicular bisector through the cam coincides with that of the pivot bolt, the speed droop
is "0".
NOTE
Never shift the cam beyond zero position towards negative speed droop.
For details please refer to the sketches on the previous pages.

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General Part c2
Regulateurs Europa Type 1500 governor
1. Adjustment of speed stoppers (min., max. and stop)

The stoppers are located at the governor outside under a protecting cap.
The safety min. / max. stops can be adjusted by turning the stop screws in or out or shifting the
stop lever.
Manual speed setting
Maximum speed stopper

Minimum speed stopper
Droop adjusting screw behind the

plug
Left output shaft
Connection to oil filter

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General Part c2
2. Droop adjustment
The governors are set to the specified droop.
The droop can be adjusted by means of a screw inside the governor housing. The screw is acces-
sible from outside by removing a protective plug (information sign "Droop").
Turning clockwise reduces the droop, turning counter-clockwise increases it.
4 turns of the adjusting screw correspond to a change in droop of about 3 %.
NOTE
If the droop screw is turned counter-clockwise (reduction) extremely, this
may lead to a negative droop, which must absolutely be avoided.
Oil filler neck
Restrictor screw under screw

plug
Cover plate for min. and max.

speed stoppers
Oil drain screw

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General Part c2
3. Adjustment of the stabilization function
The governor stabilization function is based on 4 components:
1. Restrictor screw
2. Stabilizing springs in the feedback system
3. Centrifugal weights
4. Droop (e.g. 5 % for stand-alone engines)
Adjustment of the speed setting

range
Turning clockwise: Higher starting
speed
Adjustment of the speed range at a

given control air range
Restrictor screw
Turning clockwise: Governor
stabler but more sluggish. Normal
position: 1/4 - 3/4 turns opened
The restrictor screw is located in the governor cover under a protective plug. (Information sign:
restrictor screw).
Normal adjustment: 1/4 to 3/4 turns opened. Readjustment allowed to enable a prompt return to
stable nominal speed without overshoot.
Opening of the restrictor screw Nominal speed reached quickly; governor

(turning counter-clockwise): becomes more instable.
Closing the restrictor screw Governor response becomes more sluggish;
(turning clockwise): stability, however, increases:

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General Part c2
NOTE
Only make adjustments when governor and engine have reached operating
temperature.
Stabilizing springs and centrifugal weights are installed in our works according to the intended use
of the governor.
Droop adjustment see paragraph "Droop adjustment".
4. Pneumatic speed setting

For readjustment of the pneumatic speed setting the governor cover must be removed. To
increase the speed range at constant control air pressure the sliding block is shifted towards "30"
on the scale. After that the idling speed must be readjusted using the adjusting screw.
Both adjustment possibilities have a reciprocal effect on each other. Turning the adjusting screw
clockwise leads to an increase of the idling speed.
Adjustment:
1. Apply the pressure correlating to "idling" to the pneumatic actuator.
2. Adjust idling speed with the adjusting screw.
3. Apply the pressure correlating to "maximum speed" to the pneumatic actuator.
4. If maximum speed is not reached, slightly increase the adjustment of the speed range.
5. Readjust idling pressure and idling speed.
6. Repeat items 1 - 5 until the pressure/speed ratio is correct.

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General Part c2
Electronic speed governors
General
Engine
Actuator
Fuel rack linkage
Electronic
governor n actual
nnom.
Generally mechanical and electronic speed governors have the same task, i.e. to keep the speed
constant.
Besides purely mechanical and electronic governors there are also combinations of both systems,
these are called backup governors.
If the electronic part fails, the mechanical part takes over its function without any interruption.
Contrary to mechanical speed governors an electronic governor consists of 3 components:
1. Speed recorder
2. Electronic system
3. Actuator
CAUTION
An incorrect adjustment may cause personal injury and
property damage.
There will be hazards to man and the machine in case of improper governor
adjustment.
• Adjustments may only be carried out by well trained professio-
nals.

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General Part c2
There are a lot of adjusting possibilities on electronic governors. For this reason an adjustment
may only be made/changed by trained professionals. For commissioning on board/at a power
station a parameter list with preset values prepared in our facility will be supplied.
Some of the governor parameters must be adjusted to the operating conditions at site by means
of an appropriate programming tool or a laptop computer. This procedure is necessary for stable
and safe operation of the plant. Include the changed values into a new parameter list and commu-
nicate them to Technical Customer Service Support.

