I Ma 4861.03 7006 110 SN8 001 - 0 PDF

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FORMAT: PROJECT: DESIGN: HULL NUMBER:
A4 400745 LPG CARRIER 7000m³ EP-03

Vard Promar SA TITLE
AE Zona Industrial Portuária
ZIP Ilha de Tatuoca, SN
Ipojuca, PE
Manual dos MCAs
BR - Zip: 55590-000
Brazil Manual for Generating Sets
Tel: +55 81 3561-2500
www.vard.com DWG Nº.: REV.: SHEET:
I-MA-4861.03-7006-110-SN8-001 0 1 / 1383
Instruction book for
VARD PROMAR/TRANSPETRO
EP-03
6L16/24
MAN Diesel Identification No. for Instruction Book.
Identification No for Description: 000.00
Function
Section No
Identification No for Working Card: 000 - 00.00
Sub-function
Function
Section No
Identification No for Plates: 00000 - 00 H
H for Holeby
Edition
Section No and Function
For ordering of spare parts, see page 500.50.
This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made
available to any third party without the written consent to this effect from STX Engine Co.,Ltd.
TECHNICAL SERVICE
Telephone : + 82 55 280 0551
Telefax : + 82 55 282 6907
STX Engine Co., Ltd. E-mail : cs@onestx.com
80, Seongsan-dong, Changwon, Kyungnam
Republic of Korea (641-315) PART SALES
Telephone : + 82 55 280 0597
Telefax : + 82 55 282 1388
E-mail : nchwang@onestx.com
SERVICE BIZ
Telephone : + 82 55 280 0558
Telefax : + 82 55 282 1388
E-mail : simun@onestx.com
Your Notes :
Index
Page 1(1)
Engine Data 500
L16/24
Description
A500 Warning ------------------------------------------------------------------------------------ A500.

Main Data for Engine---------------------------------------------------------------------------- 500.00 (23H)
ntroduction----------------------------------------------------------------------------------------- 500.01 (03)
Safety------------------------------------------------------------------------------------------------500.02 (02)
Cross Section -------------------------------------------------------------------------------------500.05 (10)
Key for Engine Designation ------------------------------------------------------------------- 500.10 (02)
Designation of Cylinders -----------------------------------------------------------------------500.11 (03)
Engine Rotation Clockwise --------------------------------------------------------------------500.12 (02)
Code Identif cation for Instruments---------------------------------------------------------- 500.20 (04)
Introduction to Planned Maintenance Programme---------------------------------------500.24 (03)
Planned Maintenance Programme-----------------------------------------------------------500.25 (08H)
Planned Maintenance Programme ----------------------------------------------------------500.26 (12H)
Operation Data & Set Points-------------------------------------------------------------------500.30 (62)
Green Passport----------------------------------------------------------------------------------- 500.33 (01)
Data for Pressure and Tolerance-------------------------------------------------------------500.35 (53)
Data for Tightening Torque-------------------------------------------------------------------- 500.40 (40)
Declaration of Weight ---------------------------------------------------------------------------500.45 (10)
Ordering of Spare Parts-------------------------------------------------------------------------500.50 (02)
Service Letters ----------------------------------------------------------------------------------- 500.55 (01)
Conversion Table --------------------------------------------------------------------------------500.60 (01)
Basic Symbols for Piping ---------------------------------------------------------------------- 500.65 (01)
Working Card
Plates
Your Notes :
Description
Page 1 (1) Warning A500
General
Warning !
(Marine engines only)
It is important that all MAN Diesel & Turbo engines

are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to
the MAN Diesel & Turbo maintenance instructions
in order to comply with given emissions regulations.
In accordance with Chapter I of the Code of Federal

Regulations, Part 94, Subpart C, §94.211 NOTICE
is hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, §94.1004 requires
that the emissions related maintenance of the die-
sel engine shall be performed as specified in MAN
Diesel & Turbo instructions including, but not limited
to, the instructions to that effect included in the
Technical File.
08028-0D/H5250/94.08.12
10.26 - ES0
Your Notes :
Description
Page 1(1) Main Data for GenSets 500.00
L
Main Data for Engine Type L16/24

Engine Nos 3
(SB6L16-13020/21/22)
Number of cylinders 6
Cycle 4 stroke
Cylinder bore 160 mm
Stroke 240 mm
Engine speed 1200 rpm
Engine outpur (on flywheel) 660 kW
Compression ratio 15.2 : 1
Max. combustion pressure 170bar
Firing order 1-4-2-6-3-5
Rotation C.W view from flywheel
Main Data for Alternator Make HYUNDAI HEAVY IND.

Type HFC7 504-64K
Serial No for engine No.1 20132231RAL16701
Serial No for engine No.
Capacity 781.25 kVA
Rating 1200 rpm
Voltage 450 V
Frequency 60 Hz
Power factor 0.8
Main Data for Turbocharger Make MAN DIESEL & TURBO

Type TCR12
Serial No for engine No.1 7034464
Serial No for engine No. 7034466
Main Data for Governor Make EUROPA

Type RE2800
Your Notes :
08031-0D/H5250/94.09.07
Description
Main Particulars 500.00
Page 1 (1) Edition 23
L16/24
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 5-6-7-8-9
Power range : 450-990 kW
Speed : 1000/1200 rpm
Bore : 160 mm
Stroke : 240 mm
Stroke/bore ratio : 1.5:1
Piston area per cyl. : 201 cm2
Swept volume per cyl. : 4.8 ltr.
Compression ratio : 16.2:1
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 1000 1200
Mean piston speed m/sec. 8 9.6
Mean effective pressure

5 cyl. engine bar 22.4 20.7
6, 7, 8, 9 cyl. engine bar 23.6 22.8
Max. combustion pressure bar 170 170
Power per cylinder

5 cyl. engine kW/cyl. 90 100
6, 7, 8, 9 cyl. engine kW/cyl. 95 110
11.36 - ES1 - Tier II - WB2 - GenSet

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

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

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

or gases. Dismantling of parts may cause springs
If the crankcase is opened before the engine is cold, to be released.
welding and the use of naked light will involve the risk
of explosions and fire.The same applies to inspection The removal of fuel valves (or other valves in the
of oil tanks and the space below the cooler. Attention cylinder head) may cause oil to run down to the
should furthermore be paid to the danger of fire when piston crown, and if the piston is hot an explosion
using paint and solvents with a low flash point. Porous may then blow out the valve.
insulating material drenched with oil from leakages
is easily inflammable and should be renewed. See When testing fuel valves with the hand pump do not
also: "Ignition in Crankcase" in section 503. touch the spray holes, as the jet may pierce the skin.
Consider beforehand which way the liquids, gases
or flames will move, and keep clear.
08028-0D/H5250/94.08.12
Order
Hand tools should be placed to be easily accessible Crankcase Work

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

Feel-over Sequence
Lubricating oil condition, filter elements and meas-
Feel over after 5-15 and 30 minutes' idle running and uring equipment, see "Planned Maintenance Pro-
finally when the engine is running at full load. See gramme".
also "Operation" in the section 501.
08028-0D/H5250/94.08.12
01.32 - ES0
Description
Cross Section 500.05
L16/24
09.19 - ES1
Your Notes :
Description 500.10
Page 1 (1) Key for Engine Designation Edition 02
General
Engine Type Identification
The engine types of the MAN B&W programme are identified by the following figures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
08028-0D/H5250/94.08.12
Rating
MCR : Maximum continuous rating

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

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

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator
11.19 - ES1
500.20 Code Identification for Instruments
Description
Edition 04 Page 2 (2)
General
Standard Text for Instruments
Diesel Engine/Alternator
LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09
HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating Oil System

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

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

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

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

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

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

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

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

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

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

front page and one or several pages describing and
illustrating the maintenance work.
98.19 - ES0
500.24 Description
Edition 03
Introduction to Planned Maintenance Programme Page 2 (2)
General
Experience with the specific station/personnel may 8) Various requisite hand tools.
lead to updating.
9) Indicates the components/parts which it is
6) Refers to data required to carry out the work. advisible to replace during the maintenance
work. Please note that this is a condition for
7) Special tools which must be used. Please note the intervals stated.
that not all tools are standard equipment.
08028-0D/H5250/94.08.12
98.19 - ES0
Description 500.25
Page 1 (3) Planned Maintenance Programme Edition 08
L16/24
Major overhaul/inspection
Time Between Overhauls
overhauled parts
Working
l
Observations
Description
3rd month
= Overhaul to be carried out Card
after - hours
Check new/
Monthly
Weekly
200
6000
12000
24000
50
2000
Daily
n = Check the condition No
Cylinder Unit:
Dismantling of cylinder unit.............................................. l 505-01.00

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

Inspection of inlet, exhaust valves and valve guide.......... l 505-01.05
Valve rotator..................................................................... n 505-01.15

Lubricating of operating gear - Check.............................. n 508-01.00
Cylinder head cooling water space - Inspection............... n 505-01.45
Cylinder head nut - Retightening...................................... 200 505-01.55

Piston, Connecting Rod and Cylinder Liner

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

Inspection of big-end bearing shells................................. n 506-01.16
Connecting rod - Retightening.......................................... 200 n 506-01.25
Cylinder liner - Cleaning, honing and measuring............. l 506-01.35

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

etc..................................................................................... 200 n 507-01.00
Camshaft bearing - Inspection of clearance..................... n 507-01.05
Camshaft adjustment - check the condition...................... n 507-01.20
Lubrication of camshaft bearing - Check.......................... n 507-01.00
11.25 - ES0
500.25 Planned Maintenance Programme Description
Page 2 (3)
Edition 08
L16/24
overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Card
after - hours
Check new/
Monthly
Weekly
n = Check the condition
200
6000
12000
24000
50
2000
Daily
No
Operating Gear for Inlet Valves and

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

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

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

Inspection of main bearing............................................... n 510-01.05
Inspection of guide bearing.............................................. n 510-01.05
Vibration viscodamper - see Working Card...................... 510-04.00

Counterweight - Retightening, see page 500.40.............. 200 n
Main and guide bearing cap - Retightening...................... 200 n 510-01.05
Engine Frame and Base Frame
Bolts between engine frame and base frame -

Retightening, see page 500.40........................................ 200 n

Turbocharger System

Charging air cooler - Cleaning and inspection................. n 512-01.00
Retightening of all bolts and connections*....................... 200
Cleaning of the compressor when dismounted*...............
Cleaning of the silencer when dismounted*.....................
Basic check; all components, bearings, etc.*...................
* see turbocharger manual section 512

Air starter motor - Dismantling and inspection................. n 513-01.30
11.25 - ES0
Description
Planned Maintenance Programme 500.25
L16/24
overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Card
after - hours
Check new/
Monthly
Weekly
n = Check the condition
200
6000
12000
24000
50
2000
Daily
No
Fuel Oil System and Injection Equipment
Fuel oil injection pump - Check of condition..................... l 514-01.06
Fuel injection valve - Adjustment of opening pressure..... 200* n 514-01.10

* After major overhaul

Lubricating oil pump - Engine driven................................ n 515-01.00

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

Thermostatic valve........................................................... n 515-01.20
Cooling Water System
Cooling water pump - Engine driven (HT / LT water)........ n 516-10.00

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

see 500.26.
11.25 - ES0
Your Notes :
Description 500.26
Page 1 (2) Planned Maintenance Programme Edition 12H
L16/24
Duties during Operation
overhauled parts
Working
Observations
●
3rd month
= Overhaul to be carried out
after - hours
Description
Check new/
Monthly
200
6000
12000
24000
Weekly
50
2000
Card
Daily
■ = Check the condition
No
Operating of Engine
Readings of data for Engine and Generator, with refer-

ence to "Engine Performance Data", section 502-1 ........ ■ 502-01.00
Check for leakages .......................................................... ■ 502-05.00
Cylinder Head
Inlet and exhaust valve - check and adjustment of valve

clearance ......................................................................... ■ 508-01.10
Check of valve rotators' rotation during engine rotation . ■ 505-01.15
Control and Safety System, Automatics and

Instruments
Safety, alarm and monitoring equipment ........................ ■ 509-01.00

Lambda controller - Adjustment ...................................... ■ 509-10.00
Governor - Check oil level, see governor instruction
book, section 509 ........................................................... ■ section 509
Turbocharger System
Cleaning the turbine, dry cleaning .................................. ● 512-10.00

Water washing of compressor side, see TC manual ...... section 512
Exhaust pipe compensator .............................................. ■ 512-01.10

08028-0D/H5250/94.08.12
08.49
500.26 Planned Maintenance Programme Description
Edition 12H Page 2 (2)
L16/24
Duties during Operation

Time Between Overhaul
Overhauled parts
Working
Observations
●
3th month
= Overhaul to be carried out
Description
Check new/
after -hours
50
2000
6000
200
24000
Weekly
12000
Card
Montly
Daily
■ = Check the condition
No
Function test - Main and emergency starting valve ......... ■ 513-01.40

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar) ............................. ● 513-01.21
Compressed air system - Check of the system ............... ■ 513-01.90
Fuel Oil System and Injection Equipment
Fuel oil system - Check the system ................................. ■ 514-01.90

Fuel oil - Oil samples after every bunkering, see sec.504 section 504
Fuel injection valve - Adjustment of opening pressure .... ■ 514-01.10
Lubricating oil filter - Cleaning and replacement ............ ● 515-01.10

Centrifugal filter - Cleaning and replacement paper filter ● 515-15.00
Lubricating oil - Oil samples ........................................... ■ section 504

Lubricating oil system - Check the system ...................... ■ 515-01.90
Cooling water system - Water samples .......................... ■ section 504

Cooling water system - Check the system ...................... ■ 516-01.90
08028-0D/H5250/94.08.12
Engine Frame and Bedplate
Flexible mounting - Check anti-vibration mountings ........ ■ 519-03.00

Safety cover - Function test ............................................. ■ 511-01.00
Alternator - see special instruction book
Major overhaul/inspection, see 500.25
08.49
Description
Operation Data & Set Points - SaCoSone 500.30
L16/24
Acceptable Alarm Set point

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

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 82° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
PSL 22 2.5 bar (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.1-1.5 bar <1.0 bar PAL 25 0.1 bar (H) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 0.25 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Crankcase protection (M) LAH 92 High level 3 LSH 92 High level
TAH 58 100° C 3 TSH 58 105° C
TDAH 58 4K 3 TDSH 58 5K
Temp. main bearing TI 29 80-95° C TAH 29 100° C 3 TSH 29 105° C
Fuel Oil System
Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar 5

HFO PI 40 5-16 bar (A) PAL 40 4-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-140°C
Press. LT system, inlet engine PI 01 1.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 1.5-4.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 500-550° C TAH 62 600° C 10

Exh. gas temp. outlet cyl. TI 60 425-490° C TAH 60 525° C 10
Diff. between individual cyl. average TAD 60 average (K) 60
±25° C ± 50° C
± 100 ° C
Exh. gas temp. after TC TI 61 325-375° C TAH 61 450° C 3
Ch. air press. after cooler PI 31 2.7-3.1 bar
Ch. air temp. after cooler TI 31 35-55° C <55° C
Press. inlet engine (start/stop) PI 70 7-10 bar >7.5-<10 bar PAL 70 6.5 bar 15
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
11.13 - ES1 - Tier II

500.30 Operation Data & Set Points - SaCoSone Description
L16/24

Delay
repair sec.
Speed Control System
Engine speed elec. SI 90 1200 rpm SAH 81 1356 rpm 0 SSH 81 1380 rpm (D)
SI 90 1000 rpm SAH 81 1130 rpm 0 SSH 81 1150 rpm (D)
Turbocharger speed SI 89 (L) SAH 89 (J) 3

Alternator
Cooling water leakage LAH98 LAH98 switch 3

Winding temperature TI 98 100° C TAH 98 130° C 3
Miscellaneous
Start failure SX 83 switch (G) 10

Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 1000/1200 SS 90A (I)
rpm
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.
11.13 - ES1 - Tier II

Description
Operation Data & Set Points - SaCoSone 500.30
L16/24
Remarks to Individual Parameters F. Start Interlock
A. Fuel Oil Pressure, HFO-operation The following signals are used for start interlock/
blocking:
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification 1) Turning must not be engaged
of the hot fuel. 2) Engine must not be running
3) "Remote" must be activated
The system pressure has to be adjusted according 4) No shutdowns must be activated.
to the fuel oil preheating temperature. 5) The prelub. oil pressure must be OK, 20 min.
after stop.
B. Cooling Water Pressure, Alarm Set Points 6) "Stop" signal must not be activated
As the system pressure in case of pump failure will G. Start Failure

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to Start failure is generated if engine speed has not
0.4 bar plus the static pressure. The static pressure exceeded the ignition speed limit within a defined
set point can be adjusted in the display module. span of time or engine speed has not exceeded the
minimum speed limit within a defined span time.
C. Lub. Oil Pressure, Offset Adjustment
Start failure alarm is automatically reset after engine
At charge air pressure below 1.0 bar the lub. oil is standstill.
pressure to turbocharger is normal at 0.6 ±0.1 bar.
H. Alarm Hysterese and Set Point
The read outs of lub. oil pressure has an offset
adjustment because of the transmitter placement. On all alarm points (except prelub. oil pressure) a
This has to be taken into account in case of test and hysterese of 0.1 bar are present. On prelub. oil pres-
calibration of the transmitter. sure alarm the hysterese is 0.02 bar.
D. Software Created Signal The alarm set point for prelub. oil pressure is only
valid if lubricating oil temperature is below 62° C.
Software created signal from PI 22, TI 12, SI 90.
I. Engine Run Signal
E. Set Points depending on Fuel Temperature
The signal SS90A indicates engine running for exter-
nal systems like Power Management System.
The engine run signal SS90A is set if engine exceeds

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

(SAH 89)
Engine type 1000 rpm 1200 rpm

5L16/24 / TCR12 67,300 67,300
6L16/24 / TCR12 67,300 67,300
7L16/24 / TCR12 67,300 -
Fig 1 Set point curve. 7L16/24 / TCR14 - 55,700
8L16/24 / TCR14 55,700 55,700
9L16/24 / TCR14 55,700 55,700
11.13 - ES1 - Tier II

500.30 Operation Data & Set Points - SaCoSone Description
L16/24
K. Exhaust Gas Temperatures M. Crankcase Protection
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally: crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
Engine load < 59% TAD = ± 100° C
This will be done by an oil mist detector (LAH/LSH
Engine load > 59% TAD = ± 50° C 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
L. Turbocharger Speed TSH 29) as option.
Normal value at full load of the turbocharger is de-

pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.
11.13 - ES1 - Tier II

Description
Operation Data & Set Points 500.30
L16/24

Delay
repair sec.
Temp. after cooler

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 82° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
PSL 22 3.0 bar (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.1-1.5 bar <1.0 bar PAL 25 0.1 bar (H) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 0.35 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Crankcase protection (M) LAH 92 High level 3 LSH 92 High level
TAH 58 100° C 3 TSH 58 105° C
TDAH 58 4K 3 TDSH 58 5K
Temp. main bearing TI 29 80-95° C TAH 29 100° C 3 TSH 29 105° C
Fuel Oil System
Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar 5

HFO PI 40 5-16 bar (A) PAL 40 4-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-140°C
Press. LT system, inlet engine PI 01 1.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 1.5-4.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C
TSH 12 95° C (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 500-550° C TAH 62 600° C 30

Exh. gas temp. outlet cyl. TI 60 425-490° C TAH 60 525° C 30
Diff. between individual cyl. average TAD 60 average (K) 120
±25° C ± 50° C
± 100 ° C
Exh. gas temp. after TC TI 61 325-375° C TAH 61 450° C 30
Ch. air press. after cooler PI 31 2.7-3.1 bar
Ch. air temp. after cooler TI 31 35-55° C <55° C
Press. inlet engine (start/stop) PI 70 7-10 bar >7.5-<10 bar PAL 70 6.5 bar 15
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
12.02 - ES1 - Tier II - SaCoSone

500.30 Operation Data & Set Points Description
L16/24

Delay
repair sec.
Speed Control System
Engine speed elec. SI 90 1200 rpm SAH 81 1356 rpm 0 SSH 81 1380 rpm (D)
SI 90 1000 rpm SAH 81 1130 rpm 0 SSH 81 1150 rpm (D)
Turbocharger speed SI 89 (L) SAH 89 (J) 3

Alternator
Cooling water leakage LAH98 LAH98 switch 3

Winding temperature TI 98 100° C TAH 98 130° C 3
Miscellaneous
Start failure SX 83 switch (G) 10

Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 1000/1200 SS 90A (I)
rpm
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.

Description
Operation Data & Set Points 500.30
L16/24
Remarks to Individual Parameters F. Start Interlock
A. Fuel Oil Pressure, HFO-operation The following signals are used for start interlock/
blocking:
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification 1) Turning must not be engaged
of the hot fuel. 2) Engine must not be running
3) "Remote" must be activated
The system pressure has to be adjusted according 4) No shutdowns must be activated.
to the fuel oil preheating temperature. 5) The prelub. oil pressure must be OK, 20 min.
after stop.
B. Cooling Water Pressure, Alarm Set Points 6) "Stop" signal must not be activated
As the system pressure in case of pump failure will G. Start Failure

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to Start failure is generated if engine speed has not
0.4 bar plus the static pressure. The static pressure exceeded the ignition speed limit within a defined
set point can be adjusted in the display module. span of time or engine speed has not exceeded the
minimum speed limit within a defined span time.
C. Lub. Oil Pressure, Offset Adjustment
Start failure alarm is automatically reset after engine
At charge air pressure below 1.0 bar the lub. oil is standstill.
pressure to turbocharger is normal at 0.6 ±0.1 bar.
H. Alarm Hysterese and Set Point
The read outs of lub. oil pressure has an offset
adjustment because of the transmitter placement. On all alarm points (except prelub. oil pressure) a
This has to be taken into account in case of test and hysterese of 0.1 bar are present. On prelub. oil pres-
calibration of the transmitter. sure alarm the hysterese is 0.02 bar.
D. Software Created Signal The alarm set point for prelub. oil pressure is only
valid if lubricating oil temperature is below 62° C.
Software created signal from PI 22, TI 12, SI 90.
I. Engine Run Signal
E. Set Points depending on Fuel Temperature
The signal SS90A indicates engine running for exter-
nal systems like Power Management System.
The engine run signal SS90A is set if engine exceeds

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

(SAH 89)
Engine type 1000 rpm 1200 rpm

5L16/24 / TCR12 67,300 67,300
6L16/24 / TCR12 67,300 67,300
7L16/24 / TCR12 67,300 -
Fig 1 Set point curve. 7L16/24 / TCR14 - 55,700
8L16/24 / TCR14 55,700 55,700
9L16/24 / TCR14 55,700 55,700

500.30 Operation Data & Set Points Description
L16/24
K. Exhaust Gas Temperatures M. Crankcase Protection
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally: crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
Engine load < 59% TAD = ± 100° C
This will be done by an oil mist detector (LAH/LSH
Engine load > 59% TAD = ± 50° C 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
L. Turbocharger Speed TSH 29) as option.
Normal value at full load of the turbocharger is de-

pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.

Description
"Green Passport" 500.33
General
List of potentially hazardous materials of MAN four-
stroke diesel engines that are relevant to be delivered
to recycling facilities according to IMO resolution
A.962(23) Adopted on 5 december 2003.
Asbestos
Type of asbestos Materials Location Approximate quantity/volume
- - None
Plastic Materials
Type Location Approximate quantity/volume
Copolymer, based on acrylnitrile and O-rings (Inside engine) *)
butadiene: NBR
Copolymer, based on vinylidene-fluoride O-rings (Inside engine) *)
and hexafluoro-propene: FPM
FPI 155, Flame retardant according to Cable jacket < 100 m
IEC 332-3 cat. 3
Materials containing PCBs, PCTs, PBBs at levels of 50 mg/kg or more

None
Gases sealed in the machinery

Argon Exhaust thermometers *)
Chemicals in engine
Anti-seize Compounds Used on high temperature screws *)
Engine Additives None
Water Treatment: Nitrite-borate inhibitor Fresh water system See instruction manual
Other Substances in engine

Fuel oil Engine F.O. pipe system < 0,020 m3
Lubricating oil Engine frame See instruction manual
Filter cartridge Lub. oil filter on engine 2 pcs. 1)
Filter cartridge Lub. oil filter on engine/filter candles 2 pcs./48 pcs. 2)
Mercury None
Lithium battery (if installed) Electronic cabinet 1 pcs.
08028-0D/H5250/94.08.12
Lead Pb - for soldering circuit board Electronic cabinet < 10 g/engine 2)
*) The component is most likely bound in an alloy or present at a very low concentration
1
) only valid for GenSets
2
) only valid for Propulsion engines
07.36 - ES0
Your Notes :
Description
"Green Passport" 500.33
General
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“
Until this convention enters into force the recommen-

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

zardous materials complying with the requirements
of the IMO Convention. This list is accepted by
classification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on request.
11.08 - ES0
Your Notes :
Description 500.35
Page 1 (1) Data for Pressure and Tolerance Edition 53
L16/24
Section Description mm. / bar
505 Maximum inner diameter, valve guide 12.2 mm

For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H" 1 5.0 mm
Maximum height of spindle above cylinder head, "H" 2 66.5 mm
506 Piston and piston ring grooves (see working card 506-01.10)
Clearance between connecting rod bush and piston pin 0.15-0.20 mm
Maximum ovalness in big-end bore (without bearing) 0.06 mm
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 160.5 mm
Sealing minimum height above the cylinder liner 0.2 mm
507 Maximum clearance between valve camshaft and valve camshaft bearing 0.20 mm
Maximum clearance between fuel camshaft and fuel camshaft bearing 0.25 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm
508 Valve clearance, Inlet valve (cold engine 15 - 55°C) 0.40 mm

Valve clearance, Exhaust valve (cold engine 15 - 55°C) 0.50 mm
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm
509 Free spand between pick-up and band steel

(Stop cylinder) 1 mm
510 Deflection of crankshaft (autolog), (see working card 510-01.00)

Minimum axial bearing clearance 0.200 mm
Maximum axial bearing clearance 0.476 mm
Minimum radial main bearing clearance 0.136 mm
Maximum radial main bearing clearance 0.217 mm
Main bearing journal, min. diameter 159.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 129.9 mm
Crankpin journal, max. ovality 0.03 mm
11.23 - ES0, Tier II

Your Notes :
Description
Data for Tightening Torque 500.40
L16/24
Lubricant
Note: For tightening bolts to a specified torqe,

M Lubricating paste up to 200°C Coefficient of
friction 0.08 - 0.12 only use the specified lubricants. For component
temperatures up to 200°C, e.g. Molykote Pasta d
MH High temperature lubricating Coefficient of or Optimoly Paste White-T. For component tem-
paste above 200°C friction 0.08 - 0.12 peratures above 200°C, e.g. Molykote Paste HSC
or Copaslip.
O Oil
Tab. 1. Re-tightening procedure for hydraulic tool
Please see working card 520-01.06.
Oil Tightening
Screw Connection pressure Screw-in torques (Nm) Working Figure
Bar moment torsions angle (°) Card
(±2 %) - lubricant
012 Cylinder Crankcase
012-1
Cap main bearing / 1200 Hand-M O 510-01.05
Cylinder crankcase Loctite 243
012-2
Cap main bearing /
Cylinder crankcase 1200 Hand-M MH 510-01.05
012-3
Crankcase / Cylinder head 1200 MH 505-01-55
020 Crankshaft
020-1
Crankshaft / Counter 1200 Hand-M
weight
020-2
Gear wheel (two parts) 120-O
020-3
Gear wheel / Crankshaft 120-O
11.39 - ES0
500.40 Data for Tightening Torque
Description
L16/24
Oil Tightening
(±2 %) - lubricant
027 Vibration Damper
027-1
Gear wheel / Damper 1. step 210-O 510-04.00
2. step +60°
027-2
Side / Disc 55-O
030 Connecting Rod
030-1
Connecting rod shaft / Con- 1200 M 506-01.25
necting rod cover 506-01.15
506-01.30
034 Piston
034-1
Piston 506-01.10
034-2
Piston 506-01.10
11.39 - ESO
Description 500.40
Page 3 (8) Data for Tightening Torque Edition 40
L16/24
Oil Tightening
(±2 %) - lubricant
056 Mounting of Fuel Injection Valve
056-1
Clamp / Cylinder head 6-O 32-O 514-01.10
Note: See also working

card 514-01.10
072 Casing on free end
072-1
Plate / Frame auxilary box 60-M
072-4
072-2 072-2
Disc / Frame auxilary box 60-M
072-3
Plate / Frame auxilary box 60-M
072-4 072-1
072-3
Flange / Frame auxilary box 60-M
073 Crankcase Casing with Relief Valve
073-1
Ground plate / 8-M 511-01.00
Cylinder crankcase
073-1
100 Control Drive
100-1
Cylinder crankcase / 1200 Hand-M 507-01.20
Stepped spur gear
11.39 - ESO
500.40 Data for Tightening Torque Description
L16/24
Oil Tightening
(±2 %) - lubricant
101-1
101 Camshaft (Valve camshaft)
101-1
Camshaft part piece / 65-O 507-01.00
Bearing disk 101-4
101-2
Bearing plate / Housing 65-O 507-01.00
507-01.05

101-4
Spur gear / Bearing disk 65-O 507-01.05
101-2
101 Camshaft (injection camshaft) 101-5
101-5
Camshaft part piece / 65-O 507-01.00
Bearing disk
Spur wheel / Bearing disk 507-01.05
101-6
Bearing plate / Housing 65-O 507-01.00
507-01.05
101-6
111 Valve Bridge
111-1
Valve bridge / Settting screws 50-O
111 Rocker arm
111-2
Rocker arm / Setting screws 50-O
112 Tappet
112-1
Housing / Axle 10-O 505-01.05
11.39 - ESO
Description
Page 5 (8) Data for Tightening Torque 500.40
Edition 40
L16/24
Oil Tightening
(±2 %) - lubricant
200 Fuel Injection Pump
200-1
Connection socket / FEB 4-MH 39-MH 514-01.06 200-1
Loctite 638
200-2
200-2
Valve support / pump casing 40-O 514-01.05
200-3
Valve support / pump casing 40-O 514-01.05
200-4 200-4
Buffle screw / pump casing 100+20-M 514-01.05
200-3
221 Fuel Injection Valve

221-2
221-1
Nozzle holder with nut / injection nozzle
- L'Orange + MAN 120-MH 514-01.10
- Woodward 200-20-MH 514-01.10
221-2
Setting screw / nut
- L'Orange + MAN 100-O 514.01-10
- Woodward 60-10-O 514-01.10
221-1
11.39 - ESO
L16/24
Oil Tightening
(±2 %) - lubricant
289 Exhaust Pipe 289-3 289-2
289-1
Pipe piece / Compensator 80-MH
289-2
289-1
Clamping strap 34-MH 505-01.55
289-4
289-3
Cover / Pipe piece 80-MH
289-4 289-5
Pipe piece / Turbocharger 34-MH
289-5
Pipe piece / Turbocharger 80-MH
300 Lub. oil pump
300-1
Spur gear / Pinion spindle 200-O
300-2
Cover / Casing 60-M
300-1
300-2
308 Support with pressure contrilling valve

308-1
308-1
Cover / Casing 35-M
311 Casing
311-1
Oil separator (closing cover)
311-1
/ Housing 7-MH 68-MH
322 Change over mechanism of air cooler
322-3
Camshaft / piston 322-3
11.17 - ESO
Description
Data for Tightening Torque 500.40
L16/24
Oil Tightening
(±2 %) - lubricant
350 Water pump
350-1 350-3
350-2
Water pump shaft/spur gear 80-O 350-1
350-2
Water pump shaft/impeller 40-O
350-3
Cover / Casing 35-M
434 Fuel Injection Pipe
434-1 (Woodward)
2 clamps / Cylinder head 4-MH 28-MH 514-01.05
434-2 (Woodward) 434-1

3 clamps / Cylinder head 4-MH 40±2-MH
434-2
434-3 (L'Orange, MAN)
3 clamps / Cylinder head 4-MH 40±2-MH
434-4 434-4
Pressure pipe 65+5
434-3
447 Cooling Water Pipe

447-1
447-1
Flange / Housing 4-MH 39-MH 505-01.55
701 Flywheel with gear ring
701-4
Crankshaft / Flywheel 1.step 200-MH
2. step +90°
701-4
11.17 - ESO
L16/24
Tightening of Screwed Connections by the

Strength class 5.6 6.8 10.9 12.9
Torque
Conversion factor x 0.47 0.75 1.40 1.7
If screwed connections other than those listed are
to be tightened using a torque wrench, see tab. 3,
Tab. 2. Conversion factors for tightening torques as a function of
should be looked up for approximate tightening the bolt strength class.
torques. The following should be observed:
- The load acting on a screwed connection

depends on the tightening torque applied, on Approximate coefficient of friction:
the lubricant used, the finished condition of
the surfaces and threads, and on the materials µ = 0.08 for lubricants containing molib-
paired. It is, therefore, of great importance that denum disulphid (MoS2)-(Molycote
all these conditions are met. paste type G-n or HSC and Optimoly
paste White T),
- Tab. 3 lists the tightening torques for various
threads as a function of the coefficient of friction µ = 0.14 for surfaces that are not finish-tre-
µ, i.e. of the lubricant used. The torques are ated, with a thin film of oil or grease
based on bolt material of the strength class 8.8 using Loctite.
with the bolts stressed up to approximately 7%
of the elastic limit. For other strength classes,
the tightening torques listed in the table have to
be multiplied by the corresponding conversion Tightening torque in Nm
factors. the strength class is stamped on the Thread Bolt strength class
bolt head. nominal size 8.8 10.9
M/MH O M/MH O
M 6 7 10 10 14
M 8 17 25 25 35
M 10 35 50 50 70
M 12 60 85 85 120
M 16 140 200 200 280
M 18 200 280 280 390
M 20 270 400 380 560
Tab. 3. Tightening torques for bolted connections
11.17 - ESO
Description
Declaration of Weight 500.45
L16/24
Section Component Plate No Item No Weight in Kg
505 Cylinder head, incl. rocker arms 50501 027 85

Cooling water jacket 50501 218 20
Cylinder unit 187
506 Piston, complete 50601 081 14

Connecting rod, complete 50601 068 18
Cylinder liner, complete 50601 018 32
509 Governor, complete 50901 021/104/

116 30
511 Main bearing cap 51101 157 20

Main bearing cap, axial 51101 169 21
Front-end box 51102 019 539
512 Turbocharger, complete

NR12/R 165
NR14/S 240
TCR12 127
TCR14 175
Air cooler 51201 162
Short 121
Long 138
513 Air starter 51309 242 30
514 Fuel injection pump 51401 195 15

Fuel injection valve
1000 rpm 51402 116 5
1200 rpm 51402 285 5
515 Lubricating oil pump 51501 031/043 45

Prelubricating oil pump, incl. el-motor 51504 122 20
Centrifugal filter 51515 337 24
516 HT- and LT-cooling water pump 51610 105 10
11.36 - ES0
Your Notes :
Description
Ordering of Spare Parts 500.50
Page 1 (2)
Edition 02
General
When spare parts are ordered (or referred to in These data are necessary to ensure supply of the
correspondence, etc.) the following data must be correct spare parts for a particular engine, even
indicated for the engine concerned: though the spare part illustrations contained in this
book may not always be in complete accordance
• Name of customer/ship with the individual components of a specific engine.
• IMO number
• Engine Type Note: For ordering of spare parts for governor,
• Engine no turbocharger and alternator, please see the special
• Built by chapter in the instruction book for these components.
• Plate number
• Item no
• Description
• Qty.
Information found on the nameplate of the engine(s)
Example: Name of customer/ship IMO no Eng. type Eng. no Built by

DANYARD 705 L9007489 5L28/32H 20433 MAN Holeby
Information found on each plate:
Plate no Edition Item no Description Qty.

50601 13H 10 Piston ring 10 pcs
Pla
Page te
1 (2)
Piston
and Co
nnectin
g Rod
60601-
13H
L/V28/
08
32H
09
10
11
12
01
02
03
04
05
7
60
8
60
9
60
06
0
61
611
08028-0D/H5250/94.08.12
13
2
61
07
3
61
4
91.4
61
6 - ES
0S
14
5
61
6
61
7
61
8
61
9
61
0
62
09.46
Description
Page 2 (2)
Edition 02
General

Name of customer/ship IMO no
Engine type Engine number Built by
Plate no Ed. no Item no Description Qty.

08028-0D/H5250/94.08.12
Description
Service Letters 500.55
Page 1 (1)
Edition 01
General
Description
In order to ensure the most efficient, economical and Since new service letters might be of great impor-
up-to-date operation of our engines, we regularly send tance to the operation of the plant, we recommend
out "Service Letters" containing first-hand information that engine staff file them as supplements to the
regarding accumulated service experience. relevant chapters of this instruction book.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated editions
of instruction books.
08028-0D/H5250/94.08.12
97.40 - ES0
Your Notes :
Description
Page 2 (2)
Edition 02
General

Name of customer/ship IMO no
Engine type Engine number Built by
Plate no Ed. no Item no Description Qty.

08028-0D/H5250/94.08.12
09.46
500.60 Conversion Table Description
General
Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W) Specific heat capacity (J/(kg K))
1 kpm/s 9.807 W 1 kcalI.T./(kg x °C) 4.187 x 103 J/(kg K)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

08028-0D/H5250/94.08.12
2.8 Joint, sleeve 3.11 Quick-opening valve
2.9 Joint, quick-releasing 3.12 Quick-closing valve
2.10 Expansion joint with gland 3.13 Regulating valve
2.11 Expansion pipe 3.14 Ball valve (cock)
2.12 Cap nut 3.15 Butterfly valve
2.13 Blank flange 3.16 Gate valve
05.02 - ES0
500.65 Basic Symbols for Piping
Description
Page 2 (3)
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

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

5. APPLIANCES
08028-0D/H5250/94.08.12
3.34 Non-return valve (air) 5.1 Mudbox
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
3.37 3/2 spring return valve contr. by solenoid 5.4 Separator
3.38 Reducing valve (adjustable) 5.5 Steam trap
3.39 On/off valve controlled by solenoid and pilot 5.6 Centrifugal pump
directional valve and with spring return
05.02 - ES0
Description
Basic Symbols for Piping 500.65
General
No. Symbol Symbol designation No. Symbol Symbol designation

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

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

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

08028-0D/H5250/94.08.12
05.02 - ES0
Your Notes :
Index
Page 1(1)
Operation of Engine 501
L16/24
Description
Operation------------------------------------------------------------------------------------------ 501.01 (18)

Out of Service -------------------------------------------------------------------------------------501.05 (07)
Starting-up after Repair----------------------------------------------------------------------- 501.10 (03)
Guidelines for Longterm Low-Load Operation on HFO Guidelines Regarding
MAN Diesel GenSets Operating on Low------------------------------------------------- 501.15 (03)
Sulphur Fuel Oil ---------------------------------------------------------------------------- 501.16 (02)
Working Card
Plates
Your Notes :
501.01
Operation
Description
Page 1 (5)
Edition 18
L16/24, L27/38, L21/31
Preparations for Starting L16/24, L27/38, L21/31
The following describes what to do before starting Note: It is recommended that the engine is prelubri-
when the engine has been out of service for a period cated for at least 30 minutes prior to start-up (at the
of time. first starting-up, or if the engine is cold, the engine
must be prelubricated for at least 60 minutes)
or
Lubricating Oil System check that there is oil coming out at bearings, pistons
and rocker arms.
1) Check the oil level in the base frame with the
dipstick. 4) Check prelubricating oil pressure at inlet to
filter, inlet of the engine and inlet turbocharger
2) Check the oil level in the actuator. at the display module according to the data and
setpoints sheet.
3) Start up the prelubricating pump.
5) Open the cooling water supply.
6) Check the cooling water pressure.
Note: To avoid shock effects owing to large tempera-

ture fluctuations just after start, it is recommended:
a) to preheat the engine. Cooling water at least

60°C should be circulated through the cylinder
head for at least 2 hours before start:
- by means of cooling water from engines which

are running or by means of a preheater (if
installed).
b) When starting without preheated cooling

water, the engine may only be started on MDO
(Marine Diesel Oil).
Note: When starting on HFO (Heavy Fuel Oil), only

item a) applies.
Fig 1 RE2800 actuator.
HFO System
7) Open the fuel oil supply.
Starting on HFO: circulate preheated fuel through

the pumps until correct working temperatures have
been achieved. This normally takes 30-60 minutes.
11.32 - ES0
501.01 Description
Edition 18
Operation Page 2 (5)
L16/24, L27/38, L21/31
8) Regulating gear - please check: C: Stand-by engine. Emergency start, with

preh eated cooling water, intermediate
- that all fuel injection pumps are set at index "0" prelubricating or continuos prelubricating.
when the regulating shaft is in STOP position. MDO or HFO.
- that each fuel injection pump can be pressed

by hand to full index when the regulating shaft Starting and Stopping on HFO
are in STOP position, and that the pumps return
automatically to the "0" index when the hand Starting and stopping of the engine should take
is removed. place on HFO in order to prevent any incompatibility
problems on changeover to MDO.
Starting Air System MDO should only be used in connection with mainte-
nance work on the engine or before a longer period
9) Check the pressure in the starting air receiver(s). of engine standstill.
10) Drain the starting air system. Before starting on HFO the engine must be properly
preheated as described in "Preparations for Starting"
11) Open the starting air supply. and as described below.
12) Check the air pressure on the operating box Stopping the engine on HFO is no problem, but it
according to the data and setpoints sheet. should be ensured that the temperature of fuel pipes
is not reduced to a level below the pour point of the
fuel. Otherwise reestablishing the circulation might
Turning of Engine (not valid for L16/24 cause problems.
engine)
13) Open the indicator valves and turn the engine Starting on MDO
some few revolutions, check that no liquid is
flowing out from any indicator valves during For starting on MDO there are no restrictions except
the turning. that lubricating oil viscosity may not be higher than
1500 cSt (10°C SAE 40).
14) Slow turning must always be carried out, be-
fore the engine is started after prolonged out Initial ignition may be difficult if the engine and ambient
of-service-periods and after overhauls, which temperatures are lower than 5°C and 15°C cooling
may involve a risk of liquid having collected in water temperature.
the cylinders.
15) Close the indicator valves. Normal Starting procedure
16) Start the engine by activating the start button

Starting on the display module.
The engine may be started according to the following Note: If the engine have been without prelubrica-
procedure: tion for more than 20 min. it will not be possible
to start the engine (either remote or local). The
A: Normal start without preheated cooling water. only possibility in this case is to activate the
Only on MDO. emergency start, located directly on the starter.
B: Normal start with preheated cooling water.

MDO or HFO.
11.32 - ES0
Description 501.01
Page 3 (5) Operation Edition 18
L16/24, L27/38, L21/31
Cold Start procedure Testing during Running
17) Speed setpoint is set to 50% of nominal speed Check the following on the display module according
with use of SaCoSone Expert. If SaCoSone Expert to the data and setpoints sheet.
is not available, a spanner at the actuator arm
is used to keep the speed at 50% of nominal 24) Check the lubricating oil pressure.
speed while decrease speed is activated during
starting. 25) Check the cooling water pressure.
Minimum speed is approx. 50% of nominal
speed. 26) Check the fuel oil feed pressure.
18) Start the engine either by local start or emer- 27) Check that the turbocharger is running.
gency start button on air starter. Run for 5
minutes. 28) Check that the prelubricating oil pump stops
automatically.
Hold a adjustable spanner at linkage between
fuel rack and actuator in order to have total 29) Check that all cylinders are firing, see exhaust
control over the speed. gas temperatures.
When the engine ignites on all cylinders reduce Note: Check the stop cylinder (Lambda controller)
the fuel admission with the spanner until the for regulating the shaft works properly, both when
engine can just keep running. stopping normally and at overspeed and shut down.
At first start up the engine speed must not Check that all shutdowns are connected and func-
exceed 50 % of nominal speed. tion satisfactory.
19) Check pressure difference on lubricating oil 30) Test the overspeed, see Working Card
pressures before and after filter.The differencial 509-01.05.
pressure must be shortly above 1,5 bar with
cold engine and it is acceptable if it is below 31) Check that all alarms are connected.
after 10 minutes.
20) Check that all cylinder ignites. Operation
21) Check the lubrication at the rocker arms and The engine may be loaded according to the following
check all fuel oil pipes for leakages. procedure:
22) During the 15 minutes the speed will slowly be A: Normal start without preheated cooling water.
increased to nominal speed, if no abnormal Only on MDO.
noise or leakages.
B: Normal start with preheated cooling water.
23) Check that pressure difference on lubrication MDO or HFO.
oil before and after filer is ok. Ascertain the
running is normal. C: Stand-by engine. Emergency start, with
preheated cooling water, intermediate
prelubricating or continuos prelubricating.
MDO or HFO.
See loading chart fig 2.
11.32 - ES0
501.01 Description
Edition 18
Operation Page 4 (5)
L16/24, L27/38, L21/31
Note: When the engine is running the planned Stopping

maintenance programme and the following should
be checked: 40) Before stopping, it is recommended to run the
engine at approx 5 min.
32) The lubricating oil pressure must be within the
stated limits and may not fall below the stated 41) The engine is stopped by activating the stop
minimum pressure. The paper filter cartridges button on the display module.
must be replaced before the pressure drop
across the filter reaches the stated maximum
value, or the pressure after the filter has fallen
below the stated minimum value. Dirty filter
cartridges cannot be cleaned for re-use.
33) The lubricating oil temperature must be kept

within the stated limits indicated on the data
and setpoints sheet.
34) The fuel oil pressure must be kept at the stated

value.
35) The cylinder cooling water temperature must

be kept within the limits indicated on the data
and setpoints sheet.
36) The exhaust gases should be free of visible

smoke at all loads. For normal exhaust tem-
peratures, see the test report from shop and
sea trials.
37) Keep the charging air pressure and tempera-

ture under control. For normal values, see the
test report from shop and sea trials.
38) Recharge the starting air receivers to the de-

scribed value.
39) To ensure full operational reliability, the con-

dition of the engine should be continuously
observed so that order for preventive mainte
nance work can be carried out before serious
breakdowns occur, see also section 502.
11.32 - ES0
Description
Operation 501.01
Page 5 (5)
Edition 18
L16/24, L27/38, L21/31
Load
%
C B
100
50
A
0 1 2 3 12 minutes
Fig 2 Loading chart
11.32 - ES0
Your Notes :
Description
Out of Service 501.05
Page 1 (2)
Edition 07
L16/24, L27/38, L21/31

Stand-by Mode 3) A lubricating oil sample should be sent to a
laboratory for immediate analysis.
During engine standstill in stand-by position the me-
dia cooling water and fuel oil should be continuously 4) The installed drain fasilities in the exhaust gas
circulated at temperatures similar to the operating system must be open.
conditions.

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

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

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

"Operation data & set points", 500.30. 50 % load for 2 hours
75 % load for 2 hours
100 % load may be put on
To be Checked during Starting-up, but only
if Required after Repairs or Alterations For loads: see the fuel pump index on the testbed
figures in section 502.
6) If the condition of the machinery is not well-
08028-0D/H5250/94.08.12
known, especially after repairs or alterations, After completing the starting-up sequence, make
the "feel-over sequence" should always be sure that all fuel injection pumps are set at the same
followed, i.e.: index and that the governor can cause all fuel pumps
to move to "0" index.
After 5-15 and 30 minutes' idle running, open the
crankcase and the camshaft housing and perform
02.40 - ES0
Your Notes :
Description
Guidelines for Longterm Low-Load Operation on HFO 501.15
General
Part load/low load operation and turbocharger. HFO-operation at loads lower than
20% MCR should therefore only take place within
In certain ship and power station operation modes the certain time limitations according to the curves.
diesel generating sets are exposed to part load/low
load operation. After a certain period of HFO-operation at loads lower
than 20% MCR, a change to MDO should take place
During manoeuvring of the ship all diesel generating in order to prevent further retardation of the engine
sets are often started up for safety reasons, result- performance condition. Alternatively, the engine load
ing in low should be raised to 70% MCR over a period of 15
load operation of all the engines. During harbour stay minutes and maintained here for some time in order
one diesel generator could be low-loaded when only to burn off the carbon deposits, thus re-establishing
hotel purposes are consuming electricity. adequate performance condition. After such a "clean
burning period" low load operation on HFO can be
Island mode operation of diesel generating sets in continued.
power stations is frequently exposed to low load
operation like on a ship. However, the operator must be aware of the fact
that fouling in the combustion air inlet channels,
At part load/low load it is important to maintain if any, will not be cleaned at high load operation.
constant media temperatures, i.e. for cooling water, Extensive low load running can therefore result in
lubricating oil and fuel oil in order to ensure adequate the need for manual cleaning of the combustion air
combustion chamber temperature and thus complete inlet channels.
combustion.
If special application conditions require continuous
At loads lower than 20% MCR there is a risk of time HFO-operation at loads lower than 20% MCR and
dependant retardation of the engine performance occasionally performed "clean-burning" periods are
condition due to fouling of the exhaust gas channels inconvenient or impossible, special equipment and
and combustion air channels, combustion chambers arrangements must be established.
Load %
20
Admissible low-load operation Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.
15 Running-up period to 70%

load: approx. 15 min.
a b 70% load
10 HFO or MDO
08028-0D\H5250\94.08.12
5
a b
Operating period (h) Operating period (h)

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards low load operation on HFO can be continued.
Fig 1 Low-load operation.
08.20 - ES1
Your Notes :
Description Guidelines Regarding MAN Diesel GenSets Operating 501.16
Page 1 (1) on Low Sulphur Fuel Oil Edition 02
General
Exhaust emissions from marine diesel engines have Low sulphur distillates
been the focus of recent legislation. Apart from nitrous
oxides (NOx), sulphur oxides (SOx) are considered In general our GenSet is developed for continuous
to be the most important pollution factor. A range of operation on HFO as well as on MDO/MGO. Occa-
new regulations have been implemented and others sionally changes in operation mode between HFO
will follow (IMO, EU Directive, and CARB). These and MDO/MGO are considered to be within normal
regulations demand reduction of SOx emissions operation procedures for our engine types and do
by restricting the sulphur content of the fuel. That is thus not require special precautions.
to say sulphur limits for HFO as well as mandatory
use of low sulphur distillate fuels for particular ap- Running on low sulphur fuel (< 0.1% S) will not cause
plications. This guideline covers the engine related problems, but please notice the following restrictions:
aspects of the use of such fuels.
In order to avoid seizure of the fuel oil injection pump
Low sulphur HFO components the viscosity at engine fuel oil inlet must
be > 2 cSt. In order achieve this it may be necessary
From an engine manufacturer’s point of view there to install a fuel oil cooler, when the engine is running
is no lower limit for the sulphur content of HFO. We on MGO. This is both to ensure correct viscosity and
have not experienced any trouble with the currently avoid heating up the service tank, which is important
available low sulphur HFO, that are related to the as the fuel oil injection pumps are cooled by the fuel.
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are applied When operating on MDO/MGO a larger leak oil
for the production of low sulphur HFO (desulphuriza- amount from fuel oil injection pumps and fuel oil
tion, uncommon blending components). MAN Diesel injection valves can be expected compared to op-
will monitor developments and inform our customers eration on HFO.
if necessary.
In order to carry out a quick change between HFO
If the engine is not operated permanently on low and MDO/MGO the change over should be carried
sulphur HFO, then the lubricating oil should be se- out by means of the valve V1-V2 installed in front
lected according to the highest sulphur content of of the engine.
the fuels in operation.
For the selection of the lubricating oil the same ap-
plies as for HFO. For temporary operation on distillate
fuels including low sulphur distillates nothing has to
be considered. A lubricating oil suitable for operation
on diesel fuel should only be selected if a distillate
fuel is used continuously.
08028-0D/H5250/94.08.12
10.16 - ES1
Your Notes :
Index
Page 1(1)
Engine Performance and Condition 502
L16/24
Description
Engine Performance and Condition--------------------------------------------------------- 502.01 (08)

Evaluation of Readings RegardingCombustion Condition----------------------------- 502.02 (04)
Condensate Amount-----------------------------------------------------------------------------502.05 (03)
Working Card
Engine Performance Data----------------------------------------------------------------------502-01.00 (09)

Check of Leakages from Inspection Holes ----------------------------------------------- 502-05.00 (01H)
Plates
Your Notes :
Description
Engine Performance and Condition 502.01
General
Performance Data and Engine Condition An increase in charge air temperature involves a cor-
responding increase in the exhaust gas temperature
During operation small changes in the engine condi- level by a ratio of about 1:1.5, i.e. 1°C higher charge
tion take place continuously as a result of combustion, air temperature causes about 1.5°C higher exhaust
including fouling of airways and gasways, formation gas temperature.
of deposits, wear, corrosion, etc. If continuously
recorded, these changes in the condition can give Reduction of the charge air pressure results in a cor-
valuable information about the operational and responding reduction of the compression pressure
maintenance condition of the engine. Continuous and max. combustion pressure.
observation can contribute to forming a precise and
valuable basis for evaluation of the optimum operation When checking the max. pressure adjustment of the
and maintenance programmes for the individual plant. engine, it is therefore to be ensured that the exist-
ing charge air pressure is correct. Is not avaiable
for L16/24.
Engine Performance Data
If abnormal or incomprehensible deviations in opera- Fuel Injection Pump

tion are recorded, expert assistance in the evaluation
thereof should be obtained. The amount of fuel injected is equivalent to the
supplied energy and is thus an expression of the
We recommend taking weekly records of the most load and mean effective pressure of the engine. The
important performance data of the engine plant. Dur- fuel pump index can therefore be assumed to be
ing recording (working card 502-01.00 can be used) proportional to the mean pressure. Consequently,
the observations are to be compared continuously in it can be assumed that the connected values of the
order to ascertain alterations at an early stage and pump index are proportional to the load.
before these exert any appreciable influence on the
operation of the plant. The specific fuel consumption, SFOC (measured by
weight) will, on the whole, remain unchanged whether
As a reference condition for the performance data, the engine is operating on HFO or on MDO, when
the testbed measurements of the engine or possibly considering the difference in calorimetric heat value.
the measurements taken during the sea trial on the However, when operating on HFO, the combination
delivery of the ship can be used. If considerable de- of density and calorific value may result in a change
viations from the normal conditions are observed, it of up to 6% in the volumetric consumption at a given
will be possible, in a majority of cases, to diagnose load. This will result in a corresponding change in
the cause of such deviations by means of a total the fuel pump index, and attention should be paid to
evaluation and a set of measurements, after which this when adjusting the overload preventive device
possible adjustment/overhauls can be decided on of the engine.
and planned.
At the Power Control Synchronizing (PCS) panel in the
engine control room it is possible to reduce the load
Evaluation of Performance Data by adjusting the setting for maximum MCR load limit
Air Cooler Abrasive particles in the fuel oil result in wear of fuel
injection pumps and fuel valve nozzles. Effective
Fouling of the air side of the air cooler will manifest treatment of the fuel oil in the purifier can keep the
itself as an increasing pressure drop, lower charge content of abrasive particles to a minimum. Worn
air pressure and an increased exhaust/charge air fuel injection pumps will result in an increase of the
temperature level (with consequential influence on index on account of an increased loss in the pumps
the overhaul intervals for the exhaust valves). due to leakage.
11.37 - ES0
502.01 Engine Performance and Condition Description
General
When evaluating operational results, a distinction is If, for any reason, the surface temperature of the fuel
to be made between changes which affect the whole valve nozzle is lower than the condensation tempera-
engine (all cylinder units) and changes which occur ture of sulphuric acid, sulphuric acid condensate
in only one or a few cylinders. can form and corrosion take place (cold corrosion).
The formation of sulphuric acid also depends on the
Deviations occuring for a few cylinders are, as a rule, sulphur content in the fuel oil.
caused by malfunctioning of individual components,
for example a fuel valve with a too low opening pres- Normally, the fuel nozzle temperature will be higher
sure, blocked nozzle holes, wear or other defects, an than the approx. 180°C at which cold corrosion
inlet or exhaust valve with wrongly adjusted clearance, starts to occur.
burned valve seat, etc.
Abrasive particles in the fuel oil involve heavier wear
of the fuel valve needle, seat, and fuel nozzle holes.
Turbochargers Therefore, abrasive particles are to the greatest pos-
sible extent to be removed at the purification.
Fouling of the turbine side of the turbocharger will,
in its first phase, manifest itself in increasing turbo-
charger revolutions on account of increased gas Exhaust Valves
velocity through the narrowed nozzle ring area. In
the long run, the charging air quantity will decrease The overhaul intervals for exhaust valves is one of
on account of the greater flow resistance through the the key parameters when the reliability of the entire
nozzle ring, resulting in higher wall temperatures in engine is to be judged. The performance of the
the combustion chambers. exhaust valves is therefore extremely informative.
Service experience has shown that the turbine side is Especially under unfavourable conditions, fuel quali-
exposed to increased fouling when operating on HFO. ties with a high vanadium and sodium content will
promote burning of the valve seats. Combinations of
The rate of fouling and thereby the influence on vanadium and sodium oxides with a corrosive effect
the operation of the engine is greatest for small will be formed during combustion. This adhesive ash
turbochargers where the flow openings between the may, especially in the event of increased valve tem-
guide vanes of the nozzle ring are relatively small. peratures, form deposits on the seats. An increasing
Deposits occur especially on the guide vanes of the sodium content will reduce the melting point and
nozzle ring and on the rotor blades. In the long run, thereby the adhesive temperature of the ash, which
fouling will reduce the efficiency of the turbocharger will involve a greater risk of deposits. This condition
and thereby also the quantity of air supplied for the will be especially unfavourable when the va na weight
combustion of the engine. A reduced quantity of air ratio increases beyond 1:3.
will result in higher wall temperatures in the combus-
tion spaces of the engine. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
Detailed information and instructions regarding With correct maintenance, the valve temperature is
water washing of the turbocharger are given in the kept at a satisfactory low level at all loads. The air
instruction manual. supply to the engine (turbocharger/air cooler) and the
maximum pressure adjustment are key parameters
in this connection.
Fuel Valves
It is important for the functioning of the valves that
Assuming that the fuel oil is purified effectively and the valve seats are overhauled correctly in accord-
that the engine is well-maintained, the operational ance with our instructions.
conditions for the fuel valves and the overhaul in-
tervals will not normally be altered essentially when The use of rotocaps ensures a uniform distribution
operating on HFO. of temperature on the valves.
11.37 - ES0
Description
Page 3 (3) Engine Performance and Condition 502.01
Edition 08
General
Air Inlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good ventilation of the engine room and suitable loca-
not altered substantially when using residual fuel. tion of the fresh air intake on the deck are important.
Sea water in the intake air might involve corrosive
attack and influence the overhaul intervals for the
Fuel Injection Pumps exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room
operation of the fuel injection pumps will not be very should correspond to approximately 1.5 times the
much affected. air consumption of the engines and possible boil-
ers in operation. Sub-pressure in the engine room
The occurrence of increasing abrasive wear of plunger will involve an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if a fuel which The exhaust back-pressure measured after the turbo-
contains residues from catalytic cracking is used. chargers at full load must not exceed 300 mm water
Water in the fuel oil increases the risk of cavitation in column. An increase in the exhaust back-pressure will
connection with pressure impulses occurring at the also cause an increased exhaust valve temperature
fuel injection pump cut-off. A fuel with a high asphalt level, and increased fuel consumption.
content has deteriorating lubricating properties and
can, in extreme cases, result in sticking of the fuel
injection pump plungers.
11.37 - ES0
Your Notes :
Description Evaluation of Readings Regarding 502.02
Page 1 (1)
Combustion Condition Edition 04
General
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
ALL CYLINDERS cooler fouled.
Exhaust temp. increa-
sing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine
wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE

Exhaust temp. in AIR PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of Pcomp and Pmax ARE MEASURED by means air cooler (air side).
exhaust valve or of max. pressure gauge.
piston ring blow-by. Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
Pmax too low:

P comp too low, ignition too late.
Remarks: except for L16/24

Please also see Description 502.01,
Engine Performance and Condition
11.23 - ES0
Your Notes :
Description
Condensate Amount 502.05
General
Fig. 1 Nomogram for calculation of condensate amount.
General Then normally, the air cannot absorb the same

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

Air Receiver Ambient air condition:
air temperature 35 C
Both higher pressure and lower temperature reduce relative air humidity 90 %
the ability to absorb water. A turbocharged diesel Charge air temperature 50 C
engine takes air from outside, compresses and Charge air pressure 2.6 bar
cools the air.
04.31 - ES2
502.05 Condensate Amount
Description
General
As a guidance, an air consumption of 8.2 kg/kWh (Le) Amount of Condensate Water in Air Tanks
at full load can be used for MAN B&W engines.
The volume of condensate in the air tank is determi-
Solution according to diagram: ned by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Water content of air (I) 0.033 kg/kg of 30 bar.
Max. water cont. of air (II) 0.021 kg/kg
Example:
Amount of condensate in charge air receiver.
Amount of condensate in air tank.
= (I-II) x le x P
= (0.033 - 0.021) x 8.2 x 1000 = 123 kg/h Volumetric capacity of tank (V) 4000 dm³
Temperature in tank (T) 40 °C=313K
Internal press. of tank (p) 30 bar
Draining of Condensation Water = 31 x 105 N/m²(abs.)
Gas constant for air (R) 287 Nm/kg.K
This phenomenon will occur on all turbocharged Ambient air temperature 35 °C
engines. For MAN B&W Four-stroke engine, there Relative air humidity 90 %
is no risk with a small amount of water in the charge Weight of air in tank
air receiver. But if the charge air receiver is filled with
water, there is a risk of getting water into the cylinder. pxV 31 x 105 x 4
This water have to be drained away. As standard a m= = = 138 kg
RxT 287 x 313
valve is mounted on the charge air receiver/cooler
on the engine. This valve is to be used for draining
of the water. If there is a great amount, the valve can Solution acc. to above diagram:
be left half-open. If the amount is small, the charge
air receiver can be drained periodically. Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg
Amount of condensate in air tank
= (I - III) x m
= (0.033 - 0.0015) x 138 = 4.35 kg
08028-0D/H5250/94.08.12
04.31 - ES2
Working Card
Engine Performance Data 502-01.00
L16/24, L21/31, L27/38
Safety precautions Special tools
Stopped engine Plate No Item No Note

Shut-off starting air
Shut-off cooling water 52002 138 only for L21/31, L27/38
Shut-off fuel oil 52002 498 only for L27/38
Stopped lub. oil circul.
Description Hand tools
Measuring of engine performance data.
Starting position
Engine is running.
Related procedure
Manpower Replacement and wearing parts
Working time : 1 hour Plate No Item No Qty. /

Capacity : 1 man

Data
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)
11.25 - ES0
502-01.00 Engine Performance Data
Working Card
Page 2 (2)
Edition 09
L16/24, L21/31, L27/38
1) Running the engine at MCR load.
2) Stabilise the engine load and keep a straight

course.
3) Record the performance data.
4) Compare the data with the engine builders

shop test report.
11.25 - ES0
Working Card 502-05.00
Page 1 (3) Check of Leakages from Inspection Holes Edition 01H
L16/24
Stopped engine Plate no Item no Note

Shut-off cooling water
Shut-off fuel oil
Description
Check of leakages from inspection holes.
Hand tools
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : ¼ hour Plate no Item no Qty./

Capacity : 1 man
Data

98.22 - ES0
502-05.00 Working Card
Edition 01H Check of Leakages from Inspection Holes Page 2 (3)
L16/24
Description
1) Leakages from cylinder head, see fig. 1.
If Then
Water leaks from the inspection hole The O-ring on the top of the liner has to be
replaced
Gas leaks from the inspection hole The sealing ring cylinder head/liner has to be
replaced
Inspection hole for

cooling water or
gas leakage
Fig. 1 Inspection holes in the cylinder unit

08028-0D/H5250/94.08.12
98.22 - ES0
Page 3 (3) Check of Leakages from Inspection Holes Edition 01H
L16/24
2) Leakages from HT cooling water pump, see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
3) Leakages from LT cooling water pump, see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
4) Leakages from charge air cooler, see fig. 2.
If Then
Air leaks from the inspection holes The inner O-ring on the charge air cooler has
to be replaced
Water leaks from the inspection hole The O-rings on the cooling water connecting
has to be replaced
08028-0D/H5250/94.08.12
Fig. 2 Inspection holes in the front-end box
98.22 - ES0
Your Notes :
Index
Page 1(1)
Trouble Tracing 503
L16/24
Description
Starting Failures---------------------------------------------------------------------------------- 503.01 (02)

Faults in Fuel Oil System ---------------------------------------------------------------------- 503.02 (05)
Disturbances During Running-----------------------------------------------------------------503.03 (03H)
Ignition in crankcase ----------------------------------------------------------------------------503.04 (03)
Trouble Shooting Guide for Centrifugal By-pass Filter ----------------------------------503.05 (02H)
Trouble Shooting Guide for Air Starter------------------------------------------------------503.06 (07H)
Trouble Shooting for Cooling Water System---------------------------------------------- 503.09 (03)
Trouble Shooting for Lubricating Oil Cooler----------------------------------------------- 503.10 (01)
Trouble Shooting / Electrical Failures------------------------------------------------------- 503.20 (08)
Working Card
Plates
Your Notes :
Description
Starting Failures 503.01
Page 1 (1)
Edition 02
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when Air pressure in starting air Start compressors, re-charge
start button is activated. receiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and stop

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

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

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

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

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

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

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

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

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

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

the entire system. and sealing in the
fuel system.
Cont.
02.40 - ES0
503.02 Faults in Fuel Oil System Description
L16/24 L27/38
V28/32S L21/31
Worn-out fuel pump. Change fuel pumps.
If Then
Pressure before Clean fuel filter.
pumps is too low. Check that by-pass
valve for feed pump
is not open.
Pressure is still Increase the fuel

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

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

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

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

gear. Check that governor is working
properly.
02.40 - ES0
Description
Disturbances During Running 503.03
Page 1 (3)
Edition 03H
General
Exhaust gas temperatures Increased charging air temperature Clean air coolers, see working card 512-01.00.
increased on all cylinders. due to ineffective air coolers.
Fouling of air and gas passages. Clean air and gas passages, see working cards in section
512.
Insufficient cleaning of fuel oil or Check separator and fuel filters.

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

in the exhaust temperature and faill- Stopping of the The fuel pump of the cylinder con-
ing of the compression and maximum engine is not cerned should be put out of opera-
combustion pressure of the respective possible or tion by moving the index to stop
cylinder. convenient. and locking it in this position.
Blow-by = leaky combustion cham- Check piston rings, see working card 506-01.35.
ber.
Blow-by means a serious danger of piston seizure, and
the engine must if possible be stopped and the piston in
question pulled. Leaky piston rings will normally result in
heavy excess pressure in the crankcase.
If Then
Stopping of the The fuel pump of the cylinder con-
engine is not cerned should be put out of opera-
possible or tion by moving the index to stop
convenient. and locking it in this position.
Damaged fuel pump cam. Replace camshaft section, working card 507-01.05.
08028-0D/H5250/94.08.12
Exhaust gas temperature Decreased charging air temperature. Check the thermostatic valve in the cooling water system,
decreases on all cylinders. see working card 516-04.00.
Exhaust gas temperature Spindle in fuel valve is sticking. Change and overhaul defective fuel valve, see working
decrease on one cylinder. card 514-10.00.
Fuel pump plunger is sticking or Change fuel pump plunger/barrel assembly, see working
leaking. card 514-10.00.
Cont.
98.19 - ES0
503.03 Disturbances During Running
Description
Page 2 (3)
Edition 03H
General
Engine speed decreases. Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to normal.
or
check filter, see working card 514-01.15.
Fuel valve defective. Change defective valve, see working card 514-01.10.
Fuel injection pump defective. Change or overhaul.
Water in the fuel. Drain off water from service and setting tanks. Check fuel
oil centrifuge.
Governor defective. See governor manual.
Engine stops. Shut-down for overspeed. Check fuel pumps, see working card 514-10.00.
Check governor, see governor manual.
Check movement of regulating mechanism.
Shut-down for low lubricating Check pressostat, see working card 509-05.00.
oil pressure. Check lubricating oil filter, see working card 515-01.10.
Check lubricating oil pump, see working card 515-01.00.
Shut-down for high lubricating Check lub. oil flow and pressure,
oil pressure. see working card 515-01.20.
Clean lubricating oil cooler, see working card 515-06.00.
Smoky exhaust. Turbine speed lagging behind engine Clean turbine(s), see working card 512-15.00.
speed.
Air supply too low. Clean air cooler, see working card 512-01.00.
Clean air filter, see working card 512-35.00.
Clean compressor, see working card 512-05.05.
Clean turbine, see working card 512-15.00.
Fuel valves or nozzles defective. Check fuel valves, see working card 514-01.10.
Exhaust valve knocking. Adjusting screw for valve setting loose. Inspect and replace defective parts, see working card
Push rod thrust disc damaged. 508-01.00.
08028-0D/H5250/94.08.12
Rising cooling water Thermostatic function Check thermostat.

temperature.
Pump defective Stop the engine and repair the pump.
Decreased flow Check valves.
If Then
The cooling water Open the test cocks (if
fitted
temperature for the on the discharge from
entire engine has cylinders).
risen to 90-100°C.
Cont.
98.19 - ES0
Description
Disturbances During Running 503.03
Page 3 (3)
Edition 03H
General
Check whether steam has

developed.
Steam has developed. Stop the engine.

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

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

when full load is achieved.
See section 502.

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

08028-0D/H5250/94.08.12
Oil Mist in Crankcase
The presence of oil mist may be noted at the vent Especially the frictional surfaces that caused the
pipe which is usually fitted to the top of the engine heating should be felt over (5-15-30 minutes after
frame. starting, and again when full load is obtained). Sec-
tion 501.10.
Measures (in case of white oil mist).
8) If it has not been possible to locate the hot spot,
Warning: Keep away from doors and relief valves on step 7 should be intensified and repeated until
crankcase. Do not stay unnecessarily in doorways the cause of the oil mist has been found and
near the doors of the engine room casing. remedied. In very rare cases oil mist could be
due to "atomization" of lubricating oil by the
action of an air jet (for instance blow-by, or
blow-by through cracked piston).
00.12 - ES0
Your Notes :
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 02H
General
Tabulated below are the remedial actions to be taken
if the following faults are observed:
Trouble Possible cause Trouble shooting
Oil leakage through cover nut. Missing or damaged O-ring Replace O ring.
(see Item 158, Plate 51515).
Seal face damaged. Replace O ring.
Excessive vibrations. Rotor out of balance owing to un-even

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

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

maged.
Rotor assembly inadequately tight- Tighten and bring to notice of maintenance

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

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

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

wrong sequence. in section 515.
Bushes loose or worn in tube as- Fit new bearing tube assembly.
sembly.
08028-0D/H5250/94.08.12
98.20 - ES0
Your Notes :
Description 503.06
Page 1 (1) Trouble Shooting Guide for Air Starter Edition 07H
L16/24
Trouble Possible Cause, see working Trouble Shooting

card
On pressing push-button, starter does - Empty air receiver(s) Charge receiver(s)

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

not respond, although air flows through - Insufficient air pressure Increase pressure in receiver
control circuit. - Push button stuck Remove and clean same
- Excessive length of main air pi- Approach push-button to starter or install a
pework solenoid valve near the latter
Pinion revolves and advances, but - Ring gear and/or pinion burrs or Clean burrs or replace if necessary
does not engage the ring gear. damage
- Lack of clearance between pinion Replace pinion by a more adequate one.
and ring gear Check for distortion of ring gear
Pinion revolves but does not advance. - Push-rod Item 531 inoperative Disassemble, check, smoothen guide dia-
meter, clean or replace if rusted
- Insufficient air pressure Increase pressure in receiver
- Splined shaft Item 511 sticking Disassemble, clean, check spring Item 513
and reassemble
- Excessive length of control pipe Approach push-button to the starter or
install a solenoid valve near the latter
Pinion advances but does not revolve. - Pneumatic motor inoperative Disassemble, inspect rotor for foreign mat-
ters between teeth and for possible wear of
gears.
- Check valve Item 578 Clean and reassemble. Replace worn parts
Disassemble, clean and reassemble
Pinion engages gear ring, but will not - Main valve Item 557 blocked Disassemble, clean and reassemble or
turn the engine. replace
- Rotors worn or blocked Disassemble, clean and reassemble or
replace rotors
- Insufficient air pressure Increase pressure in receiver
- Main air pipework restricted or of Check all pipework and replace if necessary
insufficient bore
Starter starts working upon opening - Incorrect connection of control pipes Connect control pipes as per installation
the flow valve of the feed line, although (with separate solenoid- valve) instruction.
push-button (or solenoid valve) are not - Main valve Item 557 blocked and Disassemble, clean and replace joint if
actuated. open needed
08028-0D/H5250/94.08.12
Lack of starter power. - Main pipework choked or bore is Check entire pipework for correct bore and
less than stipulated for the starter replace if incorrect.
- Insufficient air pressure Increase pressure in receiver.
- Badly worn rotors Disassemble, replace and reassemble.
After starting the engine, pinion tries to - Incorrect bore of main pipework Chcek entire pipework for correct bore and
re-engage and hits the ring gear which replace if incorrect.
results in damage to both. - Starting period unnecessarily long Check and adjust timer (if fitted) or press
starter pushbutton for shorter period.
- Idling of main valve item 557 Disassemble, clean, oil and reassemble.
Starter motor will not stop. - Main valve 557 blocked Disassemble, clean, oil and reassemble.
- Check valve 578 keeps open or Disassemble, check for correct closing of
does not seat properly the ball and that plug presses the valve
against is seat.
- Splined shaft 511 sticking Disassemble, clean, check spring 513 and
reassemble.
03.14 - ES0
Your Notes :
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 03
General
Description The pump bearings are lubricated automatically with

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

mechanical faults, is most often due to leaks in the
08028-0D/H5250/94.08.12
suction line. It is therefore essential that all packings

and gaskets are in order and that they are renewed
when necessary. Even a tiny hole in the suction line
will reduce the pump capacity.
98.20 - ES0
Your Notes :
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01
General
Trouble Shooting Fatigue fracture will normally necessitate replace-
ment of all plates and gaskets as there may be a
It is necessary to replace damaged plates or ga- risk of fatigue fracture in all the material.
skets. In case of corrosion, all plates must be examined
carefully!
First examine the external conditions around the Concerning the work to be carried out see Working
plate heat exchanger in order to localize the cause card 515-06.00.
of the damage. Do this very carefully.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operating
Data & Set Points".
Leakage. Insufficient tightening. Tighten up the plate heat exchanger, but

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

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

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

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

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

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

otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
98.20 - ES0
Description 503.20
Page 1 (6) Trouble Shooting / Electrical Failures Edition 08
L16/24
L21/31
Trouble Shooting Safety System
This description is a trouble shooting guide for the The safety system is an independent system and
automation system on the diesel engine type L16/24 consists of maker ABB PLC hardware modules and
and L21/31. MAN Diesel software. Fig 1 describes the hardware
modules.
General For wiring of the modules and sensors a reference

is made to the schematic which can be found in the
The following trouble shooting guide is an aid in iso- operation manual, section 509.
lating troubles to the engine built-on safety system
and monitoring system incl. the sensors connected The safety system consists of three ABB PLC mod-
to these systems. ules. The modules named 3P1 is the CPU module,
the module named 4P1 is an input-module, and 5P1
CAUTION! The control system can be damaged is an output module. Indication of individual input and
with the wrong voltage. When replacing a control output can be found on the modules by yellow diodes.
unit, check that the power supply is switched off The reference number for each input and output can
during replacement and check the power supply for be found in the electrical schematic.
the correct voltage before switching-on.
On the operation box individual indication of the shut-
Table 1.1 for the safety system and table 1.2 for the downs (low lub. oil pressure, high cool. water temp.,
monitoring system are general guides for isolating overspeed and emergency stop) can be found.
system problems. Each system check assumes that
the prior checks have been done properly. Table 1.3 If a replacement module is needed, the software ver-
and 1.4 are system error messages which can be a sion must be informed at ordering. Software version
guideline to the problem. can be found by screwing the upper potmeter on 3P1
> half way and then count the numbers of flashes
If the conclusion of a trouble shooting indicates on out 1 on 3P1, ex. vers. 3.3.1.2 = 3 flashes pause
that an exchange of a module is needed, please 3 flashes pause 1 flash pause 2 flashes, remember
fill-in the enclosed inspection report, and return the to put the pot back to zero position after reading
module together with the inspection report to the version number. The pauses between the flashes
engine maker. are approx. 2 sec..
Further, please remember to inform the software no

when ordering a new module.
08028-0D/H5250/94.08.12
Fig 1 Hardware module.
06.22 - ES0
503.20 Description
Edition 08 Trouble Shooting / Electrical Failures Page 2 (6)
L16/24
L21/31
Table 1.1
Engine will not start. Supply voltage polarity, or no Check the supply voltage on the green diode on 3P1. If it is alight
Start motor is not engaged. supply voltage. the power supply for the PLC modules are OK.
RUN/STOP change-over switch Put the RUN/STOP change-over switch in RUN position. Check
on 3P1 in wrong position. RUN LED on 3P1.
No software in the module. If all diodes on 3P1 and 4P1 are alight after having switched
on the power supply, the module is without software. The mod-
ule must be replaced with a module incl. software. Note! After
switch-on of the power supply the initialization takes app. 3 sec.
Please wait these seconds before observation.
Output relay on 5P1 out 5 is in Check that diode on 5P1 OUT 5 is alight.
failure or loose connections. If on 5P1 out 5 is not alight check that IN 0 is alight and is
stable (continuous on or continuous off) Check for loose wires
on terminals 5 + C5 on 5P1.
One or several shutdown Reset the shutdowns.

signals are activated on the If one is still activated on the operation box, check that out 2, 3,
monitoring box 4 and 5 on 3P1 are alight. If one is not alight, check the sen-
sor and wiring for short circuit, and check that no shutdowns
are present.
All or some of the shutdown Connector is not correctly Check the connector J29 on the base module. Check the con-
LED are alight on the monitor- connected, internal failure in nector on the 3P1 unit. No red LED must be alight on 3P1.
ing box and the engine is run- 3P1 or connector on 3P1 is not Activate the change-over switch RUN/STOP. Exchange the 3P1
ning without a critical situation, correctly connected. module. Please note that in case that connections from PLC
only LED’s are alight. to base module is in failure it will be possible that the engine
is starting and running even there are one or more indications
of shutdown on the operation box. This observation will only
be possible with base module software version below 2.30 for
engine L16/24 and 4.10 for engine L21/31.
Low lub. oil shutdown oc- Damaged or wrong adjustment Check the pick-up for correct adjustment.
curs when normal stop is of the rpm pick-up. Sensing distance = app. 2 mm.
activated. Check that the connector is plugged correctly. Be aware that
no counternuts prevent from plugging the connector correctly.
Replace the pick-up.
Note! Diode 3 on 4P1 will be alight if actual speed is above
nominal speed. If actual speed is below, it will be dark.
08028-0D/H5250/94.08.12
The alarm „System & Power The internal bus connection Check that the bus connection between 3P1, 4P1, 5P1 is OK.
failure“ is activated. is disconnected or internal Check that power supply is OK. (Green diode must be alight).
Diode 0 or diode 1 are not component failure. Switch on the RUN/STOP change-over switch.The problem could
alight. be related to an internal component failure and the module must
be replaced. Observe that no red diode is alight on 3P1.
The shutdown functions are Wiring or sensor problem. Check the wiring for shutdown sensors.
not working. Internal component failure. Replace the module.
Overspeed set point is not Missing jumper or wrong Check that input 7 is alight for 1000 rpm engines, and OFF for
correct. software. 900 rpm (L21/31) and 1200 rpm (L16/24) engines. Check the
software version (see page 1)
06.22 - ES0
Description 503.20
L16/24
L21/31
The Monitoring System Interface to the alarm and monitoring system in the
control room is made by MODBUS or Interlink to the
The monitoring system monitors shows all relevant output module.
pressures, temperatures and rpm on the engine.
The software can be read by pushing the lamp test
The monitoring system consists of four hardware button for 3 seconds. The software version number
modules as standard and a module as option for will be displayed in the operation box display.
bearing temp. monitoring. The monitoring system
hardware and software is developed by MAN Diesel. The software for the engine type L21/31 will start
Fig 2 describes the hardware. with 4.xx f.ex. 4.11. Please make sure that the dip
switches SW1, SW2, SW5 and SW3 are in correct
All sensors are connected to the base module and position acc. to the plant related schematic. See
the Operation Box (OB), Monitor for Temp. and section 509.
Pressure Module (MTP) and Monitor for Exh. Gas
Temp. Module (MEG) are connected via interlink
bus connection.
Failure LED
2.5 A
Fuses
OB ENGINE RPM.
0 1400
SI90
MTP H.T. WATER TEMP.
OUTLET ENGINE
TI12
0 60000 H.T. WATER PRESS.

PI10
INLET ENGINE
TC RPM. SI89
Dip Sensor power 0 40

L.T. WATER TEMP.
INLET AIR COOL.

TI01
switches LED
START AIR PI70 L.T. WATER PRESS.
PRESS. PI01
INLET AIR COOL.
LUB. OIL TEMP.

HOUR BAR TI22
INLET ENGINE
°C LUB. OIL PRESS.

PI21
. . . . INLET FILTER
ALT. RPM.
LUB. OIL PRESS.
PI22
OVERSPEED INLET ENGINE
Display LOW LUB.

OIL PRESS.
HIGH FRESH
LUB. OIL PRESS.
INLET TC
PI23
WATER TEMP. FUEL OIL TEMP.

TI40
EMERGENCY INLET ENGINE
STOP
FUEL OIL PRESS.
PI40
INLET ENGINE
0 80
Push 3 sec. START STOP

3 SEC. Delay
LAMP TEST CHARGE AIR TEMP.
OUTLET COOL.
TI31
Software version
08028-0D/H5250/94.08.12
0 4
BLOCKING CHARGE AIR PRESS.
REMOTE LOCAL PI31
OUTLET COOL.
RESET
will be indicated
in the display
AP HIGH H.T. WATER TEMP.
TAH 12.
LOW FUEL OIL PRESS.
PAL 40.
MEG 200 400 600
(Option) HIGH LUB. OIL TEMP.

TAH 21.
LOW START/STOP AIR PRESS.
PAL 70/71.
E
X
CYL.
1 TI60
H
HIGH/LOW EXH. GAS TEMP. OVERSPEED.
TDAH 60. SAH 81.
A CYL.
2 TI60
HIGH EXH. GAS TEMP. JET SYSTEM FAILURE. S
TC. OUTLET. TAH 61. SX 32. T

CYL.
3 TI60
HIGH EXH. GAS TEMP. POWER & SYSTEM FAILURE. G

TC. INLET. TAH 62. UX 95. A
CYL.
4 TI60
S
HIGH ALTERNATOR WINDING COMMON SHUTDOWN.
TEMP. TAH98 SS 86. T
CYL.
5 TI60
E
LOW L.T. WATER PRESS. START FAILURE.
PAL 01. SX 83.
M CYL.
6 TI60
LOW H.T. WATER PRESS. STOP FAILURE. E

PAL 10. SX 84. R
CYL.
7 TI60
A
LOW LUB. OIL PRESS. FUEL LEAKAGE.
PAL 22. LAH 42.
T CYL.
8 TI60
HIGH DIFF. PRESS. L.O. LOW L.O. LEVEL BASE R
FILTER. PDAH 21-22. FRAME. LAL 28. E

CYL.
9 TI60
LOW LUB. OIL PRESS. TC. HIGH L.O. LEVEL BASE

TC INLET TI62
PAL 23. FRAME. LAH 28.
LOW PRELUB. OIL PRESS. TURNING GEAR ENGAGED.

TC OUTLET TI61
PAL 25. ZS 75.
Fig 2 Hardware modules.
06.22 - ES0
503.20 Description
L16/24
L21/31
Table 1.2
Engine will not start. Power supply is not correct. Check that the power supply is correct 24 V ± 20%
Start motor is not engaged. Interlock activated. on terminals J3; 132, 133.
Internal component failure. Check that no interlocks are activated
– Turning gear not engaged
– No start failure activated
– No engine run signal
– Remote mode is activated
– No shutdown activated
– Stop valve not activated
– No lub. oil pressure
– Prelub. oil pressure is OK
Check that LED on base module is steadily green
alight. See also table 1.3
Check that wirings from terminals J20; 98, 99 are
correct.
Check the safety system (see table 1.1)
Check that the ON/OFF switch on the base module
is working properly.
Note! After having switched on the power supply,
the system initializes app. 3 seconds. Please wait
with observations until initializing is finished.
Replace the base module.
Start motor engaged and engine Pick-up failure on both safety- and Check monitor pick-up and safety system. If system
started but stopped again after few monitor pick-up. failure or cable failure is activated on safety system
minutes. and the monitor pick-up is out of order the engine
will be stopped again.
Data communication failure. EMC problem or loose connec- Check that the green LED on the base module is
tions. alight. See also table 1.3
Check that all cable screens are connected correctly
in the EMC cable glands.
Check that the data communiation cable (MODBUS)
is the twisted pair type.
No RPM indication Defect pick-up or incorrect adjust- Check the pick-up for correct adjustment.
ment. Sensing distance = app. 2 mm.
Check that the connector is plugged correctly. Be
aware that no counternuts prevent from plugging
the connector correctly.
08028-0D/H5250/94.08.12
Replace the pick-up. Thread for used Dr. Horn

sensor is 1 mm.
The engine suddenly starts or Two or more earth failures on the Check for earth failures on all sensors.
stops. engine and yard installation. Special attention should be made to the exh. gas sen-
sors. Check for earth failures in the yard system.
Replace the base module.
LED flashing green, yellow or red. Internal component failure or EMC See table 1.3. Switch the power ON/OFF.
problem. Exchange the base module.
Cont.
06.22 - ES0
Description 503.20
L16/24
L21/31
Cont. Table 1.2
All or some of the red diodes on the No power supply or software in the Check the safety system accoding to table 1.1.
operation box are alight. safety system or bad connection
between safety system and base
module.
Jet system activated under no The band steel on the lambda arm Adjust the band steel to app. 2-3 mm above the
load condition and/or jet alarm is adjusted incorrectly. jet pick-up.
activated.
„Frozen“ operation box, MTP and Internal software failure. See table 1.3. Switch the power supply on/off.
MEG box. Exchange the base module.
Instable behaviour of the output Too high voltage on the output circuit Check that the voltage is below 48 VDC.
signals for start/stop of prelubricat- terminals J20, 108, 109 120 VAC or 220 VAC is not allowed.
ing pump. Note! The voltage must be checked in the prelubri-
cating pump starter panel.
Temp. indication is too high acc. Internal component failure. Replace the base module.
to calibrated values, or values are
abnormal.
Change-over switch between LO- Internal failure in the operation See table 1.3 and 1.4. Replace the operation box.
CAL - REMOTE - BLOCKING is box.
not working. Damaged flat cable between print
card and front panel.
The alarm „System & Power failure“ This alarm consists of different alarm 1) Check diode out 1 on the safety system module
is activated. possibilities 4P1. If it is alight, it is OK. No red LED must be alight
1) Power & system failure in the on 3P1. See also table 1.1. SUPPLY LED and RUN
safety system. LED must be alight.
2) Power supply failure to the pres- 2) Check green diode J29/J30 and fuse 2.5 AT. If
sure sensors. green diode is alight, it is OK.
3) Cable/wire failure for monitor 3) Check if any analog signals are missing. If all
sensors. signals are present, it is OK. Remember to check
4) Cable/wire failure for safety also the spare exh. gas input channels. A jumper
system sensors. must be present. See also table 1.4
5) Communication link failure. 4) Check diode out 0. If it is alight, it is OK. If it is
6) Tacho failure. not alight, check the safety system for cable break
or loose connections.
5) Check if rpm pick-up is OK, and/or lub. oil
08028-0D/H5250/94.08.12
pressure is OK. If lub. oil pressure is normal, but

no rpm signal is present, the tacho alarm will be
activated.
6) Check the diode on the base module to table
1.3 and table 1.4.
OB display indicates OFFLN or Cable break on data communication See table 1.3. Check cable installation for sensor(s)
ERR-1 or fault. or sensor(s). and/or data communication
06.22 - ES0
503.20 Description
L16/24
L21/31
Table 1.3
Base Module LED indications
On the Base Module printed circuit board a two-coloured lamp (light diode, LED) is located , which indicates the current state of the
Base Module central processor.
The following failure LED indications are possible:
Observations Description
GREEN permanent light OK, all Interlink modules are online
GREEN flash One or more Interlink modules are offline (disconnected) or incorrect setup on SW2.
RED permanent light BM internal hardware error (or lockup caused by EMC disturbances).
YELLOW permanent light BM internal hardware error (or lockup caused by EMC disturbances).
RED flash BM software or hardware fault. The number of flashes indicates an internal error code which must be
reported when returning the module. (It may also be caused by EMC disturbances)
Yellow 4x flash MODBUS address error (SW1): Incorrectly set to an illegal address (0 or 255, all switched ON or
OFF).
Other yellow flashes BM internal software fault. The number of flashes indicates an internal error code which must be reported
when returning the module. (It may also be caused by EMC disturbances)
Table 1.4
Display indications on the Operation Box (OB)
Observations Description
Ready Shown for a few seconds when the OB module is powered on, indicating that the internal selftest of the module
was successfully passed.
OFFLN The OB module is OFFLINE. There is no communication from the base module to the OB module. This message
will appear shortly when powering on the system, indicating that the base module has been reset.
– Defective link between BM and OB module.