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General Part c2
Notes

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General Part c2
Electronic indicator
Safety notes
WARNING
Danger due to gases emerging under high pressure and tempe-
rature.
The gases emerging after opening the indicator valve are under high
dynamic pressure and extremely hot.
They may cause severe injuries and burns.
• The connection between PREMET LS and indicator valve must
be gas tight, i.e. the swivel nut of the PREMET LS and the con-
necting thread of the indicator valve are to be screwed together
until a positive and non-positive fit is obtained.
Only then the indicator valve may be fully opened up to the limit
stop.
• After completing the measurement the indicator valve must be
completely closed.
• Before loosening the connection between indicator valve and
PREMET LS make sure that no more combustion gases are
emerging at the indicator valve so that the PREMET LS is no lon-
ger pressurized. Only then the connection may be loosened.
Temperature range
The measuring device can be stored at temperatures between -20 C and +70 C. During
measurement the ambient temperature should be within a range of 0 C to 50 C.
Switching on the device and making the basic adjustments
Switching on the device

The LEMAG PREMET LS device is switched on by pressing the ON/OFF key (position ON).

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General Part c2
The following starting screen appears:
LEMAG.PREMET LS
Vers. 1.48a SN:12345 Version and serial number of the device
Press any key
Press any key to go to the main menu:
SETUP Adjustment of the device

SCAN ENGINE Measurements on the engine
SHOW STATISTIC Display of mean values and statistics
PRINT DATA Print-out of measuring values and curves
By pressing the UP(↑) and DOWN(↓) keys the other menu items will appear on the screen. To acti-
vate the desired menu item press ENTER (↵).
PRINT DATA Print-out of measuring values and curves

SEND DATA Sending of measuring values and statistics data
CLEAR CYLINDER Deletion of all cylinder-specific data
CLEAR ENGINE Deletion of all engine data
CLEAR ENGINE Deletion of all engine data

FREE OPTIONS Free options
CALIBRATE Calibration
POWER OFF Switching off
Switching off the device

The device is provided with an automatic shut-off device to extend the life of a battery charge.
If no key is pressed for more than 1 minute the backlight of the display extinguishes as a first step.
To reactivate the backlight press any key.
If no key is pressed for more than 5 minutes the device is automatically switched off except in the
measuring and calibrating modes.
It is also possible to switch off the device by using the main menu. To do this, select the menu item
POWER OFF and confirm with ENTER (↵).

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General Part c2
A confirmation prompt will appear.
POWER OFF? Confirmation prompt
ESC ENTER Possible keys
By pressing ENTER (↵) the device will be switched off. To prevent a switch-off and return to the
main menu press the ESC key.
After switching off the device all the setting values as well as the measured peak pressures and
calculated statistics remain saved.
Basic adjustments
The LEMAG PREMET LS device can be optimally adjusted to the engine to be measured and
retains these adjustments also after being switched off.
To adjust the device select the menu item SETUP from the main menu and confirm with ENTER.
Then select PARAMETERS.
Now prompts to adjust the items required for an individual adjustment will appear (adjustment of
the clock see paragraph "Adjusting the clock").
To cancel the adjustment process and return to the main menu press ESC.
SETUP Setup menu

PARAMETERS < Parameter adjustments
CLOCK To adjust date/time

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General Part c2
Engine selection
First the engine to be measured (1 or 2) can be selected. The selection is made with the arrow
keys UP(↑) and DOWN (↓).
SETUP Setup menu

ENGINE No.: 1 Selection of the engine
Indication of charge air pressure

After that, the charge air pressure (Pscav) to be taken into account can be entered:
SETUP Setup menu

PSCAV = 00,0 bar Charge air pressure
With the UP (↑) and DOWN (↓) keys the value of the charge air pressure can be changed in steps
of 0.5 bar.
To save the currently adjusted charge air pressure in the device press the ENTER key (↵). The
PREMET LS device refers all dynamic pressure values (peak pressures and pressure curve, but
not the pressure gauge measurement) to the adjusted charge air pressure.
Adjustment of working cycle (2- or 4-stroke)

After adjusting and confirming the indicated charge air pressure the working cycle (2- or 4-stroke)
must be adjusted.
SETUP Setup menu

2/4 stroke: 2 Here: 2-stroke working cycle
With the UP(↑) and DOWN (↓) keys a selection can be made between 2- or 4-stroke engine. To
save the currently adjusted value in the device press the ENTER key (↵).

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General Part c2
Number of cylinders
The next item to be adjusted is the number of cylinders.
SETUP Setup menu

NO OF CYL: 06 Number of cylinders
With the UP (↑) and DOWN (↓) keys the number of cylinders can be adjusted within a range from
1 to 18.
To save the adjusted value press the ENTER key (↵). To cancel the adjustment process and return
to the main menu press ESC.
The number of cylinders is required to form the mean values of the engine and for automatically
assigning readings to the corresponding cylinder.
Number of work strokes

After confirming the number of cylinders with the ENTER key (↵), the number of work strokes to
be measured can be adjusted.
SETUP Setup menu

NO OF WORKSTROKES: 06 Number of work strokes
With the UP (↑) and DOWN (↓) keys the number of work strokes to be measured can be adjusted
within a range from 1 to 15.
To save the adjusted value press the ENTER key (↵). To cancel the adjustment process and return

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General Part c2
Limit value for statistics calculation
After confirming the number of work strokes with the ENTER key (↵) a limit value for statistics
calculation can be entered.
This value sets a limit above and below the mean peak pressure of the cylinder.
The statistics function calculates the percentage of measured work strokes which are within this
limit range.
SETUP Setup menu

DEV FROM MEAN
PMAX: 00.0 bar Limit value
By means of the the UP (↑) and DOWN (↓) keys the limit can be changed in steps of 0.5 bar. To
save the adjusted value press the ENTER key (↵). To cancel the adjustment process and return
Scope of print-out
After confirming the limit with the ENTER key the scope of the print-out can be defined.
SETUP Setup menu

PRINT STROKES + < Attach peak pressure diagram
PRINT CURVES Attach pressure curves
With the UP(↑) and DOWN (↓) keys the entry PRINT STROKES can be marked (+) or excluded ( ).
Marked (+) means that when printing out statistical data also a peak pressure diagram of all cylin-
ders will be printed as a bar chart.

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General Part c2
To save the adjusted marking press the ENTER key (↵).
After that, the item PRINT CURVE can be marked (+) or
excluded ( ):
SETUP Setup menu

PRINT STROKES + Attach peak pressure diagram
PRINT CURVES + < Attach pressure curves
Marked (+) means that when printing out the statistical data (and, if selected, also a bar chart) also
a pressure curve of all cylinders will be printed.
To save the adjustment and return to the main menu press the ENTER-key (↵).
To cancel the adjustment process and return to the main menu press ESC.
Adjusting the clock

After adjusting all parameters, date and time can be set (real time clock).
Select the subitem CLOCK in the SETUP menu.
SETUP Setup menu

PARAMETERS Parameter adjustments
CLOCK < To adjust date/time
The following setup menu appears:
SETUP Setup menu

SET DATE To adjust the date
DAY: 02 Here: Day of the month

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General Part c2
First adjust the day with the UP (↑) and DOWN (↓) keys. To save the adjusted value press ENTER
(↵).
After adjusting the day the month and year are to be adjusted the same way.
After having confirmed the adjustment of the year with ENTER (↵) the time can be adjusted.
SETUP Setup menu

SET TIME To adjust the time
HOUR: 13 Here: Hour
Adjust the hour with the UP (↑) and DOWN (↓) keys.
The clock is running in 24 hours mode.
To save the adjusted value press the ENTER key (↵). After that, adjust the minutes in the same
way and save with ENTER.
You will now return automatically to the main menu.
After having saved all basic adjustments the measurements can be carried out.
Carrying out measurements
Preparations
Select the menu item SCAN ENGINE from the main menu:
SETUP
SCAN ENGINE < Carry out measurements on the engine
SHOW STATISTIC
PRINT DATA
To activate this menu item press ENTER. The following will be displayed:
SCAN ENGINE
ALL CYLINDERS < Measure all cylinders
SINGLE CYL Measure an individual cylinder (according to SETUP)

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General Part c2
By pressing the UP (↑) and DOWN (↓) keys a selection can be made whether to measure one or
several individual cylinders (SINGLE CYL) or the entire engine from first to last cylinder (ALL
CYLINDERS).
Confirm with the ENTER key (↵). To cancel the adjustment and return to the main menu press
ESC.
Measurement: Individual cylinder(s)

Preselect the desired cylinder:
SCAN ENGINE
SINGLE CYL Measurement of an individual cylinder
SELECT CYL: 01 Selection of the cylinder to be measured
The cylinder to be measured can be preselected with the UP (↑) and DOWN (↓) keys between 1
and the maximum cylinder entered in the SETUP.
Press ENTER (↵) to confirm the cylinder to be measured.
Press ESC to return to the main menu.
After having selected a cylinder, the device signals that the cylinder should now be prepared, i.e.
the sensor should be installed on the indicator valve and the valve should be opened. In doing so,
make sure to observe the indicated safety notes.
WARNING
rature.
dynamic pressure and extremely high temperature.
stop.
completely closed.