– No power on BM
– BM fatal hardware or software error. Indicated be red or yellow light or flashes on the BM two-coloured
LED.
08028-0D/H5250/94.08.12
ERR-1 Indicates cable break or sensor failure on the corresponding input.
FAULT Indicates that the BM module has entered failsafe mode either because of a fatal software or hardware fault.
Shown if the exhaust temperature is selected for an invalid cylinder number.
06.22 - ES0
Index Specification and Treatment
Page 1(1) Lubricating Oil, Fuel Oil and Cooling Water
504
L16/24
Description
Quality Requirements for Lube Oil (SAE40) for Opera-tion with Gas Oil, Diesel
Oil (MGO/MDO) and Biofuel--------------------------------------------------------------------504.01 (19)
Quality Requirements for Lubricating Oils (SAE40) forHeavy Fuel Oil Operation
(HFO)----------------------------------------------------------------------------- 504.01 (22)
Criteria for Cleaning/Exchange of Lubricating Oil---------------------------------------- 504.04 (07)
Lubricating Points ----------------------------------------------------------------------------- 504.05 (03)
Lubricating Oil in Base Frame ----------------------------------------------------------------504.06 (08H)
Specif c Lubricating Oil Consumption - SLOC ------------------------------------------- 504.07 (03)
Quality Requirements for Biofuel ------------------------------------------------------------ 504.20 (14)
Quality Requirements for Heavy Fuel Oil (HFO)----------------------------------------- 504.20 (16)
Quality Requirements for Marine Diesel Oil (MDO) -------------------------------------504.20 (17)
Quality Requirements for Gas Oil / Diesel Oil (MGO)-----------------------------------504.20 (18)
Specification for Heavy Fuel Oil (HFO) ------------------------------------------------- 504.20 (20)
Fuel Oil Cleaning---------------------------------------------------------------------------- 504.30 (01)
Quality Requirements for Engine Cooling Water----------------------------------------- 504.41 (02)
Cooling Water Inspecting------------------------------------------------------------------------504.42 (02)
Cooling Water System, Cleaning-------------------------------------------------------------504.43 (02)
Quality of Intake Air (Combustion Air)-------------------------------------------------------504.60 (02)
Working Card
Plates
Your Notes :
Description Quality Requirements for Lube Oil (SAE40) for Opera- 504.01
Page 1 (5) tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Edition 19
L16/24, L21/31
L27/38, V28/32S
The specific output achieved by modern diesel en- Only lubricating oils approved by MAN Diesel may
gines combined with the use of fuels that satisfy be used. These are listed in the tables below.
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully se- Specifications
lected.
Base oil
Doped lubricating oils (HD oils) have a proven track
record as lubricants for the drive, cylinder, turbo- The base oil (doped lubricating oil = base oil + addi-
charger and also for cooling the piston. Doped lu- tives) must have a narrow distillation range and be
bricating oils contain additives that, amongst other refined using modern methods. If it contains par-
things, ensure dirt absorption capability, cleaning of affins, they must not impair the thermal stability or
the engine and the neutralisation of acidic combus- oxidation stability.
tion products.
The base oil must comply with the following limit
values, particularly in terms of its resistance to age-
ing.
Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of MAN ageing oven
 
heating up to 135 °C *
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins or asphalt-
Spot test (filter paper)  MAN Diesel test like ageing products must not be
identifiable.
Table 1 Base oils - target values
* Works' own method
08028-0D/H5250/94.08.12
10.12 - ES1 - 3.3.5 (2010-02-25)

504.01 Quality Requirements for Lube Oil (SAE40) for Opera- Description
Edition 19 tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 2 (5)
L16/24, L21/31
L27/38, V28/32S
Doped lubricating oils (HD-oils) Additional requirements
The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Additives Lubricating Oil Selection
The additives must be dissolved in the oil and their

Engine SAE Class
composition must ensure that as little ash as pos-
sible remains following combustion. 16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
The ash must be soft. If this prerequisite is not met,

Table 2 Viscosity (SAE class) of lubricating oils
it is likely the rate of deposition in the combustion
chamber will be higher, particularly at the exhaust
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Doped oil quality
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners. We recommend doped lubricating oils (HD oils)
according to international specifications MIL-L
Additives must not increase the rate at which the 2104 or API-CD with a base number of BN 10 – 16
filter elements in the active or used condition are mgKOH/g. Military specification O-278 lubricating
blocked. oils can be used.
Washing ability The operating conditions of the engine and the

quality of the fuel determine which additive frac-
The washing ability must be high enough to prevent tions the lubricating oil contains. If marine diesel
the accumulation of tar and coke residue as a result oil with a sulphur content of up to 2.0 % by weight
of fuel combustion. according to ISO-F-DMC and coke residues of up
to 2.5 % by weight is used, you should choose a
Dispersibility base number of roughly 20. However, the operating
results that ensure the most efficient engine opera-
The selected dispersibility must be such that com- tion ultimately decide the additive content.
mercially-available lubricating oil cleaning systems
can remove harmful contaminants from the oil Cylinder lubricating oil
used, i.e. the oil must possess good filtering prop-
erties and separability. In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri-
Neutralisation capability cating oil via a separate lubricating oil pump. The
quantity of lubricating oil is set at the factory ac-
The neutralisation capability (ASTM D2896) must cording to the quality of the fuel to be used and the
08028-0D/H5250/94.08.12
be high enough to neutralise the acidic products anticipated operating conditions.

produced during combustion. The reaction time of
the additive must be harmonised with the process Use a lubricating oil for the cylinder and lubricating
in the combustion chamber. circuit as specified above.
Evaporation tendency
The evaporation tendency must be as low as pos-

sible as otherwise the oil consumption will be ad-
versely affected.
10.12 - ES1 - 3.3.5 (2010-02-25)

L16/24, L21/31
L27/38, V28/32S
Speed controller Oil during Operation
Multigrade oil 5W40 should ideally be used in me- There are no prescribed oil change intervals for
chanical-hydraulic controllers with a separate oil MAN Diesel medium speed engines. The oil prop-
sump. If this oil is not available when filling, 15W40 erties must be regularly analysed. The oil can be
oil can be used instead in exceptional cases. In this used for as long as the oil properties remain within
case, it makes no difference whether synthetic or the defined limit values (see table entitled "Limit
mineral-based oils are used. values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance
The military specification for these oils is O-236. schedule). The quality of the oil can only be main-
tained if it is cleaned using suitable equipment (e.g.
Experience with the L27/38 engine has shown that a separator or filter).
the operating temperature of the Woodward con-
troller OG10MAS and corresponding actuator for Temporary operation with gas oil
UG 723+ can be higher than 93 °C. In these cases
we recommend using asynthetic oil such as Cas- Due to current and future emission regulations,
trol Alphasyn HG150. Engines supplied after March heavy fuel oil cannot be used in designated regions.
2005 are already filled with this oil. Low-sulphur diesel fuel must be used in these re-
gions instead.
Lubricating oil additives
If the engine is operated with low-sulphur diesel
The use of other additives with the lubricating oil, or fuel for less than 1000 h, a lubricating oil which is
the mixing of different brands (oils by different man- suitable for HFO operation (BN 30 – 55 mg KOH/g)
ufacturers), is not permitted as this may impair the can be used during this period.
performance of the existing additives which have
been carefully harmonised with each another and If the engine is operated provisionally with low-sul-
also specifically tailored to the base oil. phur diesel fuel for more than 1000 h and is sub-
sequently operated once again with HFO, a lubri-
Selection of lubricating oils / warranty cating oil with a BN of 20 must be used. If the BN
20 lubricating oil by the same manufacturer as the
The majority of mineral oil companies are in close lubricating oil used for HFO operation with higher
regular contact with engine manufacturers and can BN (40 or 50), an oil change will not be required
therefore provide information on which oil in their when effecting the changeover. It will be sufficient
specific product range has been approved by the to use BN 20 oil when replenishing the used lubri-
engine manufacturer for the particular application. cating oil.
Irrespective of the above, lubricating oil manufac-
turers are liable in any case for the quality and char- If you wish to operate the engine with HFO once
acteristics of their products. If you have any ques- again, it will be necessary to change over in good
tions, we will be happy to provide you with further time to a lubricating oil with a higher BN (30 – 55).
information. If the lubricating oil with higher BN is by the same
manufacturer as the BN20 lubricating oil, the
08028-0D/H5250/94.08.12
changeover can also be effected without an oil

change. In doing so, the lubricating oil with higher
BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
HFO operation.
10.12 - ES1 - 3.3.5 (2010-02-25)

504.01 Quality Requirements for Lube Oil (SAE40) for Opera- Description
Edition 19 tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 4 (5)
L16/24, L21/31
L27/38, V28/32S
Tests Approved lubricating oils SAE 40
Base Number
We can analyse heavy fuel oil for customers at our Manufacturer
10161) [mgKOH/g]
laboratory. A 0.5 l sample is required for the test.
Cladium 120  SAE 40
AGIP
Danger! Sigma S SAE 40 2)
BP Energol DS 3154
Improper handling of fuels Castrol MLC 40
CASTROL Castrol MHP 154
If fuels are improperly handled, this can pose a Seamax Extra 40
danger to health, safety and the environment. The Taro 12 XD 40
relevant safety information by the fuel supplier must CHEVRON
Delo 1000 Marine SAE 40
(Texaco, Caltex)
be observed. Delo SHP40
Exxmar 12 TP 40
Note! Mobilgard 412 / MG 1SHC
EXXON MOBIL
Mobilgard ADL 40 2)
No liability assumed if these oils are used Delvac 1640
PETROBRAS Marbrax CCD410
MAN Diesel SE will not assume liability for any
Q8 Mozart DP40
problems associated with using these oils.
REPSOL Neptuno NT 1540
Gadinia 40
Gadinia AL40
SHELL
Sirius FB40 2)
Sirius/Rimula X40 2)
MarWay 1540
STATOIL
MarWay 1040
TOTAL Lubmarine Disola M4015
Table 3 Lubricating oils (SAE40) which have been ap-
proved for the use in MAN Diesel four-stroke engines running
on gas oil and Diesel oil
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%
08028-0D/H5250/94.08.12
10.12 - ES1 - 3.3.5 (2010-02-25)

L16/24, L21/31
L27/38, V28/32S
Limit value Procedure
Viscosity at 40 °C 110-220 mm /s
2
ISO 3104 or ASTM D445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating
Metal Content
conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels:
max 12% FT-IR
biofuel fraction
Table 4 Limit values for used lubricating oil
08028-0D/H5250/94.08.12
10.12 - ES1 - 3.3.5 (2010-02-25)

Your Notes :
Description Quality Requirements for Lubricating Oils (SAE40) for 504.01
Page 1 (5) Heavy Fuel Oil Operation (HFO) Edition 22
L16/24, L21/31
L27/38, V28/32S
General Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used. These are listed
The specific output achieved by modern diesel en- in the table entitled "Lubricating oils approved for
gines combined with the use of fuels that satisfy use in heavy fuel oil-operated MAN Diesel & Turbo
the quality requirements more and more frequently four-stroke engines".
increase the demands on the performance of the
lubricating oil which must therefore be carefully se- Specifications
lected.
Base oil
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts and The base oil (doped lubricating oil = base oil + addi-
turbocharger cylinder and for cooling the pistons. tives) must have a narrow distillation range and be
Lubricating oils of medium alkalinity contain addi- refined using modern methods. If it contains paraf-
tives that, in addition to other properties, ensure a fins, they must not impair the thermal stability or
higher neutralisation reserve than with fully doped oxidation stability.
engine oils (HD oils).
The base oil must comply with the limit values in
International specifications do not exist for medium the table below, particularlyin terms of its resist-
alkalinity lubricating oils. A test operation is there- ance to ageing:
fore necessary for a corresponding period in ac-
cordance with the manufacturer's instructions.
Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of MAN ageing oven
 
heating up to 135 °C *
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins or asphalt-
MAN Diesel &
Spot test (filter paper)  like ageing products must not be
Turbo test
identifiable.
Table 1 Base oils - target values
* Works' own method
10.39 - ES1 - 3.3.6 (2010-05-10)

504.01 Quality Requirements for Lubricating Oils (SAE40) for Description
Edition 22 Heavy Fuel Oil Operation (HFO) Page 2 (5)
L16/24, L21/31
L27/38, V28/32S
Medium-alkaline lubricating oil For tips on selecting the base number, refer to the
table entitled “Base number to be used for various
The prepared oil (base oil with additives) must have operating conditions".
the following properties:
Evaporation tendency
Additives
The evaporation tendency must be as low as pos-
The additives must be dissolved in the oil and their sible as otherwise the oil consumption will be ad-
composition must ensure that as little ash as pos- versely affected.
sible is left over, even if the engine is provisionally
operated with distillate oil. Additional requirements
The ash must be soft. If this prerequisite is not met, The lubricating oil must not contain viscosity index
it is likely the rate of deposition in the combustion improver. Fresh oil must not contain water or other
chamber will be higher, particularly at the exhaust contaminants.
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Lubricating Oil Selection
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Engine SAE Class
Additives must not increase the rate at which the 16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
filter elements in the active or used condition are
blocked. Table 2 Viscosity (SAE class) of lubricating oils
Washing ability
The washing ability must be high enough to prevent Neutralisation properties (BN)
the accumulation of tar and coke residue as a result
of fuel combustion. The lubricating oil must not ab- Lubricating oils with medium alkalinity and a range
sorb the deposits produced by the fuel. of neutralisation capabilities (BN) are available on
the market. According to current knowledge, a re-
Dispersibility lationship can be established between the antici-
pated operating conditions and the BN number as
The selected dispersibility must be such that com- shown in the table entitled "Base number to be
mercially-available lubricating oil cleaning systems used for various operating conditions". However,
can remove harmful contaminants from the oil the operating results are still the overriding factor in
used, i.e. the oil must possess good filtering prop- determining which BN number produces the most
erties and separability. efficient engine operation.
Neutralisation capability
The neutralisation capability (ASTM D2896) must

be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
10.39 - ES1 - 3.3.6 (2010-05-10)

L16/24, L21/31
L27/38, V28/32S
approx. BN of fresh Engines / Operating conditions
oil (mg KOH/g oil)
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur
20
content of less than 0.5 %
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating
30 conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64
and 51/60DF with exclusive HFO operation only with sulphur content < 1.5 %.
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3 Base number to be used for various operating conditions
Operation with low sulphur fuel Speed controller
To comply with the emissions regulations, the sul- Multigrade oil 5W40 should ideally be used in me-
phur content of fuels used nowadays varies. Fuels chanical-hydraulic controllers with a separate oil
with a low-sulphur content must be used in environ- sump. If this oil is not available when filling, 15W40
mentally-sensitive areas (SECA). Fuels with a high oil can be used instead in exceptional cases. In this
sulphur content may be used outside SECA zones. case, it makes no difference whether synthetic or
In this case, the BN number of the lubricating oil se- mineral-based oils are used.
lected must satisfy the requirements for operation
using fuel with a high-sulphur content. A lubricating The military specification for these oils is O-236.
oil with low BN number may only be selected if fuel
with a low-sulphur content is used exclusively dur- Lubricating oil additives
ing operation.
However, the results obtained in practise that dem- The use of other additives with the lubricating oil, or
onstrate the most efficient engine operation are the the mixing of different brands (oils by different man-
factor that ultimately decides which additive fraction ufacturers), is not permitted as this may impair the
is permitted. performance of the existing additives which have
been carefully harmonised with each another and
Cylinder lubricating oil also specifically tailored to the base oil.
In engines with separate cylinder lubrication, the Selection of lubricating oils / warranty
pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The The majority of mineral oil companies are in close
quantity of lubricating oil is set at the factory ac- regular contact with engine manufacturers and can
cording to the quality of the fuel to be used and the therefore provide information on which oil in their
anticipated operating conditions. specific product range has been approved by the
engine manufacturer for the particular application.
Use a lubricating oil for the cylinder and lubricating Irrespective of the above, lubricating oil manufac-
circuit as specified above. turers are liable in any case for the quality and char-
acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
10.39 - ES1 - 3.3.6 (2010-05-10)

504.01 Quality Requirements for Lubricating Oils (SAE40) for Description
Edition 22 Heavy Fuel Oil Operation (HFO) Page 4 (5)
L16/24, L21/31
L27/38, V28/32S
Oil during operation If the engine is operated provisionally with low-sul-
phur diesel fuel for more than 1000 h and is sub-
There are no prescribed oil change intervals for sequently operated once again with HFO, a lubri-
MAN Diesel & Turbo medium speed engines. The cating oil with a BN of 20 must be used. If the BN
oil properties must be regularly analysed. The oil 20 lubricating oil by the same manufacturer as the
can be used for as long as the oil properties remain lubricating oil used for HFO operation with higher
within the defined limit values (see table entitled BN (40 or 50), an oil change will not be required
"Limit values for used lubricating oil“). An oil sample when effecting the changeover. It will be sufficient
must be analysed every 1-3 months (see mainte- to use BN 20 oil when replenishing the used lubri-
nance schedule). The quality of the oil can only be cating oil.
maintained if it is cleaned using suitable equipment
(e.g. a separator or filter). If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
Temporary operation with gas oil time to a lubricating oil with a higher BN (30 –
55). If the lubricating oil with higher BN is by the
Due to current and future emission regulations, same manufacturer as the BN 20 lubricating oil,
heavy fuel oil cannot be used in designated regions. the changeover can also be effected without an oil
Low-sulphur diesel fuel must be used in these re- change. In doing so, the lubricating oil with higher
gions instead. BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
If the engine is operated with low-sulphur diesel HFO operation.
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
Limit value Procedure
Viscosity at 40 °C 110-220 mm2/s ISO 3104 or ASTM D 445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating

Metal Content
conditions
Guide value only

Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4 Limit values for used lubricating oil
10.39 - ES1 - 3.3.6 (2010-05-10)

L16/24, L21/31
L27/38, V28/32S
Tests Note!
No liability when using these oils
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test. MAN Diesel & Turbo does not assume liability for
problems that occur when using these oils.
Manufacturer Base Number [mg KOH/g]
20 30 40 50
AGIP  Cladium 300 Cladium 400 -
BP Energol ICHFX 204 Energol ICHFX 304 Energol ICHFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40

(TEXACO, CALTEX)
EXXON MOBIL - Mobilgard M430 Mobilgard M440 Mobilgard M50

EXXMAR 30 TP 40 EXXMAR 40 TP 40
PETROBRAS Marbrax CCD420 Marbrax CCD430 Marbrax CCD440 -
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
TOTAL Lubmarine - Aurelia XL 4030 Aurelia XL 4040 Aurelia XL 4055

Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.
10.39 - ES1 - 3.3.6 (2010-05-10)

Your Notes :
Description 504.04
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil Edition 07
General
Replacement of Lubricating Oil Unit : cSt (mm2/s)
The expected lubricating oil lifetime in operation is Possible test

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

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

value value value 4. Base Number (BN)
08028-0D/H5250/94.08.12
SAE 30 [cSt@40° C] 95 - 125 75 160

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

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

6. Insolubles Content
Iron Depend upon max. 50 ppm
Max. value : 1.5 % generally, depending upon Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
actual dispersant value and the Lead tions max. 20 ppm
increase in viscosity. Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
08028-0D/H5250/94.08.12
07.11 - ES1
Description
Page 1 (1) Lubricating Points 504.05
Edition 03
General
Lubricating Oil Types Used in the Engine
Description Lub. Oil Type
Engine system lubricating oil SAE 40 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instructions in section 509.
Alternator (only for GenSet) See special instructions in section 518 or separate instructions.
Hydraulic tools Hydraulic oil or turbine oil (with a viscosity of about SAE 20).
08028-0D/H5250/94.08.12
04.35 - ES0
Your Notes :
Description
Page 1 (1) Lubricating Oil in Base Frame 504.06
Edition 08H
L16/24
Type L16/24 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl.
Min. level alarm H1 (mm) 285 285 285 285 285
Min. level H2 (mm) 295 295 295 295 295

08028-0D/H5250/94.08.12
Max. level H3 (mm) 370 370 370 370 370
Max. level alarm H4 (mm) 385 385 385 385 385
Min. litre (H2) 342 389 436 483 530
Max. litre (H3) 429 488 547 606 665
99.27 - ES1
Your Notes :
Description 504.07
Page 1 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
Please note that only maximum continuous rating A2:

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

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

[h] [dm³] [dm³] [°C] [g/kWh]
08028-0D/H5250/94.08.12
Description
Quality Requirements for Biofuel 504.20
General
Biofuel Provision
Other designations Transesterified and non-transesterified vegetable

oils can be used.
Biodiesel, FAME, vegetable oil, rapeseed oil, palm
oil, frying fat. Transesterified biofuels (biodiesel, FAME) must
comply with the standard EN 14214.
Origin
Non-transesterified biofuels must comply with the
Biofuel is derived from oil plants or old cooking oil. specifications listed in Table 1.
Properties/Characteristics Unit Test method

Density at 15 °C DIN EN ISO 3675,
900-930 kg/m3
EN ISO 12185
Flash point > 60 °C DIN EN 22719
> 35 MJ/kg
Lower calorific value DIN 51900-3
(typical: 37 MJ/kg)
< 40 cSt (corresponds to a
Viscosity at 50 °C DIN EN ISO 3104
viscosity/40 °C < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4 % DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01 % DIN EN ISO 6245
Water content < 0.5 % EN ISO 12537
Lodine number < 125 g / 100 g DIN EN 14111
TAN (Total acid number) < 5 mg KOH/g DIN EN ISO 660
< 10 °C below the lowest temperature
Filterability EN 116
in the fuel system
Table 1 Non-transesterified biofuel - specifications.
08028-0D/H5250/94.08.12
10.12 - ES1 - 3.3.1 (2010-03-26)

504.20 Quality Requirements for Biofuel Description
General
These specifications are based on experience to Danger!

date. As this experience is limited, these must be Improper handling of fuels
regarded as recommended specifications that can
be adapted if necessary. If future experience shows If fuels are improperly handled, this can pose a
that these specifications are too strict, or not strict danger to health, safety and the environment. The
enough, they can be modified accordingly to en- relevant safety information by the fuel supplier must
sure safe and reliable operation. be observed.
When operating with bio-fuels, a lubricating oil that Analyses

would also be suitable for operation with diesel oil
must be used. We can analyse fuel for customers at our labora-
tory. A 0.5 l sample is required for the test.
08028-0D/H5250/94.08.12
10.12 - ES1 - 3.3.1 (2010-03-26)

Description
Quality Requirements for Heavy Fuel Oil (HFO) 504.20
General
Prerequisites Different international specifications exist for heavy

fuel oils. The most important specifications are ISO
MAN four-stroke diesel engines can be operated 8217-2010 and CIMAC-2003. These two specifica-
with any heavy fuel oil obtained from crude oil that tions are more or less equivalent. Figure 1 shows
also satisfies the requirements in Table 1, provid- the ISO 8217 specification. All qualities in these
ing the engine and fuel processing system have specifications up to K700 can be used, provided
been designed accordingly. To ensure that the re- the fuel system has been designed for these fuels.
lationship between the cost of fuel, spare parts Heavy fuel oils with a maximum density of 1,010
and repair and maintenance expenditure remains kg/m3 can only be used if modern separators are
favourable at all times, the following points should installed.
be observed.
Important
Heavy Fuel Oil (HFO)
Even if the fuel characteristics listed in the table
Origin/refinery process entitled "The fuel specification and correspond-
ing characteristics for heavy fuel oil" satisfy the
The quality of the heavy fuel oil largely depends above requirements, this information may still not
on the quality of the crude oil and also the refining be enough to determine the ignition and combus-
process used. This is why the properties of heavy tion characteristics, and also stability, of the fuel.
fuel oils with the same viscosity can vary consider- This means that the operating performance of the
ably depending on the bunker positions. Heavy fuel engine may depend on characteristics that are not
oil is normally a mixture of residual oil and distil- defined in the specification. This particularly ap-
lates. The components of the mixture are normally plies for the tendency of the oil to form deposits in
obtained from modern refinery processes, such as the combustion chamber, fuel injection system, gas
Catcracker or Visbreaker. These processes can ad- channels and exhaust gas system. A number of
versely affect the stability of the fuel as well as its fuels have a tendency towards incompatibility with
ignition and combustion properties. The processing lubricating oil which leads to deposits being formed
of the heavy fuel oil and the operating result of the in the fuel delivery pump that can block the pumps.
engine also depend heavily on these factors. It may therefore be necessary to avoid using spe-
cific potentially problematic fuels.
Bunker positions with standardised heavy fuel oil
qualities should preferably be used. If oils need to Blends
be purchased from independent dealers, also en-
sure that these also comply with the international The addition of engine oils (old lubricating oil, ULO
specifications. The engine operator is responsible –used lubricating oil) and additives that have not
for ensuring that suitable heavy fuel oils are cho- been manufactured from mineral oils, (coal-tar oil,
sen. for example), and residual products of chemical
or other processes such as solvents (polymers or
Specifications chemical waste) is not permitted. Some of the rea-
sons for this are as follows: abrasive and corrosive
Fuels that are intended for use in an engine must effects, unfavourable combustion characteristics,
satisfy the specifications to ensure sufficient qual- poor compatibility with mineral oils and, last but
ity. The limit values for heavy fuel oils are specified not least, adverse effects on the environment. The
in Table 1. order for the fuel must expressly state what is not
permitted as the fuel specifications that generally
The entries in the last column of Table 1 provide im- apply do not include this limitation.
portant background information and must therefore
be observed.
10.39 - ES1 - 3.3.3 (2010-08-19)

504.20 Quality Requirements for Heavy Fuel Oil (HFO)
Description
General
If engine oils (old lubricating oil, ULO – used lubri- The addition of chemical waste products (solvents,
cating oil) are added to fuel, this does pose particu- for example) to the fuel is prohibited for environ-
lar danger as the additives in the lubricating oil act mental protection reasons according to the reso-
as emulsifiers that cause dirt, water and catfines to lution of the IMO Marine Environment Protection
be transported as fine suspension. They therefore Committee passed on 1st January 1992.
prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience Leak oil collector
of other manufacturers), this can severely damage
the engine and turbocharger components. Leak oil collectors that act as receptacles for leak
oil, and also return and overflow pipes in the lube
oil system, must not be connected to the fuel tank.
Leak oil pipes should be emptied in sludge tanks.
Viscosity (at 50 °C) max. 700 Viscosity/injection viscosity

mm2/s (cSt)
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point max. 60 Flash point (ASTM D 93)
Low-temperature behaviour
Pour point (summer) max. 30
°C (ASTM D 97)
Pour point (winter) max. 30
(ASTM D 97)
Coke residue
20 Combustion properties
(Conradson)
Weight % 5
Sulphur content Sulphuric acid corrosion
or legal requirements
Ash content max. 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium
mg/kg 60 Heavy fuel oil processing
content (total)
Total acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
The fuel must be free of
lubricating oil (ULO - used
lubricating oil, cold oil). Fuel is
Used lubricating oil max. considered as contaminated with
mg/kg
(ULO) lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or
Ca > 30 ppm and P > 15 ppm.
2/3 of coke residue
Asphaltene content Weight % Combustion properties
(according to Conradson)
Sodium < 1/3 Vanadium,
Sodium content mg/kg Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 1. Table_The fuel specification and corresponding characteristics for heavy fuel oil
10.39 - ES1 - 3.3.3 (2010-08-19)

Category ISO-F-
Test method
Characteristic Unit Limit RMA RMB RMD RME RMG RMK
Table 2
Description
reference Page 3 (10)
10 30 80 180 180 380 500 700 380 500 700
Kinematic viscosity
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
at 50° C
ISO 3675 or
Density at 15° C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0
10.39 - ES1 - 3.3.3 (2010-08-19)

ISO 12185
CCAI
– max. 850 860 860 860 870 870
ISO 8754
Sulfur mass % max. Statutory requirements
ISO 14596
Flash point
°C min. 60.0 60.0 60.0 60.0 60.0 60.0 ISO 2719
Hydrogen sulfide
mg/kg max. 2.00 2.00 2.00 2.00 2.00 2.00 IP 570
ISO 8217-2010 specification for heavy fuel oil

mg
Acid number max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment aged
mass % max. 0.10 0.10 0.10 0.10 0.10 0.10 ISO 10307-2
Carbon residue:
mass % max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
Pour point winter quality °C max. 0 0 30 30 30 30 ISO 3016
(upper) summer quality °C max. 6 6 30 30 30 30 ISO 3016
volume
Water max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
%
Ash
mass% max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245
IP 501, IP 470
Vanadium mg/kg max. 50 150 150 150 350 450
or ISO 14597
IP 501
Sodium mg/kg max. 50 100 100 50 100 100
Quality Requirements for Heavy Fuel Oil (HFO)
IP 470
Aluminium plus silicon IP 501, IP 470
mg/kg max. 25 40 40 50 60 60
or ISO 10478
Used lubricating oils (ULO): The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the IP 501 or
calcium and zinc; or mg/kg – following conditions is met: IP 470
calcium and phosphorus calcium > 30 and zinc > 15; or calcium > 30 and phosphorus > 15 IP 500
© ISO 2010 – All rights reserved ISO 8217:2010(E)

Edition 16
504.20
General
Description
General
Additional Information Heavy fuel oil processing
The purpose of the following information is to show Whether or not problems occur when the engine is
the relationship between the quality of heavy fuel in operation depends on how carefully the heavy
oil, heavy fuel oil processing, the engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are
Selection of heavy fuel oil effectively removed. It has been shown in practise
that wear as a result of abrasion in the engine in-
Economic operation with heavy fuel oil within the creases considerably if the aluminium and silicium
limit values specified in the table entitled "The fuel content is higher than 15 mg/kg.
specification and corresponding properties for
heavy fuel oil" is possible under normal operating Viscosity and density influence the cleaning effect.
conditions, provided the system is working properly This must be taken into account when designing
and regular maintenance is carried out. If these re- and making adjustments to the cleaning system.
quirements are not satisfied, shorter maintenance
intervals, higher wear and a greater need for spare Settling tank
parts is to be expected. The required maintenance
intervals and operating results determine which The heavy fuel oil is precleaned in the settling tank.
quality of heavy fuel oil should be used. The longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is, the more
It is an established fact that the price advantage effective the precleaning process will be (maximum
decreases as viscosity increases. It is therefore not preheating temperature of 75 °C to prevent the for-
always economical to use the fuel with the highest mation of asphalt in the heavy fuel oil). A settling
viscosity as in many cases the quality of this fuel tank is sufficient for heavy fuel oils with a viscosity
will not be the best. of less than 3802/s at 50 °C. If the heavy fuel oil has
a high concentration of foreign matter or if fuels in
Viscosity/injection viscosity accordance with ISO-F-RM, G/H/K380 or H/K700
are to be used, two settling tanks will be required
Heavy fuel oils with a high viscosity may be of an one of which must be sized for 24-hour operation.
inferior quality. The maximum permissible viscos- Before the content is moved to the service tank,
ity depends on the preheating system installed and water and sludge must be drained from the settling
the capacity (flow rate) of the separator. tank.
The prescribed injection viscosity of 12 - 14 mm2/s Separators

(for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and
corresponding fuel temperature upstream of the A separator is particularly suitable for separating
engine must be observed. This is the only way to material with a higher specific density – water, for-
ensure efficient atomisation and mixture formation eign matter and sludge, for example. The separa-
and therefore low-residue combustion. This also tors must be self-cleaning (i.e. the cleaning inter-
prevents mechanical overloading of the injection vals must be triggered automatically).
system. For the prescribed injection viscosity and/
or the required fuel oil temperature upstream of the Only separators in the new generation may be
engine, refer to the viscosity temperature diagram. used. They are extremely effective throughout a
wide density range with no changeover required
and can separate water from heavy fuel oils with a
density of up to 1.01 g/ml at 15 °C.
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
General
Table 3 "Achievable proportion of foreign matter The manufacturer's specifications must be com-
and water (following separation)" shows the pre- plied with to maximise the cleaning effect.
requisites that must be met by the separator. These
limit values are used by manufacturers as the basis
for dimensioning the separator and ensure compli-
ance.
Application in ships and

stationary use: parallel
installation
1 separator for
100% flow rate
100% 100% 1 separator (reserve) for

100% flow rate
Figure 1 Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the If processing is carried out in accordance with the
manufacturers' current recommendations (Alpha MAN Diesel & Turbo specifications and the correct
Laval and Westfalia). The density and viscosity of separators are chosen, it may be assumed that the
the heavy fuel oil in particular must be taken into results stated in the table entitled "Achievable pro-
account. If separators by other manufacturers are portion of foreign matter and water" for inorganic
used, MAN Diesel & Turbo should be consulted. foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Definition Particle size Quantity

Inorganic foreign matter including catalyst particles < 5 µm < 20 mg/kg
Al + Si content - < 15 mg/kg
Water content  < 0.2 % by vol. %
Table 3 Achievable proportion of foreign matter and water (following separation)
Results obtained during operation in practise show Water

that the wear the occurs as a result of abrasion in
the injection system and the engine will remain It is particularly important to ensure that the wa-
within acceptable limits if these values are com- ter separation process is as thorough as possible
plied with. In addition, an optimum lubricating oil as the water takes the form of large droplets, and
treatment process must be ensured. not a finely distributed emulsion. In this form, water
also promotes corrosion and sludge formation in
the fuel system and therefore impairs the supply,
atomisation and combustion of the heavy fuel oil.
If the water absorbed in the fuel is seawater, harm-
ful sodium chloride and other salts dissolved in this
water will enter the engine.
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
General
The sludge containing water must be removed from Homogeniser

the settling tank before the separation process
starts, and must also be removed from the service If a homogeniser is used, it must never be installed
tank at regular intervals. The tank's ventilation sys- between the settling tank and separator as other-
tem must be designed in such a way that conden- wise it will not be possible to ensure satisfactory
sate cannot flow back into the tank. separation of harmful contaminants, particularly
seawater.
Vanadium/Sodium
Flash point (ASTM D 93)
If the vanadium/sodium ratio is unfavourable, the
melting point of the heavy fuel oil ash may fall in National and international transportation and stor-
the operating area of the exhaust-gas valve which age regulations governing the use of fuels must be
can lead to high-temperature corrosion. Most of the complied with in relation to the flash point. In gen-
water and water-soluble sodium compounds it con- eral, a flash point of above 60 °C is prescribed for
tains can be removed by precleaning the heavy fuel diesel engine fuels.
oil in the settling tank and in the separators.
Low temperature behaviour (ASTM D 97)
The risk of high-temperature corrosion is low if the
sodium content is one third of the vanadium con- The pour point is the temperature at which the fuel
tent or less. It must also be ensured that sodium is no longer flowable (pumpable). As the pour point
does not enter the engine in the form of seawater of many low-viscosity heavy fuel oils is higher than
in the intake air. 0 °C, the bunker facility must be preheated, unless
fuel in accordance with RMA or RMB is used. The
If the sodium content is higher than 100 mg/kg, this entire bunker facility must be designed in such a
is likely to result in a higher quantity of salt depos- way that the heavy fuel oil can be preheated to
its in the combustion chamber and exhaust-gas around 10 °C above the pour point.
system. This will impair the function of the engine
(including the suction function of the turbocharger). Pumping characteristics
Under certain conditions, high-temperature corro- If the viscosity of the fuel is higher than 1000 mm2/s
sion can be prevented by using a fuel additive that (cSt), or the temperature is not at least 10 °C above
increases the melting point of the heavy fuel oil ash the pour point, pump problems will occur.
(also see "Additives for heavy fuel oils”). For more information, also refer to “Low-tempera-
ture behaviour (ASTM D 97)”.
Ash
Fuel ash consists for the greater part of vanadium

oxide and nickel sulphate (see above chapter for
more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g.
sand, corrosion compounds and catalyst particles,
accelerate the mechanical wear in the engine. Cat-
alyst particles produced as a result of the catalytic
cracking process may be present in the heavy fuel
oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the in-
jection system and the engine. The aluminium con-
tent determined, multiplied by a factor of between 5
and 8 (depending on the catalytic bond), is roughly
the same as the proportion of catalyst remnants in
the heavy fuel oil.
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
General
Combustion properties The ignition quality is one of the most important
properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds of in the international specifications because a stan-
the coke residue (Conradson), combustion may be dardised testing method has only recently become
delayed which in turn may increase the formation of available and not enough experience has been
combustion residues, leading to such as deposits gathered at this point in order to determine limit
on and in the injection nozzles, large amounts of values. The parameters, such as the calculated
smoke, low output, increased fuel consumption and carbon aromaticity index (CCAI), are therefore aids
a rapid rise in ignition pressure as well as combus- that are derived from quantifiable fuel properties.
tion close to the cylinder wall (thermal overloading We have established that this method is suitable for
of lubricating oil film). If the ratio of asphalt to coke determining the approximate ignition quality of the
residues reaches the limit 0.66, and if the asphalt heavy fuel oil used.
content exceeds 8%, the risk of deposits forming
in the combustion chamber and injection system is A testing instrument has been developed based on
higher. These problems can also occur when using the constant volume combustion method (fuel com-
unstable heavy fuel oils, or if incompatible heavy bustion analyser FCA) and is currently being tested
fuel oils are mixed. This would lead to an increased by a series of testing laboratories.
deposition of asphalt (see "Compatibility”). The instrument measures the ignition delay to de-
termine the ignition quality of a fuel and this mea-
Ignition quality surement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference vis- lished that in some cases heavy fuel oils with a low
cosity, cracking-process products are used as the FIA cetane number or ECN number can cause op-
low viscosity ingredients of heavy fuel oils although erating problems.
the ignition characteristics of these oils may also
be poor. The cetane number of these compounds As the liquid components of the heavy fuel oil deci-
should be < 35. If the proportion of aromatic hy- sively influence the ignition quality, flow properties
drocarbons is high (more than 35 %), this also ad- and combustion quality, the bunker operator is re-
versely affects the ignition quality. sponsible for ensuring that the quality of heavy fuel
oil delivered is suitable for the diesel engine. (Also
The ignition delay in heavy fuel oils with poor igni- see illustration entitled "Nomogram for determining
tion characteristics is longer and combustion is also the CCAI – assigning the CCAI ranges to engine
delayed which can lead to thermal overloading of types").
the oil film at the cylinder liner and also high cylin-
der pressures. The ignition delay and accompany-
ing increase in pressure in the cylinder are also in-
fluenced by the end temperature and compression
pressure, i.e. by the compression ratio, the charge-
air pressure and charge-air temperature.
The disadvantages of using fuels with poor igni-

tion characteristics can be limited by preheating
the charge air in partial load operation and reduc-
ing the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
the case with MAN Diesel & Turbo piston engines.
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
General
1
16/24 40/54
20/27 48/60
V D CCAI 21/31 48/60B
1 800 800 23/30 48/60CR
27/38 51/60DF
28/32 32/40 58/64
820
810
840
820
2
860
830
3 880 A
840
4 900
5 850
920
940 860
10 2
960 870 B
20
980 880
30
50 1000 890
100 1020
900
200 C
1040
400 910
1000
920
5000
930
20000
50000
Figure 2 Nomogram for the determination the CCAI  assigning the CCAI ranges to engine types
V Viscosity in mm²/s (cSt) at 50° C

D Density [in kg/m³] at 15° C
CCAI Calculated Carbon Aromaticity Index
A Normal operating conditions
B Problems may occur
C Problems that have been identified may lead to engine damage, even after a short period of operation
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils
The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) - 81
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
General
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating hand- Additives that are currently used for diesel engines,
book for the relevant load. If the temperature of the as well as their probable effects on the engine's op-
components that are exposed to acidic combustion eration, are summarised in the table below "Addi-
products is below the acid dew point, acid corro- tives for heavy fuel oils – classification/effects" .
sion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
• Dispersing agent/stabilisers
Precombustion
The BN values are sufficient, providing the quality • Emulsion breakers
additives
of lubricating oil and engine's cooling system sat- • Biocides
isfy the requirements.
Combustion • Combustion catalysts (fuel
additives savings, emissions)
Compatibility
• Ash modifiers (hot corrosion)
Postcombustion
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust gas
is homogeneous and remains stable, even after the system)
standard storage period. If different bunker oils are Table 4 Additives to heavy fuel oils  Classification/
mixed, this can lead to separation and the asso- effects
ciated sludge formation in the fuel system during
which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and
a large amount of residue as a result of combus- Heavy fuel oils with low sulphur content
tion.
From the point of view of an engine manufacturer, a
This is due to incompatibility or instability of the oils. lower limit for the sulphur content of heavy fuel oils
As much of the heavy fuel oil in the storage tank as does not exist. We have not identified any problems
possible should therefore be removed before bun- with the low-sulphur heavy fuel oils currently avail-
kering again to prevent incompatibility. able on the market that can be traced back to their
sulphur content. This situation may change in future
Blending the heavy fuel oil if new methods are used for the production of low-
sulphur heavy fuel oil (desulphurisation, new blend-
If heavy fuel oil for the main engine is blended with ing components). MAN Diesel & Turbo will monitor
gas oil (MGO) to obtain the required quality or vis- developments and inform its customers if required.
cosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibil- If the engine is not always operated with low-sul-
ity"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives for heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated eco-

nomically without additives. It is up to the customer Danger!
to decide whether or not the use of additives is ben- Improper handling of fuels
eficial. The supplier of the additive must guarantee
that the engine operation will not be impaired by If fuels are improperly handled, this can pose a
using the product. danger to health, safety and the environment. The
relevant safety information by the fuel supplier must
be observed.
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
General
Tests Analysis of samples

Sampling
Our department for fuels and lubricating oils (Augs-
To check whether the specification provided and/ burg factory, department EQC) will be pleased to
or the necessary delivery conditions are complied provide further information on request.
with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the We can analyse fuel for customers at our labora-
engine's warranty period). To ensure that the sam- tory. A 0.5 l sample is required for the test.
ples taken are representative of the bunker oil, a
sample should be taken from the transfer line when
starting up, halfway through the operating period
and at the end of the bunker period. “Sample Tec"
by Mar-Tec in Hamburg is a suitable testing instru-
ment which can be used to take samples on a regu-
lar basis during bunkering.
10.39 - ES1 - 3.3.3 (2010-08-19)

Description
Quality Requirements for Marine Diesel Oil (MDO) 504.20
General
Marine Diesel Oil Specification
Other designations The suitability of a fuel depends on the design of

the engine and the available cleaning options as
Marine Diesel Oil, Marine Diesel Fuel. well as compliance with the properties in the fol-
lowing table that refer to the as-delivered condition
Origin of the fuel.
Marine diesel oil (MDO) is supplied as heavy distil- The properties are essentially defined using the
late (designation ISO-F-DMB) exclusively for ma- ISO 8217-2010 standard as the basis. The proper-
rine applications. MDO is manufactured from crude ties have been specified using the stated test pro-
oil and must be free of organic acids and non-min- cedures.
eral oil products.
Properties Unit Test procedure Designation

ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 900
> 2.0
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104
< 11
Pour point, winter quality °C ISO 3016 <0
Pour point, summer quality °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment fraction Weight % ISO CD 10307 0.10
Water content Vol. % ISO 3733 < 0.3
Sulphur content Weight % ISO 8754 < 2.0
Ash content Weight % ISO 6245 < 0.01
Coke residue (MCR) Weight % ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
Copper strip test - ISO 2160 <1
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
ASTM D 396 No. 2
Table 1 Marine Diesel Oil (MDO) – characteristic values to be observed
10.39 - ES1 - 3.3.2 (2010-08-19)

504.20 Quality Requirements for Marine Diesel Oil (MDO) Description
General
Additional Information Seawater causes the fuel system to corrode and

also leads to hot corrosion of the exhaust valves
During transshipment and transfer, MDO is handled and turbocharger. Seawater also causes insuffi-
in the same manner as residual oil. This means that cient atomisation and therefore poor mixture forma-
it is possible for the oil to be mixed with high-viscos- tion accompanied by a high proportion of combus-
ity fuel or heavy fuel oil – with the remnants of these tion residues.
types of fuels in the bunker ship, for example – that
could significantly impair the properties of the oil. Solid foreign matter increase mechanical wear and
formation of ash in the cylinder space.
The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu- We recommend the installation of a separator up-
bricity. If the sulphur content is extremely low (<500 stream of the fuel filter. Separation temperature 40
ppm or 0.05%), the lubricity may no longer be suf- – 50°C. Most solid particles (sand, rust and cata-
ficient. Before using diesel fuels with low sulphur lyst particles) and water can be removed, and the
content, you should therefore ensure that their lu- cleaning intervals of the filter elements can be ex-
bricity is sufficient. This is the case if the lubricity as tended considerably.
specified in ISO 12156-1 does not exceed 520 μm.
Danger!
The fuel must be free of lubricating oil (ULO – used Improper handling of fuels
lubricating oil, old oil). Fuel is considered as con-
taminated with lubricating oil when the following If fuels are improperly handled, this can pose a
concentrations occur: danger to health, safety and the environment. The
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and be observed.
P > 15 ppm.
The pour point specifies the temperature at which Analyses

the oil no longer flows. The lowest temperature
of the fuel in the system should be roughly 10 °C We can analyse fuel for customers at our labora-
above the pour point to ensure that the required tory. A 0.5 l sample is required for the test.
pumping characteristics are maintained.
A minimum viscosity must be observed to ensure

sufficient lubrication in the fuel pump. The tempera-
ture of the fuel must therefore not exceed 45 °C.
10.39 - ES1 - 3.3.2 (2010-08-19)

Description
Quality Requirements for Gas Oil / Diesel Oil (MGO) 504.20
General
Diesel Oil Specification
Other designations The suitability of the fuel depends on whether it has

the properties defined in this specification (based
Gas oil, Marine Gas Oil (MGO), Diesel Oil. on its composition in the as-delivered state).
Gas oil is a crude oil medium distillate and must The DIN EN 590 and ISO 8217-2010 (Class DMA
therefore not contain any residual materials. or Class DMZ) standards have been extensively
used as the basis when defining these properties.
The properties correspond to the test procedures
stated.
Properties Unit Test procedure Typical value

Density at 15° C ≥ 820.0
kg/m3 ISO 3675
≤ 890.0
≥2
Kinematic viscosity at 40° C mm2/s (cSt) ISO 3104
≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ 12
Flash point in enclosed crucible °C ISO 2719 ≥ 60
Distillation range up to 350° C Vol. % ISO 3405 ≥ 85
Sediment content (extraction method) Weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash Weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
Cetane number or cetane index  ISO 5165 ≥ 40
Copper strip test  ISO 2160 ≤1
British Standard BS MA 1001987 M1
ASTM D 975 1D/2D
Table 1 Diesel fuel (MGO)  properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point
in accordance with ISO 3015
10.39 - ES1 - 3.3.1 (2010-08-19)

504.20 Quality Requirements for Gas Oil / Diesel Oil (MGO) Description
General
Additional Information Lubricity
Use of diesel oil The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu-
If distillate intended for use as heating oil is used bricity. If the sulphur content is extremely low (<500
with stationary engines instead of diesel oil (EL ppm or 0.05%), the lubricity may no longer be suf-
heating oil according to DIN 51603 or Fuel No. 1 ficient. Before using diesel fuels with low sulphur
or no. 2 according to ASTM D 396), the ignition content, you should therefore ensure that their lu-
behaviour, stability and behaviour at low tempera- bricity is sufficient. This is the case if the lubricity as
tures must be ensured; in other words the require- specified in ISO 12156-1 does not exceed 520 μm.
ments for the filterability and cetane number must
be satisfied. You can ensure that these conditions will be met by
using motor vehicle diesel fuel in accordance with
Viscosity EN 590 as this characteristic value is an integral
part of the specification.
To ensure sufficient lubrication, a minimum viscosi-
ty must be ensured at the fuel pump. The maximum
temperature required to ensure that a viscosity of Danger!
more than 1.9 mm2/s is maintained upstream of the Improper handling of fuels
fuel pump depends on the viscosity of the fuel. In
any case the temperature of the fuel upstream of If fuels are improperly handled, this can pose a
the injection pump must not exceed 45 °C. danger to health, safety and the environment. The
be observed.
Analyses
We can analyse fuel for customers at our labora-

tory. A 0.5 l sample is required for the test.
10.39 - ES1 - 3.3.1 (2010-08-19)

MAN Diesel & Turbo
Description
Specification for Heavy Fuel Oil (HFO) 504.20
General
Prerequisites Different international specifications exist for heavy

fuel oils. The most important specifications are ISO
MAN four-stroke diesel engines can be operated 8217-2010 and CIMAC-2003. These two specifica-
with any heavy fuel oil obtained from crude oil that tions are more or less equivalent. Figure 1 shows
also satisfies the requirements in Table 1, provid- the ISO 8217 specification. All qualities in these
ing the engine and fuel processing system have specifications up to K700 can be used, provided
been designed accordingly. To ensure that the re- the fuel system has been designed for these fuels.
lationship between the cost of fuel, spare parts Heavy fuel oils with a maximum density of 1,010
and repair and maintenance expenditure remains kg/m3 can only be used if modern separators are
favourable at all times, the following points should installed.
be observed.
Important
Heavy Fuel Oil (HFO) Even if the fuel characteristics listed in the table
entitled "The fuel specification and correspond-
Origin/refinery process ing characteristics for heavy fuel oil" satisfy the
above requirements, this information may still not
The quality of the heavy fuel oil largely depends be enough to determine the ignition and combus-
on the quality of the crude oil and also the refining tion characteristics, and also stability, of the fuel.
process used. This is why the properties of heavy This means that the operating performance of the
fuel oils with the same viscosity can vary consider- engine may depend on characteristics that are not
ably depending on the bunker positions. Heavy fuel defined in the specification. This particularly ap-
oil is normally a mixture of residual oil and distil- plies for the tendency of the oil to form deposits in
lates. The components of the mixture are normally the combustion chamber, fuel injection system, gas
obtained from modern refinery processes, such as channels and exhaust gas system. A number of
Catcracker or Visbreaker. These processes can ad- fuels have a tendency towards incompatibility with
versely affect the stability of the fuel as well as its lubricating oil which leads to deposits being formed
ignition and combustion properties. The processing in the fuel delivery pump that can block the pumps.
of the heavy fuel oil and the operating result of the It may therefore be necessary to avoid using spe-
engine also depend heavily on these factors. cific potentially problematic fuels.
Bunker positions with standardised heavy fuel oil Blends

qualities should preferably be used. If oils need to
be purchased from independent dealers, also en- The addition of engine oils (old lubricating oil, ULO
sure that these also comply with the international –used lubricating oil) and additives that have not
specifications. The engine operator is responsible been manufactured from mineral oils, (coal-tar oil,
for ensuring that suitable heavy fuel oils are cho- for example), and residual products of chemical
sen. or other processes such as solvents (polymers or
chemical waste) is not permitted. Some of the rea-
Specifications sons for this are as follows: abrasive and corrosive
effects, unfavourable combustion characteristics,
Fuels that are intended for use in an engine must poor compatibility with mineral oils and, last but
satisfy the specifications to ensure sufficient qual- not least, adverse effects on the environment. The
ity. The limit values for heavy fuel oils are specified order for the fuel must expressly state what is not
in Table 1. permitted as the fuel specifications that generally
apply do not include this limitation.
The entries in the last column of Table 1 provide im-
portant background information and must therefore
be observed.
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
504.20 Specification for Heavy Fuel Oil (HFO)

Description
General
If engine oils (old lubricating oil, ULO – used lubri- The addition of chemical waste products (solvents,
cating oil) are added to fuel, this does pose particu- for example) to the fuel is prohibited for environ-
lar danger as the additives in the lubricating oil act mental protection reasons according to the reso-
as emulsifiers that cause dirt, water and catfines to lution of the IMO Marine Environment Protection
be transported as fine suspension. They therefore Committee passed on 1st January 1992.
prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience Leak oil collector
of other manufacturers), this can severely damage
the engine and turbocharger components. Leak oil collectors that act as receptacles for leak
oil, and also return and overflow pipes in the lube
oil system, must not be connected to the fuel tank.
Leak oil pipes should be emptied in sludge tanks.

mm2/s (cSt)
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point min. 60 Flash point (ASTM D 93)
Pour point (summer) max. 30
°C (ASTM D 97)
Pour point (winter) max. 30
(ASTM D 97)
Coke residue
20 Combustion properties
(Conradson)
weight % 5
Sulphur content Sulphuric acid corrosion
or legal requirements
Ash content max. 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) weight % 0.1
Aluminium and silicium
mg/kg 60 Heavy fuel oil processing
content (total)
Total acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
The fuel must be free of
lubricating oil (ULO - used
lubricating oil, old oil). Fuel is
Used lubricating oil max. considered as contaminated with
mg/kg
(ULO) lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or
Ca > 30 ppm and P > 15 ppm.
2/3 of coke residue
Asphaltene content weight % Combustion properties
(according to Conradson)
Sodium < 1/3 Vanadium,
Sodium content mg/kg Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 1. Table_The fuel specification and corresponding characteristics for heavy fuel oil
10.47 - ES1 - 3.3.3 (2010-11-19)

Category ISO-F-
Test method
Characteristic Unit Limit RMA RMB RMD RME RMG RMK Description
reference Page 3 (10)
10 30 80 180 180 380 500 700 380 500 700
Figure 1 & 2.
Kinematic viscosity
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
at 50° C
ISO 3675 or
MAN Diesel & Turbo
Density at 15° C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0
10.47 - ES1 - 3.3.3 (2010-11-19)

ISO 12185
CCAI
– max. 850 860 860 860 870 870
ISO 8754
Sulfur mass % max. Statutory requirements
ISO 14596
Flash point
°C min. 60.0 60.0 60.0 60.0 60.0 60.0 ISO 2719
Hydrogen sulfide
mg/kg max. 2.00 2.00 2.00 2.00 2.00 2.00 IP 570
mg
Acid number max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment aged
mass % max. 0.10 0.10 0.10 0.10 0.10 0.10 ISO 10307-2
ISO 8217-2010 specification for heavy fuel oil

Carbon residue:
mass % max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
Pour point winter quality °C max. 0 0 30 30 30 30 ISO 3016
(upper) summer quality °C max. 6 6 30 30 30 30 ISO 3016
volume
Water max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
%
Ash
mass% max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245
IP 501, IP 470
Specification for Heavy Fuel Oil (HFO)
Vanadium mg/kg max. 50 150 150 150 350 450

or ISO 14597
IP 501
Sodium mg/kg max. 50 100 100 50 100 100
IP 470
Aluminium plus silicon IP 501, IP 470
mg/kg max. 25 40 40 50 60 60
or ISO 10478
Used lubricating oils (ULO): The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the IP 501 or
calcium and zinc; or mg/kg – following conditions is met: IP 470
calcium and phosphorus calcium > 30 and zinc > 15; or calcium > 30 and phosphorus > 15 IP 500
© ISO 2010 – All rights reserved ISO 8217 : 2010(E)

Edition 20
504.20
General
MAN Diesel & Turbo

Description
General
Additional Information Heavy fuel oil processing
The purpose of the following information is to show Whether or not problems occur when the engine is
the relationship between the quality of heavy fuel in operation depends on how carefully the heavy
oil, heavy fuel oil processing, the engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are
Selection of heavy fuel oil effectively removed. It has been shown in practise
that wear as a result of abrasion in the engine in-
Economic operation with heavy fuel oil within the creases considerably if the aluminium and silicium
limit values specified in the table entitled "The fuel content is higher than 15 mg/kg.
specification and corresponding properties for
heavy fuel oil" is possible under normal operating Viscosity and density influence the cleaning effect.
conditions, provided the system is working properly This must be taken into account when designing
and regular maintenance is carried out. If these re- and making adjustments to the cleaning system.
quirements are not satisfied, shorter maintenance
intervals, higher wear and a greater need for spare Settling tank
parts is to be expected. The required maintenance
intervals and operating results determine which The heavy fuel oil is precleaned in the settling tank.
quality of heavy fuel oil should be used. The longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is, the more
It is an established fact that the price advantage effective the precleaning process will be (maximum
decreases as viscosity increases. It is therefore not preheating temperature of 75 °C to prevent the for-
always economical to use the fuel with the highest mation of asphalt in the heavy fuel oil). A settling
viscosity as in many cases the quality of this fuel tank is sufficient for heavy fuel oils with a viscosity
will not be the best. of less than 380 mm2/s at 50 °C. If the heavy fuel
oil has a high concentration of foreign matter or if
Viscosity/injection viscosity fuels in accordance with ISO-F-RM, G/H/K380 or
H/K700 are to be used, two settling tanks will be
Heavy fuel oils with a high viscosity may be of an required one of which must be sized for 24-hour
inferior quality. The maximum permissible viscos- operation. Before the content is moved to the ser-
ity depends on the preheating system installed and vice tank, water and sludge must be drained from
the capacity (flow rate) of the separator. the settling tank.
The prescribed injection viscosity of 12 - 14 mm2/s Separators

(for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and
corresponding fuel temperature upstream of the A separator is particularly suitable for separating
engine must be observed. This is the only way to material with a higher specific density – water, for-
ensure efficient atomisation and mixture formation eign matter and sludge, for example. The separa-
and therefore low-residue combustion. This also tors must be self-cleaning (i.e. the cleaning inter-
prevents mechanical overloading of the injection vals must be triggered automatically).
system. For the prescribed injection viscosity and/
or the required fuel oil temperature upstream of the Only separators in the new generation may be
engine, refer to the viscosity temperature diagram. used. They are extremely effective throughout a
wide density range with no changeover required
and can separate water from heavy fuel oils with a
density of up to 1.01 g/ml at 15 °C.
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
Description
General
Table "Achievable proportion of foreign matter and The manufacturer's specifications must be com-
water (following separation)" shows the prereq- plied with to maximise the cleaning effect.
uisites that must be met by the separator. These
limit values are used by manufacturers as the basis
for dimensioning the separator and ensure compli-
ance.
Application in ships and

stationary use: parallel
installation
1 separator for
100% flow rate
100% 100% 1 separator (reserve) for

100% flow rate
Figure 3 Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the If processing is carried out in accordance with the
manufacturers' current recommendations (Alpha- MAN Diesel & Turbo specifications and the correct
Laval and Westfalia). The density and viscosity of separators are chosen, it may be assumed that the
the heavy fuel oil in particular must be taken into results stated in the table entitled "Achievable pro-
account. If separators by other manufacturers are portion of foreign matter and water" for inorganic
used, MAN Diesel & Turbo should be consulted. foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Definition Particle size Quantity

Inorganic foreign matter including catalyst particles < 5 µm < 20 mg/kg
Al + Si content - < 15 mg/kg
Water content  < 0.2 % by vol. %
Table 2 Achievable proportion of foreign matter and water (following separation)
Results obtained during operation in practise show Water

that the wear the occurs as a result of abrasion in
the injection system and the engine will remain It is particularly important to ensure that the wa-
within acceptable limits if these values are com- ter separation process is as thorough as possible
plied with. In addition, an optimum lubricating oil as the water takes the form of large droplets, and
treatment process must be ensured. not a finely distributed emulsion. In this form, water
also promotes corrosion and sludge formation in
the fuel system and therefore impairs the supply,
atomisation and combustion of the heavy fuel oil.
If the water absorbed in the fuel is seawater, harm-
ful sodium chloride and other salts dissolved in this
water will enter the engine.
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo

Description
General
The sludge containing water must be removed from Homogeniser
the settling tank before the separation process
starts, and must also be removed from the service If a homogeniser is used, it must never be installed
tank at regular intervals. The tank's ventilation sys- between the settling tank and separator as other-
tem must be designed in such a way that conden- wise it will not be possible to ensure satisfactory
sate cannot flow back into the tank. separation of harmful contaminants, particularly
seawater.
Vanadium/Sodium
Flash point (ASTM D 93)
If the vanadium/sodium ratio is unfavourable, the
melting point of the heavy fuel oil ash may fall in National and international transportation and stor-
the operating area of the exhaust-gas valve which age regulations governing the use of fuels must be
can lead to high-temperature corrosion. Most of the complied with in relation to the flash point. In gen-
water and water-soluble sodium compounds it con- eral, a flash point of above 60 °C is prescribed for
tains can be removed by precleaning the heavy fuel diesel engine fuels.
oil in the settling tank and in the separators.
Low temperature behaviour (ASTM D 97)
The risk of high-temperature corrosion is low if the
sodium content is one third of the vanadium con- The pour point is the temperature at which the fuel
tent or less. It must also be ensured that sodium is no longer flowable (pumpable). As the pour point
does not enter the engine in the form of seawater of many low-viscosity heavy fuel oils is higher than
in the intake air. 0 °C, the bunker facility must be preheated, unless
fuel in accordance with RMA or RMB is used. The
If the sodium content is higher than 100 mg/kg, this entire bunker facility must be designed in such a
is likely to result in a higher quantity of salt depos- way that the heavy fuel oil can be preheated to
its in the combustion chamber and exhaust-gas around 10 °C above the pour point.
system. This will impair the function of the engine
(including the suction function of the turbocharger). Pumping characteristics
Under certain conditions, high-temperature corro- If the viscosity of the fuel is higher than 1000 mm2/s
sion can be prevented byusing a fuel additive that (cST), or the temperature is not at least 10 °C
increases the melting point of the heavy fuel oil above the pour point, pump problems will occur.
ash(also see "Additives for heavy fuel oils”). For more information, also refer to “Low-tempera-
ture behaviour(ASTM D 97)”.
Ash
Fuel ash consists for the greater part of vanadium

oxide and nickel sulphate (see above chapter for
more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g.
sand, corrosion compounds and catalyst particles,
accelerate the mechanical wear in the engine. Cat-
alyst particles produced as a result of the catalytic
cracking process may be present in the heavy fuel
oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the in-
jection system and the engine. The aluminium con-
tent determined, multiplied by a factor of between 5
and 8 (depending on the catalytic bond), is roughly
the same as the proportion of catalyst remnants in
the heavy fuel oil.
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
Description
General
Combustion properties The ignition quality is one of the most important
properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds of in the international specifications because a stan-
the coke residue (Conradson), combustion may be dardised testing method has only recently become
delayed which in turn may increase the formation of available and not enough experience has been
combustion residues, leading to such as deposits gathered at this point in order to determine limit
on and in the injection nozzles, large amounts of values. The parameters, such as the calculated
smoke, low output, increased fuel consumption and carbon aromaticity index (CCAI), are therefore aids
a rapid rise in ignition pressure as well as combus- that are derived from quantifiable fuel properties.
tion close to the cylinder wall (thermal overloading We have established that this method is suitable for
of lubricating oil film). If the ratio of asphalt to coke determining the approximate ignition quality of the
residues reaches the limit 0.66, and if the asphalt heavy fuel oil used.
content exceeds 8%, the risk of deposits forming
in the combustion chamber and injection system is A testing instrument has been developed based on
higher. These problems can also occur when using the constant volume combustion method (fuel com-
unstable heavy fuel oils, or if incompatible heavy bustion analyser FCA) and is currently being tested
fuel oils are mixed. This would lead to an increased by a series of testing laboratories.
deposition of asphalt (see "Compatibility”). The instrument measures the ignition delay to de-
termine the ignition quality of a fuel and this mea-
Ignition quality surement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference vis- lished that in some cases heavy fuel oils with a low
cosity, cracking-process products are used as the FIA cetane number or ECN number can cause op-
low viscosity ingredients of heavy fuel oils although erating problems.
the ignition characteristics of these oils may also
be poor. The cetane number of these compounds As the liquid components of the heavy fuel oil deci-
should be < 35. If the proportion of aromatic hy- sively influence the ignition quality, flow properties
dro-carbons is high (more than 35 %), this also ad- and combustion quality, the bunker operator is re-
versely affects the ignition quality. sponsible for ensuring that the quality of heavy fuel
oil delivered is suitable for the diesel engine. (Also
The ignition delay in heavy fuel oils with poor igni- see illustration entitled "Nomogram for determining
tion characteristics is longer and combustion is also the CCAI – assigning the CCAI ranges to engine
delayed which can lead to thermal overloading of types").
the oil film at the cylinder liner and also high cylin-
der pressures. The ignition delay and accompany-
ing increase in pressure in the cylinder are also in-
fluenced by the end temperature and compression
pressure, i.e. by the compression ratio, the charge-
air pressure and charge-air temperature.
The disadvantages of using fuels with poor igni-

tion characteristics can be limited by preheating
the charge air in partial load operation and reduc-
ing the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
the case with MAN Diesel & Turbo piston engines.
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo

Description
General
1
16/24 32/44CR
20/27 40/54
21/31 48/60
V D CCAI 23/30 48/60B
1 800 800 27/38 48/60CR
28/32 51/60DF
32/40 58/64
820
810
840
820
2
860
830
3 880 A
840
4 900
5 850
920
940 860
10
960 870
20 2 B
980 880
30
50 1000 890
100 1020
900
200
1040
910 C
700
1000
920
5000
930
20000
50000
Figure 4 Nomogram for the determination the CCAI  assigning the CCAI ranges to engine types
V Viscosity in mm²/s (cSt) at 50° C

D Density [in kg/m³] at 15° C
CCAI Calculated Carbon Aromaticity Index
A Normal operating conditions
B Ignition properties may be poor that adjustment of engine or engine operating conditions are required.
C Problems that have been identified may lead to engine damage, even after a short period of operation
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
Description
General
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating hand- Additives that are currently used for diesel engines,
book for the relevant load. If the temperature of the as well as their probable effects on the engine's op-
components that are exposed to acidic combustion eration, are summarised in the table below "Addi-
products is below the acid dew point, acid corro- tives for heavy fuel oils – classification/effects" .
sion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
• Dispersing agent/stabilisers
Precombustion
The BN values specified are sufficient, providing • Emulsion breakers
additives
the quality of lubricating oil and engine's cooling • Biocides
system satisfy the requirements.
Combustion • Combustion catalysts (fuel
additives savings, emissions)
Compatibility
• Ash modifiers (hot corrosion)
Postcombustion
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust gas
is homogeneous and remains stable, even after the system)
standard storage period. If different bunker oils are Table 3 Additives to heavy fuel oils  Classification/
mixed, this can lead to separation and the asso- effects
ciated sludge formation in the fuel system during
which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and
a large amount of residue as a result of combus- Heavy fuel oils with low sulphur content
tion.
From the point of view of an engine manufacturer, a
This is due to incompatibility or instability of the oils. lower limit for the sulphur content of heavy fuel oils
As much of the heavy fuel oil in the storage tank as does not exist. We have not identified any problems
possible should therefore be removed before bun- with the low-sulphur heavy fuel oils currently avail-
kering again to prevent incompatibility. able on the market that can be traced back to their
sulphur content. This situation may change in future
Blending the heavy fuel oil if new methods are used for the production of low-
sulphur heavy fuel oil (desulphurisation, new blend-
If heavy fuel oil for the main engine is blended with ing components). MAN Diesel & Turbo will monitor
gas oil (MGO) to obtain the required quality or vis- developments and inform its customers if required.
cosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibil- If the engine is not always operated with low-sul-
ity"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives for heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated eco-

nomically without additives. It is up to the customer Danger!
to decide whether or not the use of additives is ben- Improper handling of fuels
eficial. The supplier of the additive must guarantee
that the engine operation will not be impaired by If fuels are improperly handled, this can pose a
using the product. danger to health, safety and the environment. The
be observed.
10.47 - ES1 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo

Description
General
Tests Analysis of samples

Sampling
Our department for fuels and lubricating oils (Augs-
To check whether the specification provided and/ burg factory, department EQC) will be pleased to
or the necessary delivery conditions are complied provide further information on request.
with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the We can analyse fuel for customers at our labora-
engine's warranty period). To ensure that the sam- tory. A 0.5 l sample is required for the test.
ples taken are representative of the bunker oil, a
sample should be taken from the transfer line when
starting up, halfway through the operating period
and at the end of the bunker period. “Sample Tec"
by Mar-Tec in Hamburg is a suitable testing instru-
ment which can be used to take samples on a regu-
lar basis during bunkering.
10.47 - ES1 - 3.3.3 (2010-11-19)

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

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

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

city of centrifuge.
08028-0D/H5250/94.08.12
97.40 - ES0
Description
Quality Requirements for Engine Cooling Water 504.41
General
Preliminary remarks Testing equipment
As is also the case with the fuel and lubricating oil, The MAN Diesel water testing equipment incorpo-
the engine cooling water must be carefully select- rates devices that determine the water properties
ed, handled and checked. If this is not the case, referred to above in a straightforward manner. The
corrosion, erosion and cavitation may occur at manufacturers of rust inhibitors also supply user-
the walls of the cooling system and deposits may friendly testing equipment. For information on mo-
form. Deposits obstruct the transfer of heat and can nitoring cooling water, refer to "Cooling Water In-
cause thermal overloading of the cooled parts. The specting".
system must be treated with rust inhibitor before
bringing it into operation for the first time. The con-
centrations prescribed by the engine manufacturer Additional information
must always be observed during subsequent ope-
ration. The above especially applies if a chemical Distilate
additive is added.
If distilled water (from a fresh water generator, for
example) or fully desalinated water (from ion ex-
Requirements change or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These
Limit values waters are free of lime and salts which means that
deposits that could interfere with the transfer of heat
The properties of the untreated cooling water must to the cooling water, and therefore also reduce the
correspond to the following limit values: cooling effect, cannot form. However, these waters
are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide
Properties/ temporary corrosion protection does not form on
Properties Unit
Characteristic the walls. This is why distilled water must be hand-
Distillate or freshwater, free led particularly carefully and the concentration of
of foreign matter. the additive must be regularly checked.
The following are
Water type prohibited: Seawater, – Hardness
brackwater, river water,
brines, industrial waste
The total hardness of the water is the combined
water and rainwater
effect of the temporary and permanent hardness.
Total hardness max. 10 °dH* The proportion of calcium and magnesium salts
pH-value 6,5 - 8 – is of overriding importance. The temporary hard-
ness is determined by the carbonate content of
Chloride ion
Max. 50 mg/l** the calcium and magnesium salts. The permanent
content
hardness is determined by the amount of remain-
Table 1 Cooling water - properties to be observed
ing calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical fac-
*) 1°dH (German hardness) tor that determines the extent of limescale deposits
in the cooling system.
≙ 10 mg CaO in 1 litre of water
Water with a total hardness of > 10°dGH must be
≙ 17.9 mg CaCO3/l
mixed with distilled water or softened. Subsequent
≙ 0.357 mval/l hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are
≙ 0.179 mmol/l used.
**) 1 mg/l ≙ 1 ppm
10.13 - 3.3.7 (2010-02-25)

504.41 Quality Requirements for Engine Cooling Water Description
General
Damage in the cooling water system Protective films can be formed by treating the cool-
ing water with a chemical or an emulsifiable slush-
Corrosion ing oil.
Corrosion is an electrochemical process that can Emulsifiable slushing oils are used less and less
generally be avoided by selecting the correct water frequently as their use has been considerably re-
quality and by carefully handling the water in the stricted by environmental protection regulations
engine cooling system. and also because are rarely available from suppli-
ers for this and other reasons.
Flow cavitation
Treatment prior to initial commissioning of engine
Flow cavitation can occur in areas in which high
flow velocities and high turbulence is present. If the Treatment with a rust inhibitor should be carried out
steam pressure is reached, steam bubbles form before the engine is brought into operation for the
and subsequently collapse in high pressure zones first time to prevent irreparable initial damage.
which causes the destruction of materials in con-
stricted areas. Caution!
Treatment of the cooling water
Erosion The engine must not be brought into operation
without treating the cooling water first.
Erosion is a mechanical process accompanied by
material abrasion and the destruction of protective
films by solids that have been drawn in, particularly Additives for cooling water
in areas with high flow velocities or strong turbu-
lence. Only the additives approved by MAN Diesel and
listed in the tables under the section entitled "Ap-
Stress corrosion cracking proved cooling water additives“ may be used.
Stress corrosion cracking is a failure mechanism Required approval

that occurs as a result of simultaneous dynamic
and corrosive stress. This can lead to cracking and A cooling water additive can only be approved if
rapid crack propagation in water-cooled, mecha- it has been tested and approved according to the
nically-loaded components if the cooling water has current regulations of the research association
not been treated correctly. for combustion engines in Germany (FVV = For-
schungsvereinigung für Verbrennungskraftma-
schinen) entitled "Testing the suitability of cooling
Processing of engine cooling water water additives for cooling liquids in internal com-
bustion engines". The test report must be obtain-
Formation of a protective film able on request. The relevant tests can be carried
out on request in Germany at the staatliche Ma-
The purpose of treating the engine cooling water terialprüfanstalt (Federal Institute for Materials Re-
using rust inhibitors is to produce a continuous search and Testing), Abteilung Oberflächentechnik
protective film on the walls of cooling surfaces and (Surface Technology Division), Grafenstraße 2 in
therefore prevent the damage referred to above. In D-64283 Darmstadt.
order for a rust inhibitor to be 100 % effective, it is
extremely important that untreated water satisfies Once the cooling water additive has been tested by
our requirements. the FVV, the engine must be tested in the second
step before the final approval is granted.
10.13 - 3.3.7 (2010-02-25)

Description
General
Only in closed circuits be added if the concentration of the anti-freeze

solution prescribed by the user for a specific ap-
Additives may only be used in closed circuits where plication does not provide an appropriate level
no significant consumption occurs, apart from leak- of corrosion protection, or if the concentration
age or evaporation losses. of anti-freeze solution used is lower due to less
stringent frost protection requirements and does
• Chemical additives not provide an appropriate level of corrosion pro-
Sodium nitrite and sodium borate based additives tection. For information on the compatibility of the
etc. have a proven track record. Galvanised iron anti-freeze solution with the rust inhibitor and the
pipes or zinc sacrificial anodes must not be used required concentrations, contact the manufac-
in cooling systems. This corrosion protection is turer. The chemical additives listed in the table
not required due to the prescribed cooling water entitled "Chemical additives containing nitrite"
treatment and electrochemical potential reversal are known to be compatible with ethylene-glycol
can occur due to the cooling water temperatures based anti-freeze solutions. Anti-freeze solutions
which are normally present in engines nowadays. may only be mixed with one another with the con-
If necessary, the pipes must be deplated. sent of the manufacturer, even if these solutions
have the same composition.
• Slushing oil
This additive is an emulsifiable mineral oil with Before an anti-freeze agent is used, the cooling
added slushing ingredients. A thin film of oil forms system must be thoroughly cleaned.
on the walls of the cooling system. This prevents
corrosion without interfering with the transfer of If the cooling water contains an emulsifiable
heat and also prevents limescale deposits on the slushing oil, anti-freeze solution must not be add-
walls of the cooling system. ed as otherwise the emulsion would break up and
oil sludge would form in the cooling system.
The significance of emulsifiable slushing oils is
fading. Oil-based emulsions are rarely used now- Observe the applicable environmental protection
adays for environmental protection reasons and regulations when disposing of cooling water con-
also because stability problems are known to oc- taining additives. For more information, consult
cur in emulsions. the supplier of the additive.
• Anti-freeze agents • Biocides

If temperatures below the freezing point of water If you cannot avoid using a biocide because the
in the engine cannot be excluded, an anti-freeze cooling water has been contaminated by bacte-
solution that also prevents corrosion must be ria, observe the following steps:
added to the cooling system or corresponding
parts. Otherwise the entire system must be heat- • You must ensure that the biocide to be used is
ed. (Military specification: Sy-7025). suitable for the specific application.
Sufficient corrosion protection can be provided • The biocide must be compatible with the seal-
by adding the products listed in the table entit- ing materials used in the cooling water system
led "anti-freeze agents with slushing properties" and must not react with these.
while observing the prescribed concentration.
This concentration prevents freezing at tempera- • The biocide and its decomposition products
tures down to -22 °C. However, the quantity of must not contain corrosion-promoting compo-
anti-freeze agent actually required always de- nents. Biocides whose decomposition products
pends on the lowest temperatures that are to be contain chloride or sulphate ions are not permit-
expected at the place of use. ted.
Anti-freeze solutions are generally ethylene gly- • Biocides that cause foaming of the cooling
col-based. A suitable chemical rust inhibitor must water are not permitted.
10.13 - 3.3.7 (2010-02-25)

General
Prerequisite for effective use of a rust inhibitor Excessively low concentrations can promote cor-
rosion and must be avoided. If the concentration is
Clean cooling system slightly above the recommended concentration this
will not result in damage. Concentrations which are
As contamination significantly reduces the effec- more than twice the recommended concentration
tiveness of the additive, the tanks, pipes, coolers should be avoided.
and other parts outside the engine must be free of
rust and other deposits before the engine is started A cooling water sample must be sent to an inde-
up for the first time and after repairs are carried out pendent laboratory or the engine manufacturer
on the pipe system. The entire system must there- every 2 – 6 months for comprehensive analysis.
fore be cleaned with the engine switched off using
a suitable cleaning agent. Emulsifiable rust inhibitors must generally be re-
placed after roughly 12 months according to the
Loose solid matter in particular must be removed supplier's instructions. When carrying this out, the
by flushing the system thoroughly as otherwise ero- entire cooling system must be flushed and, if nec-
sion may occur in locations where the flow velocity essary, cleaned. Once filled in the system the fresh
is high. water must be treated immediately.
The cleaning agents must not corrode the seals and If chemical additives or anti-freeze agents are used,
materials of the cooling system. In most cases, the the cooling water should be replaced after 3 years
supplier of the cooling water additive will be able to at the latest.
carry out this work and, if this is not possible, will
at least be able to provide suitable products to do If there is a high concentration of solids (rust) in the
this. If this work is carried out by the engine opera- system, the water must be completely replaced and
tor, he should use the services of a specialist sup- entire system carefully cleaned.
plier of cleaning agents. The cooling system must
be flushed thoroughly following cleaning. Once this Deposits in the cooling system may be caused by
has been done, the engine cooling water must be fluids that enter the cooling water, or the break up
treated immediately with a rust inhibitor. Once the of emulsion, corrosion in the system and limescale
engine has been brought back into operation, the deposits if the water is very hard. If the concentra-
cleaned system must be checked for leakages. tion of chloride ions has increased, this generally
indicates that seawater has entered the system.
• Regular checks of the cooling water condition The maximum specified concentration of 50 mg
and cooling water system chloride ions per kg must not be exceeded as oth-
Treated cooling water may become contaminated erwise the risk of corrosion is too high. If exhaust
when the engine is in operation which causes the gas enters the cooling water this can lead to a sud-
additive to loose some of its effectiveness. It is den drop in the pH value or to an increase in the
therefore advisable to regularly check the cooling sulphate content.
system and the condition of the cooling water.
Water losses must be compensated for by filling
The additive concentration must be checked at with untreated water that meets the quality require-
least once a week using the test kits specified ments specified. The concentration of the rust in-
by the manufacturer. The results must be docu- hibitor must subsequently be checked and adjusted
mented. if necessary.
Notice! Subsequent checks of the cooling water are espe-

Concentrations of chemical additives cially required if the cooling water had to be drained
The chemical additive concentrations must not fall off in order to carry out repairs or maintenance.
below the minimum concentrations specified in the
table entitled "Chemical additives containing ni-
trite".
10.13 - 3.3.7 (2010-02-25)

Description
General
Protective measures Auxiiliary engines
Rust inhibitors contain chemical compounds that If a marine engine of type 16/24, 21/31, 23/30H,
can pose a risk to health or the environment if in- 27/38 or 28/32H uses the same cooling water sys-
correctly used. Comply with the directions in the tem as a MAN Diesel two-stroke main engine, the
manufacturer's material safety data sheets. recommendations for the cooling water of the main
engine must be observed.
Avoid prolonged direct contact with the skin. Wash
hands thoroughly after use. If larger quantities
spray and/or soak into clothing, remove and wash Analysis
clothing before wearing it again.
We analyse cooling water for our customers in our
If chemicals come into contact with your eyes, rinse chemical laboratory. A 0.5 l sample is required for
immediately with plenty of water and seek medical the test.
advice.
Rust inhibitors are generally harmful to the water

cycle. Observe the relevant statutory requirements
for disposal.
10.13 - 3.3.7 (2010-02-25)

General
Approved cooling water additives
Chemical additives containing nitrite
Minimum concentration ppm

Initial
Manufacturer Product designation dosing for
Nitrite Na-nitrite
1000 litres Product
(NO2) (NaNO2)
Drew Marine
One Drew Plaza
Liquidewt 15 l 15,000 700 1,050
Boonton
Maxigard 40 l 40,000 1,330 2,000
New Jersey 07005
USA
Wilhelmsen (Unitor)
KJEMI-Service A.S.
Rocor NB Liquid 21.5 l 21,500 2,400 3,600
P.O. Box 49
Dieselguard 4.8kg 4,800 2,400 3,600
3140 Borgheim
Norway
Nalfleet Marine
Chemicals Nalfleet EWT Liq (9-108) 3l 3,000 1,000 1,500
P.O. Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, UK
Maritech AB
P.O. Box 143
Marisol CW 12 l 12,000 2,000 3,000
29122 Kristianstad
Sweden
Uniservice
Via al Santurio di N.S. N.C.L.T. 12 l 12,000 2,000 3,000
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem - Marigases
D.C.W.T -
64 Sfaktirias Street 48 l 48,000 2,400 –
Non-Chromate
18545 Piraeus, Greece
Vecom
Schlenzigstrasse 7
Cool treat N.C.L.T. 16 l 16,000 4,000 6,000
21107 Hamburg
Germany
Table 2 Chemical additives containing nitrite
10.13 - 3.3.7 (2010-02-25)

Description
General
Additives (chemical additives) - nitrite free
Initial dosing
Manufacturer Product designation Minimum concentration
for 1000 litres
Arteco
Technologiepark
Havoline
Zwinaarde 2 75 l 7.5 %
XLI
B-9052 Gent
Belgium
Total Lubricants
WT Supra 75 l 7.5 %
Paris, France
Table 3 Chemical additives - nitrite free
Emulsifiable slushing oils
Manufacturer Product (designation)
BP Marine
Breakspear Way Diatsol M
Hemel Hempstead Fedaro M
Herts HP2 UL, UK
Castrol Int.
Pipers Way Solvex WT 3
Swindon SN3 1RE, UK
Deutsche Shell AG
Überseering 35 Oil 9156
22284 Hamburg, Germany
Table 4 Emulsifiable slushing oils
10.13 - 3.3.7 (2010-02-25)

General
Anti-freeze solutions with slushing properties
Minimum
Manufacturer Product designation
concentration
BASF
Glysantin G48
Carl-Bosch-Str.
Glysantin 9313
67063 Ludwigshafen,
Glysantin G 05
Rhein, Germany
Castrol Int.
Pipers Way Antifreeze NF,SF
Swindon SN3 1RE, UK
BP, Brittanic Tower,

Moor Lane, Antifrost X 2270A
London EC2Y 9B, UK
35 %
Deutsche Shell AG
Überseering 35 Glycoshell
Höchst AG, Werk Gendorf Genatin extra

84508 Burgkirchen, Germany (8021 S)
Mobil Oil AG
Steinstraße 5 Antifreeze agent 500
Arteco, Technologiepark,
Zwijnaarde 2, Havoline XLC
B-9052 Gent, Belgium
50 %
Total Lubricants Glacelf Auto Supra

Paris, France Total Organifreeze
Table 5 Anti-freeze agents with slushing properties
10.13 - 3.3.7 (2010-02-25)

Description
Cooling Water Inspecting 504.42
General
Summary Tools/equipment required
Acquire and check typical values of the service me- Equipment for checking the fresh water quality
dia to prevent or limit damage.
The following equipment can be used:
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling • MAN Diesel water testing kit or a similar testing
water in the system must be checked regularly in kit containing all the instruments and chemicals re-
accordance with the maintenance schedule. quired to determine the water hardness, pH value
and chlorine content (obtainable from MAN Diesel
The following work/steps is/are necessary: or Mar-Tec Marine, Hamburg)
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the Equipment for testing the concentration of additives
concentration of the rust inhibitor.
When using chemical additives:
• Testing equipment in accordance with the sup-

plier's recommendations.
Testing kits from the supplier also include equip-
ment that can be used to determine the fresh water
quality.
Testing the typical values of water
Abbreviated specification
Water for filling and refilling

Typical value/property Circulating water (with additive)
(without additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10 °dGH 1) ≤ 10 °dGH 1)
pH-value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH = German hardness:
1°dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm
10.12 - 000.07 (2010-02-25)

504.42 Cooling Water Inspecting Description
General
Testing the concentration of rust inhibitors
Abbreviated specification
Slushing oil Concentration
Chemical additives according to "Quality of Engine Cooling Water"
Anti-freeze according to "Quality of Engine Cooling Water"
Table 2: Concentration of the cooling water additive
Testing the concentration of chemical additives Testing the concentration of anti-freeze
The concentration should be tested every week, The concentration must be checked in accordance
and/or according to the maintenance schedule, us- with the manufacturer's instructions or the test can
ing the testing instruments, reagents and instruc- be outsourced to a suitable laboratory. If in doubt
tions of the relevant supplier . you should consult MAN Diesel.
Chemical slushing oils can only provide effective Testing

protection if the right concentration is precisely
maintained. This is why the concentrations recom- We test cooling water for customers in our labora-
mended by MAN Diesel (quality specifications) tory. To carry out the test we will need a representa-
must be observed in every case. These recom- tive sample of roughly 0.5 l.
mended concentrations may not be the same as
those specified by the manufacturer.
10.12 - 000.07 (2010-02-25)

Description
Cooling Water System, Cleaning 504.43
General
Summary This work should ideally be carried out by a spe-

cialist who can provide the right cleaning agents
Remove contamination/residue from operating fluid for the type of deposits and materials in the cooling
systems, ensure/reestablish operating reliability. circuit. The cleaning should only be carried out by
the engine operator if this cannot be carried out by
Cooling water systems containing deposits or con- a specialist.
tamination prevent effective cooling of parts. Con-
tamination and deposits must be regularly elimi- Oil sludge
nated.
Oil sludge from lubricating oil that has entered the
This comprises the following: cooling system or a high concentration of rust in-
Cleaning the system and, if required, hibitors can be removed by flushing the system
removal of limescale deposits, with fresh water to which some cleaning agent has
flushing the system. been added. Suitable cleaning agents are listed al-
phabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manu-
Cleaning facturers can be used providing they have similar
properties. The manufacturer's instructions for use
The cooling water system must be checked for con- must be strictly observed.
tamination at regular intervals. Cleaning is required
if the degree of contamination is high.
Duration of cleaning procedure /

Manufacturer Product Concentration
temperature
Drew HDE - 777 4-5% 4 hrs at 50 - 60 °C
Nalfleet MaxiClean 2 2-5% 4 hrs at 60 °C
Unitor Aquabreak 0.05 - 0.5 % 4 hrs at ambient temperature
Ultrasonic
Vecom 4% 12 hrs at 50 - 60 °C
Multi Cleaner
Table 1 Cleaning agents for removing oil sludge
10.13 - 000.08 (2010-02-25)

504.43 Cooling Water System, Cleaning Description
General
Lime and rust deposits which tends to gather in areas where the flow ve-
locity is low.
Lime and rust deposits can form if the water is es-
pecially hard or if the slushing oil concentration is Products that remove limescale deposits are ge-
too low. A thin lime scale layer can be left on the nerally suitable for removing rust. Suitable cleaning
surface as experience has shown that this pro- agents are listed alphabetically in the table entitled
tects against corrosion. If however, the thickness of "Cleaning agents for removing lime scale and rust
limescale deposits exceeds 0.5 mm, this can ob- deposits". Products by other manufacturers can be
struct the transfer of heat and cause thermal over- used providing they have similar properties. The
loading of the components being cooled. manufacturer's instructions for use must be strict-
ly observed. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra- cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as the cleaned. The products listed in the table entitled
sealing elements of the water pumps. Together with "Cleaning agents for removing lime scale and rust
the elements that are responsible for water hard- deposits" are also suitable for stainless steel.
ness, this forms what is known as ferrous sludge
Duration of cleaning procedure /

Manufacturer Product Concentration
temperature
SAF-Acid 5 - 10 % 4 hrs at 60-70 °C

Drew Descale-IT 5 - 10 % 4 hrs at 60 - 70 °C
Ferroclean 10% 4 - 24 hrs at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 hrs at 60 - 75 °C
Unitor Descalex 5 - 10 % 4 - 6 hrs at approx. 60 °C
Vecom Descalant F 3 - 10 % approx. 4 hrs at 50 - 60 °C
Table 2 Cleaning agents for removing limescale and rust deposits
In emergencies only treated with deactivated aminosulfonic acid. This

acid should be added to water in a concentration
Hydrochloric acid diluted in water or aminosulfo- of 3 - 5 %. The temperature of the solution should
nic acid may only be used in exceptional cases if be 40 - 50 °C.
a special cleaning agent that removes limescale
deposits without causing problems is not available. • Diluted hydrochloric acid may only be used to
Observe the following during application: clean steel pipes. If hydrochloric acid is used as
the cleaning agent, there is always a danger that
• Stainless steel heat exchangers must never be acid will remain in the system, even once the
treated using diluted hydrochloric acid. system has been neutralised and flushed. This
residual acid promotes pitting. We therefore re-
• Cooling systems containing non-ferrous metals commend you have the cleaning carried out by a
(aluminium, red bronze, brass, etc.) must be specialist.
10.13 - 000.08 (2010-02-25)

Description
Cooling Water System, Cleaning 504.43
General
The carbon dioxide bubbles that form when lime- Caution!

scale deposits are dissolved can prevent the clean- Only carry out the cleaning operation once the
ing agent from reaching boiler scale. It is therefore engine has cooled down
absolutely necessary to circulate the water with the Only start the cleaning operation once the engine
cleaning agent to flush away the gas bubbles and has cooled down. Hot engine components must not
allow them to escape. The length of the cleaning come into contact with cold water. Open the vent-
process depends on the thickness and composition ing pipes before refilling the cooling water system.
of the deposits. Values are provided for orientation Blocked venting pipes prevent air from escaping
in the table entitled "Detergents for removing lime which can lead to thermal overloading of the en-
scale and rust deposits“. gine.
Following cleaning Caution!