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General Part c2
SCAN ENGINE Measurement on the engine
PREPARE CYL: 01 Prepare measurement at cylinder 1
When the preparation is complete, the measuring process can be started by pressing ENTER (↵).
During the measurement the device displays a waiting message:
SCAN ENGINE
SCANNING CYL: 01 Cylinder 1 is being measured
Please wait Please wait
If after a certain time (about 30 seconds) no pressure signals are received from the engine, the
measurement will stop automatically and the following note will appear on the screen:
SCAN ENGINE
NOT SUCCESSFUL The measurement has not been successful

Press any key to return to the main menu.

If the measurement was successful the device will display the following:

CLOSE VALVE Close the indicator valve
PROCESSING DATA Measuring data is being calculated

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General Part c2
Close the indicator valve The device can already be removed from the cylinder while the calcula-
tions are being carried out.
After the measuring data has been calculated, the following will be displayed:
CYL:-NO: 01 Number of the measured cylinder

PMAXMEAN: 123 Mean value of the peak pressure in bar
PMAXMAX: 127 Maximum value of the peak pressure in bar
PMAXMIN: 121 Minimum value of the peak pressure in bar
The measurement is complete.

Measurement: All cylinders

For each cylinder (starting with cylinder No. 1 and up to the maximum cylinder number entered in
the SETUP) the device displays the message to prepare the cylinder,
i.e. the sensor is to be installed on the indicator valve and the indicator valve is to be opened. In
doing so, make sure to observe the indicated safety notes.
WARNING
rature.
dynamic pressure and extremely high temperature.
stop.
completely closed.

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General Part c2
PREPARE CYL: 01 Prepare measurement at cylinder 1
When the preparation is complete, the measuring process can be started by pressing ENTER (↵).
During the measurement the device displays a waiting message:

SCANNING CYL: 01 Cylinder 1 is being measured
PLEASE WAIT Please wait
If after a certain time (about 30 seconds) no pressure signals are received from the engine, the
measurement will stop automatically and the following note will appear on the screen:
NOT SUCCESSFUL The measurement has not been successful

The measurement can be stopped at any time by pressing any key. If the measurement was
successful the device will display the following:

CLOSE VALVE Close the indicator valve
PROCESSING DATA Measuring data is being calculated
After closing the indicator valve the device can be removed and installed on the next cylinder. After
the measuring data has been calculated, the following will be displayed:
CYL.-NO: 01 Number of the measured cylinder

When pressing any key the device will request the measurement of the next cylinder.
After measuring the last cylinder press any key to return to the main menu.

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General Part c2
NOTE
If during operation the battery voltage drops below the limit value, the back-
light in the display will start to flash.
Terminate the measurement and recharge the battery.
Display of statistical data

The LEMAG PREMET LS device provides a statistical evaluation of the measured peak pressures.
The instrument determines the peak pressure mean value for each cylinder from the number of
pre-set work strokes and also calculates and stores the maximum and minimum values for each
cylinder.
Furthermore, it determines the percentage of work strokes per cylinder that are above the mean
value as well as the percentage of work strokes whose peak pressures were within the adjusted
limits around the cylinder mean value.
For the engine the peak pressure mean value is determined and the percentage deviation of the
mean values of the individual cylinders from the engine mean value is calculated.
Preparations
These values can be displayed by selecting the menu item SHOW STATISTIC.
SETUP
SCAN ENGINE
SHOW STATISTIC < Display of statistical data
PRINT DATA
To activate this menu item press ENTER. The following will be displayed:
SHOW STATISTIC
ENGINE No.: 1 Selection of the engine (1 or 2)

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General Part c2
After selecting the engine numbers with the arrow keys UP (↑) and DOWN (↓) and confirming with
ENTER (↵) the following will be displayed:
SHOW STATISTIC Display of statistical data

ALL CYLINDERS < Display of the statistical data of all cylinders
SINGLE CYL Display of the statistical data of one cylinder
With the UP (↑) and DOWN (↓) keys you can select whether to display the values of just one
cylinder (SINGLE CYL) or the values of all cylinders (ALL CYLINDERS).
Confirm with the ENTER key (↵). To cancel the adjustment and return to the main menu press
ESC.
Display of statistics: Individual cylinder(s)

Select the desired cylinder:
SHOW STATISTIC Display of statistical data

SINGLE CYL Display of the statistical data of one cylinder
SELECT CYL: 01 Selection of the desired cylinder
The desired cylinder can be selected with the UP (↑) and DOWN (↓) keys.
Press ENTER (↵) to confirm the desired cylinder and display the related statistics in 4 screens:
Data of the 1st screen:

01.02.2010 Date of the measurement
18:35 Time of the measurement
10 WORKSTROKES Number of work strokes
After pressing any key the 2nd statistics screen will be displayed:

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General Part c2
Data of the 2nd screen:

After pressing any key the 3rd statistics screen will be displayed:
Data of the 3rd screen:

PMAX>MEAN: 50% Number of work strokes (in %) with peak pressure excee-
ding the peak pressure mean value.
PMAXINLIM: 100% Number of work strokes (in %) with peak pressure within the
limit around the mean peak pressure
<empty>
After pressing any key the 4th statistics screen will be displayed:
Data of the 4th screen:

PMEANENG: 123.5 Mean value of the engine peak pressure
DEVOFCYL: +05.5 Deviation of the cylinder peak pressure of the current
cylinder from the engine mean value.
RPM: 720 Speed during measurement of the cylinder
Display of statistics: All cylinders

The same screens 1 to 4 as for the individual cylinder statistics will be displayed, starting with
cylinder 1 and up to the last cylinder adjusted in the SETUP.

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General Part c2
Delete data
Deletion of measuring values and statistical data of a cylinder

By selecting the menu item CLEAR CYLINDER of the main menu the following data of a cylinder
can be deleted:
– Individual peak pressures
– Mean value and maximum and minimum value of the peak pressure
– Measured pressure curve
– Measured speed values
PRINT DATA
SEND DATA
CLEAR CYLINDER < Deletion of all cylinder-specific data
CLEAR ENGINE
NOTE
This action will not delete the SETUP values "Number of cylinders",
"Number of work strokes" and "Charge air pressure".
After confirming the selected item CLEAR CYLINDER by pressing ENTER (↵) the following screen
appears:
CLEAR CYLINDER
After selecting the engine with the arrow keys you will be prompted to select the cylinder to be
deleted:
CLEAR CYLINDER Deletion of all cylinder-specific data

SELECT CYLINDER Selection of the cylinder to be deleted
CYL.-NO: 01

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General Part c2
The cylinder to be deleted can be selected with the UP (↑) and DOWN (↓) keys. To confirm the
selection press ENTER (↵) . To terminate the deletion process and return to the main menu press
ESC.
If deletion of a cylinder is requested with the ENTER key (↵) a confirmation prompt will appear:
CLEAR CYLINDER
CLEAR CYLINDER? Delete all cylinder-specific data?
CYL.-NO: 01 Selected cylinder
Only after confirming with the ENTER key (↵) the deletion process will be started. To cancel the
deletion process and return to the main menu press ESC.
When the deletion is completed the following message will be displayed:
CLEAR CYLINDER
CYL.-NO: 01 Selected cylinder
DATA DELETED Deletion of data of cylinder No. 1 completed
ENTER Possible keys
Press ENTER (↵) to return to the main menu.
Deletion of measuring values and statistical data of an engine
With the main menu item CLEAR ENGINE the data of all cylinders are deleted:
– Individual peak pressures
– Mean value and maximum and minimum value of the peak pressure
– Measured pressure curves
– Measured speed values
NOTE
This action will not delete the SETUP values "Number of cylinders",
"Number of work strokes" and "Charge air pressure".