Cleaning products can cause damage
The cooling system must be flushed several times The products to be used can endanger health and
once it has been cleaned using cleaning agents. may be harmful to the environment.
Replace the water during this process. If acids are Follow the manufacturer's handling instructions
used to carry out the cleaning, neutralise the cool- without fail.
ing system afterwards with suitable chemicals then
flush. The system can then be refilled with water
that has been prepared accordingly. The applicable regulations governing the disposal
of cleaning agents or acids must be observed.
10.13 - 000.08 (2010-02-25)

Your Notes :
Description
Quality of Intake Air (Combustion Air) 504.60
General
General
The quality and condition of the intake air (com- When designing the intake air system, the maximum
bustion air) have a significant effect on the power permissible overall pressure drop (filter, silencer, pipe
output of the engine. In this regard, not only are the line) of 20 mbar must be taken into consideration.
atmosperic conditions extremely important, but also
contamination by solid and gaseous foreign matter. Requirements
Mineral dust in the intake air increases wear. Chemi- The concentrations downstream of the air filter and/or
cals and gases promote corrosion. upstream of the turbocharger inlet must not exceed
the following limit values:
This is why effective cleaning of the intake air (com-
bustion air) and regular maintenance/cleaning of the
air filter is required.
Properties Typical value Unit*

Particle size max. 5 µm
Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25 mg/m3 (SPC)
Hydrogen sulphide (H2S) max. 15
Salt (NaCl) max. 1
* m3 (SPC) Cubic metres at standard temperature and standard pressure
Table 1 Intake air (combustion air) - typical values to be observed
10.39 - 3.3.11 (2010-08-17)

Your Notes :
Index
Page 1(1)
Cylinder Head 505
L16/24
Description
Cylinder Head and Water Jacket-------------------------------------------------------------505.01 (02H)
Working Card
Dismantling of Cylinder Unit from Engine-------------------------------------------------- 505-01.00 (11)

Disassembly of Cylinder Unit ---------------------------------------------------------------- 505-01.01 (02H)
Inspection of Inlet Valve, Exhaust Valve and Valve Guide---------------------------- 505-01.05 (07H)
Reconditioning of Valve Spindle Seatand Valve Seat Ring--------------------------- 505-01.10 (06)
Valve Rotator--------------------------------------------------------------------------------- 505-01.15 (02H)
Replacement of Valve Guide -----------------------------------------------------------------505-01.20 (12H)
Replacement of Valve Seat Ring ------------------------------------------------------------505-01.35 (05H)
Inspection of Cylinder Head Cooling Water Space--------------------------------------505-01.45 (02H)
Assembly of Cylinder Unit ---------------------------------------------------------------------505-01.50 (02H)
Mounting of Cylinder Unit in Engine---------------------------------------------------------505-01.55 (09)
Plates
Cylinder Head-------------------------------------------------------------------------------------------- 50501-22

Valve Spindles and Valve Gear ---------------------------------------------------------------------50502-1
Water Guide Jacket ------------------------------------------------------------------------------------50507-02
Cylinder Head, Top Cover ----------------------------------------------------------------------------50510-026
Cylinder Unit --------------------------------------------------------------------------------------------- 50515-
Your Notes :
Description 505.01
Page 1 (1) Cylinder Head and Water Jacket Edition 02H
L16/24
Cylinder Head The water jacket is bolted to the cylinder head by five
bolts. The five connection bolts to the cylinder head
The cylinder head is of cast iron with an integrated are free accessible from the top side and permit also
charge air receiver, made in one piece. It has a bore- a dismantling of the cylinder head itself.
cooled thick walled bottom. It has a central bore for
the fuel injection valve and 4 valve cross flow design,
with high flow coefficient. Intensive water cooling of Air Inlet and Exhaust Valves
the nozzle tip area made it possible to omit direct
nozzle cooling. The valve pattern is turned about 20° The valve spindles are made of heat-resistant
to the axis and achieves a certain intake swirl. material and the spindle seats are armoured with
welded-on hard metal.
The cylinder head is tightened by means of 4 nuts
and 4 studs which are screwed into the engine All valve spindles are fitted with valve rotators which
frame. The nuts are tightened by means of hydraulic turn the spindles each time the valves are activated.
jacks. The turning of the spindles ensures even tem-pera-
ture levels on the valve discs and prevents deposits
The cylinder head has a screwed-on top cover. It has on the seating surfaces.
two basic functions: oil sealing of the rocker chamber
and covering of the complete head top face to protect The cylinder head is equipped with replaceable
bolts and reduce noise radiation. valve seat rings. The exhaust valve seat rings are
water cooled in order to assure low valve tempera-
The valve guides are identical and therefor inter- tures.
changeable.
The seat rings are made of heat-resistant steel. The
seating surfaces are hardened in order to minimize
Water Jacket wear and prevent dent marks.
The main function of this part is as liner water jacket,

distribution gallery and tappet housing.
08028-0D/H5250/94.08.12
Fig 1 Cylinder head
98.38 - ES0
Your Notes :
Page 1 (3) Dismantling of Cylinder Unit from Engine Edition 11
L16/24

Shut-off cooling water 52000 038
Shut-off fuel oil 52000 212
Stopped lub. oil circul. 52000 107
Press Blocking - Reset 52000 011
52000 059
52000 118
Description 52000 143
52000 180
Dismantling of cylinder unit from engine for in- 52000 202
spection and/or overhaul. 52000 275
52000 334
Starting position Hand tools
Engine stopped and cooled down. Unbraco top

Ratchet
Extension
Related procedure
Valve rotator 505-01.15

Disassembly of cyl.head - water
jacket, cyl. liner and piston 505-01.01
Fuel injection valve 514-01.10
Working time : 1 hours Plate No Item No Qty/

Capacity : 2 men

Data


Edition 11 Dismantling of Cylinder Unit from Engine Page 2 (3)
L16/24
Preparation before Dismantling 9) Remove the 2 clamps securing the charge air
connections by unscrewing the locking bolts
1) Drain off the water from the engine. for the clamps.
2) Remove the top cover. 10) Push the charge air connections, inside the
cylinder head which are to be removed.
3) Remove the side covers on both sides of the
engine. 11) Turn the piston to top position.

4) Remove the exhaust gas cover.
Removal of Bearing Cap
Disassembly of Connections 12) Loosen the connecting rod nuts by means of the
hydraulic jacks, see working card 506-01.25.
5) Remove the clamp for connecting cylinder head
and exhaust gas receiver. 13) Remove the connecting rod nuts and bearing
cap by hand.
6) Remove the fuel oil high pressure pipe.
7) Remove the 4 clamps securing the fresh water

connection between the cylinder heads by Lifting tool
unscrewing the clamp completly.
8) Push the one half of the fresh water connections

inside the cylinder heads.
Charge air connection

Cylinder unit
 
Fixing tool


Cooling water connection
Fig 1 Clip on/off

Fig 2 Mounting of lifting and fixing tool.

Page 3 (3) Dismantling of Cylinder Unit from Engine Edition 11
L16/24
Mounting of Support Tools
14) Mount the fixing part, see plate 52000 item 212
Cylinder unit
for locking the connecting rod to the cylinder
liner.
15) Remove the cylinder head nuts by means of the

hydraulic jacks, see working card 520-01.05.
16) Mount the lifting tool on the cylinder head, see Work table
plate 52000 item 038.
Fig. 4 Cylinder unit placed in work table.
Removal of Cylinder Unit from Engine
17) Lift the cylinder unit just enough for removing

the upper connecting rod bearing shell by hand
18) Lift carefully the cylinder unit out of the engine

after the upper connecting rod bearing shell is
removed.
19) Land and fasten the cylinder unit upon the

special work table, or on the floor upon wooden
supports and remove the lifting tool.
Fig 3 Hydraulic tools for dismounting of cylinder head nuts.

Your Notes :
Page 1 (3) Disassembly of Cylinder Unit Edition 02H
L16/24

52006 082
Dismounting of cylinder head, water jacket, Measuring tools.

cylinder liner and piston for inspection/overhaul. Allen key, 8 mm.
Ratchet.
Extension.
Serrated fork.
Starting position
Dismantling of cylinder unit 505-01.00
Related procedure
Inlet and exhaust valve - overhaul and

regrinding of spindel and valve seat, 505-01.10
Valve rotator, 505-01.15
Replacement of valve guide, 505-01.20
Replacement of valve seat ring, 505-01.35
Inspection of piston, 506-01.10
Cylinder liner 506-01.35
Separation of piston and
connecting rod 506-01.05

08028-0D/H5250/94.08.12
Working time : 1 hours Plate no Item no Qty/

Capacity : 1 man
Data

99.03 - ES0
Edition 02H Disassembly of Cylinder Unit Page 2 (3)
L16/24
Before starting to dismantle the cylinder unit it must Removal of Cylinder Head
be placed on the grinding table.
4) Remove the five allen screws in the cylinder
head.
Removal of Piston and Connecting Rod
5) Remove the cylinder head by means of the
1) Remove the fixing part (please see plate 52006, lifting tool .
item 212) from the cylinder liner and connecting
rod.
2) Turn the unit 180° in the table.
3) Pull out the piston and connecting rod with the

aid of the tool as shown in fig. 1.
Lifting tool
Cylinder head
Fig 2 Removal of cylinder head
08028-0D/H5250/94.08.12
Fig 1 Removal of piston and connecting rod
99.03 - ES0
Page 3 (3) Disassembly of Cylinder Unit Edition 02H
L16/24
Removal of Water Jacket and Cylinder Li-

ner
6) Loosen two positioning pins in the water jacket

and remove the two roller guides.
7) Lift the cylinder liner out of the water jacket by

means of the lifting tool as shown in fig. 3.
8) Remove the flame ring from the cylinder liner

by means of the tool as shown in fig. 4. Use
Fig 4 Removal of flame ring

08028-0D/H5250/94.08.12
Fig 3 Removal of water jacket and cylinder liner
99.03 - ES0
Your Notes :
Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 07H
L16/24
Stopped engine Plate no Item no Note.

Shut-off fuel oil
Press Blocking - Reset
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve.
Starting position
Disassembly of cylinder unit 505-01.01
Related procedure
Reconditioning of valve spindle seat

and valve seat ring 505-01.10
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35

08028-0D/H5250/94.08.12

Capacity : 1 man
Data

03.42 - ES0
Edition 07H Inspection of Inlet Valve, Exhaust Valve and Valve Guide Page 2 (3)
L16/24
Dismantling of Inlet and Exhaust Valve
Spindles
1) Land and fasten the cylinder head upon a spe-

cial work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon wood-

en supports and remove the lifting tool.
2) Turn back the rocker arm and remove the valve

bridge over the valve spindles.
3) Install the tool for mounting of valves (B), see

fig 1.
4) Compress valve springs by tightening nut A,

see fig 2.
Fig 2 Mounting of compression tool
Fig 1 Mounting of compression tool.

08028-0D/H5250/94.08.12
5) Press valve up to access cone ring, see fig 3

*)
6) Remove cone rings, see fig 3.

Fig 3 Removal of cone rings.
7) Release springs again.
8) Loosen nut A and extractor plate B, see fig 10) Repeat point 4 - 9 to remove other valve
1. spindles.
9) Remove a valve rotator and springs.
03.42 - ES0
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 07H
L16/24
Inspection of Valves/Valve Seats
If the valve seat is burnt or scarred, it should be ground

using a valve seat grinder, please see working card
505-01.10.
Inspection of Valve Guide
Too much clearance between the valve spindle and

the spindle guide may cause:
- increased lub. oil consumption.

- fouling up of the spindle guide and thus give
the risk of the sticking of the valve spindle.
11) Clean the valve spindle guide.
12) Inspect and measure for wear.
If the inner diameter of the valve spindle guide Fig 4 Measurement of valve spindle guide for wear.
exceeds the tolerance, please see page 500.35,
the valve spindle guide must be replaced.
Please see working card 505-01.20.
Too much clearance also means insufficient

guidance of the valve spindle, and thus bad
alignment between the spindle head and the
valve seat ring.
Mounting of Valve Spindle
13) For mounting the valve spindle follow the in-

structions in point 3-9 in reverse order.
Note:
Please be aware of the different valve disk diameter
at inlet and exhaust valves.
Inlet valve : Ø57 mm
08028-0D/H5250/94.08.12
Exhaust valve : Ø54 mm
03.42 - ES0
Your Notes :
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 1 (3)
and Valve Seat Ring Edition 06
L16/24

Shut-off cooling water 52002 283 Grinding machine
Shut-off fuel oil for valve spindle.
Stopped lub. oil circul. (extra tools).
Press Blocking - Reset 52002 199/222 Grinding machine
for valve seat ring
(extra tools).
Description
Reconditioning of valve spindle seat and valve

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

Capacity : 1 man

Data


505-01.10 Reconditioning of Valve Spindle Seat Working Card
Edition 06 and Valve Seat Ring Page 2 (3)
L16/24
Reconditioning of Valve Seat Ring Scraping of Valve Seat Rings
Reconditioning of valve seat rings by machining is Normally, the valve seat ring can be reconditioned
carried out by means of a grinding machine, the several times.
pilot spindle of which must be mounted in the valve
spindle guide. For operation of the grinding machine, However, when seat "S" is ground to such an extent
see separate instructions. that recess "R" disappears, see fig 1, the valve seat
ring must be scrapped and a new one must be instal-
led, please see working card 505-01.35
Grinding of Valve Seats
This is only valid for the exhaust valve seat, the inlet
Grinding of valve seat rings should be carried out in valve seat has no recess due to less wear of the
the following order: inlet valve seat.
1) Grind the seating surface with a feed at an

angle "A", see fig. 1. Reconditioning of Valve Spindle
2) Continue grinding until a clean and uniform Reconditioning by machining is carried out with the
surface is obtained. valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post
3) Carry out final grinding with a feed in direction of the turning latch.
from inside to outwards. Normally, the best
surface quality is obtained this way.
Grinding of Valve Spindle
For operation of the grinding machine, see separate

instructions.
“A” 120° -- 10’ 1) Grind the seating surface with a feed at an

2’
angel "A", see fig. 2.
2) Continue grinding until a clean and uniform

“R” “S” surface is obtained.
”H”1
“A” 120° ++ 10’

2’
Fig 1 Valve Seat Ring Fig 2 Valve Spindle

Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 3 (3)
and Valve Seat Ring Edition 06
L16/24
3) Check height "H"1 upon completion the grin-
ding, see fig 2.
"H"1 must be no less than indicated on page

500.35.
If less, the spindle must be scrapped.
4) After assembling the valves, check by mothing ”H”2

the valve that distance "H"2 between the upper
edge of the cylinder head and the upper edge
of the valve spindle, see fig 3, does not exceed
the maximum value, please see page 500.35.
Fig 3 Measurement of distance H2.

Your Notes :
Page 1 (2) Valve Rotator Edition 02H
L16/24

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

rotator. Ring and open-end spanner, 24 mm.
Starting position
Valve spindle has been removed 505-01.05
Related procedure
Mounting of valve spindles 505-01.05
Working time : 1/2 hour Plate no Item no Qty./

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

98.46 - ES0
Edition 02H Valve Rotator Page 2 (2)
L16/24
Maintenance and Inspection of Rotocap Note: Having assembled the valve rotator in dry
condition it should be placed in clean lubricating oil
Dirt, especially in the ball pockets due to residues in for a short period of time.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and interrupt
the movement of the balls.
Under normal operating conditions rotocap valve

rotators need no servicing.
Rotator performance is satisfactory when the valve

rotates visibly and evenly.
Dismantling of Rotocap
Fig 1 Valve rotator
Please see Working Card 505-01.05, steps 3 to 9.
Overhaul of Rotator Mounting of Rotocap
1) Clean the valve rotator. Please see working card 505-01.05, steps 3 to 9,
opposite direction.
2) Remove the retaining ring and disassemble
the individual parts.
3) Inspect for wear and ball impressions.
4) Replace parts showing wear grooves or de-

pressions formed by the balls.
5) Insert the balls and the tangential springs.
Note: All balls on the inclined races of the ball pockets

must point in the same direction, see fig 1.
The inner ring of the spring washer should rest on

the retainer body.
08028-0D/H5250/94.08.12
98.46 - ESO
Page 1 (3) Replacement of Valve Guide Edition 12H
L16/24

Shut-off fuel oil
Dismantling and mounting of valve guide for inlet Hammer / Lead hammer
and exhaust valve. Nitrogen (N2), or similar.
Starting position
Valve spindle has been removed 505-01.05
Related procedure

08028-0D/H5250/94.08.12
Working time : 3/4 hour Plate no. Item no. Qty/

Capacity : 1 man 50501 076 4/cyl
50501 088 4/cyl
Data

08.03 - ES0-ver08
505-01.20 Replacement of Valve Guide Working Card
L16/24
When to Replace the Valve Guide
If the clearance exceeds the max. limit, please see

page 500.35, the valve guide must be replaced.
Dismounting of Valve Guide
1) Knock the valve guide out from the bottom

of the cylinder head, by means of a mandrel,
which has a shoulder turning that fits into the
valve guide, see fig 1.
2) Clean the bore of the cylinder head carefully.
3) Inspect for marks that can prevent mounting

of new valve guide.
Fig 1 Dismounting of valve guide
Mounting of Valve Guide
4) Before mounting - cool down the new valve

guide to approx. -70°C with nitrogen or si-
milar.
5) Insert the valve guide into the bore.
6) Knock slightly with the mandrel and a hammer,

see fig 2.
Note: The shoulder of the valve guide must bear

against the cylinder head, by knocking slightly with
the mandrel and a hammer.
Fig 2 Mounting of valve guide

08028-0D/H5250/94.08.12
08.03 - ESO-ver08
Page 3 (3) Replacement of Valve Guide Edition 12H
L16/24
8) Insert a new O-ring in the valve guide, before
mounting of the valve spindle.
Correct mounting can easily be done by the

use of two valve spindles as mounting tool,
one spindle to be used as support and the
other spindle to be used for pushing the O-ring
downwards, see fig 3.
Screw-drivers or other sharp tools should never

be used for this purpose.
9) For mounting of valve spindle, please see

working card 505-01.05.
Fig 3 Inserting a new O-ring in the valve guide

08028-0D/H5250/94.08.12
08.03 - ES0-ver08
Your Notes :
Page 1 (2) Replacement of Valve Seat Ring Edition 05H
L16/24

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

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

removed 505-01.05
Related procedure
Man power Replacement and wearing parts

08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate No Item No Qty. /

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

08.47 - ES0
Edition 05H Replacement of Valve Seat Ring Page 2 (2)
L16/24
Dismounting of Valve Seat Rings Mounting of Valve Seat Rings
When reconditioning of a valve seat ring no longer is 5) Prior to mounting of a new valve seat ring,
possible due to dimensions exceeding the scrapping the bore must be cleaned thoroughly and
criteria, the seat ring has to be replaced. inspected for marks. Marks that can hinder
mounting of the valve seat ring must be remo-
Dismounting of a valve seat ring is carried out by ved.
means of a special extractor tool set comprising the
components, see fig 1. 6) To facilitate the valve mounting of the seat ring
it must be cooled down, however, a max. of
-25° C otherwise, the O-ring can be dama-
ged.
Coat with
loctite 648
Valve seat ring
O-ring
Coat with oil
Fig 1 Extraction of valve seat ring.
Dismounting of a Valve Seat Ring is Carried Fig 2 Coat with oil/loctite.

out According to the Following Procedure
1) Weld approx. 5 seconds at 3 places around 7) Place the O-ring on the valve seat ring and
the old valve seat with electrode. coat with oil/loctite as shown in fig 2, just before
positioning it in the bore.
2) Wait 60 seconds while the seat is cooling down
and the shrink fit compression is relieved. 8) Prior to mounting of the valve spindle the valve
seat ring must be ground, to ensure correct
3) Mount the extraction tool and pull out the used centering af the valve guide and the valve seat
08028-0D/H5250/94.08.12
valve seat. (If the waiting time is not observed ring. This can be done according to working
the tool might be damaged). card 505-01.10.
4) The valve seat is easy removed by turning the

handle.
08.47 - ESO
Page 1 (2) Inspection of Cylinder Head Cooling Water Space Edition 02H
L16/24

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

space.
Starting position
The cylinder head dismantled

from engine 505-01.00
Related procedure
Replacement and wearing parts

08028-0D/H5250/94.08.12
Manpower
Plate No Item No Qty/
Working time : ¼ hour
Capacity : 1 man
Data

98.38 - ES0
Edition 02H Inspection of Cylinder Head Cooling Water Space Page 2 (2)
L16/24
Inspection of Cylinder Head Cooling Water
Space
1) Inspect the cooling water inlet at the bottom of

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

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

contrary to expectation, be blocked with depos-
its, please contact MAN B&W Diesel, Holeby
for further instructions.
Fig 1 Cooling water spaces to be inspected.
08028-0D/H5250/94.08.12
98.38 - ES0
Workinag Card
Page 1 (3) Assembly of Cylinder Unit 505-01.50
Edition 02H
L16/24

52006 212
52006 224
Description
Mounting of cylinder head, water jacket, cylinder

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

Inspection of valve roller guides, 508-01.00
Working time : 1 1/2 hours Plate no Item no Qty/

08028-0D/H5250/94.08.12
50501 135 1/cyl

50501 196 1/cyl
Data 50610 031 1/cyl
50610 043 1/cyl
Data for pressure and tolerance (Page 500.35) 50610 055 1/cyl
Data for torque moment (Page 500.40) 50610 092 1/cyl
10.12 - ES0
505-01.50 Assembly of Cylinder Unit
Working Card
Page 2 (3)
Edition 02H
L16/24
Preparing before Mounting
1) Place the water jacket on the table.
2) Place two new o-rings on the cylinder liner and

slightly lubricate with oil.
3) Mount the cylinder liner with a new flame ring

in the water jacket by means of the lifting tool
for the liner, see fig 1.
Fig 2 Marking on the cylinder liner and the water jacket
7) Mount the cylinder head by means of lifting

tool (plate 52005, item no 38)
8) Mount the five allen screws in the cylinder head

and tighten up all the screws, please see page
500.40.
Fig 1 Mounting of new flame ring
Mounting the Piston

ote: Be sure the marking on the cylinder liner cor-
N
responds to the marking on the water jacket of the Before mounting the piston turn around the cylinder
assembly,see fig 2. unit.
4) Fit a new sealing ring on the cylinder liner. Note: After an overhaul the cylinder liner must always
be honed and the piston must be fitted with new
5) Mount two roller guides in the water jacket, see
08028-0D/H5250/94.08.12
piston rings, see Working Card 506-01.35.

Working Card 508-01.00.
9) Mount the piston guide bush around the cylinder
unit.
Mounting of Cylinder Head
10) Lift the piston and connecting rod by means
6) Place two new o-rings at the top of the water of a suspension.
jacket and slightly lubricate with oil.
10.12 - ES0
Working Card
Page 3 (3) Assembly of Cylinder Unit 505-01.50
Edition 02H
L16/24
11) Lubricate the piston rings and the cylinder liner
with oil.
12) Slowly lower the piston into the cylinder liner.
Note: Be sure that the "st" mark at the top of the

piston is placed on to the fuel pump side or alterna-
tive the "AS" mark at the top of the piston is placed
on the exhaust side.
13) Place wooden wedges between the connecting

rod and the piston shirt.
14) Remove suspension tool from the connecting

rod.
15) Mount fixing part tool (plate 52006 item 212)

to the connecting rod and the cylinder liner.
08028-0D/H5250/94.08.12
10.12 - ES0
Your Notes :
Working Card
Mounting of Cylinder Unit in Engine 505-01.55
L16/24

52000 334
52000 143
52000 202
Mounting of cylinder unit after inspection and/ 52000 275
or overhaul. 52000 059

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

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

Adjustment of valve clearance 508-01.10
Working time : 1½ hours Plate No Item No Qty/

Capacity : 2 men
50501 231 1
50501 243 1
Data 51630 033 8
51230 027 4

505-01.55 Mounting of Cylinder Unit in Engine Working Card
L16/24
Preparring before mounting Mounting of the Big-end Bearing
Before the cylinder unit is mounted in the engine, be 3) Make sure the crank throw is in the top position.
sure to clean the joint faces carefully.
4) Mount the upper part of the big-end bearing
shell just before the connecting rod is landed
Placing of the Cylinder Unit in Engine on the crankshaft.
1) Place an O-ring around the roller guides and Note: Lubricate the crankshaft with clean lubri-
O-rings around the oil connection between the cating oil.
engine and the water jacket.
5) Land the connecting rod on the crankshaft.
2) Lower the cylinder unit slowly into the engine
by means of a lifting tool, (plate 52000 item During this the connecting rod must be gui-
038). ded by hand to ensure correct approach and
landing in the journal.
6) Remove the fixing part, (plate 52000 item 212).

Lifting tool
7) Mount the bearing cap with the inserted lower
shell of the big-end bearing by hand.
Tightening of the Connecting Rod
Note: Iden.No. on the connecting rod and on the

bearing cap must always be the same.
Cylinder unit
8) Lubricate threads and the contact face of the
connecting rod screws with molycote paste or
the like.
Front of
engine
Fixing tool
 


Fig 1 Lifting tool
Fig 2 Clip on/off

Working Card
Mounting of Cylinder Unit in Engine 505-01.55
L16/24
9) Mount bolts and nuts and tighten them firmly 14) Tighten the hydraulic jacks and make sure
with a tommy bar. that the cylinder of the jacks bears firmly on
the spacer ring. Tighten up all the nuts, see
For tighting connecting rod bolts, please see description 500.40. For usage of the hydraulic
working card 506-01.25. tools, please see working card 520-01.05.
Note: If new studs or nuts are fit, the nuts must be

Tightening of Cylinder Head Nuts tightened and loosened three times, in order to com-
pensate for deformation of the thread and in order
10) Coat the cylinder stud threads and contact to ensure a safe minimum load of the studs through
faces with copaslip or the like. the tightening.
11) Fit the cylinder head nuts and make sure that
they run easily and that they bear on their entire Assembling of Connections
contact surfaces.
15) Mount the exhaust clamp between the cylinder
12) Tighten the nuts lightly with a tommy bar. head and the exhaust pipe.
13) Place the spacer ring around the nuts with a Note: Turn clamps correctly as they are not sym-
slot in such a position that the tommy bar can metrical, see fig 4.
be used.
Fig 4 Correct mounting of clamps.
16) Place new O-rings on water connections and

push the connections together.
17) Secure the water connections with clamps

and tighten bolts on the clamp.
18) Place new O-rings on the charge air connection

and push the connections into the next cylinder
head.
Fig 3 Hydraulic tools for mounting of cylinder head nuts.

505-01.55 Mounting of Cylinder Unit in Engine Working Card
L16/24
19) Secure the charge air connection with a clamp Adjustment of Valve Clearance
and tighten the bolt on the clamp.
26) Adjust the valve clearance, see working card
20) Mount the high pressure fuel oil pipe, please 508-01.10.
see working card 514-01.05.
27) Mount the side and top covers.
Ventilation
Adjustment/Check of Roller Guide
The GenSet is self-ventilating. This means that it
is not necessary for the engine to vent the system 28) For adjustment/check of roller guide, see
before start. working card 508-01.00.
However, to avoid problems in the ship's installation,

we recommend to ventilate. This can be done in the
following way:
21) Open connection G1, L.T. fresh water - inlet.
22) Bleed air from the venting screws on the charge

air cooler.
23) Bleed air from the venting screws on the engine

top, or by the flange, connection F3, venting to
expansion tank.
24) Open connection G2, L.T. fresh water - outlet.
25) Check for leakage.

Plate
Page 1 (2) Cylinder Head 50501-22
L16/24
040
See plate 51402
015 052
064 076
088
027
039
See plate 50507
280
111 See plate 51404
123 172
184
135
196
08028-0D/H5250/94.08.12
See plate 50507
See plate 50610
10.10 - ES0 - Tier II

Plate
50501-22 Cylinder Head Page 2 (2)
L16/24
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
015 2/C Guide for Styr for

valve bridge ventilbro
027 1/C Cylinder head Cylinderdæksel
039 2/C Plug Prop
040 1/C O-ring O-ring
052 1/C Sleeve Foring
088 4/C Valve guide Ventilstyr
123 2/C Valve seat ring, Ventilsædering,

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

exhaust udstødning
280 11/C Closing cover Frostprop
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
Qty/I = Qty/Individual Qty/I = Qty/Individuelt
10.10 - ES0 - Tier II

Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-16
L16/24
058
010 071
105 083
022 095
142
034 071
117
046 129 166
130 154
129 178
178 191
191 201
201 632 213
632
237
249
250
Cylinder Head,
see plate 50501
262
274
11.35 - ES0 - Tier II

Plate
50502-16 Valve Spindles and Valve Gear Page 2 (2)
L16/24
Item Item
010 1/C Rocker arm, exhaust Vippearm, udstøds, 274 2/C Valve spindle, inlet Ventilspindel, indsugn.
complete, incl. item komplet inkl. item 034,
034, 046, 058, 071, 083 046, 058, 071, 083 632 4/C Valve cap Ventilkappe
022 1/C Rocker arm, inlet com- Vippearm, indsugning

plete, incl. item 034, komplet inkl. item 034,
046, 071, 083, 105 046, 071, 083, 105
034 2/C Bolt Bolt
046 2/C Bearing bush Leje
058 1/C Rocker arm, exhaust Vippearm, udstøds
071 4/C Nut Møtrik
083 2/C Adjusting screw com Justérbar skrue komplet

plete, incl. item 095, inkl. item 095, 117, 142
117, 142
095 2/C Circlip Fjederring
105 1/C Rocker arm, inlet Vippearm, indsugning
117 2/C Thrust piece Trykstykke
130 2/C Valve bridge com- Ventilbro komplet, inkl.

plete, incl. item 071, item 071, 129, 154, 166
129, 154, 166
142 2/C Adjusting screw Justérbar skrue
154 2/C Adjusting screw Justérbar skrue
166 2/C Valve bridge Ventilbro
178 4/C Conical ring 2/2 Konisk ring 2/2
191 4/C Rotocap Rotationsgiver,

complete komplet
201 4/C Spring Fjeder
213 1/C Screw Skrue
249 1/C Shaft Aksel
262 2/C Valve spindle, Ventilspindel,

exhaust udstøds
11.35 - ES0 - Tier II

Plate
Page 1 (2) Water Guide Jacket 50507-02
L16/24
018
See plate 50501
080
079
067
08028-0D/H5250/94.08.12
031
043 055
See plate 50610
10.11 - ES0 - Tier II

Plate
50507-02 Water Guide Jacket Page 2 (2)
L16/24
Item Item
018 5/C Screw Skrue
031 1/C Water guide jacket Kølekappe
067 1/C Guide pin Rørstift
079 1/C LTC ring LTC ring
080 1/C Sealing ring Tætningsring
08028-0D/H5250/94.08.12
10.11 - ES0 - Tier II

Plate
Page 1 (2) Cylinder Head, Top Cover 50510-02S
L16/24
026
038
075
014
110
Cylinder Head,
see plate 50501
08028-0D/H5250/94.08.12
10.09 - ES0
Plate
50510-02S Cylinder Head, Top Cover Page 2 (2)
L16/24
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
026 5/C Screw Skrue
038 5/C Washer Skive

075 Top cover Topdæksel
110 1/C Sealing Tætning
5/E 5 cyl. engine 5 cyl. motor

08028-0D/H5250/94.08.12
Qty/E = Qty/Engine Qty/E = Qty/Motor
10.09 - ES0
Plate
Page 1 (2) Cylinder Unit 50515-20
L16/24
011
12.33 - ES0 - Tier II - SECO

Plate
50515-20 Cylinder Unit Page 2 (2)
L16/24
Item
no Qty Designation Where to find in the engine instruction book
011 1/C Cylinder unit, complete Plate 50515 Item 011

consisting of:
1/C Cylinder head Plate 50501
1/C Valve spindle and valve gear Plate 50502
1/C Water guide jacket Plate 50507
1/C Piston and connecting rod Plate 50601
1/C Cylinder liner Plate 50610
1/C Roller guide and push rods Plate 50801
Qty/C = Qty/Cylinder
12.33 - ES0 - Tier II - SECO

Index
Page 1(1)
Piston, Connecting Rod and Cylinder Liner 506
L16/24
Description
Piston, Connecting Rod and Cylinder Liner ---------------------------------------------- 506.01 (02H)
Working Card
Separation/Assembly of Piston and Connecting Rod and f tting of Piston Rings

---------------------------------------------------------------------------------------- 506-01.05 (07H)
Piston -----------------------------------------------------------------------------------------------506-01.10 (03H)
Piston (SECO)------------------------------------------------------------------------------------ 506-01.10 (14H)
Connecting Rod ----------------------------------------------------------------------------------506-01.15 (08H)
Criteria for Replacement ofConnecting Rod Big-end and Main Bearing Shells--506-01.16 (02)
Hydraulic Tightening of Connecting Rod Screws---------------------------------------- 506-01.25 (02H)
In-situ Inspectioan of Connecting Rod Big-end Bearing -------------------------------506-01.30 (02H)
Inspection and Honing of Cylinder Liner ---------------------------------------------------506-01.35 (06H)
Grinding of Seal Face onCylinder Liner and Cylinder Head --------------------------506-01.45 (02H)
Dismantling of Piston and Cylinder Liner at Low Overhaul Height ------------------506-01.50 (02H)
Plates
Piston (SECO) -------------------------------------------------------------------------------------------50602-01

Connecting Rod -----------------------------------------------------------------------------------------50603-01
Connecting Rod Bearing ------------------------------------------------------------------------------50604-01
Piston Rings --------------------------------------------------------------------------------------------- 50605-01
Cylinder Liner --------------------------------------------------------------------------------------------50610-03H
Your Notes :
Description 506.01
Page 1 (2) Piston, Connecting Rod and Cylinder Liner Edition 02H
L16/24
Piston Connecting Rod
The piston, which is oil-cooled and of the composite The connecting rod is die-forged. The big-end has a
type, has a skirt made of nodular cast iron and a horizontal split. The connecting rod and piston are
crown made of forged deformation resistant steel. It disassembled together with the cylinder liner, thus
is fitted with 2 compression rings and 1 oil scraper ensuring a large bearing diameter and a low bear-
ring in hardened ring grooves. ing pressure.
By the use of compression rings with different bar- The connecting rod has bored channels for supply-
rel-shaped profiles and chrome-plated running sur- ing of oil from the big-end to the small-end.
faces, the piston ring pack is optimized for maximum
sealing effect and minimum wear rate. The big-end bearing is of the bi-metal type coated
with a running layer.
The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer, The bearing shells are of the precision type and are
and thus the cooling effect, is based on the shaker therefore to be fitted without scraping or any other
effect arising during the piston movement. The kind of adaption.
cooling medium is oil from the engine's lubricating
oil system. The small-end bearing is of the bi-metal type and
is pressed into the connecting rod. The bush is
Oil is supplied to the cooling oil space in the piston equipped with an inner circumferential groove, and
through spray hole in the middle of the connecting a pocket for distribution of oil in the bush itself and
rod to the middle of the piston. Oil is drained from for the supply of oil to the pin bosses.
the cooling oil space through ducts situated dia-
metrically to the inlet channels.
The piston pin is fully floating and kept in position in

the axial direction by two retaining rings.
08028-0D/H5250/94.08.12
08028-0D/H5250/94.08.12
Fig 1 Piston Fig 2 Connecting Rod
98.46 - ES0
506.01 Description
Edition 02H
Piston, Connecting Rod and Cylinder Liner Page 2 (2)
L16/24
Cylinder Liner
The cylinder liner is made of special centrifugal cast

iron and fitted in a bore in the engine frame. The
liner is clamped by the cylinder head and rests by
its flange on the water jacket.
The liner can thus expand freely downwards when

heated during the running of the engine. The liner
is of the flange type and the height of the flange is
identical with the water cooled area which gives a
uniform temperature pattern over the entire liner sur-
face. The lower part of the liner is uncooled to secure
a sufficient margin for cold corrosion in the bottom
end. There is no water in the crankcase area.
The gas sealing between liner and cylinder head

consists of an iron ring.
To reduce bore polishing and lube oil consumption

a slip-fit-type flame ring is arranged on the top side
of the liner.
Fig 3 Cylinder Liner
08028-0D/H5250/94.08.12
98.46 - ES0
Working Card Separation/Assembly of Piston and Connecting Rod 506-01.05
Page 1 (3)
and fitting of Piston Rings Edition 07H
L16/24

Separation of piston and connecting rod for in- Wooden wedge, 2 pieces
spection or/and overhaul. Wooden support
Assembly of the piston and connecting rod after Wire
inspection or/and overhaul.
Starting position
Related procedure
Inspection or/and overhaul of piston, 506-01.10

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

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

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

07.05 - ES0
506-01.05 Separation/Assembly of Piston and Connecting Rod Working Card
Page 2 (3)
Edition 07H and fitting of Piston Rings
L16/24
Separation of Piston and Connecting Rod Fittings of Piston Rings
1) Take out the securing ring (seeger circlips) with The piston rings should only be fitted to the piston
the plier (Plate 52006, Item 177). Push out the by the use of a special tool; the socalled piston ring
piston pin and lift the connecting rod away. opener.
If the rings are opened further than necessary there

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

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

clearance.The back clearance is sufficient when the
Ring joint face of the ring is below the groove edge when the
ring is pressed against the bottom of the groove.
When installed on the piston the rings should be

Fig 1 Joint coil spring to be placed opposite to ring joint. pushed back and forth in the grooves to make sure
that they can move freely. It is also advisable to insert
a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present so the feeler gauge

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

the piston rings should be turned into positions off-
setting the ring joint 180° to each other.
08028-0D/H5250/94.08.12
07.05 - ES0
Working Card Separation/Assembly of Piston and Connecting Rod 506-01.05
Page 3 (3)
and fitting of Piston Rings Edition 07H
L16/24
Piston Ring No 1:
marked with ident.
No "top 1445".
Piston Ring No 2:
marked with ident.
No "top 1461".
Scraper Ring:
marked with ident.
No "top 0254".
Marking of Piston and Scraper Rings

08028-0D/H5250/94.08.12
Marking
Identification marks to face upwards against the piston crown when mounted.
Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.
Fig 2 Marking of piston and scraper ring.
07.05 - ES0
Your Notes :
Page 1 (3) Piston Edition 03H
L16/24

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

Related procedure
Assembly of piston and connecting

rod and fitting of piston rings 506-01.05

08028-0D/H5250/94.08.12
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
Data

99.33 - ES0
Edition 03H Piston Page 2 (3)
L16/24
Inspection of Piston Mounting of Piston Crown
1) Remove the piston and scraper rings. 8) Lubricate the threads and bearing surface with
"molycote-paste G-n Plus".
2) Clean the piston on the outside and on the
inside. Note: always use new bolts when assembling the
piston
3) Inspect the piston ring and scraper ring grooves
for wear, see page 3. 9) Tighten the bolts crosswise with 20 Nm (cor-
responding to 35° to 90°).
Check of Piston Bolt Tension 10) Loosen the bolts again.
4) Apply a torque spanner to the piston bolts, 11) Tighten the bolts again with a pretighten torque
adjusted to 20 Nm. of 10 Nm.
5) Turn the torque spanner. 12) Turn the bolts 60° further.
Note: It may turn out that the bolts do not turn during 13) Check the piston bolt tension, see "check of
the test: piston bolt tension".
If Then
The bolts do not The tension are ok

turn during the test
The bolts can Loosen the bolts and

turn during the test tighten as described for
the process of "Mounting
of piston crown"
Inspection of Piston Crown
For cleaning and inspection of the piston crown, it

must be disassembled.
6) Loosen the bolts and remove the piston

crown.
08028-0D/H5250/94.08.12
7) Clean carefully the piston shirt and piston

bolts.
99.33 - ES0
Page 3 (3) Piston Edition 03H
L16/24
The piston crow must be scrapped if: Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is ex- (mm)
(mm) (mm)
ceeded, see fig 1A
Piston ring -0.035 +0.145
5 5 5.38
1 -0.01 +0.130
or
B) The clearance between the new piston/scraper 5 5 5.38
2 -0.01 +0.090
ring and the ring groove is exceeded, see fig
1B. Scraper ring -0.035 +0.035
5 5 5.38
-0.01 +0.020
Note: At each piston overhaul: Table 1. Nominal size, new ring groove tolerance and wear
limit for ring grooves.
- The piston and the scraper ring must be
replaced.
- The cylinder liner must be honed according

to the instructions.
- For position and fittings of piston rings,

please see working card 506-01.05
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit on the testing mandrel is ex-

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

between new piston ring/scraper
ring and ring groove: 0.40 mm.
08028-0D/H5250/94.08.12
The handle is marked

with the nominal size.
Fig 1 Wear limits for ring grooves.
99.33 - ES0
Your Notes :
Page 1 (3) Piston (SECO) Edition 14H
L16/24

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

Related procedure
Assembly of piston and connecting

rod and fitting of piston rings 506-01.05
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
Data

10.12 - ES0 - Tier II

Edition 14H Piston (SECO) Page 2 (3)
L16/24
Inspection of Piston Mounting of Piston Crown
1) Remove the piston and scraper rings. 8) Lubricate the threads and bearing surface with
"molycote-paste G-n Plus".
2) Clean the piston on the outside and on the
inside. Note: always use new bolts when assembling the
piston
3) Inspect the piston ring and scraper ring grooves
for wear, see page 3. 9) Tighten the bolts crosswise with 20 Nm (cor-
responding to 35° to 90°).
Check of Piston Bolt Tension 10) Loosen the bolts again.
4) Apply a torque spanner to the piston bolts, 11) Tighten the bolts again with a pretighten torque
adjusted to 20 Nm. of 10 Nm.
5) Turn the torque spanner. 12) Turn the bolts 60° further.
Note: It may turn out that the bolts do not turn during 13) Check the piston bolt tension, see "check of
the test: piston bolt tension".
If Then
The bolts do not The tension are ok

turn during the test
The bolts can Loosen the bolts and

turn during the test tighten as described for
the process of "Mounting
of piston crown"
Inspection of Piston Crown
For cleaning and inspection of the piston crown, it

must be disassembled.
6) Loosen the bolts and remove the piston crown.
7) Clean carefully the piston shirt and piston bolts.
10.12 - ES0 - Tier II

Page 3 (3) Piston (SECO) Edition 14H
L16/24
The piston crow must be scrapped if: Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is ex- (mm)
(mm) (mm)
ceeded, see fig 1A
5 5 5.38
1 -0.01 +0.130
or
B) The clearance between the new piston/scraper 5 5 5.38
2 -0.01 +0.090
ring and the ring groove is exceeded, see fig
1B. Scraper ring -0.035 +0.035
5 5 5.38
-0.01 +0.020
Note: At each piston overhaul: Table 1. Nominal size, new ring groove tolerance and wear
limit for ring grooves.
- The piston and the scraper ring must be
replaced.
- The cylinder liner must be honed according

to the instructions.
- For position and fittings of piston rings,

please see working card 506-01.05
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit on the testing mandrel is ex-

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

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

with the nominal size.
Fig 1 Wear limits for ring grooves.
10.12 - ES0 - Tier II

Your Notes :
Working Card
Connecting Rod 506-01.15
Page 1 (4) Edition 08H
L16/24

52021 167
52021 180
52021 334
Cleaning, inspection and test measurement of
connecting rod.
Hand tools
Starting position
Inside micrometer (140 mm).
Connecting rod has been Feeler gauge 0.15 - 0.20 mm.
dismantled from piston 506-01.05
Related procedure
Assembly of Cylinder Unit 505-01.50

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate No Item No Qty /

Capacity : 1 man
Data

08.47 - ES0
506-01.15 Connecting Rod
Working Card
L16/24
Cleaning of Connecting Rod Measurement of Big-end Bore
1) Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted onto the big-end bore without bearing
shells.
2) Degrease the joint faces, holes and connecting
rod screws with a volatile solvent and blow dry Note: The ident. No on the connecting rod and the
with working air. bearing cap must always be the same, see fig 3.
Visual Inspection of Faces
3) Inspect the joint faces.
Damages, in the form of visible wear marks

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

perceptible with a fingernail. Pittings and impact
marks are both visible and perceptible.
Note: Handle the connecting rod with care. In case

of damaged joint faces caused by improper handling,
the bearing cap can no longer be tightened to the con-
necting rod without ovalness of the big-end bore.
4) Register observed damages in the scheme

"Connecting Rod Inspection" for historic use
only. Please see page 4.
Fig 1 Point of measurement
5) Carefully smooth single raised spots in the
serration caused by pitting and impact marks
with a filesmall. 8) Mount the bearing cap onto the connecting rod
by means of the connecting rod bolts.
Inspection of Connecting Rod bolts
9) Tighten the bolts with the prescribed pressure,
6) Inspect the connecting rod nuts for seizures in please see working card 506-01.25.
the threads and pittings on the contact surfaces
of the screwheads. 10) Measure five different diameters in the groove
08028-0D/H5250/94.08.12
of the boring, see fig 1.