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General Part c2
After confirming the selected item CLEAR ENGINE by pressing ENTER (↵) the following screen
appears:
CLEAR CYLINDER
CLEAR ENGINE < Deletion of all engine data
The desired engine can be selected with the UP (↑) and DOWN (↓) keys.
By pressing the ENTER key (↵) the selection will be confirmed and the following confirmation
prompt appears:
CLEAR ENGINE
CLEAR ENGINE? Delete all engine data?
ENGINE No.: 1 Selected engine
Only after confirming with the ENTER key (↵) the data will be deleted.
Press ESC to avoid deleting the data and return to the main menu.
NOTE
The deletion process may take some time!
When the deletion is completed the following message will be displayed:
CLEAR ENGINE
DATA DELETED Deletion of all engine data carried out
ENTER Possible keys

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General Part c2
Further processing of measuring values
Printing out statistics and measuring results
SETUP
SCAN ENGINE
SHOW STATISTIC
PRINT DATA < Print-out of measuring values and curves
By selecting the main menu item PRINT DATA the measuring values and statistics as well as peak
pressure diagrams and curves can be printed out on the PREMET LS printer.
To activate this menu item press ENTER (↵).
After selecting the engine (1 or 2) a confirmation prompt will appear:
PRINT DATA
PRINT DATA? Print out measuring values and statistical data?
Press ENTER (↵) to start the printing process. Press ESC to cancel the process and return to the
main menu.
During the printing process the following waiting message will be displayed:
PRINT DATA?
The printing process can be interrupted by pressing the ESC key.

When the printing process is completed the following message will appear:
PRINT DATA?
FINISHED Printing completed
ENTER Possible keys

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General Part c2
Sending statistical data and measuring values to a PC
By selecting the main menu item SEND DATA the saved SETUP values as well as statistical and
measuring values can be transmitted to a PC.
To activate this menu item press ENTER (↵).
Select the engine (1 or 2) whose data is to be transmitted. A confirmation prompt will appear.
SEND DATA
SEND DATA? Send measuring values and statistical data?
ENGINE No.: 1 for engine No. 1 (or 2)
Press ENTER (↵) to start the transmission process. Press ESC to cancel the process and return
to the main menu.
NOTE
Before starting the transmission process the program RECEIVE.EXE must
be started on the PC.
During the transmission process the following waiting message will be displayed:
SEND DATA
The transmission process can be interrupted by pressing the ESC key.

When the transmission process is completed the following message will appear:
SEND DATA
FINISHED Data transmission completed
ENTER Possible keys

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General Part c2
Further functions
Checking the sensor calibration/recalibration

By selecting the item CALIBRATE in the main menu a check of the sensor calibration or a recali-
bration can be carried out.
CLEAR ENGINE
FREE OPTIONS
CALIBRATE < Calibration
POWER OFF
After confirming the selection with the ENTER key (↵) the following submenu appears:
CALIBRATE
CHECK CALIB: < Check the sensor
NEW CALIB: Recalibration (password protected)
TEMP CALIB: Temperature calibration (password protected)
Special calibration functions
Function CHECK CALIB.

This is a pressure gauge function with simultaneous display of the sensor temperature.
NOTE
In order to be able to carry out the CHECK CALIB function the following
prerequisites must be met:
• The device/sensor must have room temperature (18-23 C) and
be in a rising temperature cycle, i. e. the temperature must rise
from less than 18 C to a value of max. 18-23 C.
• The sensor must be dynamically loaded with 3-5 short pressure
strokes >100 bar and <230 bar.
• Then leave the menu item "CHECK CALIB" with ESC and select
again with ENTER to ensure that the sensor has the correct 0 bar
offset.
• Now the calibration can be checked as described in the following.
In doing so, the pressure must not exceed 230 bar.

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General Part c2
Zero adjustment:
CALIBRATE
CHECK CALIB: Check of the sensor calibration
APPLY 0 bar Request to apply a pressure of 0 bar (Atm)
After confirming with the ENTER key (↵) the sensor carries out an internal zero adjustment.
After zero adjustment the following screen will be displayed:
CHECK CALIB:
TEMP = 21 C Sensor temperature
PRESS = 123.5 bar Pressure applied to the sensor
Ubatt = 7.25 Battery voltage
The device displays this until the function is cancelled with the ESC key.
Function NEW CALIB.

This function enables a recalibration of the sensor. This function is password protected and not
freely accessible.
Function TEMP. CALIB.

This function enables a calibration of the internal temperature measurement. This function is pass-
word protected and not freely accessible.
Function VOLTAGE CALIB.

This function is needed for calibration by the manufacturer, it is password protected and not freely
accessible.