7) Turn the connecting rod nuts onto bottom
position of the bolts. 11) Register the measurements in the scheme
"Connecting Rod Inspection". Please see page
If bolts/nuts Then 4.
have seizures in Renew the bolts/screws 12) Calculate the maximum ovalness as the diffe-
threads or pittings on rence between biggest and smallest diameter
contact surface measured.
cannot be turned onto Renew the bolts/screws 13) Check if maximum ovalness is exceeded,
bottom position by hand please see page 500.35.
08.47 - ES0
Working Card
Page 3 (4) Connecting Rod 506-01.15
Edition 08H
L16/24
If Then For connecting rod No 2 in the example the maximum
ovalness is 0.125 mm and therefore the connecting
maximum ovalness is Renew the complete rod is rejected.
exceeded connecting rod, screws
and bearing shells.
Inspection of Connecting Rod Bush
maximum ovalness is Reuse the connecting
not exceeded rod 14) Inspect the surface of the piston pin and the
connecting rod bush.
15) Measure the clearance between the piston pin

and bush.
Connecting Rod Inspection for L16/24
16) Check if max clearance is exceeded, see page

Cylinder No 1 2 3
Connecting rod ident. No
500.35.
Running hours for connecting rod
A - 0,5 - 3,0
0.01 mm
1/100 mm B + 1,0 - 7,0
If the specified clearance is exceeded, contact
C - 1,0 - 5,0 MAN Diesel for replacement.
Nominal
diameter D + 5,5
Ø137 mm E + 0,5 + 3,5
Ovalness: Diff. between min./max. 2,0 12,5
Tightening for measurement see

instruction. Wear Wear Wear
Inspection of Bearing Shells for Big-end
Cracks Cracks
Cracks
Criteria for replacement of connecting rod big-end
Corrosion/
Pitting
Corrosion/
Pitting
Corrosion/
Pitting
bearing, see working card 506-01.16.
A Impact mark Impact mark Impact mark

B
C
Remarks: Remarks: Remarks:
D
E
To be To be
reused rejected
Connecting rod
Ident. No
Max ovalness = 0.06 mm
Note! The ident. No on the con-

necting rod and on the bearing
cap must always be the same.
Fig 2. "Connecting rod Inspection".
Example of Measurement Results

08028-0D/H5250/94.08.12
The example, see fig 2, shows measurements and

damage observations for two connecting rods on the
scheme "Connecting Rod Inspection" (in case the
specified maximum ovalness is exceeded, contact
MAN Diesel for overhaul).
Fig 3 The ident No on the connecting rod must always be the
same.
For connecting rod No 1 in the example the maximum
ovalness is 0.02 mm and thus reuse is acceptable.
08.47 - ES0
08028-0D/H5250/94.08.12
08.47 - ES0
Working Card
Page 4 (4)
Plant/Ship: Engine Type:

Connecting Rod Inspection for L16/24 Engine No: Running Hours:
Sign.: Insp. Date:
Cylinder No 1 2 3 4 5 6 7 8 9
Connecting rod ident. No
Running hours for connecting rod
A
0.01 mm
1/100 mm B
C
Nominal
diameter D
Ø137 mm E
Ovalness: Diff. between min./max.
Connecting Rod
Tightening for measurement see

instruction. Wear Wear Wear Wear Wear Wear Wear Wear Wear
Cracks Cracks Cracks Cracks Cracks Cracks Cracks Cracks Cracks
Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/
Pitting Pitting Pitting Pitting Pitting Pitting Pitting Pitting Pitting
A Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark
B
C
Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks:
D
E
Connecting rod
Ident. No
Max ovalness = 0.06 mm
506-01.15
Note! The ident. No on the con-
L16/24
Edition 08H
necting rod and on the bearing
cap must always be the same.
Working Card Criteria for Replacement of 506-01.16
Page 1 (5)
Connecting Rod Big-end and Main Bearing Shells Edition 02
L16/24, L21/31
L27/38
Safety precautions: Special tools:
Stopped engine Plate no. Item no. Note.

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

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

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

Big-end bearing, 506-01.30
Main bearing and guide bearing 510-01.05
Man power: Replacement and wearing parts:
Working time : 1/4 hour Plate no. Item no. Qty. /

Capacity : 1 man

Data:

02.26 - ES0
506-01.16 Criteria for Replacement of Working Card
Edition 02
Connecting Rod Big-end and Main Bearing Shells Page 2 (5)
L16/24, L21/31
L27/38
This paper gives information about the evaluation of Bearing Surface
the connecting rod big-end and main bearing shells
when wear appears on the running surface under Standard Miba bimetal bearings have no tin flash.
normal operating conditions.
Oil is used for protective coating.
Bearing damages caused by incorrect running con
ditions, like In new condition the bearing has a silvery, bright
color.
- Corrosion
- Overloading, overheating a.s.o. The running surface might become dull silvery after
only a short time of operation.
are not described in this paper.
In these cases, the bearing shells must be exchan- Criteria for bimetal bearing replacement
ged, of course, and in order to avoid further bearing
failures, the cause of the failure must be found and Actual wear can be determined by measuring wall
eliminated. thickness or via clearance measurements in com-
parison to the specification for a bearing in new
condition.
New Condition
A bearing should be replaced if the wear limit, as
The running surface has a silvery, bright color, see specified by the engine manufacturer, is reached
fig 1. or can be expected to be reached during the next
period of operation.
Another method is to specify a certain time limit for

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

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

Fig 1 Without flash
Typical running pattern after completion of running-
in:
02.26 - ES0
Page 3 (5)
L16/24, L21/31
L27/38
Bearings to be reused 3. Damage due to foreign particles
Following pictures shows the typical running pattern Shallow scoring and / or imprints that are few in
where bearing shells are reusable. number. See fig 4.
1. Normal wear
Slightly polished zones and symmetrical running

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

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

Slightly polished stripes along the side faces. See
fig 3.
Fig 5 Reusable
Fig 3 Reusable
02.26 - ES0
506-01.16 Criteria for Replacement of Working Card
Edition 02
Connecting Rod Big-end and Main Bearing Shells Page 4 (5)
L16/24, L21/31
L27/38
Bearings to be replaced 7. Damage due to foreign particles
Following pictures shows abnormal wear or dama- Many scores or multiple deep grooves and / or im-
ges that require replacement of bearing shells i.e. prints. See fig 8 and fig 9.
investigation of reasons.
5. Localized heavy smearing of lining mate-

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

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

fig 7.
Fig 9 Replace
– many deep imprints
Fig 7 Replace
02.26 - ES0
Page 5 (5)
L16/24, L21/31
L27/38
8. Deep punctual cavitation 10. Fatigue rupture of the lining material
In severe cases the cavitation extends to the steel Mechanism:

shell, spreads along the interface between steel shell - Development of fine cracks in the lining
and lining material, and undermines the AISn20 material
lining. See fig 10. - Network of cracks (crazing)
- Parts of the lining material break out
Fig 10 Replace
Fig 12 Fatigue rupture
9. Deep cavitation
Cavitation at the end of the oil groove.
Fig 11 Replace
– deep cavitation
02.26 - ES0
Your Notes :
Page 1 (2) Hydraulic Tightening of Connecting Rod Screws Edition 02H
L16/24

52021 180
52021 202
52021 334
Description
Tightening procedure for connecting rod bolts.

Check of connecting rod bolts, tightening con-
dition.
Hand tools
Starting position
Piston, connecting rod, bearing shells and

bearing cap preassembled
Related procedure

Manpower
Working time : ½ hours
Capacity : 2 men
08028-0D/H5250/94.08.12
Data

08.47 - ES0
Edition 02H Hydraulic Tightening od Connecting Rod Screws Page 2 (2)
L16/24
1) Mount the connecting rod bolts and tighten the 5) Relieve the hydraulic pressure on the tool.
nuts by hand.
6) Add the hydraulic pressure to the tool once
2) Mount the hydraulic tools, pos. 1, on both con- more.
necting rod bolts.
7) Tighten the nuts again.
Be aware of the max. lifting height of the tool
and adjust the distance between the piston and Note: The point 5 to 7 can be followed in order to
the cylinder before adding pressure to the tool. remove tensions in the bolts, if any.
please see working card 520-01.05.
8) If there still is a distance and the nuts still can
3) Connect the hoses and pressure pump to the be tightened then repeat the point 5 to 7.
hydraulic tool.
9) Release the hydraulic pressure on the tool and
4) Add the prescribed hydraulic pressure, (to both remove the hydraulic nuts.
bolts simultaneously), see description 500.40,
and tighten the nuts by using a handle. Note: General instruction about hydraulic tightening,
please see working card 520-01.05.
1. Hydraulic tools
08028-0D/H5250/94.08.12
Fig 1 Hydraulic tool for tightening of connecting rod screws
08.47 - ES0
Page 1 (3) In-situ Inspectioan of Connecting Rod Big-end Bearing Edition 02H
L16/24

52021 167
52021 180
52021 334
In-situ inspection and/or replacement of connec-
ting rod big-end bearing.
Dismounting and mounting.
Hand tools
Starting position
Open-end spanner 24 mm
Crankcase opened.
Related procedure
Inspection of connecting rod

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

Manpower
08028-0D/H5250/94.08.12

Working time : 1 1/2 hours
Capacity : 1 man
Data

08.47 - ES0
Edition 02H In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
L16/24
1) Turn the crankshaft into the top position. 7) Slowly turn the crankshaft clockwise until the
connecting rod is resting on the inspection
tool.
Removal of the Connecting Rod Bearing
Cap
Removal of the upper Connecting Rod Bea-
2) Loosen the hydraulic bolts by means of the ring Shell
hydraulic tools, please see working card 520-
01.05. 8) Mount the connecting rod on the inspection
tool by means of the connecting rod bolt and
3) Remove the hydraulic tools. a nut.
4) Remove the hydraulic nuts and the bearing Note: Make sure that only one connecting rod bolt is
cap with the lower bearing shell by hand. fit in the connecting rod before the crankshaft turns
any further.
Mounting of the Inspection Tool 9) Turn slowly the crankshaft clockwise until it is
possible to remove the upper connecting rod
5) Turn the crankshaft app. 45° clockwise allowing bearing shell.
the connecting rod bolts be removed.
10) Remove the upper connecting rod bearing
6) Mount the inspection tool acc to fig 1. shell.
08028-0D/H5250/94.08.12
Fig 1 Mounting of the inspection tools.
08.47 - ES0
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 02H
L16/24
Inspection of Bearing Shells 16) Turn slowly the crankshaft anti-clockwise until
it rests in the connecting rod.
11) Inspect the bearing shells, please see working
card 506-01.16. 17) Remove the inspection tool.
Cleaning of Components before Mounting Mounting of Bearing Cap
12) Clean carefully the joint faces, the bore and 18) Lubricate threads and contact face of the con-
the bearing shells. necting rod bolts with Copaslip or the like.
19) Mount the connecting rod bolts.

Mounting of Upper Bearing Shell
20) Turn the crankshaft anti-clockwise until it is in
13) The bearing shell is placed in the bore, the the top position.
contact surfaces of the shells must be parallel
to the contact surface of the connecting rod 21) Mount the bearing cap with the inserted lower
and the bearing cap respectively. big-end bearing shell by hand.
14) Coat the journal with clean lubricating oil. 22) Mount the screws and tighten them by hand.
15) Remove the bolt and nut from the connecting 23) Mount the hydraulic tool and tighten the bolts
rod and inspection tool. according to working card 506-01.25.
08028-0D/H5250/94.08.12
08.47 - ES0
Your Notes :
Page 1 (4) Inspection and Honing of Cylinder Liner Edition 06H
L16/24

Inspection and honing of cylinder liner with ho- Drilling machine 60-180 rpm.
ning brush. Honing oil.
Gas oil.
Starting position
Piston and connecting rod

removed 506-01.05
Related procedure
Grinding of seal face on cylinder

head and cylinder liner 506-01.45

08028-0D/H5250/94.08.12
Working time : ½ hour Plate no Item no Qty/

Capacity : 1 man
Data

04.50 - ES0
Edition 06H Inspection and Honing of Cylinder Liner Page 2 (4)
L16/24
Measurement of Cylinder Diameter Honing the Cylinder Liner
While the piston is removed from the cylinder, the Please note:
latter is measured to record the wear. The measure- In order to obtain a round cylindrical cylinder liner
ments are taken by means of an inside micrometer, a factory honing is required. A honing as described
with measuring points at TDC-position for the upper- below can only be regarded as a second best solu-
most piston ring, halfway down, and at the BDC in tion and might have an impact on the time between
the cylinder liner, see fig 1 and page 4. overhaul as well as on the lub. oil consumption.
Renovation is made in the workshop.
Prior to honing, deposits of coke and possible wear

edges at the top of the liner must be removed by
scraping.
80-160 rpm.
Fig 1 Measuring points
The measurements normally should be taken in both

transverse and in longitudinal direction.
When measuring, take care that the measuring tool

has approximately the same temperature as the liner. Fig 2 Flex-honer in cylinder liner
When the wear of a cylinder liner exceeds the value
08028-0D/H5250/94.08.12
indicated on page 500.35, i.e. when it becomes too

troublesome to maintain adequate service conditions, A used flame ring must be used during the honing
the cylinder liner in question should be replaced. process.
The used flame ring must be cleaned in water. Sub-

sequently, the flame ring is remounted in the cylinder
before carrying out the honing process.
04.50 -ES0
page 3 (4) Inspection and Honing of Cylinder Liner Edition 06H
L16/24
Note: Upon completion of the honing process
the used flame ring is discarded. A new flame ring
is always mounted in the cylinder when replacing
the piston rings.
The honing is made by means of a flex-honer with

grain fineness 80-120. A revolution speed between 60°
80 and 160 rpm is chosen.
In order to achieve a required angle between honing

grooves, see fig 3, the vertical speed is adjusted to
about 1 m/sec. which corresponds to about 2 sec.
for one double movement (the flex- honer is led from
below up and down in 2 sec.) Fig 3 Angle between honing grooves
The procedure must be continued until the cylinder

wall is covered by honing grooves and the surface
has a slightly matt appearance without any signs
of glaze.
During the honing it is important to lubricate freely

with honing oil or cutting oil.
After the honing, the liner is carefully cleaned with

gas oil. Make sure that all abrasive particles are
removed.
08028-0D/H5250/94.08.12
04.50 - ES0
08028-0D/H5250/94.08.12
04.50 - ES0
Working Card
Page 4 (4)
Engine type Report No.

Measurement of Cylinder Liner Engine No. Encl. No.
Running hours Insp. date
Plant Fuel Sign.
Cyl. No. 1 2 3 4 5 6 7 8 9
Cyl.liner ident.No.
Running hours
Inspection and Honing of Cylinder Liner
L A
e
n B
g
t C
h
w
45
i
A s
e
135
C A
r B
B o
s C
s
312
w
i
s
e
C Liner
temp.
°C
Remarks...
506-01.35
L16/24
Edition 06H
Working Card Grinding of Seal Face on 506-01.45
Page 1 (2) Edition 02H
Cylinder Liner and Cylinder Head
L16/24

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

head and cylinder crankcase by hand with grinding
tool and grinding pasta.
Starting position
Related procedure
Assembling of cylinder unit, 505-01.50

08028-0D/H5250/94.08.12
Working time : ½ hour Plate No Item No Qty/

Capacity : 1 man
Data

98.38 - ES0
506-01.45 Grinding of Seal Face on Working Card
Page 2 (2)
Edition 02H
Cylinder Liner and Cylinder Head
L16/24
Note: The grinding tool is used for both grinding
the groove in the cylinder liner flange (1), the surface
of the cylinder crankcase (2) and the sealing surface
on the cylinder head (3), see fig. 1.
Fig 3 Grinding tool at cylinder crankcase
Fig. 1 Grinding tool
1) Loosen the sealing ring in liner flange and take

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

liner flange, see fig. 2, the surface of the cylinder
crankcase, see fig. 3 and the sealing surface
on the cylinder head, see fig. 4 with the use
of grinding pasta and the grinding tool.
Fig 4 Grinding tool at cylinder head
3) Move back and forth the tool and lift it out from
time to time.
08028-0D/H5250/94.08.12
4) After grinding , remove carefully all traces

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

cylinder head and cylinder liner it must be ob-
served that the sealing minimum heighth above
the cylinder liner is according to 500.35.
Fig 2 grinding tool at cylinder liner
98.38 - ES0
Working Card Dismantling of Piston and Cylinder Liner 506-01.50
Page 1 (2)
at Low Overhaul Height Edition 02H
L16/24

Dismounting of cylinder unit for inspection and/or Inside micrometer (195 mm)
overhaul. Feeler gauge 0.15 - 0.20 mm
Starting position
Engine stopped and cooled down.
Related procedure
Inlet and exhaust valve - overhaul and

regrinding of spindel and valve seat, 505-01.10
Valve rotator, 505-01.15
Replacement of valve guide, 505-01.20
Replacement of valve seat ring, 505-01.35
Inspection of piston, 506-01.10
Cylinder liner 506-01.35
Separation of piston and
08028-0D/H5250/94.08.12
Working time : 2 1/2 hours Plate No Item No Qty/

Capacity : 2 men
Data

99.33 - ES0
506-01.50 Dismantling of Piston and Cylinder Liner Working Card
at Low Overhaul Heights
L16/24
Removal of Cylinder head Removal of Water Jacket, Cylinder Liner,

Piston and Connectinng Rod
1) Prepare removing of the cylinder head accor-
ding to working card 505-01.55 pos. 1 to 15. 5) Remove the bearing cap and mount the tool
to suport the connecting rod to the cyl. liner,
2) Remove the bolts which hold the cylinder head please see working card 505-01.55
and water jacket together.
6) Lift carefully the water jacket, cylinder liner
Note: This means that the cylinder head now can and piston with connecting rod just enough
be removed from the cylinder unit. for removing the upper connecting rod bearing
shell.
3) Mount the lifting tool on the cylinder head.
7) Lift carefully the water jacket, cylinder liner and
4) Lift the cylinder head and land it carefully in piston with connecting rod out of the engine
wooden support. and land them on wooden support.
Note: The push rods will fall out if they are not sup-
ported by hand.
08028-0D/H5250/94.08.12
99.33 - ES0
Plate
Page 1 (2) Piston (SECO) 50602-01
L16/24
002
026
038
063
10.11 - ES0 - Tier II

Plate
50602-01 Piston (SECO) Page 2 (2)
L16/24
Item Item
002 1/C Piston 2/2, Stempel 2/2,

incl. item 063 inkl. item 063
026 1/C Piston pin Stempelpind
038 2/C Retaining ring Sikringsring
063 4/C Bolt Bolt
Qty/C = Qty/Cylinder. Qty/C = Qty/Cylinder.
10.11 - ES0 - Tier II

Plate
Page 1 (2) Connecting Rod 50603-01
L16/24
021
008
033
045
057
10.11 - ES0
Plate
50603-01 Connecting Rod Page 2 (2)
L16/24
Item Item
008 1/C Bush for connecting Plejlstangsbøsning

rod
021 2/C Screw for connecting Plejlstangsskrue

rod
033 2/C Cylindrical pin Cylindrisk stift
045 1/C Connecting rod 2/2 Plejlstang 2/2
057 2/C Nut Møtrik
10.11 - ES0
Plate
Page 1 (2) Connecting Rod Bearing 50604-01
L16/24
003
10.11 - ES0
Plate
50604-01 Connecting Rod Bearing Page 2 (2)
L16/24
Item Item
003 1/C Connecting rod Plejlstangsleje 2/2

bearing 2/2
10.11 - ES0I
Plate
Page 1 (2) Piston Rings 50605-01
L16/24
009
010
022
10.11 - ES0
Plate
50605-01 Piston Rings Page 2 (2)
L16/24
Item Item
009 1/C Piston ring Stempelring
010 1/C Piston ring Stempelring
022 1/C Oil scraper ring Olieskrabering
10.11 - ES0
Plate
Page 1 (2) Cylinder Liner 50610-03H
L16/24
08028-0D/H5250/94.08.12
97.07 - ES0
Plate
50610-03H Cylinder Liner Page 2 (2)
L16/24
Item Item
018 1/C Cylinder liner Cylinderforing
031 1/C Sealing ring Tætningsring
092 1/C Flame ring Flammering
08028-0D/H5250/94.08.12
97.07 - ES0
Index
Page 1(1)
Camshaft and Camshaft Drive 507
L23/30H
Description
Camshafts and Camshaft Drive-------------------------------------------------------------- 507.01 (02H)
Working Card
Check of Camshaft and Camshaft Drive -------------------------------------------------- 507-01.00 (02H)

Inspection and Replacement of Camshaft Bearing -------------------------------------507-01.05 (05H)
Adjustment of Camshaft for Valve and Injection Timing -------------------------------507-01.20 (17)
Plates
Intermediate Wheel------------------------------------------------------------------------------------- 50701-0+

Camshaft (Injection Camshaft) ----------------------------------------------------------------------50705-16H
Camshaft (Valve Camshaft)-------------------------------------------------------------------------- 50705-27H
gine
Your Notes :
Description 507.01
Page 1 (1) Camshafts and Camshaft Drive Edition 02H
L16/24
Camshafts and Camshaft Drive The camshafts are located in bearing bushes which
are fitted in bores in the engine frame; each bearing
The inlet and exhaust valves as well as the fuel is replaceable and locked in position in the engine
pumps of the engine are actuated by two cam- frame by means of a locking screw.
shafts.
The gear wheel for driving the camshaft as well as
Due to the two-camshaft design an optimal adjust- a gear wheel connection for the governor drive are
ment of the gas exchange is possible without inter- screwed on to the aftmost section.
rupting the fuel injection timing. It is also possible
to adjust the fuel injection without interrupting the
gas exchange.
The two camshafts are located in the engine frame.

On the exhaust side, in a very high position, the valve
camshaft is located to allow a short and stiff valve
train and to reduce moving masses.
The injection camshaft is located at the service side

of the engine.
Both camshafts are designed as cylinder sections

and bearing sections in such a way that disassembly
of single cylinder sections is possible through the
side openings in the crankcase.
The two camshafts and the governor are driven by

the main gear train which is located at the flywheel
end of the engine. They rotate with a speed which
Fig 1 Twin camshafts, seen from flywheel end
is half that of the crankshaft.
08028-0D/H5250/94.08.12
98.45 - ES0
Your Notes :
Page 1 (2) Check of Camshaft and Camshaft Drive Edition 02H
L16/24
Stopped engine Plate No Item No Note.

Description
Hand tools
Checking of gear wheels, bolted connections and
lubricating system. Unbraco top, 8 mm
Ratchet
Extension
Top, 24 mm
Serrated fork
Starting position
Related procedure

Man power
08028-0D/H5250/94.08.12
Plate No Item No Qty./

Working time : 3 Hours
Data

08.47 - ES0
Edition 02H Check of Camshaft- and Camshaft Drive Page 2 (2)
L16/24
1) Dismount the covers which give access to the 3) Check all screws, nuts and bolted connections,
gear wheels, camshaft and crankcase. including locking devices everywhere in the
gear wheel housing, camshaft housing and
2) Examine all gear wheels for cracks, wear and crankcase to check that they have not worked
deformations. While turning the engine to ena- loose. Tightening torques, please see page
ble inspection allover the circumference of the 500.40.
gear wheels.
4) Start the electrical prelubricating oil pump and

check the oil flow from bearings.
5) Mount the covers.
08028-0D/H5250/94.08.12
08.47 - ES0
Page 1 (3) Inspection and Replacement of Camshaft Bearing Edition 05H
L16/24

Shut-off fuel oil
Check of roller path of cams and check of cam-

shaft bearing.
Replacement of camshaft bearing.
Starting position
Cover for camshaft and gear wheel has been

removed.
Related procedure
Camshaft and camshaft drive, 507-01.00

08028-0D/H5250/94.08.12
Working time : 2 Hours Plate no Item no Qty. /

Capacity : 2 men
50705 350 1/eng.
50705 648 1/eng.
Data

01.08 - ES0
Edition 05H Inspection and Replacement of Camshaft Bearing Page 2 (3)
L16/24
To Check Roller Path of Cams
1) While turning the engine, examine the cam

discs and in particular, check the roller path of
all cams for cracks, crackles and ruffle. Also
examine the rollers of the roller guides.
Note: if there are flat spots on the roller and if some

of the rollers may be blocked, the roller must be
replaced by a new one, please see working card
508-01.00.
To Check Camshaft Bearings
2) The wearing surface of the camshaft bearings

cannot be checked without dismounting the cam-
shaft. However, ab-normal wear of one or more
bearings will become apparent in the form of
burrs of white metal at the circumference of the
camshaft journal, and in that case the bearing
will in no doubt be discoloured, as well.
The bearing clearance is measured with a dial

gauge, please see data sheet 500.35. Fig 1 Removing of spur wheel and the bearing plate.
To Replace Camshaft Bearing for Injection Pull the disconnected sections of the camshaft
or valve camshaft so far aft that the bearing which is to be replaced
is free.
If one or several of the camshaft bearings should
be replaced, the camshaft must be wholly or partly 6) Remove the spur wheel and the bearing plate,
dismantled. see fig 1 so the camshaft can be moved toward
the generator.
Note: Before dismantling last bearing and spur gear
wheel the engine has to be turned so marks at gear 7) Push the bearing out of the bore in the engine
wheels are corresponding, please see Working frame.
Card 507-01.20. Engine must be locked in this
position. 8) Check the lubricating oil ducts to the bearing
08028-0D/H5250/94.08.12
for free flow.

3) The camshaft sections are marked in relation
to each other. 9) For fitting of the bearing it must be cooled down
with CO2 to -90°C below crankcase tempera-
4) Disassemble the camshaft for (toward engine ture.
front) of the bearing that is to be replaced.
10) Inspect the camshaft journal for seizures.
5) Dismount all roller guides that are located aft of
the disassembling position, please see working If necessary, the camshaft section must be
card 508-01.00. entirely removed from the engine, and the
journal concerned must be polished.
01.08 - ES0
Page 3 (3) Inspection and Replacement of Camshaft Bearing Edition 05H
L16/24
11) Coat all the journals of the camshaft section
with clean lubricating oil and push the camshaft
into position, making sure that the marks on
the flanges coincide.
12) Assemble the sections and fit the bolts (coated

with molycote or similar).
13) Tighten the nuts with a torque spanner, please

see data sheet 500.40.
14) Mount all roller guides.

08028-0D/H5250/94.08.12
01.08 - ES0
Your Notes :
Page 1 (4) Adjustment of Camshaft for Valve and Injection Timing Edition 17
L16/24

Shut-off cooling water 52007 052 L'Orange
Shut-off fuel oil
Nominal adjustment of camshaft. (Adjustment of

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

in frame and roller gear house.
If intermediated gearwheel must be changed, the
generator must be dismounted.
Related procedure

08028-0D/H5250/94.08.12
Working time : - hours Plate no Item no Qty/

Capacity : - man
Data

11.15 - ES0, version 2008 - Tier II

Edition 17 Adjustment of Camshaft for Valve and Injection Timing Page 2 (4)
L16/24
Assembly of gear wheels for valve cam-
shaft and Injection valve camshaft, without
mounted flywheel
Following description is for mounting the gearwheels Upper

in the control drive when alternator, flywheel and cover intermediate
on coupling side are dismantled from the engine. spur wheel
Small
Mounting of intermediate gearwheels holes
1) Turn the crankshaft to top dead centre for the

last cylinder (the cylinder nearest to the coupling Lower
side). intermediate
spur wheel
2) Mount the upper intermediate gearwheel.
3) Mount the lower intermediate gearwheel so the Crankshaft

marks on the lower intermediate gearwheel are
corresponding with the mark on the crankshaft
gearwheel, see fig 1(E2). At the same time turn
the upper intermediate gearwheel so that the
small holes in the circumference of the two
intermediate gearwheels are corresponding,
see fig 2.
Note: The punch mark on the crankshaft gearwheel Fig 2 Position of small holes in the circumference of the two
intermediated gearwheels
is placed on the 13 teeth counting counter clockwise
from the joint of the gearwheel, see fig 3.
08028-0D/H5250/94.08.12
Small
holes
13 teeth
Fig 3 13 teeth counter-clockwise from the joint of the gear-

wheel
Fig 1 Marks on gearwheels

Page 3 (4) Adjustment of Camshaft for Valve and Injection Timing Edition 17
L16/24
4) Tighten up the intermediate gearwheels.Tight- 3) Position the support of the measuring tool
ening torque, please see page 500.40. on the two bolts of the camshaft covering.
Slip on the distance sleeves and fasten to
the cylinder crankcase by means of hexagon
Mounting of gearwheel for valve camshaft nuts.
5) Before mounting the gearwheel, must marks for Note: During attaching, pay attention to the cor-
crankshaft and lower intermediate gearwheel rect fitting position of the contact point.
correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels 4) Insert the dial gauge into the support.
be corresponding.
5) Turn the engine until the cam base circle is
6) Turn the valve camshaft, until the mark on the reached (approx 40° BTDC).
gearwheel for valve camshaft corresponds with
the 2 marks on upper intermediate gearwheel, 6) Set the dial gauge to "Zero".
see fig 1 (E1).
7) Turn the engine until the TDC mark (ignition
7) Tighten up the gearwheel. Tightening torque, DC) for the actual cylinder is reached.
please see page 500.40. Read the dial gauge and note down the
gauge value in sheet on page 4.
Mounting the gearwheel for injection cam- 8) Determine the values for the other cylinders
shaft in the same way.
8) Before mounting the gearwheel, must marks for Calculate the average value of all measure-
crankshaft and lower intermediate gearwheel ments.
correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels 9) Compare the calculated value determined
be corresponding. with the value mentioned below.
9) Turn the injection valve camshaft, until the 10) If the values exceeds the limits, an adjust-
mark on the gearwheel for valve camshaft cor- ment must be done in order to correct the
respond with the 2 marks on upper intermediate errors.
gearwheel, see fig 1 (E1).
11) Remove the complete measuring tool.
Note: Adjustment of injection valve camshaft is now
needed, please see separately chapter “Adjustment 12) Mount all camshaft covers.
of Fuel Injection Camshaft / Injection Timing”.
Plunger lift (average value): see Fig 4.

08028-0D/H5250/94.08.12
Measure of fuel pump lead
1) Dismantle covers for fuel camshaft and fuel

pump.
2) Check the mobility of the regulating device.

Edition 17 Adjustment of Camshaft for Valve and Injection Timing Page 4 (4)
L16/24
Requrements:
Only to be used with piston crown
marked with:
IMO-4224 (KS)
IMO-2061 (SECO)
Fig 4
Pump type: MAN Diesel & Turbo
Cylinder 5L 6-9L 5L 6-9L
Engine rpm 1000 1200
Engine power rating 90 (kW/Cyl.) 95 (kW/Cyl.) 100 (kW/Cyl.) 110 (kW/Cyl.)
Max. plunger lift 4.90 mm 5.80 mm
08028-0D/H5250/94.08.12
1. Contact point
2 Lever
Fixing screws and
discs of enclosing
2 cover used

MAN Diesel
Plate
Page 1 (2) Intermediate Wheel 50701-02H
L16/24
097
085
121 061
120
036
085
107
073 097
085
119
061
048
024
08028-0D/H5250/94.08.12
012
085
107
073
119
07.48 - ES0
MAN Diesel
Plate
50701-02H Intermediate Wheel Page 2 (2)
L16/24
Item Item
012 1/E Stepped spur gear, Tandhjul, komplet

complete incl. item inkl. item 024, 048,
024, 048, 061 061
024 1/E Spur gear Tandhjul
036 1/E Spur gear, complete Tandhjul, komplet

incl item 061, 120 inkl. item 061, 120
061 2/E Control drive bearing Lejebøsning
073 2/E Bolt Bolt
085 4/E Axial bearing ring Lejering
097 2/E Axle Aksel
107 2/E Washer Skive
119 2/E Nut Møtrik
121 1/E Intermediate wheel, Mellemhjul,

complete komplet
08028-0D/H5250/94.08.12
07.48 - ES0
Plate
Page 1 (2) Camshaft (Injection Camshaft) 50705-16H
L16/24
291 266
266 589
278
636
278 648
600
266
648 266
624
362
362
5 cyl.
374 386
590 386 374
6 cyl.
408 433
Item No for 398 421 445
7 cyl.
08028-0D/H5250/94.08.12
457 470 469

469 470 457
291
8 cyl.
278
bearing disks 494 421 528
266 482 504 516 541
9 cyl.
553 433 577 565
565 577 433 553
06.18 - ES0
Plate
50705-16H Camshaft (Injection Camshaft) Page 2 (2)
L16/24
Item Item
266 Screw Skrue 482 1/E Bearing disk, Lejesøle,

167/E 5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor
227/E 7 cyl. engine 7 cyl. motor 494 1/E Bearing disk, Lejesøle,
504 1/E Bearing disk, Lejesøle,
278 Washer Skive 8 cyl. engine 8 cyl. motor
8 cyl. engine 8 cyl. motor
291 Cylindrical pin Cylindrisk stift
362 1/C Camshaft part Styreakselsektion 565 2/E Bearing disk, Lejesøle,
piece 9 cyl. engine 9 cyl. motor
374 2/E Bearing disk, Lejesøle, 577 2/E Bearing disk, Lejesøle,
5 cyl. engine 5 cyl. motor 9 cyl. engine 9 cyl. motor
386 2/E Bearing disk, Lejesøle, 589 1/E Axial bearing disk Aksial lejesøle
590 1/E Bearing segment Lejesøle, ende
398 1/E Bearing disk, Lejesøle, end
600 1/E Spur wheel, Cylindrisk tandhjul,
6 cyl. engine 6 cyl. motor 624 1/E Bearing plate, com- Lejeplade, komplet
plete
421 Bearing disk Lejesøle
1/E 6 cyl. engine 6 cyl. motor 636 1/E Ring Ring
648 Camshaft bearing Styreakselleje
433 Bearing disk Lejesøle 6/E 5 cyl. engine 5 cyl. motor
1/E 6 cyl. engine 6 cyl. motor 7/E 6 cyl. engine 6 cyl. motor
445 1/E Bearing disk, Lejesøle, 10/E 9 cyl. engine 9 cyl. motor

08028-0D/H5250/94.08.12


Qty./C = Qty./Cylinder Qty./C = Qty./Cylinder
06.18 - ES0
Plate
Page 1 (2) Camshaft (Valve Camshaft) 50705-27H
L16/24
349
291 291
266 230
278
278 350 254
266 266
301
313*
350
014
015
014
266 015
278
291 291
5 cyl.
278
026 038
266 038 026
6 cyl.
063 087
Item No for 051 075 099
bearing disks
7 cyl.
08028-0D/H5250/94.08.12
109 122 110

242 110 122 109
8 cyl.
146 075 183
134 158 171 195
9 cyl.
205 087 229 217
217 229 087 205
10.09 - ES0 - B - Tier II

Plate
50705-27H Camshaft (Valve Camshaft) Page 2 (2)
L16/24
Item Item
014 1/C Camshaft part Styreakselsektion, 205 2/E Bearing disk, Lejesøle,
piece, 5 cyl 5 cyl. 9 cyl. engine 9 cyl. motor
015 1/C Camshaft part Styreakselsektion, 217 2/E Bearing disk, Lejesøle,
piece, 6-7-8-9 cyl. 6-7-8-9 cyl. 9 cyl. engine 9 cyl. motor
026 2/E Bearing disk, Lejesøle, 229 2/E Bearing disk, Lejesøle,
5 cyl. engine 5 cyl. motor 9 cyl. engine 9 cyl. motor
038 2/E Bearing disk, Lejesøle, 230 1/E Axial bearing disk Aksial lejesøle
242 1/E Bearing segment Lejesøle, ende
051 1/E Bearing disk, Lejesøle, end
254 1/E Spur wheel Cylindrisk tandhjul
6 cyl. engine 6 cyl. motor 266 Screw Skrue
075 Bearing disk Lejesøle 86/E 6 cyl. engine 6 cyl. motor
087 Bearing disk Lejesøle
1/E 6 cyl. engine 6 cyl. motor 278 Washer Skive
6 cyl. engine 6 cyl. motor 112/E 8 cyl. engine 8 cyl. motor
7 cyl. engine 7 cyl. motor 291 Cylindrical pin Cylindrisk stift
301 1/E Bearing plate, com- Lejeplade, komplet
134 1/E Bearing disk, Lejesøle, plete incl. item 313 inkl item 313
313* 3/E Expander plug Ekspansionsprop
8 cyl. engine 8 cyl. motor 349 7/E Screw Skrue
158 1/E Bearing disk, Lejesøle, 350 Camshaft bearing Styreakselleje

08028-0D/H5250/94.08.12


10.09 - ES0 - B - Tier II

Index Operating Gear for Inlet Valves,
Page 1(1) Exhaust Valves and Fuel Injection Pumps
508
L16/24
Description
Operating Gear for Valve and Fuel Injection Pumps ----------------------------------- 508.01 (07)
Working Card
Inspection of Valve Roller Guide ------------------------------------------------------------ 508-01.00 (11H)

Control and adjusting of valve clearance --------------------------------------------------508-01.10 (13)
Plates
Roller Guide and Push Rods ------------------------------------------------------------------------ 50801-13H

Your Notes :
Description
Page 1 (1) Operating Gear for Valve and Fuel Injection Pumps 508.01
Edition 07
L16/24
Roller Guides The valve actuating gear is pressure-feed lubricated

from the centralized lubricating system, through the
The fuel injection pumps and rocker arms for inlet water chamber part and from there into the rocker
and exhaust valves are operated by the cams on the arm shaft to the rocker bearing.
camshafts through roller guides. The roller guides for
inlet and exhaust valves are located in bores in the
water jacket for each cylinder.
The roller runs on a bush fitted on a pin that is

pressed into the roller guide and secured by means
of a lock screw.
Operating Gear for Fuel Injection Pumps
The injection pumps which are mounted directly on

the frame are activated via thrust pieces from the
roller guide. The roller guide is incorporated in the
fuel pump as one unit.
The roller is pressed down on to the cam by a spring,

which is fixed between the roller guide and the foot
plate of the fuel injection pump, see also section 514
Fuel Oil System.
Valve Actuating Gear
The rocker arms are actuated through rollers, roller

guides and push rods. The roller guides for inlet
and exhaust valves are mounted in the water jacket
part. For dismantling, a side cover on the camshaft
compartment is provided.
Each rocker arm activates two spindles through a

valve bridge with thrust screws and adjusting screws Fig 1 Valve operating gear
for valve clearance.
11.37 - ES0
Your Notes :
Working Card
Inspection of Valve Roller Guide 508-01.00S
Page 1 (3) Edition 13S
L16/24

Shut-off starting air 1701007250
Shut-off fuel oil

Dismounting, inspection and/or overhaul, and Feeler gauge, 0.1 mm
mounting of valve roller guides.
Starting position
Cylinder unit has been removed from engine and

dismantled.
Related procedure
Control and adjusting of valve

clearance, 508-01.10

Capacity : 1 man
Data

11.10 - ES0
508-01.00S Inspection of Valve Roller Guides Working Card
Edition 13S Page 2 (3)
L16/24
1) Turn the water jacket upside down so the roller

guides can slip out at the water jacket. 1
2) Examine the surface of the roller and the tap-
pet housing for marks and secures, if any they 2
must be polished away.
3
3) Blow clean the lubricating ducts in the tappet
housing and the roller with air.
4
4) Excamine the push rod, pin and ball cup for
damage and replace if necessary. 0.1 0.1 5
Clearance adjusted
Replacement of Roller and Shaft Pin with feeler gauge
5) Remove the lock screw. Item Description

1 Roller guide
6) Push out the axle.
2 Guide piece
3 Compression spring
The roller and axle can now be replaced.
4 Washer
7) Mount the lock screw with loctite 275. 5 Cylindrical screw
Fig 1 Inspection of roller guide and roller.