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General Part c2
Excess temperature monitoring
When the maximum sensor temperature of 75 C is exceeded, the following warning will appear
on the display:
!!ATTENTION!!
SENSOR TEMPERAT
!!TOO HIGH!!
DISCONNECT
This message will only disappear when the sensor temperature falls below 75 C. As the sensor
has a very high thermal time constant, it can only appear if the sensor remains on the indicator
valve too long. The maximum exposure time depends on the engine type, exhaust gas tempera-
ture, speed and fuel rack position.
NOTE
If this warning appears, immediately disconnect the sensor from the engine
and cool it if possible because after disconnection the temperature still
continues to rise internally.
Notes on the batteries
Charging PREMET LS batteries

The PREMET LS device is equipped with Ni-MH batteries.
The operating time in measuring and calibration mode is about 2 hours when the batteries are fully
charged.
Ni-MH batteries do not have a so-called memory effect such as known from Ni-Cd batteries. Never-
theless, we recommend to discharge the batteries completely before each charging cycle.
Charging of external batteries

There are two alternatives to charge external batteries:
1. Direct charging of the external battery by means of a plug-in charger. For this purpose use the
3-to-7 pole adapter to connect plug-in charger and external battery.
It takes 14 hours to charge an empty battery.
2. Charging of the external battery via the PREMET LS device, version II.
For this purpose install the external battery as described above.
Connect the plug-in charger with the 7-pole socket of the PREMET LS device.
Only the external battery will now be charged via the PREMET LS, the internal battery
remains "switched off". It takes 14 hours to charge the battery.

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General Part c2
Connecting the PREMET LS printer
The PREMET LS printer is included in the scope of supply and can be connected to the PREMET
LS device by means of the enclosed serial transmission cable.
For this purpose connect the printer cable (provided on one end with a 7-pole PREMET plug and
on the other end with a 25-pole flat plug) with the PREMET LS device and the printer.
The enclosed printer power pack is connected to a 230 V plug by means of the cold equipment
cable (safety plug on one end, cold equipment connector on the other end).
Insert the plug switch of the power pack into the PREMET printer. If connected correctly, the printer
is ready to operate.
On the right side of the printer there are two light-emitting diodes. These LEDs indicate the opera-
ting mode of the PREMET printer:
If both LEDs light up, the printer is in printing mode and the data transmitted from the PREMET LS
device can be printed.
If only one LED is lighting up the printer is in paper feed mode.
By pressing the right-hand key the paper can now be transported. By pressing the SEL key the
paper feed can be interrupted. After that, the printer will be in printing mode again.
NOTE
It is not possible to print curves etc. with other printers because the
PREMET printer was specially adjusted to the PREMET LS device. Only
the data selected in the SETUP menu before measuring will be printed.
Data transmission
Sending data to a PC
The scope of supply also includes the PREMET transfer software. This software allows to transmit
data from the PREMET LS device to an MS-DOS PC.
The transmission takes place on COM1 of the PC. If desired, the PREMET transfer software
creates a PREMET directory on the C: hard disk of the PC.
Installing the PREMET transfer software on the C: hard disk

To install the transfer software proceed as follows:
• Insert the PREMET transfer disk into the 1.44 MB disk drive
(normally drive A:)
• Enter the following command on the PC: - a:install (↵)
• Now the PREMET transfer software will be installed on the hard disk of the PC.
During this process a "PREMET" directory will be created to which all files required for the
data transfer will be copied.

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General Part c2
Starting the software from the hard disk
To start the software from the hard disk proceed as follows:
• Provide the PREMET LS printer cable with a 25-pole adapter and establish cable connection
between COM 1 of the PC and the 7-pole socket of the PREMET LS device.
• Change to directory C:PREMET on the PC, command: cd\PREMET(↵)
• Enter the START command and press ENTER (↵).
• The following screen appears on the PC:
LEHMANN & MICHELS GMBH
Hamburg
Electronic engine indicator
PREMET LS
Starting PREMET transfer software
• Press any key to continue.
• Press the ENTER key (↵) once to start the transfer software (recognizable by a blue screen).
• Enter the name of the file into which the measuring values are to be written. (not more than
the usual DOS maximum of 8 characters)
• To facilitate the later search for data we recommend the following system:
Example: M1100131
M1: Main engine No. 1

10: Year
01: Month
31: Day.
• Files saved according to this system can be found relatively easy on the hard disk or disk
because they are saved by ascending numbers. Naturally, you may opt for a different system
as long as the file names are within the maximum of 8 characters.
• Confirm the input on the PC with ENTER.
• Select and activate the menu item SEND DATA in the PREMET LS main menu.
(Press the ENTER key (↵) on the PREMET LS twice.)
The following message appears on the PREMET display:
SEND DATA

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General Part c2
After a short time the PC screen shows the following message:
Receive start of message!
End of message received!
After completion of the transfer the following message will appear on the PREMET LS display:
SEND DATA
FINISHED Data transmission completed
ENTER Possible keys
And on the PC screen the following message appears:

Data from Premet LS saved!
Press any key to abort.
To leave the transfer software press any key on the PC.