Mounting of Guide for Tappets
8) Mount item 2-3-4-5 on the water jacket as-

sembly, see fig 1.
9) Press the two guides together, and slightly

tighten the two M6 bolts, item 5.
10) Turn the tappets so that the plane surfaces

point towards each other, and mount them in
the water jacket.
11.10 - ES0
Working Card
Inspection of Valve Roller Guide 508-01.00S
Page 3 (3) Edition 13S
L16/24
Fig 2
11) Turn the actual cylinder into overlap position with
minimum tappet lift.(see fig.2)
(Both inlet and exhaust valve have lifted a few
millimeters and the cams are now aligning the roller
in correct position)
*) Overlap position with minimum tappet lift
- Tier-1(5~9L, low lift design) : BTDC7~8°CA
- Tier-2(5L) : ATDC2~3°CA
- Tier-2(5~9L) : BTDC8~9°CA
Fig 3
12) Put 0.1mm feeler gauge on both sides of the
guides and untighten the two M6 bolts with hex.
socket wrench of the special tool.(see fig.3)
Make sure that there is full parallel contact on the
feeler gauges.
Fig 4
13) Tighten the two M6 bolts with 10Nm and the
special tool.(see fig.4)
(Recheck the feeler gauges have parallel contact)
Removal the feeler gauges.
*) Tool setting torque for 10Nm : 5.8Nm
11.10 - ES0
Your Notes :
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38

Shutoff starting air
Shutoff cooling water
Shutoff fuel oil
Press Blocking reset
Description: Hand tools:
Veriﬁcation and/or adjustement of inlet and Socket wrench

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

Cover for rocker arms is removed.
Rocker arms are removed.
Related procedure:
Manpower: Replacement and wearing parts:

08028-0D/H5250/94.08.12
Working time : 1½ hours Plate no Item no Qty/

Capacity : 1 man
See also plate 50502
Data:

Data for tightening torque (Page 500.40)
09.24
50801.10 Control and adjusting of valve clearance Working Card
L16/24, L21/31,
L27/38
Alignment of valve tappet clearance Please note:
- The engine must be cold or cooled down for
1. Dismantle the cylinder cover. at least 30 minutes. Ensure a safe standing at
all works on the engine.
2. Turn the crankshaft until the cylinder in question - Do not touch the drive while turning. Turning
is in TDC position. The valve push rod must is not allowed during the adjustment.
rest on the cam circle. - The feeler gauge must be clean and placed with
as much surface contact as possible between
3. Clean the surfaces, if required. the adjusting screw and the valve spindle.
- The torque spanner must be fixed completely
4. Insert the feeler gauge (P3 = 0.01 mm). See to the coupling.
figure 1. - The socket wrench must be attached straight
on the hexagon nut and screw.
- During tightening the feeler gauge must be
P1 P4
moved from side to side, however, it must stay
between the adjusting screw and the valve
P2 spindle. The screw is tightened until a slight
squeeze can be felt.
E1
Risk advice:
E1
Adjusting screw - Burns on hot engine parts are possible as well
E2
P1 as risk of slipping.
- Risk of hand injuries.
E2
- If dropping the torque spanner, risk when hit-
Check during assembly of valve bridge by
turning whether the valve shaft fits in the
ting other engine parts and risk of falling down
intended guide from working position.
- Socket wrench and hexagon nut or hexagon
screw can be damaged.
- Risk of injury because of sharp-edged feeler
gauge. Attention: Do not put your fingers be-
tween adjusting screw and valve spindle.
P3
P1
Torque adjustment and check of valve tap-

pet clearance
1. Tighten the counternut with torque spanner

P2 P4 (P4), and keep the adjusting screw in position
by means of the socket wrench (P1).
2. Remove socket wrench (P1) and (P2).

Fig. 1.
08028-0D/H5250/94.08.12
3. Attention: Check with the feeler gauge that the

5. Fix the torque spanner (P4) on the coupling of clearance is between 0.01 and 0.02.
the socket wrench (P2).
Please note:
6. Attach the socket wrench (P2) - The torque must be fixed correctly, please see
description 500.40.
7. Attach the socket wrench (P1) - The tools consist of several parts, see figure
2; they can fall to pieces.
8. Tighten the adjusting screw with P1 until the
feeler gauge is fixed without clearance.
09.24
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38
P5
Here press down with

hand during adjusting
E3
Fig. 2. Tools
Check smooth mobility E3
Adjusting screw
- If D=0.02, the feeler gauge can be used double.
The single gauge (D=0.01) must fit into the
Valve bridge
clearance.The double gauge with D=0.02 must P5 P6
not fit in between. Then a new adjustment is
required.
Risk advice:
- Damages because of wrong torque.
- Tools/engine parts can be damaged and risk
of injuries because of dropped parts. Fig. 3.
gauge.
Please note:
- The feeler gauge must be clean and inserted
Adjustment of inlet and exhaust valve clear- as equally as possible between the adjusting
ance screw and the valve bridge. The valve clear-
ance of inlet and exhaust valve is 0.6 mm for
1) Clean the surfaces, if required. a cold engine (20oC/68oF).
- The spanner must be placed straight on the
2) Insert the feeler gauge (P6), see figure 3. hexagon nut.
- During tightening the feeler gauge must be
Feeler gauge (P6): moved from side to side, however, it must stay
- L16/24: 0.4 mm inlet valve between the adjusting screw and the valve
- L16/24: 0.5 mm exhaust valve spindle. The screw is tightened until a slight
- L21/31: 0.6 mm inlet/exhaust valve squeeze can be felt. The rocker arm must be
- L27/38: 0.7 mm inlet/exhaust valve pressed against the tappet during the adjusting
08028-0D/H5250/94.08.12
process to remove the clearance.

3) Attach the open-ended spanner SW12.
Risk advice:
4) Tighten the adjusting screw with P5, see figure - Danger of slipping during adjusting process.
3, until the feeler gauge is fixed without clear- Attention: Risk of hand/finger injury.
ance. - Risk of injury because of sharp-edged feeler
gauge. Attention. Do not put your fingers be-
5) Remove the open-ended spanner SW12. tween adjusting screw and valve spindle.
09.24
50801.10 Control and adjusting of valve clearance Working Card
L16/24, L21/31,
L27/38
Torque adjustment and check of inlet and Please note:
exhaust valve clearance - Attach the socket wrench straight on the hexa-
gon nut and screw.
1) Attach socket wrench (P2). - Torque must be fixed correctly, please see
description 500.40.
2) Attach socket wrench (P1). - Attention: The tools consist of several parts,
please see figure 2; they can fall to pieces.
3) Tighten the counternut with P4 while holding - The feeler gauge (P6) must be moveable with
the socket wrench (P1). a slight resistance. If the feeler gauge has too
little or too much clearance, a new adjustment
4) Remove socket wrench (P1) and (P2). is necessary.
- All bolted joints must be re-established.
5) Final check with the feeler gauge (P6).
Risk advice:
6) Install the cylinder head cover. - Socket wrench and hexagon nut/screw can be
damaged. Danger of slipping.
- Damage possible due to wrong torque.
- Tools/engine parts can be damaged and risk
P1 of injuries because of dropped parts.
gauge.
P2
- Damaged parts must not be reused.
P4
P6 P1 P4
P2
Fig. 4.
08028-0D/H5250/94.08.12
09.24
Plate
Page 1 (2) Roller Guide and Push Rods 50801-13H
L16/24
Valve Spindles
and Valve Gear,
016 see plate 50502
028
041
Cylinder Head
see plate 50501
08028-0D/H5250/94.08.12
016 077
053 220
065 197
089 207
219
08.43 - ES0
Plate
50801-13H Roller Guide and Push Rods Page 2 (2)
L16/24
Item Item
028 2/C Push rod Stødstang
041 2/C Bolt Bolt
053 2/C Roller Rulle
065 2/C Shaft Aksel
077 2/C Housing for roller Hus for rullestyr

guide
089 2/C Screw Skrue
197 2/C Guide piece Styrestykke
207 2/C Washer Skive
219 2/C Screw Skrue
08028-0D/H5250/94.08.12
08.43 - ES0
Index Control and Safety Systems
Page 1(1)
509
Automatics and Instruments
L16/24
Description
Safety, Control and Monitoring System ----------------------------------------------------509.01 (16)

Lambda Controller -------------------------------------------------------------------------------509.10 (07H)
Communication from the GenSet ------------------------------------------------------------509.55 (14)
Working Card
Functional Test and Adjustment of Safety, Alarm and Monitoring Equipment --- 509-01.00 (02H)
Function Test of Shutdown --------------------------------------------------------------------509-01.05 (11)
Adjustment and Test of Analog Pressure Transmitter --------------------------------- 509-05.03 (03)
Adjustment and Test of Analogous Temperature Transmitter ----------------------- 509-05.04 (04H)
Adjustment and test of tacho and proximity sensors ----------------------------------- 509-05.06 (01)
Mounting and Adjustment of Pick-ups on Engine --------------------------------------- 509-08.00 (01H)
Adjustment of Lambda Controller ----------------------------------------------------------- 509-10.00 (05H)
Plates
Actuator and Actuator Drive ------------------------------------------------------------------------- 50901-27H

Regulating Device -------------------------------------------------------------------------------------- 50902-1
Instruments -----------------------------------------------------------------------------------------------50907-21
Level Switch in Oil Sump (LAL/LAH 28) ---------------------------------------------------------- 50920-12H
Fuel Oil Leakage Alarm (LAH 42)------------------------------------------------------------------- 50925-06H
Monitoring Box --------------------------------------------------------------------------------------- 50935-18H
Terminal Box ---------------------------------------------------------------------------------------------50936-16H
Digital Load Sharing & Speed Control ------------------------------------------------------------ 50945-03
Alarm Panel ---------------------------------------------------------------------------------------------- 50946-01
Output Module -------------------------------------------------------------------------------------------50947-05
APM Motor Control -------------------------------------------------------------------------------------50948-01
Valve Control Box -------------------------------------------------------------------------------------- 50949-01
Prelubricating Oil Pump Starter --------------------------------------------------------------------- 50951-04
Converter ------------------------------------------------------------------------------------------------- 50956-01
Oil Mist Detector ---------------------------------------------------------------------------------------- 50960-03H
Main Bearing Temperature Monitoring ------------------------------------------------------------50961-04
Your Notes :
Description
Safety, Control and Monitoring System 509.01
Page 1 (7) edition 16
L16/24, L21/31
L27/38
General information Furthermore, the Control Unit is equipped with a
Display Module. This module consists of a touch-
The document is valid for the following engine screen and a integrated PLC for the safety system.
types: L16/24, L21/31, and L27/38. The Display Module also acts as safety system for
over speed, low lubrication oil pressure and high
The monitoring and safety system SaCoSone serves cooling water temperature.
for complete engine operation, control, monitoring
and safety of GenSets. All sensors and operating The Display Module provides the following func-
devices are wired to the engine-attached units. tions:
The SaCoSone design is based on high reliable and • s afety system

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Your Notes :
Description
Lambda Controller 509.10
Page 1 (1)
Edition 07H
L16/24
V28/32S
Purpose If the system is activated more than 10 seconds,
the solenoid valve will be shut off and there will be
The purpose with the lambda controller is to prevent a remote signal for "jet system failure".
injection of more fuel in the combustion chamber than
can be burned during a momentary load increase. The jet system is blocked when engine speed is
This is carried out by controlling the relation between below 50 rpm.
the fuel index and the charge air pressure.
During the start procedure the jet system is used as
The Lambda controller is also used as stop cylinder. a charge air booster.
Hereby heavy smoke formation is prevented during

Advantages start procedure.
The lambda controller has the following advantages:
- Reduction of visible smoke in case of sud-

den momentary load increases.
- Improved load ability.
- Less fouling of the engine's exhaust gas ways.
- Limitation of fuel oil index during starting

procedure.
Principles for Functioning
Figure 1 illustrates the controller's operation mode. In

case of a sudden load increase, the regulating device
will increase the index on the injection pumps and
hereby the regulator arm (1) is turned, the switch (2)
will touch the piston arm (3) and be pushed down-
wards, whereby the electrical signal is sent to base
module (BM).
Thus the solenoid valve (4) controlled by the BM is

activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston
(3) backwards in the lambda cylinder (5). When the
lambda ratio is satisfactory, the solenoid valve will
be de-activated.
Above system is also called jet system.

At a 50% load change the system will be activated
for about 3-8 seconds. Fig 1 Principle drawing of lambda controller
02.41 - ES0
Your Notes :
Description
Communication from the GenSet 509.55
L16/24, L21/31
L27/38
Data Bus Interface (Machinery Alarm Sys- �Settings
tem)
The communication parameters are set as follows:
This interface serves for data exchange to ship alarm
systems or integrated automation systems (IAS). Modbus Slave SaCoS
Modbus Master Machinery alarm system
The status messages, alarms and safety actions, Slave ID (default) 1
which are generated in the system, can be trans-
Data rate (default) 57600 baud
ferred. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer. Data rate (optionally available) 4800 baud
9600 baud
19200 baud
The following Modbus protocols are available: 38400 baud
115200 baud
• Modbus RTU (Standard) Data bits 8
Stop bits 1
• Modbus ASCII
Parity None
Transmission mode Modbus RTU
The Modbus RTU protocol is the standard protocol
used for the communication from the GenSet. For
the integration in older automation system, Modbus
ASCII is also available. Function Codes
The following function codes are available to gather

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

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

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

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

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

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

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

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

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

Working Card Functional Test and Adjustment of Safety, 509-01.00
Page 1 (2)
Alarm and Monitoring Equipment Edition 02H
L16/24
Stopped engine Plate no. Item no. Note.

Shut-off cooling water See "Related procedure"
Shut-off fuel oil
Function test and adjustment of safety, alarm and See "Related procedure"
monitoring equipment.
Starting position
Related procedure
Functional test of shutdown trip 509-01.05

Analoge pressure transmitter 509-05.03
Analoge temperature transmitter 509-05.04
Working time : hours Plate no. Item no. Qty. /

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

98.38 - ES0
509-01.00 Functional Test and Adjustment of Safety, Working Card
Alarm and Monitoring Equipment
L16/24
Maintenance of Monitoring and Safety It is recommended that all functions are tested every
Systems three months according to the mentioned working
cards.
One of the most important parameters of preventive
work is that the alarm system, as well as the shutdown To check these functions use the working cards
and overspeed devices, are functioning 100%. mentioned under related procedure on page 1.
If some of these functions are out of operation,

they must be repaired immediately. If this is not
possible because of the current working situation, the
engine has to be under constant observation until it
can be stopped.
08028-0D/H5250/94.08.12
98.38 - ES0
Page 1 (3) Function Test of Shutdown Edition 11
General

Shut-off fuel oil
Press button (Blocking - Reset)
Functional test of overspeed trip. Allen key, 4 mm

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

alarm and monitoring equipment 509-01.00
Related procedure
Working time : 1 hour Plate no Item no Qty/

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

Data

11.32 - ES0
Edition 11 Function Test of Shutdown Page 2 (3)
L16/24, L21/31, L27/38
It is of the utmost importance that the shutdown The gap is expected to be 2.0 mm ± 0.3 mm (the
function is working properly.Therefore, the shutdown pitch of the thread on the pick-up is 1.0 mm). The
function must be tested at regular intervals according number of teeth relative speed values/limits can be
to the planned maintenance programme 500.25. found in the Engine Automatic diagram, section 509
and description 500.30 in section 500.
Function Test of Overspeed Shutdown
The overspeed shutdown limits can not be adjusted
1) Start the engine locally and keep it at no load, by the user.
at nominal rpm:
Engine Type rpm
L16/24 1000 or 1200

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

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

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

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

Fig 1 Pressure controller
3) Reset the overspeed shutdown on the display
module.
Function Test of Low Lubricating Oil Pres-
Adjustment sure Shutdown
08028-0D/H5250/94.08.12
Correct detection of RPM (counting of teeths) de- 4) Start the engine and keep it at no load.
pends on the size of the gap between the movable
flywheel and the front of the pick-up sensor. If no or 5) Mount the manometer/test pump on the test
wrong signal is detected by the sensor, the measuring valve outlet, situated right under the pressostate
gap must be adjusted or cleaned. PSL 22, fig 1.
6) Close oil pressure valve, fig 1.
11.32 - ES0
Page 3 (3) Function Test of Shutdown Edition 11
L16/24, L21/31, L27/38
7) Relieve the pressure slowly and check that the 14) Raise the temperature until the switch chan-
switch changes back to the pressure stated as ges and check that it happens at the stated
the shutdown point, see 500.30. shutdown point, see 500.30.
The engine must stop. The engine must stop.
ote: If adjustment is needed, turn the screw clock-

N Note: If adjustment is needed, remove the thermostat
wise or anticlockwise, see fig 2. cover. Locking screw pos. 5, fig 3, is loosened, and
the range can be set with the spindle, pos. 1, while
8) Disconnect the manometer/test pump. the scale, pos. 2, is read at the same time.
9) Open the oil pressure valve on the pressure 15) The sensor is mounted again.
block.
16) Reset the high H.T. water temperature shut-
10) Reset the low lubricating oil pressure shutdown down on the display module.
on the operation box.
Function Test of High Fresh Water

Temperature Shutdown
Protection
cap
The functional test of the thermostat, is to be carried
out according to the following procedure.
11) Take the sensor out of the pocket.
Temp.
sensor
Fig 3 Thermostate
Alarm System
Fig 2 Adjustment of pressostate and thermostate
It is important that all alarms lead to prompt investi-
08028-0D/H5250/94.08.12
gation and remedy of the error.
12) Test the sensor in a water bath, which is con- No alarm is insignificant. It is therefore important that
trolled by the temperature or a special testing all engine crew members are familiar with and well
device. trained in the use and importance of the alarm system.
13) Start the engine and keep it at no load. The most serious alarms are equipped with slowdown
and/or shutdown functions.
11.32 - ES0
Your Notes :
Working Card
Adjustment and Test of Analog Pressure Transmitter 509-05.03
General

Shut-off fuel oil
Adjustment and test of analog pressure trans- Testing pump.

mitter.
Starting position

alarm and monitoring equipment 509-01.00
Related procedure
Working time : ½ hour Plate no Item no Qty/

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

02.20 - ES0
509-05.03 Adjustment and Test of Analog Pressure Transmitter
Working Card
General
The pressure transmitter registers the actual pressure
and converts the pressure to an electrical signal.
Adjustment
It is possible to adjust the pressure transmitter by

means of the „zero“ screw and the „span“ screw.
1) Adjust the „zero“ screw, see fig 1, to change

the pressure measurement area. zero screw
span screw
2) Adjust the „span“ screw, see fig 1, to change
the value of the electrical signal acc. to the
pressure measurement area.
Fig 1 Adjustment of pressure transmitter
Test
It is possible to make a functional test of the pres-

sure transmitter. This is carried out according to the
following procedure:
3) Shut of system pressure with the valve, see

fig 2, pos. 1.
4) Remove the screw, see fig 2, pos. 2
5) Mount the testing apparatus to the connection 2

and pump on a pressure within the working
area of the transmitter.
1
6) Read the pressure at the operating box on the
engine and check it according to the pressure
on the testing apparatus.
7) Remove the testing apparatus. Fig 2 Test of pressure transmitter
8) Mount the screw, see fig 2, pos. 2.
9) Open the valve, see fig 2, pos. 1, for the system

pressure.
08028-0D/H5250/94.08.12
02.20 - ESO
Working Card Adjustment and Test of 509-05.04
Page 1 (2) Analogous Temperature Transmitter Edition 04H
L16/24
Stopped engine Plate no. Item no. Note

Shut-off fuel oil
Adjustment and test of analogous temperature Special testing devices

transmitter, (PT 100 sensor).
Starting position
Related procedure

alarm and monitoring equipment, 509-01.00

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no. Item no. Qty./

Capacity : 1 man
Data

98.43 - ES0
509-05.04 Adjustment and Test of Working Card
Edition 04H Analogous Temperature Transmitter Page 2 (2)
L16/24
The nickel-chrome-nickel sensor, which is used only
for measurement of the exhaust gas temperature, Test
generates a mV signal depending on the tempera-
ture. 2) Functional test of the PT 100 sensor can be
carried out according to the following proce-
The PT 100 sensor consists of a resistance wire dure.
which changes resistance depending on the tem-
perature. 3) Take the sensor out of the pocket.
Look and design vary depending on the place of 4) Test the thermostate by submerging the sen-
measurement and manufacture. sor in the water bath, which is controlled by a
special testing apparatus producing a constant
Adjustment temperature.
1) Since the nickel-chrome-nickel sensor and the If the alarm plant has an instrument unit, the tem-
PT 100 sensor cannot be adjusted the alarm perature can be read on this.
limit must be set on the alarm plant.
Otherwise the test can be carried out by seeing
Set point, see page 500.30. whether the alarm plant gives an alarm when the
alarm limit stated on page 500.30 is exceeded (if
the alarm plant is adjusted).
08028-0D/H5250/94.08.12
Fig 1 PT 100 sensor
98.43 - ES0
Page 1 (2) Adjustment and test of tacho and proximity sensors Edition 01
L16/24 L27/38
V28/32S L21/31

Shut off starting air
Shut off cooling water
Shut off fuel oil
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no Item no Qty/

Capacity : 1 man
Data

04.04 - ES0
Edition 01
Adjustment and test of tacho and proximity sensors Page 2 (2)
L16/24 L27/38
V28/32S L21/31
Adjustment
Correct detection of position or counting of teeth

depends on the size of the gap between the mo-
vable mechanical part and the front of the sensor. If
no signal is detected by the sensor, the measuring
gap must be adjusted. The gap is expected to be
2.0 mm ± 0.3 mm.
Test
It is possible to test the functioning of the tacho Fig 1 Tacho and proximity sensors
and proximity sensors. This is done in the following
manner:
1) Start rotation of the shaft on which the tacho

sensor is measuring.
2) Adjust shaft speed to a well-known rpm, if

necessary use a hand tachometer for refe-
rence measurement. Alternatively, a frequency
generator can be used for test of speed limits
set in the system.
3) Read and check the measured parameter in

the local operator panel and/or in the remote
control system.
4) Increase the speed slowly and check the limits

for alarm, control and overspeed stop specified
for the tested parameter.
08028-0D/H5250/94.08.12
04.04 - ES0
Working card 509-08.00
Page 1 (2) Mounting and Adjustment of Pick-ups on Engine Edition 01H
L16/24

Shut-off fuel oil
Stopped lub. oil circulation
Description
Mounting and adjustment of pick-ups on engi-

ne.
Hand tools
Starting position
Related procedure
Man power
Working hours : ½ Hours

Capacity : 1 Man
08028-0D/H5250/94.08.12
Spare and wearing parts

Data
Plate no Item no Qty/
00.12 - ES0
509-08.00 Working card
Edition 01H Mounting and Adjustment of Pick-ups on Engine Page 2 (2)
L16/24
Mounting Guidance
Engine rpm pick-up 90-1 and 90-2 and check of

plug for same.
Check to be carried out on stopped engine.
The pick-ups are positioned as indicated on the

enclosure, fig 1.
Fig 2 Placing of pick-up.
Check of Plug
Correct plug, see fig 3, rounded off, black head

and grey wire.
Fig 1 Cover on flywheel, seen from exh. side.
Fig 3 correct plug.
Mounting of Pick-up
Incorrect plug, see fig 4, square, black head and
The pick-up is screwed clockwise until it touches the black wire.
top of a tooth on the gear rim, please see fig 2.
Afterwards, the pick-up is turned one time anti-clock-

08028-0D/H5250/94.08.12
wise and then the groove of the thread (see fig 2) is

put in 3 o'clock or 9 o'clock position seen from the
socket end, still anti-clockwise.
The pick-up is locked with the counternuts.
Fig 4 Incorrect plug.
00.12 - ES0
Page 1 (2) Adjustment of Lambda Controller Edition 05H
L16/24

Shut off starting air
Shut off cooling water
Shut off fuel oil
Adjustment of lambda controller. Adjustablle spanner, 8"
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no Item no Qty. /

Capacity : 1 man
Data

98.48 - ES0
Edition 05H
Adjustment of Lambda Controller Page 2 (2)
L16/24
Adjustment of the Lambda Controller
All adjustments are made when the engine is in

standstill position.
1) Check that the free space between the pick-up

and the band steel on the regulating arm is min
1 mm, see fig 1.
Fig 3 Removal of pipe for charge air pressure.
2) Set the "load limit" control knob at max.
3) Set the pump index to 13 mm by an adjustable

spanner on fuel rack arm.
4) Fit the adjustment screw (4), fig. 2, until the

Fig 1 Check of free space.
piston has contact with the spring without
com-pressing it.
5) Fasten the adjustment screw.
6) Adjustment completed.
Adjustment of the Stop Screw.
7) Set the pump index to 23 mm (spring on gov-

08028-0D/H5250/94.08.12
ernor full pressed) by an adjustable spanner

on fuel rack arm.
8) Adjust the stop screw, see fig 2, to 110% load

according to te test bed, plus 1.5 index.
Use the index arm on the fuel injection pump
nearest to the lambda controller as the control
for the index.
9) Adjustment completed.
Fig 2 Fit the adjustment screw.
98.48 - ES0
Plate
Page 1 (2) Actuator and Actuator Drive 50901-27H
L16/24
For actuator,
see special
instruction book
393
403
427
381 415
128
141
153
189 165
190 177
200
368 033
356 045
212+ 224
057
070 344
082 236 261
08028-0D/H5250/94.08.12
094 248 273

069 332 285
320 297
307
10.22 - ES0 - Tier II - UG25+

Plate
50901-27H Actuator and Actuator Drive Page 2 (2)
L16/24
Item Item
033 1/E Plug screw Propskrue 368 1/E O-ring only valid for O-ring anv. kun til
electronic actuator elektronisk aktuator
045 1/E Gasket Pakning
381 1/E Actuator, electronic Elektronisk aktuator
057 4/E Nut Møtrik
393 1/E Nut Møtrik
069 2/E Stud Tap
403 1/E Governor arm Regulator arm
070 1/E O-ring O-ring
415 1/E Pull rod Trækstang
082 1/E Castle nut Kronemøtrik
427 1/E Screw Skrue
094 1/E Split pin Split
128 4/E Screw Skrue + item 212 require an + Item nr. 212 kræver
individual matching en individuel tilpas-
141 1/E Shim (set 0.1 - Mellemlæg (sæt 0,1 - (by shims) before ning (med mellemlæg)
0.3 - 0.5 - 1.0 mm) 0,3 - 0,5 - 1,0 mm) mounting, contact før montering, kontakt
MAN Diesel & Turbo, MAN Diesel & Turbo,
153 1/E Disc Skive Holeby. Holeby
165 1/E Ball bearing Kugleleje
177 1/E Bevel gear wheel Konisk tandhjul
189 1/E Key Feder
190 1/E Castle nut Kronemøtrik
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Screw Skrue
273 1/E Axle journal Akseltap
285 1/E Bush Bøsning
297 1/E Bevel gear wheel Konisk tandhjul
307 1/E Gear wheel Tandhjul
320 1/E Wear disc Slidskive

08028-0D/H5250/94.08.12
332 1/E Key Feder
344 1/E Shim, set Mellemlæg, sæt
356 /I Silastene Silastene
10.22 - ES0 - Tier II - UG25+

Plate
Page 1 (2) Regulating Device 50902-16
L16/24
302
399
375
184
292
338 160
351
015 231
363
196 387
314 255
326
052 218 123
172 231 039 064 160

08028-0D/H5250/94.08.12
231
064 015 280 040 292 206 218 123
11.46 - ES0 - Tier II

Plate
50902-16 Regulating Device Page 2 (2)
L16/24
Item Item
015 1/C Bearing bracket, com- Konsol, komplet inkl. 387 4/C Screw Skrue
plete incl. bush bøsning
399 1/E Silencer Dæmper
039 2/C Screw Skrue
040 1/C Lever Arm
052 2/C Clamp screw Skrue
123 1/E Lever Arm
160 2/E Screw Skrue
172 1/C Adjusting screw Justeringsskrue
184 1/E Stop screw Stopskrue
196 1/E Bracket Konsol
206 2/E Support ring Support ring
218 Spring pin Fjederstift

231 Nut Møtrik

255 1/E Screw Skrue
280 1/C Bracket Konsol
292 1/E Lever, complete Arm, komplet
302 1/E Cylinder, complete Cylinder, komplet
314 1/E Shaft, 5 cyl. engine Aksel, 5 cyl. motor

08028-0D/H5250/94.08.12
375 1/E Nut Møtrik
11.46 - ES0 - Tier II

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

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

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

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

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

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

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

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

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

L16/24

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

L21/31, L27/38
0 - 700° C TE61 502

L32/40
0 - 40 bar PT70 526

Your Notes :
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50920-12H
L16/24
216 241
228 253
265 169
277 157
049 Base frame,
see plate 51111
062
170
050
121
098
182
108 194
182
133
08028-0D/H5250/94.08.12
06.22 - ES0
Plate
50920-12H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L16/24
Item Item
049 4/E Screw Skrue
050 4/E Nut Møtrik
062 1/E Plate Plade
098 1/E Pipe for level switch Rør for nivaeukontakt
108 1/E Level switch Niveaukontakt
121 1/E Pipe for level switch Rør for nivaeukontakt
169 1/E Dipstick, complete Pejlestok, komplet

incl. item 157 inkl. item 157
182 2/E Red. adaptor Red. adapter
194 /I Glue Lim
216 1/E Terminal box Klemkasse
228 2/E Screw Skrue
241 1/E Parts for terminal Dele for klemrække

strip
253 2/E Screw Skrue
265 1/E Fitting Fitting
277 1/E Red. adaptor Red. adapter
08028-0D/H5250/94.08.12
06.22 - ES0
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50925-06H
L16/24
A-A 058
022 010
034
416
046
404
C C
333 178
345 333
286 357
C-C
382 369
08028-0D/H5250/94.08.12
394 370
06.22 - ES0
Plate
50925-06H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L16/24
Item Item
No. Qty Designation Benævnelse No. Qty Designation Benævnelse
010 1/E Fuel oil leakage Br.olielækagealarm,

alarm, complete komplet
022 1/E Flange Flange
058 1/E Red. adaptor Red.adapter
178 1/E Repair kit for Reparationssæt for

running in filter indkørselsfilter
286 4/E Screw Skrue
345 1/E Packing ring Pakningsring
357 1/E Plug screw Propskrue
416 /I Glue Lim
08028-0D/H5250/94.08.12
06.22 - ES0
Index
Page 1(1)
Crankshaft and Main Bearings 510
L16/24
Description
Crankshaft and Main Bearings ---------------------------------------------------------------510.01 (02H)
Working Card
Checking of Alternator / Crankshaft Alignment (Autolog) ------------------------------510-01.00 (17)

Inspection of Main and Guide Bearing Shells -------------------------------------------- 510-01.05 (03H)
Vibration Damper --------------------------------------------------------------------------------510-04.00 (03H)
Plates
Crankshaft ------------------------------------------------------------------------------------------------51001-12H
Flywheel with Gear Rim -------------------------------------------------------------------------------51003-16H
Vibration Damper / Tuning Wheel ------------------------------------------------------------------ 51004-04H
ST
Your Notes :
Description 510.01
Page 1 (1) Crankshaft and Main Bearings Edition 02H
L16/24
Crankshaft and Main Bearings Vibration Damper
The crankshaft, which is a one-piece forging, is A vibration damper is mounted on the crankshaft
suspended in underslung bearings. The main bea- to limit torsional vibrations. The damper consists of
rings are of the trimetal type, which are coated with a primary and a secondary part. Between these,
a running layer. To attain a suitable bearing pressure groups of leaf spring packs are arranged, which are
and vibration level the crankshaft is provided with clamped at their outer ends.
counterweights, which are attached to th/e crank-
shaft by means of one hydraulic screws. These spring packs form, together with the primary
and secondary members, chambers which are filled
At the flywheel end the crankshaft is fitted with a with oil. If the exterior member vibrates in relation
gear wheel which, through two intermediate wheels, to the inner member, the leaf springs are bent and
drives the camshafts. force oil from one chamber into another, retarding
the relative movement of the two parts and thus
Also fitted here is a coupling flange for the connec- damping the torsional vibration. In order to protect
tion of an alternator. At the opposite end (front end) the leaf springs against overloading, their deflection
there is a gear wheel connection for lube oil and is limited by buffers.
water pumps.
The elasticity is determined by careful choise of the
Lubricating oil for the main bearings is supplied leaf springs, the damping factor by the gap between
through holes drilled in the engine frame. From primary and secondary members.
the main bearings the oil passes through bores in
the crankshaft to the big-end bearings and thence
through channels in the connecting rods to lubricate
the piston pins and cool the pistons.
08028-0D/H5250/94.08.12
98.43 - ES0
Your Notes :
Page 1 (6) Checking of Alternator / Crankshaft Alignment (Autolog) Edition 17
L16/24
Stopped engine Plate no. Item no. Note

Shut-off fuel oil

Description: Hand tools:
Checking of main bearings alignment (autolog).
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
Related procedure:
Manpower: Replacement and wearing parts:
Working time : 1 hours Plate no Item no Qty /

Capacity : 2 men

Data:

10.45 - ES0
510-01.00 Checking of Alternator / Crankshaft Alignment (Autolog) Working Card
L16/24
Procedure
1) Remove the side covers from the crank casing.
2) Turn the crankshaft to bring the crank web for

cylinder no 1 to position X, see fig 8.
3) Place the dial gauge in the punch marks in the

counterweight, see fig 1.
4) Adjust the dial gauge to 0.
5) Turn the crankshaft to position P, T, S and Y and

read the dial gauge in each position and fill in
the form Checking of Alternator / Crankshaft
Alignment (Autolog), page 5 and 6.
Fig 1 Placing of dial gauge
6) Repeat the procedure on the remaining crank
webs.
7) Compare the values to earlier values taken

after the sea trial.
8) Please contact us if the values exceed the

values shown in this Working Card.
10.45 - ES0
Working Card
Page 3 (6) Checking of Alternator / Crankshaft Alignment (Autolog) 510-01.00
Edition 17
L16/24
Deflection of crankshaft in 1/100 mm. (0.01 mm).
Deflection from vertical
misalignment
Cyl. No.
top - bottom
Crank position 1 2 3 4 5 6
or T - B = V 2 -1.5 4 4.5 -2 2

Bottom start X 0 0 0 0 0 0
Fig 4
Left side P 2 0 2 0 -1 2
Top T 3 -2 4 5 -2 3
Deflection from hori-
Right side S 3 -2 2 0 0 1 zontal misalignment
Bottom stop Y 2 -1 0 1 0 2 Right side - left side

or P - S = H -1 2 0 0 -1 1
Fig 2 Fig 5
Bottom (0,5 x Y) = B 1 -0.5 0 0.5 0 1 Check on T + B = C 4 -2.5 4 5.5 -2 4

gauge
readings P + S = D 5 -2 4 0 -1 3
Fig 3
Fig 6
C and D should be nearly the same, reading for crank throw 4 to be repeated.
S P
Y X
Front end view.

"Closing" of the crankthrow is considered Start in position X.
negative. Turn anti clockwise
Fig 7 Fig 8
10.45 - ES0
Edition 17 Checking of Alternator / Crankshaft Alignment (Autolog) Page 4 (6)
L16/24
Measurement of Crank Throw Deflections by Means of Dial Indicator (Autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically

opposite crank throw positions, i.e. two positions dis-
placed 180°.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Check of Crankshaft Alignment after Assembly of Alternator

with Flex-disc Coupling to Engine
For last throw:
Horisontal deflection : max. 5/100 mm
Vertical deflection : max. – 22/100 mm
10.45 - ES0
Page 5 (6) Checking of Alternator / Crankshaft Alignment (Autolog) Edition 17
L16/24
Process/Proces I.D. no.
Plant/Anlæg Page of/Side af
Engine Type/Motortype Engineer/Operatør Date/Dato
Instruction/Instruktion
Top
Right side Left side
Bottom end/ Bottom start/

1/100 mm Bund slut Bund start
Right side
Cyl. no 1 2 3
Left side
Remarks/Bemærkninger
10.45 - ES0
510-01.00 Checking of Main Bearings Alignment (Autolog)
Working Card
L16/24
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prøvehal Cold/Kold

Condition
On board/Om bord Warm/Varm
Teststed/
Tilstand Plant/Maskinhal
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Left side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
alignment.
Left side - Right
side or P - S = H
Check on gauge
readings.

T + B = C
P + S = D
10.45 - ES0
Page 1 (3) Inspection of Main and Guide Bearing Shells Edition 03H
L16/24

52021 167
52021 180
52021 334
Dismantling, inspection and/or replacement and
mounting of main and guide bearing shells.
Hand tools
Starting position Allen key, 12 mm

Socket spanner, 36 mm
Lead hammer
Silastene
Sopaslip
Related procedure
Criteria for replacement of bearings, 506-01.16

Manpower
Plate no Item no Qty/
08028-0D/H5250/94.08.12
Working time : 2 hours

Capacity : 2 man
Data

08.47 - ES0
Edition 03H Inspection of Main and Guide Bearing Shells Page 2 (3)
L16/24
Preparing for Dismantling of the Main and Dismantling of the Main and Guide Bearing
Guide Bearing Cap
1) Dismount crankcase covers in front and op- 6) Fit the lifting handle, (Plate 52010, Item 035),
posite the bearing concerned. so as to support the bearing cap.
2) Turn the engine until the crank is in a convenient 7) Work the main bearing cap loose from the
possition for carrying out the work. engine frame with a lead hammer or similar.
3) Mount the hydraulic tool and loosen the brac- 8) Lift the main bearing cap a little and unscrew
ing stud nuts, see fig 1. For operating of the the bearing stud nut.
hydraulic tool, please see working card 520-
01.05, 9) Lift out the bearing cap from the engine.
Note: When the removing the bearing cap for

the guide bearing, be carefull not to loose the thrust
washers down in the oil pan.w
Dismantling of Main and Guide Bearing

Shells
10) Remove the bearing shell from the bearing

cap.
11) Fit the tool for the upper main bearing tool,
for dismantling of upper main bearing shell,
in the lubricating hole in the crankshaft and
turn out the upper bearing shell by turning the
crankshaft, see fig 2.
Fig 1 Mount the hydraulic tool and loosen the bracing stud
nuts.
08028-0D/H5250/94.08.12
4) Mount the hydraulic tools and loosen the main

bearing stud nuts, see fig 1.
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
Fig 2 Tool for removal of upper main bearing shell.
08.47 - ES0
Page 3 (3) Inspection of Main and Guide Bearing Shells Edition 03H
L16/24
Cleaning Mounting of the Main and Guide Bearing

Cap
12) Clean all machined surfaces on frame, bearing
cap, stud, nuts and bearing shells. 17) Raise the bearing cap into possition with lift-
ing tool. Coat the bearing studs with molycote
pasta or similar. Fit the bearing stud nuts and
Inspection of Main and Guide Bearing tighten them by hand.
Shells
Note: When mounting the guide bearing cap, re-
13) Inspect the bearing shells according to working member to insert the two thrust washers in the guide
card 506-01.16. bearing cap.
Make sure that the bearing cap and bearing shells

Mounting of Main and Guide Bearing are in the correct possition.
Shells
18) Remove the lifting tool for the bearing cap.
14) Push the upper main bearing shell as far into
possition as possible. 19) Mount the hydraulic bracing screws and tighten
up the first step as prescribed on page 500.40.
Note: Be sure that the shell is turned correct accord- For use of hydraulic tools, please see working
ing to the locking pieces. card 520-01.05.
15) Fit the tool for upper main and guide bearing 20) Tighten the nuts for the bearing cap as pre-
in the lubricating hole in the crankshaft and scribed on page 500.40.
turn in the upper bearing shell by turning the
crankshaft. 21) Tighten up the bracing screw to second step,
please see page 500.40.
Make sure the shell enters its correct position then
remove the tool for upper main and guide bearing. 22) Tighten the bearings one at a time.
16) Insert the lower bearing shell in the bearing

cap according to the locking pieces.
Lubricate the bearing shell and journal with clean

lubricating oil.
Note: never use oil on the outer side of the bearing.