The data has now been transferred and can be viewed or processed in the selected file.
Starting software from disk / CD
To start the software from a disk proceed as follows:

• Provide the PREMET LS printer cable with a 25-pole adapter and establish cable connection
between COM 1 of the PC and the 7-pole socket of the PREMET LS device.
• Insert the PREMET transfer disk into the 1.44 MB disk drive
(normally drive A:)
• Change to drive A: on the PC: Enter the command a: and press ENTER (↵).
• Enter the START command on the PC and press ENTER (↵).
• The following screen appears on the PC:
LEHMANN & MICHELS GMBH
Hamburg
Electronic engine indicator
PREMET LS
Starting PREMET transfer software
The transfer program will be started from the disk.

The remaining procedure is the same as for starting the program from the hard disk.

®
General Part c2
Notes

®

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Address of the manufacturer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Personal protective equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Protective devices on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Behaviour in case of danger and accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Actions in case of an accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

General Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Notes regarding heavy fuel operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Maintenance and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

General heavy fuel circuit diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

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Stopping the engine while operating on heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . 28

Impact on the engine of turbocharger contamination at exhaust gas end . . . . . . . . . . 28

General Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Tightening torques for threaded connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Tightening torques for coarse pitch threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Tightening torques for fine pitch threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Rubber expansion joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Installation instructions for rubber expansion joints . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Checking of electrical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Checking the electrical connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Checking and adjusting the pressure switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Checking the pressure transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Miba Rillenlager bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Evaluation of tri-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Evaluation of bearing conditions (tri-metal bearing, fig. 1) . . . . . . . . . . . . . . . . . . . . . . 45

Wear stages (tri-metal bearing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Enlarged pictures of wear stages D - F (tri-metal bearing) . . . . . . . . . . . . . . . . . . . . . 49

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Evaluation of the bearing conditions (bearing suitable for reuse) . . . . . . . . . . . . . . . . 49

Evaluation of the bearing conditions (bearing must be replaced) . . . . . . . . . . . . . . . . 50

Evaluation of Rillenlager bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Criteria for replacing Rillenlager bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Evaluation of the bearing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Bearing suitable for reuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

Evaluation of bearing backs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

M 281 - M 282 - M 331 - M 332 - M 332 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

M 351 - M 281 - M 282 - M 331 - M 332 - M 332 C . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

M 451, M 452, M 453, M 453 - VM 453 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

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Operational misfire - monitoring of the flexible coupling . . . . . . . . . . . . . . . . . . . . . . . 82

Operational misfire - twin-engine plants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

Evaluation criteria for VULKAN EZ elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Plastic deformation in direction of torsion (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Deformation of the inner and outer clamping holes (2) . . . . . . . . . . . . . . . . . . . . . . . . 84

Ripples on the element outside (5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

Peeling of the rubber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

Removal of the outer element clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Removal of the inner element clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Removal of EZ elements without torsional limit device . . . . . . . . . . . . . . . . . . . . . . . . 87

Removal of EZ elements with torsional limit device . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Installation of EZ elements without torsional limit device . . . . . . . . . . . . . . . . . . . . . . . 87

Installation of EZ elements with torsional limit device . . . . . . . . . . . . . . . . . . . . . . . . . 88

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Installation of the outer part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

Bolt tightening torques for fastening of EZR elements . . . . . . . . . . . . . . . . . . . . . . . . . 89

(for inner and outer element clamping) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

Bolt tightening torques for fastening of EZ elements . . . . . . . . . . . . . . . . . . . . . . . . . . 90

(for inner and outer element clamping) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

VULKAN Rato-S couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

Evaluation criteria for VULKAN Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . 95

Guidelines for Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

Alignment instructions for Rato-S/R couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100