This side must be dry.
08028-0D/H5250/94.08.12
08.47 - ES0
Your Notes :
Page 1 (3) Vibration Damper Edition 03H
L16/24

Shut-off fuel oil
Inspection
Starting position
Related procedure
Working time : x hours Plate no Item no Qty /

08028-0D/H5250/94.08.12
Capacity : 1 man
See plate 51004
Data

98.44 - ES0
Edition 03H Vibration Damper Page 2 (3)
L16/24
Together with every main revision of the engine Inner Spring Ends and Groove Flanks
the damper is to be inspected as well. Generally
an inspection of this kind is to be carried out every Wear takes place due to lack of oil supply.
28-30.000 hours of service together with service
and the replacement of certain parts, which are Spring packs consisting of two conical spring blades
exposed to wear. only are clamped in the innerstar groove at their
inner spring ends, thus producing a slight preload
Note: Regular inspection and supervision of the of the springs. The allowable wear will be attained
damper allows for preliminary planning and to order as soon as the preload of the springs is not existing
spare parts in time. any more and an additional clearance of "z" mm per
side between spring ends and groove flanks occures
(totalling 2 x z mm if one side of spring end rests on
Allowable Wear groove flank), see fig 2.
Total wear must not exceed 5% of the rope diameter,

see fig 1. Independent from wear all rubber rings
and gaskets should be renewed whenever damper
is taken apart.
Note: Because of leakage problems vulcanized rub-

ber rings do not suit this application. Use seamless
rings only.
Type z
D 56/49/1 0.23
D 56/50 0.18
D 50/4 0.12
Fig 2 Inner spring ends and groove flanks
Fig 1 Rubber seal ring
General Working Conditions

08028-0D/H5250/94.08.12
Oil pressure at oil inlet of damper to be 2,5 bar

minimum (u.o.s.)
Ambient temperature from -20° to + 120° C (unless

otherwise stated).
98.44 - ES0
Page 3 (3) Vibration Damper Edition 03H
L16/24
Circularity of Outer Member (correction)
The inner ends of the spring packs or intermediate

pieces might not be exactly circular. An eventuel
divergence from circularity must be corrected to be
less than 0.1 mm in diameter measured between
opposed intermediate pieces. This can be achieved
by hits onto the outside of the clamping ring using a
"soft hammer" or radial hits from the inside. For big
dampers a hydraulic cylinder, applied from inside
will be necessary.
If the lateral plates 5 and 7, fig 3 are without a

centering shoulder (to accommodate clamping ring),
lateral plates 5 and 7, fig 3 and clamping ring 3, fig
3 are to be adjusted concentric with a tolerance of
± 0.1 mm.
Appendix
If water mixes with the engine oil - especially sea-

water - the lubricating properties of the oil will be
reduced rapidly. In case an exceptional amount of
water is detected in the oil supplied to the damper
the remaining oil inside damper is to be replaced
by new oil as well. Even if the damper should be
supplied with an air escape nozzle, which provides a
small oil flow through the damper, this oil circulation
is not suitable to exchange the oil volume inside the
damper. The following procedure is to be followed Fig 3 Damper
for a total oil exchange.
a) To empty the damper totally turn it by 180° a

few times and make sure that the oil outflow
has stopped in any position of the damper.
b) Vent damper before it is put into service

again.
In case that the engine bearings are found to be worn

out because of lub. oil which was or is containing
08028-0D/H5250/94.08.12
water, the damper is to be inspected for wear and

corrosion as soon as possible as well. (Total inspec-
tion). See "Allowable wear".
98.44 - ES0
Your Notes :
Plate
Page 1 (2) Crankshaft 51001-12H
L16/24
116
153
141 165
177
189
190
200
190
082
094
104
212
070
116
021
08028-0D/H5250/94.08.12
033
045
057
128 069
06.20 - ES0
Plate
51001-12H Crankshaft Page 2 (2)
L16/24
Item Item
021 1/E Crankhaft, Krumtap,





082 2/C Nut Møtrik
094 2/C Bolt Bolt
104 2/C Counterweight Kontravægt
116 Plug screw Propskrue

141 8/E Screw Skrue
165 1/E Cylindrical pin Cylindrisk stift
189 4/E Screw Skrue
190 1/E Gearwheel 2/2 Tandhjul 2/2

08028-0D/H5250/94.08.12
06.20 - ES0
Plate
Page 1 (2) Flywheel with Gear Rim 51003-16H
L16/24
010
022 058
034 105
071
046
Crankshaft see plate 51001
083
08028-0D/H5250/94.08.12
095
06.17 - ES0
Plate
51003-16H Flywheel with Gear Rim Page 2 (2)
L16/24
Item Item
010 1/E Flywheel, Svinghjul





071 12/E Bolt Bolt
083 1/E Gear rim Tandkrans
095 12/E Screw Skrue
105 12/E Sleeve Afstandsstykke
08028-0D/H5250/94.08.12
06.17 - ES0
Plate
Page 1 (2) Vibration Damper / Tuning Wheel 51004-04H
L16/24
173
016 5, 6, 7, 8L16/24-1200 rpm

7, 8, 9L16/24-1000 rpm
100
112
028
041
Crankshaft
053 see plate 51001
124
9L16/24, 1200 rpm

016
136
041
Crankshaft
see plate 51001
053
124
6L16/24, 1000 rpm
148
08028-0D/H5250/94.08.12
028
041
053
124
08.39 - ES0
Plate
51004-04H Vibration Damper / Tuning Wheel Page 2 (2)
L16/24
Item Item
No. Qty Designation Benævnelse No. Qty Designation Benævnelse
016 1/E Vibration damper Svingningsdæmper

6 cyl.-1200 rpm eng. 6 cyl.-1200 rpm motor
028 1/E Intermediate ring, Mellemring, undtagen

except 9cyl.-1200 rpm 9cyl.-1200 rpm motor
engine


124 2/E Screw Skrue
136 1/E Intermediate ring, Mellemring,

148 1/E Tuning wheel, Afstemningshjul,

173 1/E Spare part kit for Reservedelssæt for

vibration damper svingningsdæmper
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine. Qty/E = Qty/Motor.
08.39 - ES0
Index
Page 1(1)
Engine Frame and Base Frame 511
L16/24
Description
Engine Frame and Base Frame ------------------------------------------------------------- 511.01 (02H)
Working Card
Functional Test of Crankcase Safety Relief Valves--------------------------------------511-01.00 (11H)
Plates
Frame with Main Bearings --------------------------------------------------------------------------- 51101-23

)URQW(QG%R[-------------------------------------5
&RYHUVRQ)UDPH --------------------------------------------------------------------------------------- 5110-2+
Covers on Frame --------------------------------------------------------------------------------------- 51106-34
Base Frame ----------------------------------------------------------------------------------------------51111-09H
Your Notes :
Description
Engine Frame and Base Frame 511.01
Page 1 (1)
Edition 02H
L16/24
Engine Frame On the sides of the frame there are covers for ac-
cess to the camshafts and crankcase. Some covers
The monobloc cast iron engine frame is designed are fitted with relief valves which will operate if oil
to be very rigid. All the components of the engine vapours in the crankcase are ignited (for instance
frame are held under compression stress. The frame in the case of a hot bearing).
is designed for an ideal flow of forces from the cylin-
der head down to the crankshaft and gives the outer
shell low surface vibrations. Base Frame
Two camshafts are located in the engine frame. The engine and alternator are mounted on a rigid
The valve camshaft is located on the exhaust side base frame. The base frame acts as a lubricating
in a very high position and the injection camshaft is oil reservoir for the engine. The alternator is consid-
located on the service side of the engine. ered as an integral part during engine design. This
GenSet is flexible mounted on the foundation with
The main bearings for the underslung crankshaft rubber elements under the base frame.
are carried in heavy supports by tierods from the
intermediate frame floor, and are secured with the
bearing caps. These are provided with side guides
and held in place by means of studs with hydrauli-
cally tightened nuts. The main bearing is equipped
with replaceable shells which have the final toler-
ances.
08028-0D/H5250/94.08.12
Fig 1 Engine Frame
98.41 - ES0
Your Notes :
Page 1 (2) Functional Test of Crankcase Safety Relief Valves Edition 11H
L16/24

Shut-off fuel oil
Press buttom (Blocking - Reset)
Functional test of crankcase safety relief val-

ves.
Starting position
Related procedure
Working time : 1/4 hour Plate no Item no Qty/

08028-0D/H5250/94.08.12
Capacity : 1 man
51106 237 1/cover
51106 490 4/relief valve
Data 51106 740 1/relief valve

06.46 - ES0
511-01.00 Functional Test of Crankcase Safety Relief Valves
Working Card
L16/24
Functional Testing
Functional testing of the crankcase safety relief

valves cannot be performed during operation of the
engine, but it must be checked during overhauls that
Cover
the valve flap is movable.
Relief
valve
When Painting
When painting the engine, take care not to block up

the safety relief valves with paint.
Check of Opening Pressure
To check the proper opening pressure, proceed as

follows:
1) Remove the relief valve cover from the engi-

ne.
Fig 1 Cover with safety relief valve
2) Place the cover on the floor with the pressure
area upwards.
3) Apply a weight at 6 kg on the pressure area.
The relief valve must open under this pres-

sure.
4) Remount the relief valve cover of the engine.
If the safety relief valves are actuated, the

engine must be stopped immediately, and it
must not be restarted until the cause is detected
and the fault is fixed, see also description
503.04, Ignition in Crankcase.
08028-0D/H5250/94.08.12
06.46 - ES0
Plate
Page 1 (2) Frame with Main Bearings 51101-23
L16/24
194 037
086
013 098
182 025 108

062
121
074 133
265 145
277
049
241
08028-0D/H5250/94.08.12
241
253 204
204 204
157 216
086 170
228
050 169 086
086
08.41 - ES0
Plate
51101-23 Frame with Main Bearings Page 2 (2)
L16/24
Item Item
013 1/E Disk Skive 204 Cylindrical pin Cylindrisk stift

025 1/E O-ring O-ring 8/E 6 cyl. engine 6 cyl. motor
037 4/E Retaining ring Sikringsring 10/E 8 cyl. engine 8 cyl. motor
216 Cross bolt Krydsbolt
050 1/E Cylindrical pin Cylindrisk stift 14/E 5 cyl. engine 5 cyl. motor
062 4/C Tierod Stavbolt 18/E 7 cyl. engine 7 cyl. motor
074 4/C O-ring O-ring 22/E 9 cyl. engine 9 cyl. motor
086 Nut Møtrik 228 Nut Møtrik

098 1/E Frame, 5 cyl. engine Stativ, 5 cyl. motor 241 Main bearing shell Hovedlejeskal 2/2
2/2
108 1/E Frame , 6 cyl. engine Stativ, 6 cyl. motor 7/E 5 cyl. engine 5 cyl. motor
121 1/E Frame, 7 cyl. engine Stativ, 7 cyl. motor 9/E 7 cyl. engine 7 cyl. motor
133 1/E Frame, 8 cyl. engine Stativ, 8 cyl. motor 11/E 9 cyl. engine 9 cyl. motor
145 1/E Frame, 9 cyl. engine Stativ, 9 cyl. motor 253 2/E Thrust bearing ring Tryklejering
157 Main bearing cap Hovedlejedæksel 265 1/I Packing-silicone Silicone

6/E 5 cyl. engine 5 cyl. motor paste
8/E 7 cyl. engine 7 cyl. motor 277 Cylindrical pin Cylindrisk stift
169 1/E Main bearing cap, Hovedlejedæksel, 8/E 8 cyl. engine 8 cyl. motor
axial aksial 9/E 9 cyl. engine 9 cyl. motor
170 2/E Bolt Bolt
182 Tierod Stavbolt

194 Crown nut Kronemøtrik

08028-0D/H5250/94.08.12

08.41 - ES0
Plate
Page 1 (2) Front-end Box 51103-30
5+6L16/24
087
099
075
636
707
697
Connecting pipe,
see plate 51206
Charge air pipes,

see plate 51230
Charge air cooler,

see plate 51201
470
482
720 122
134
Lubricating oil filter,
Centrifugal by-pass filter, see plate 51502
see plate 51515
719
051
038
014
Lubricating oil
Lubricating oil pump, thermostatic
see plate 51501 elements,
Cooling water pumps, see plate 51545
see plate 51610
109
Lubricating oil cooler, 038
see plate 51506
12.02 - ES0 - Tier II

Plate
51103-30 Front-end Box Page 2 (2)
5+6L16/24
Item Item
014 1/E Front end box Front end box
038 6/E Screw Skrue
087 3/E Screw Skrue
109 1/E Plate Plade
636 8/E Closing cover Dæksel
707 1/E Intermediate piece Mellemstykke
720 4/E Screw Skrue
12.02 - ES0 - Tier II

Plate
Page 1 (2) Cover on Frame 51106-22H
L16/24
08028-0D/H5250/94.08.12
06.17 - ES0
Plate
51106-22H Cover on Frame Page 2 (2)
L16/24
Item Item
010 1/E Cover Dæksel
034 8/E Screw Skrue
046 8/E Locking spring Låsefjederskive

washer
058 4/E Screw Skrue
071 4/E Thrust washer Fjederskive
105 8/E Screw Skrue
117 8/E Lock washer Låseskive
129 1/E Sealing ring Tætningsring
142 4/E Screw Skrue
08028-0D/H5250/94.08.12
06.17 - ES0
Plate
Page 1 (2) Covers on Frame 51106-34
L16/24
740 453
490
835 500
847 286 357

154 298 369
249 370
250 382
394
166 262 811
225 274 250
441
428
416
345
404
536
250
178 249
237
321
08028-0D/H5250/94.08.12
191
Frame, 201
see plate 51101 250 308
249
10.16 - ES0 - Tier II

Plate
51106-34 Covers on Frame Page 2 (2)
L16/24
Item Item
154 1/C Cover Dæksel 370 1/E Cover plate, Dækselplade,

382 1/E Cover plate, Dækselplade,
178 Cover Dæksel 8 cyl. engine 8 cyl. motor
3/E 6 cyl. engine 6 cyl. motor 394 1/E Cover plate, Dækselplade,
5/E 9 cyl. engine 9 cyl. motor 404 1/C Cover Dæksel
191 1/C O-ring O-ring 416 1/E Cover Dæksel
201 1/C Cover Dæksel 428 Stud Tap

225 Cover with Dæksel med 7/E 6 cyl. engine 6 cyl. motor
3/E safety valve sikkerhedsventil 8/E 7 cyl. engine 7 cyl. motor
4/E 5, 6 cyl. engine 5, 6 cyl. motor 9/E 8 cyl. engine 8 cyl. motor
7, 8, 9 cyl. engine 7, 8, 9 cyl. motor 10/E 9 cyl. engine 9 cyl. motor
237 1/C O-ring O-ring 441 1/D Cover Dæksel
249 Screw Skrue 453 1/D Safety valve Sikkerhedsventil

115/E 6 cyl. engine 6 cyl. motor 490 4/D Lock washer Låseskive
150/E 8 cyl. engine 8 cyl. motor 500 4/D Screw Skrue
536 Self locking nut Selvlåsende møtrik
250 Washer Skive 6/E 5 cyl. engine 5 cyl. motor
740 1/D O-ring O-ring
811 4/E Screw Skrue
835 6/E Screw Skrue

08028-0D/H5250/94.08.12

Qty/D = Qty/Cover Qty/D = Qty/Dæksel
10.16 - ES0 - Tier II

Plate
Page 1 (2) Base Frame 51111-09H
L16/24
080
126
138
092
151
163
Level switch in oil sump,

see plate 50920
018
079 031
08028-0D/H5250/94.08.12
043
055
067
06.22 - ES0
Plate
51111-09H Base Frame Page 2 (2)
L16/24
Item Item
018 1/E Base frame, Bundramme,





079 7/E Screw Skrue
080 4/E Screw Skrue
092 4/E Nut Møtrik
126 Screw Skrue

138 Disc Skive

08028-0D/H5250/94.08.12
06.22 - ES0
Index
Page 1(1)
Turbocharger System 512
L16/24
Description
Turbocharger System ------------------------------------------------------------------------ 512.01 (13)

Cleaning the Turbocharger in ServiceWater Washing - Turbine Side -----------512.15 (01)
Working Card
Overhaul of Charging Air Cooler -------------------------------------------------------- 512-01.00 (02H)

Exhaust Pipe Compensator ---------------------------------------------------------------- 512-01.10 (01H)
Cleaning the Turbine, dry cleaning ------------------------------------------------------- 512-10.00 (03H)
Water Washing of Turbine Side ----------------------------------------------------------- 512-15.00 (03)
Plates
Charging Air CoolerZLWK3UGKHDWLQJ ------------------------------------------------------------51201-6H

([KDXVW3LSH$UUDQJHPHQW ------------------------------------------------------------5120-H
0RXQWLQJRI7XUERFKDUJHU7&5VKRUWPRGHO----------------------------------------------5120-
CRQQHFWLRQ3LSH--------------------------------------------------- 5120-
&RYHUEHIRUH7XUERFKDUJHU ----------------------------------------------------------------------- 512-
+HDW,QVXODWLRQEHIRUH7XUERFKDUJHU------------------------------------------------------------ 512-
&KDUJH$LU3LSHV
&KDUJH$LU3LSHV-------------------------------------------512-
2LO'DULQIURP7XUER6LGH------------------------------------------------------------5123
0RXWLQJRIFKDUJH$LU&RROHU ----------------------------------------------------------------------512
&RQWURO$LUIRU3UHKHDWLQJ9DOYH-------------------------------------------------------------- 512-0
&
er ----------------------------------------------------51210-02
Heat Insulation and Cover before Turbocharger ---------------------------------------------51211-03H
Heat Insulation of Exhaust Pipes -----------------------------------------------------------------51211-06H
Cover of Exhaust Pipes -----------------------------------------------------------------------------51211-07H
Cover before Turbocharger ----------------------------------------------------------------------- 51211-11
Cover before Turbocharger ------------------------------------------------------------------------51211-12
Heat Insulation before Turbocharger ------------------------------------------------------------51211-13
Heat Insulation before Turbocharger ------------------------------------------------------------51211-14
Water Washing of Turbine Side ------------------------------------------------------------------ 51215-03
Charge Air Pipes ------------------------------------------------------------------------------------- 51230-18
Charge Air Pipes--------------------------------------------------------------------------------------51230-20H
Oil Drain from Turbocharger -----------------------------------------------------------------------51231-09H
Mounting of Charge Air Cooler ------------------------------------------------------------------- 51235-04
Mounting of Charge Air Cooler --------------------------------------------------------------------51235-04H
Mounting of Charge Air Cooler (long) -----------------------------------------------------------51235-05
Control Air for Preheating Valve ------------------------------------------------------------------51236-02H
ST
Your Notes :
Description 512.01
Page 1 (2) Turbocharger System Edition 13
L16/24
Water washing
M1 P9
compressor side P2
(hand injector)
TE TE TE TE TE TE ZT
(see compressed air diagram)
61 62 60 60 60 60 88
SE TE TE TE
89 98-3 98-2 98-1
Compressed air - inlet
Exhaust gas to TC SI
89-90
SE
90-1
SE
Charging air from TC 90-2
PT TE PS
Water mist 31 31 31
catcher Alternator
Optional
Condensation
water separator
M6
Drain from
charge air cooler
Funnel delivered
by customer
Fig. 1. Diagram for Combustion Air System
Turbocharger System The charging air cooler is a compact two-stage tube

-type cooler with a large cooling surface. The high
The turbocharger system of the engine, which is a temperature water is passed through the first stage
constant pressure system, consists of an exhaust of the charging air cooler and the low temperature
gas receiver, a turbocharger, a charging air cooler water is passed through the second stage. At each
and a charging air receiver. stage of the cooler the water is passed two times
through the cooler, the end covers being designed
The turbine wheel of the turbocharger is driven by with partitions which cause the cooling water to turn.
the engine exhaust gas, and the turbine wheel drives
the turbocharger compressor, which is mounted on The cooling water for the low temperature stages of
the common shaft. The compressor draws air from the charge air is controlled by the scavenging pres
the engine room through the air filters. sure to ensure sufficient scavenging temperature
for burning HFO.
The turbocharger forces the air through the char
ging air cooler to the charging air receiver. From the From the exhaust valves, the exhaust gas is led
charging air receiver the air flows to each cylinder through to the exhaust gas receiver where the
through the inlet valves. pulsatory pressure from the individual cylinders is
equalized and passed on to the turbocharger as a
constant pressure, and further to the exhaust outlet
and silencer arrangement.
11.39 - ES0 - Tier II

512.01 Description
Edition 13
Turbocharger System Page 2 (2)
L16/24
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other by
means of compensators to prevent excessive stress
in the pipes due to heat expansion.
To avoid excessive thermal loss and to ensure a

reasonably low surface temperature the exhaust gas
receiver is insulated.
Fig. 2. Constant Pressure Turbocharger System
11.39 - ES0 - Tier II

Description Cleaning the Turbocharger in Service 512.15
Page 1 (1)
Water Washing - Turbine Side Edition 01
General
Description
The tendency to fouling on the gas side of turbo Heavily contaminated turbines, which where not
chargers depends on the combustion conditions, cleaned periodically from the very beginning or after
which are a result of the load on and the maintenance an overhaul, cannot be cleaned by this method.
condition of the engine as well as the quality of the
fuel oil used. If vibration in the turbocharger occur after water-wa
shing has been carried out, the washing should be
Fouling of the gas ways will cause higher exhaust repeated. If unbalance still exists, this is presumably
gas temperatures and higher surface temperatures due to heavy fouling, and the engine must be stop
of the combustion chamber components and will ped and the turbocharger dismantled and manually
also lead to a lower performance. cleaned.
Tests and practical experience have shown that The washing water should be taken from the fresh
radial-flow turbines can be successfully cleaned water system and not from the fresh cooling water
by injection water into the inlet pipe of the turbine. system or salt water system. No cleaning agents and
The cleaning effect is based on the water solubility solvents need to be added to the water.
of the deposits and on the mechanical action of the
impinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine must,
upon completing of water washing run for at least 1
The necessary water flow is dependent on the gas hour before stop so that all parts are dry.
flow and the gas temperature. Enough water must be
injected per time unit so that, not the entire flow will
evaporate, but about 0.25 l/min. will flow off through Water Washing System
the drainage opening in the gas outlet.Thus ensuring
that sufficient water has been injected. The water washing system consists of a pipe system
equipped with a regulating valve, a manoeuvring
Service experience has shown that the above men valve, a 3-way cock and a drain pipe with a drain
tioned water flow gives the optimal cleaning effect. If valve from the gas outlet, see illustration on working
the water flow is reduced the cleaning effect will be card 512-15.00.
reduced or disappear. If the recommended water flow
is exceed, there is a certain risk of a accumulation The water for washing the turbine, is supplied from
of water in the turbine casing, which can result in the external fresh water system through a flexible
damage on the turbocharger. hose with couplings. The flexible hose must be
disconnected after water washing.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low By activating the manoeuvring valve and the regu
load will also reduce temperature shocks. lating valve, water is led through the 3-way cock to
the exhaust pipe intermediate flange, equipped with
Experience has shown, that washing at regular inter a channel to lead the water to the gas inlet of the
vals is essential to successful cleaning, as excessive turbocharger.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the The water which is not evaporated, is led out through
fuel quality these intervals can be shorter or longer. the drain pipe in the gas outlet.
However, the turbine must be washed at the latest
when the exhaust gas temperature upstream of the
turbine has risen about 20° C above the normal
temperature.
96.39 - ES0
Your Notes :
Page 1 (4) Overhaul of Charging Air Cooler Edition 02H
L16/24

Overhaul of charging air cooler.
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 3-4 hours Plate No Item No Qty/

Capacity : 2 men
51201 030 1/k
51201 113 1/k
Data 51201 150 1/k
51103 408 8/E
08.47 - ES0
Edition 02H Overhaul of Charging Air Cooler Page 2 (4)
L16/24
The charging air cooler is normally cleaned and
overhauled at the intervals indicated in the "Planned
Maintenance Program", or if observations prove that Charge air pipe
the cooler does not work adequately, see section
502.
Dismounting of Charging Air Cooler
1) Turn off the cooling water inlet and outlet val-

ves.
2) Remove the charging air pipe, see fig 1.
Fig 1 Assembly of charging air pipe
Lifting hole
Top plate (5)
A-A
A
Screw (1)
A
08028-0D/H5250/94.08.12
Chamber (4)
Gasket (7)
Gasket (6)
Screw (2) End cover (3)
Fig 2 Charging air cooler
08.47 - ES0
Page 3 (4) Overhaul of Charging Air Cooler Edition 02H
L16/24
Cleaning and Inspecting
7) Clean the cooler element of the water and air

sides.
After using cleaning agents the manufacturing

recommendation must be followed.
The greatest care must be exercised when

dismantling cleaning and mounting the cooler
element, as the thin fins of the tubes cannot
stand impacts and pressure.
Inevertheless, the metal is bent, it should be

carefully straightened, as bent fins will increase
the pressure drop across the cooler consider-
ably.
Fig 3 Removal of charge air cooler
xxxxxxxxx
Should one or more cooler tubes become leaky
it/they must immediately be made tight, either
3) Mount the lifting tool, see fig 3. by expanding the tube ends into the tube plates
or by blanking of the tube(s) concerned with
4) Attach a tackle hook to the lifting tool bolt and plugs.
tighten the wire.
It is important that the charging air cooler is not
5) Lift and pull the air cooler out of the cooler leaky as any water that leaks in will be carried
housing and place it on a couple of wooden together with the air into the cylinders where it
planks on the floor. will damage valves, piston rings, and cylinder
liners.
6) Remove screws (2) and end cover (3) reversal
chamber (4), and top plates (5), see fig 2. 8) Also clean the end cover and coat it on the
inside with an anti-corrosion agent.
9) Fouling and deposition in the pipes can be

removed with a hand or machine operated
circular steel brush.
08028-0D/H5250/94.08.12
08.47 - ES0
Edition 02H Overhaul of Charging Air Cooler Page 4 (4)
L16/24
Mounting of Charge Air Cooler
1
10) Renew gaskets (6) and (7) before assembling
endcover (3) reversal chamber (4) and top
plate (5). See fig 1.
Note: Before mounting the air cooler the o-ring at

the water connections must be replaced, see fig 4,
pos. 1.
11) Lift the air cooler by the lifting tool and push it
carefully half-way into its housing.
12) Remove the lifting tool and push the air cooler
into place.
13) Mount the screws see fig 2, pos. 1 and the Fig 4 Mounting of charging air cooler
charge air pipe, see fig 1.
Out of Service Periods.
At longer periods out of service, recommendations

for the entire system is followed. Please see section
501.
08028-0D/H5250/94.08.12
08.47 - ES0
Page 1 (2) Exhaust Pipe Compensator Edition 01H
L16/24

Shut-off fuel oil
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : ½ hour Plate No Item No Qty./

Capacity : 1 man
Data

97.40 - ES0
Edition 01H Exhaust Pipe Compensator Page 2 (2)
L16/24
Description
To minimize toxic gases in the engine room and to

keep the exhaust gas insulation in good condition,
it is necessary to keep the exhaust pipe compen-
sators tight.
1) Start the engine.
2) Feel and smell for any leak in the exhaust gas

pipe compensators.
Note: If any leak is discovered the compensator in

question must be renewed.
08028-0D/H5250/94.08.12
97.40 - ES0
Page 1 (2) Cleaning the Turbine, dry cleaning Edition 03H
L16/24
L23/30H
Stopped engine Plate No Item No Note.

Shut-off cooling water Blowgun with container
Shut-off fuel oil
Cleaning the turbine.
Starting position
Related procedure
Working time : - hour Plate No Item No Qty./

Capacity : 1 man

Data

10.13 - ES0
Edition 03H Cleaning the Turbine, dry cleaning Page 2 (2)
L16/24
L23/30H
5-7 bar
1 Stop valve
2 Container
3 Valve
4 Working air
1 2 3 4
Fig. 1. Dry cleaning.
Dry cleaning
Depending on the type of engine and turbocharger, Fill the container (2) with granulate. The amount
the arrangement of items may also differ somewhat depending on the type of turbocharger;
from that shown in the schematic.
NR12, NR14, NR15,
Appropriate cleaning materials are granulates from NR17, NR20....................................0.3 liter
nut shells or activated charcoal of a grain size of 1
mm (max. 1.5 mm). NR24, NR26....................................0.4 liter
NR29, NR34....................................0.5 liter

Cleaning sequence
Connect to the working air system (4).
Please also consult the data plate.
Connect the "blow gun" to valve (1) and open valve
The cleaning is to be carried out at high engine load, (3). Then open valve (1) slowly until a hissing sound
min. 75 % MCR. indicates that the granulate is being injected. Injection
period: approx 2 min.
Before connecting the cleaning device, see fig 1,
open the stop valve (1) and check that the passage Dry cleaning must be performed at all injection con
is not blocked. Close the valve again. nections (if more than one).
10.13 - ES0
Page 1 (2) Water Washing of Turbine Side Edition 03
L16/24, L21/31
L27/38

Shut-off fuel oil
Description
Water washing of turbine side, cleaning with

engine in service. Hand tools
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no. Item no. Qty. /

Capacity : 1 man
See the special instruction for turbocharger.
Data

09.39 - ES0
Edition 03 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31
L27/38
Cleaning Procedure. 9) After the water washing, the engine should run
for at least 1 hour before stop.
1) Adjust the engine load to approx. 20 % and let
the engine stabilize for 10 min. Note: The regulating valve has to be opened
slowly.
2) Open the drain cock at the turbocharger outlet
and check for free passage, see fig 1. The manoeuvring valve must not be locked in open
position.
3) Turn the 3-way cock to position 2 "Open", see
fig. 2 and check for free passage. If ok turn to The water injection time mentioned in item 6 must
the water wash position 3 "Wash". be not exceeded.
4) Connect the water supply to the water wash For water washing of turbine side, see also descrip
system. tion for water washing.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the water

flow until the drain flow is approx. 0,25 l/min.
6) Continue the water washing 5 - 10 min. or until

the drain water is free of particles.
7) Release the manoeuvring valve and disconnect

the water supply.
Turn the 3-way cock to position 1, "Closed" and check

that the water drain flow has stopped.
Fig 2 3-way cock.
8) Continue at this load at least 5 min. before
increasing the load to the normal condition.
L16/24 L21/31 L27/38

08028-0D/H5250/94.08.12
Fig 1 Arrangement for water washing.
09.39 - ES0
Plate
Page 1 (2) Charging Air Cooler with Preheating 51201-16H
L16/24
101
174
091
125
113
186
029
198
030
017
186
137 042
198
066
150
054
149
066
054
078
08.39 - ES0
Plate
51201-16H Charging Air Cooler with Preheating Page 2 (2)
L16/24
Item Item
017 2/K Side plate Sideplade
029 8/K Screw Skrue
030 1/K O-ring O-ring
042 8/K Screw Skrue
054 4/K Plug screw Propskrue
066 4/K Cu-washer Cu-skive
078 5/K Screw Skrue
091 16/K Washer Skive
101 16/K Screw Skrue
113 1/K Gasket end cover Pakning endedæksel
125 1/K End cover Endedæksel
137 1/K Cooler block Kølerblok
149 1/K Reversing chamber Vendekammer
150 1/K Gasket Pakning

reversing chamber vendekammer
162 1/E Charging air cooler, Charging air cooler,

complete komplet
174 1/K Screw Skrue
186 2/K Parallel pin Cylindrisk stift
198 /I Loctite Loctite
Qty/K = Qty/Cooler Qty/K = Qty/Køler
Qty./E = Qty./Engine Qty./E = Qty./Motor
08.39 - ES0
Plate
Page 1 (2) Exhaust Pipe Arrangement 51202-21H
L16/24
012 073 061
024
061
036 048 073 048 036
S5 S5
S5- S5
119
120
097
107
10.15 - ES0 - Tier II

Plate
51202-21H Exhaust Pipe Arrangement Page 2 (2)
L16/24
Item Item
024 Gasket Pakning

036 Screw Skrue

048 Nut Møtrik

061 Exhaust manifold Udstødsmanifold

073 Compensator Kompensator

097 1/C Clamp Holder
107 2/C Screw Skrue
119 2/C Nut Møtrik
120 1/C Gasket Pakning
10.15 - ES0 - Tier II

Plate
Page 1 (2) Mounting of Turbocharger (TCR12 - short model) 51203-34
L16/24
712
724 700
S4 S4
S3 - S3
700 S3 S3
665
677
S4 - S4
653
748
736 665
690
665
689
10.41 - ES0 - Tier II

Plate
51203-34 Mounting of Turbocharger (TCR12 - short model) Page 2 (2)
L16/24
Item Item
653 1/E Foot for Fod for turbolader

turbocharger
665 13/E Lock spring washer Låseskive
677 7/E Screw Skrue
689 4/E Screw Skrue
690 2/E Bolt Bolt
712 2/E Screw Skrue
724 2/E Lock spring washer Låseskive
736 1/E Pipe piece Rørstykke
748 4/E Screw Skrue
10.41 - ES0 - Tier II

Plate
Page 1 (2) Exhaust Pipe before Turbocharger 51204-06
L16/24
820 773 785
785
773
807
819
761
10.41 - ES0 - Tier II (TCR12)

Plate
51204-06 Exhaust Pipe before Turbocharger Page 2 (2)
L16/24
Item Item
761 1/E Exhaust pipe inlet TC Udstødsrør tilgang TL
773 8/E Screw Skrue
785 8/E Nut Møtrik
807 1/E Socket Forskruning
819 1/E Seal ring Tætningsring
820 1/E Compensator Kompensator
10.41 - ES0 - Tier II (TCR12)

Plate
Page 1 (2) Cover before Turbocharger 51211-11
L16/24
023
059
060
084
096 011 072
10.25 - ES0 - Tier II

Plate
51211-11 Cover before Turbocharger Page 2 (2)
L16/24
Item Item
011 1/E Cover plate Indækning
023 1/E Cover plate Indækning
059 4/E Screw Skrue
060 4/E Nut Møtrik
072 8/E Screw Skrue
084 1/E Screw Skrue
096 2/E Screw Skrue
10.25 - ES0 - Tier II

Plate
Page 1 (2) Heat Insulation before Turbocharger 51211-13
L16/24
263 155
180
167 179 106
251
192
118
263
10.26 - ES0 - Tier II

Plate
51211-13 Heat Insulation before Turbocharger Page 2 (2)
L16/24
Item Item
106 1/E Sheet Indækning
118 1/E Sheet Indækning
155 4/E Screw Skrue
167 1/E Insulating mat Isoleringsmåtte
251 1/E Insulation material Isoleringsmateriale
263 1/E Connection wire Samlingstråd
10.26 - ES0 - Tier II

Plate
Page 1 (2) Charge Air Pipes 51230-17
L16/24
088 064 027 052 027

S1
039
040
027
015
039
040
135 111 S1 040 483
064
S1 - S1
483
040
10.04 - ES0 - Tier I - Tier II (5-6L16/24)

Plate
51230-17 Charge Air Pipes Page 2 (2)
L16/24
Item Item
027 Seal ring Tætningsring

039 2/E Screw Skrue
040 Lock washer Låseskive

052 Intermediate piece Mellemstykke

064 Clamp Sikkerhedsring

088 1/E Charging air mani- Rørstykke

fold
111 8/E Screw Skrue
135 2/E Screw Skrue
483 Screw Skrue

10.04 - ES0 - Tier I - Tier II (5-6L16/24)

Plate
Page 1 (2) Charge Air Pipes 51230-18
L16/24
S1
601
554
S1
529 578 554
554 708 698 686

566
S1-S1
517 662
542
674
530
650
591
613
554 625
637
649
10.40 - ES0 - Tier II (5-6L16/24)

Plate
51230-18 Charge Air Pipes Page 2 (2)
L16/24
Item Item
517 1/E Pipe piece Rørstykke
529 9/E Screw Skrue
530 1/E Screw Skrue
542 1/E Protection of Dækning af lade-

charge air casing luftrør
566 6/E Screw Skrue
578 6/E Screw Skrue
591 3/E Screw Skrue
601 1/E Screw Skrue
613 2/E Screw Skrue
625 1/E Diffuser Diffusor
649 6/E Screw Skrue
650 4/E Screw Skrue
662 1/E Compensator Kompensator
674 4/E Screw Skrue
698 4/E Bolt Bolt
708 4/E Nut Møtrik
10.40 - ES0 - Tier II (5-6L16/24)

Plate
Page 1 (2) Oil Drain from Turbocharger 51231-11
L16/24
465
453
428
489
477
490
441
S1
597
573
585 548
S1
561
S1 - S1
477
Siphon inside FEB
12.02 - ES0 - Tier II

Plate
51231-11 Oil Drain from Turbocharger Page 2 (2)
L16/24
Item Item
428 1/E Drain for TC Dræn for TC
441 1/E Drain for TC Dræn for TC
453 2/E Screw Skrue
477 2/E Packing Pakning
489 2/E Bolt Bolt
490 2/E Nut Møtrik
548 2/E Screw Skrue
561 2/E Disc Skive
573 1/E Siphon Olielås
585 5/E Screw Skrue
597 1/E Screw Skrue
12.02 - ES0 - Tier II

Plate
Page 1 (2) Mounting of Charge Air Cooler 51235-04
L16/24
S1 : S1
S1 S2 S3 S4 S5
S2
S1
360 S3 S5
charge air cooler,

S4
see plate 51201
S2 : S2
479 480 492 502 S3 : S3 S4 : S4

443
467
587
347 384 372 359
S5 : S5
538 406 396 418 455 431
575
526 551 563 514
11.13 - ES0
Plate
51235-04 Mounting of Charge Air Cooler Page 2 (2)
L16/24
Item Item
347 1/E Valve Ventil
359 3/E Intermediate piece Mellemstykke
396 1/E Bushing Bøsning
443 4/E Screw Skrue
455 1/E Valve Ventil
467 4/E Screw Skrue
479 1/E Pipe Rør
480 1/E Spring Fjeder
492 1/E Plate Plade
502 1/E Pipe Rør
514 1/E Slider Glider
526 2/E Bushing Bøsning
538 1/E Actuator Aktuator
563 1/E Sealing ring Tætningsring
575 8/E Screw Skrue
11.13 - ES0
Plate
Page 1 (2) Control Air for Preheating Valve 51236-03
L16/24
474 450 258 401 258

462 271 437 271 354
342 486 413
498 A-A
317
329
295
305
401
425
234
246
258
271
222
210
234
283
330
342
474 401 258 354 342 401

449 437 271
11.47 - ES0 - Tier II

Plate
51236-03 Control Air for Preheating Valve Page 2 (2)
L16/24
Item Item
210 1/E Straight male stud Ligeforskruning

coupling
222 1/E Pipe Rør
234 1/E Pipe Rør
246 1/E Straight coupling Ligeforskruning
258 16/E Pipe clamp Rørholder
283 1/E Adjustable T-coupling Justerbar T-samling
295 1/E Support Støtte
305 2/E Screw Skrue
317 1/E Solenoid valve Magnetventil
329 2/E Screw Skrue

coupling
342 1/E Pipe Rør
354 1/E Male stud elbow Vinkelforskruning

coupling
401 4/E Straight coupling Ligeforskruning
413 1/E Pipe Rør
425 1/E Pipe Rør
437 1/E Pipe Rør
449 1/E Pipe Rør
450 1/E Pipe Rør
462 1/E Adjustable elbow Justerbar vinkelforskru-

coupling ning
474 1/E Solenoid valve Magnetventil
486 1/E Packing rings Pakningsring
11.47 - ES0 - Tier II

Index
Page 1(1)
Compressed Air System 513
L16/24
Description
Compressed Air System (low pressure) -------------------------------------------------513.01 (26)

Compressed Air System ---------------------------------------------------------------------513.01 (27)
Working Card
Air Filter ------------------------------------------------------------------------------------------513-01.21 (02)

Overhaul, Test and Inspection of Air Starter ------------------------------------------- 513-01.30 (06H)
Emergency Starting Valve ------------------------------------------------------------------ 513-01.40 (02H)
Check of Compressed Air Piping System -----------------------------------------------513-01.90 (03)
Plates
Air Starter ---------------------------------------------------------------------------------------------- 51309-6

7XUQLQJ*HDUZLWK$WWDFKPHQW ---------------------------------------------------------------------5132+
Main Stop Valve -------------------------------------------------------------------------------------- 51315-02H
Air Filter -------------------------------------------------------------------------------------------------51321-03
Pressure Reduction Valve ------------------------------------------------------------------------- 51322-10
Turning Gear with Attachment -------------------------------------------------------------------- 51325-02H
Overspeed Stop Valve ------------------------------------------------------------------------------ 51327-02
Arrangement of Jet System ------------------------------------------------------------------------51330-07H
Starting Air Receiver -------------------------------------------------------------------------------- 51335-01H
Your Notes :
Description
Compressed Air System 513.01
Page 1 (2)
Edition 26
L16/24
On-off valve for jet system

Main starting valve
(with push button for
emergency / local start)
PT
70
SS
32 K1
Strainer
Charge air preheater SS
valve and actuator 83
Solenoid valve for charge

air preheating system
SA SSH
On-off valve for shutdown 99 81-1
Cylinder for charge
air preheating system (with push button for SS SX SX SSH
Air starter 84 84 83 81-2
emergency stop)
UX
95
Cyl. 1 Monito-
Safety
ring
system SS
system 86
SX
ZS ZS SX ZS 86
SS 75 96 32 97
Compressed air to TC, Optional — 86
(see combustion air diagram) Cylinder for Stop solenoid
Lambda controller on governor
PS
and overspeed stop 31
Charge air inlet,

(see combustion air diagram)
Fig. 1 Diagram for 10 bar compressed air system.
General Starting System
The compressed air system on the engine consists The engine is started by means of a built-on air
of a starting system, starting control system and starter, which is a turbine motor with safety clutch
safety system. Further, the system supplies air to and drive shaft with pinion. Further, there is a main
the jet assist system. starting valve.
The compressed air is supplied from the starting

air receivers (max. 10 bar). If needed an additional Control System
air reduction station can be supplied for external
instal-lation. The air starter is activated electrically with a pneumatic
solenoid valve. The valve can be activated manually
To avoid dirt particles in the internal system, a strainer from the starting box on the engine, and it can be
is mounted in the inlet line to the engine. arranged for remote control, manual or automatic.
11.40 - ES1 - Tier II

513.01 Compressed Air System (low pressure)
Description
Page 2 (2)
Edition 26
L16/24
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the basemodule mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
As shown in fig. 2.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
Safety System air will be led to the air starter, which will start to
turn the engine.
As standard the engine is equipped with a pneumatic/
mechanic stop cylinder, which starts to operate if the When engine rpm exceeds approx. 158 and firing
safety system is activated. The system is activated has taken place, the starting valve is closed whereby
electrically or mechanically by 3/2-way valve on top the air starter is disengaged.
of engine, behind regulator.
Air supply must not be interrupted when the engine

is running.
Fig. 2 Emergency start.
11.40 - ES1 - Tier II

Description
Compressed Air System 513.01
Page 1 (2)
Edition 27
L16/24
On-off valve for jet system
SS
83
PT
70
SS
32 K1
Strainer
Reduction valve
Pressure: 30/7 bar Main starting valve /
Charge air preheater emergency start valve
valve and actuator
PAL
Safety valve 71
Air starter incl.
8 bar main valve and
reduction valve SA SSH
Solenoid valve 99 81-1
for charge air SS SX SX SSH
On-off valve 84 84 83 81-2
preheating system for shutdown
Cylinder for charge
air preheating system UX
95
Cyl. 1 Monito-
Safety
ring
system SS
system 86
SX
ZS ZS SX ZS 86
Compressed air to TC, SS 75 96 32 97
(see combustion air diagram) Optional — 86
Cylinder for Stop solenoid
Lambda controller PS
on governor
and overspeed stop 31
Charge air inlet,

(see combustion air diagram)
Fig. 1 Diagram for 30 bar compressed air system.
General Starting System
The compressed air system on the engine consists The engine is started by means of a built-on air
of a starting system, starting control system and starter, which is a turbine motor with safety clutch
safety system. Further, the system supplies air to and drive shaft with pinion. Further, there is a main
the jet assist system. starting valve.
The compressed air is supplied from the starting air

receivers (16-30 bar) through a reduction station, Control System
from where compressed air is supplied to the engine.
The air starter is activated electrically with a pneumatic
To avoid dirt particles in the internal system, a strainer 3/2-way solenoid valve. The valve can be activated
is mounted in the inlet line to the engine. manually from the starting box on the engine, and
it can be arranged for remote control, manual or
automatic.
11.40 - ES1 - Tier II

513.01 Compressed Air System Description
Page 2 (2)
Edition 27
L16/24
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the basemodule mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
As shown in fig. 2.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
Safety System air will be led to the air starter, which will start to
turn the engine.
As standard the engine is equipped with a pneumatic/
mechanic stop cylinder, which starts to operate if the When engine rpm exceeds approx. 158 and firing
safety system is activated. The system is activated has taken place, the starting valve is closed whereby
electrically or mechanically by 3/2-way valve on top the air starter is disengaged.
of engine, behind regulator.
Air supply must not be interrupted when the engine

is running.
Fig. 2 Emergency start.
11.40 - ES1 - Tier II

Page 1 (2) Air Filter Edition 02
General

Shut-off fuel oil
Shut-off nozzle cooling oil
Cleaning and/or maintenance of air filter.
Starting position
Related procedure
08028-0D/H5250/94.08.12
Working time : hours Plate no Item no Qty/

Capacity : man
Data

08.21 - ES0
Edition 02 Air Filter Page 2 (2)
General
Cleaning Air Filter To replace filter element
1) Depressurize unit. 7) Depressurize unit.
2) Remove bowl and bowl guard assembly by 8) Remove bowl and bowl assembly by turning
turning counter-clockwise. counter-clockwise.
3) Inspect bowl for damage seals and replace, if 9) Unscrew baffle by turning counter-clockwise.
nessesary.
10) Remove filter element and discard.
4) If bowl becomes dirty clean it by wiping the
bowl with a soft dry cloth or mild detergent. 11) Install new filter element and reassemble in
reverse order.
5) Before returning to service, insure that all seals
have been reinstalled or replaced. 12) Before returning to service, insure that all seals
have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in 13) Reinstall bowl and bowl guard assembly and
place. Align arrow on bowl guard with arrow on filter rotate bowl guard clockwise to securely lock in
body. place. Align arrow on bowl guard with arrow on filter
body.
08028-0D/H5250/94.08.12
Fig 1 Air Filter
08.21 - ES0
Page 1 (2) Overhaul, Test and Inspection of Air Starter Edition 06H
L16/24

Shut-off fuel oil
Check of air starter

Disassembly, overhaul and assembly of the air
starter.
Starting position
All connections to the air starter have been remo-

ved, and air starter is removed.
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
51309 614 1
(set of seals, air starter)
Data
51309 615 1
Data for pressure and tolerance (Page 500.35) (repair kit, air starter)
03.14 - ES0
Edition 06H Overhaul, Test and Inspection of Air Starter Page 2 (2)
L16/24
Operation On putting into operation
Before putting into operation In case of manual start, operate the push-button
valve for very short periods only.
– Check if the installation has been accomplished
in accordance with our instructions.
Complete Overhaul
– Check the adjustment of the auto-start device
(if installed), to ensure: – Strip the starter and clean all lines and pipe-
work.
– the speed of the starter shaft never exceeds
the value of 3.500 rpm. – Check rotors and advance mechanism; clean
same and replace worn or rusted parts.
– the starter stops working, once the engine
hasattained a speed 1 to 1.5 times is igni- – Check the driving pinion for wear and replace
tion speed. it if necessary.
– Check that the air receiver is charged and that – Revice all valves and replace joints.
the flow valve is opened.
– Test for leaks and check that the control circuit Storage
is not chocked.
When leaving our works, the starters contain antirust
– Check for correct meshing of the driving pinion oil to protect their inner parts. In spite o this, we must
with the flywheel gear ring by means of several recommended storage in a dry place.
short starter impulses.
08028-0D/H5250/94.08.12
03.14 - ES0
Page 1 (2) Emergency Starting Valve Edition 02H
L16/24

Shut-off fuel oil
Lubricating, disassembly and reassembly of Small screwdriver

emergency starting valve in starting system.
Starting position
Related procedure

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

Capacity : 1 man
Data

98.45 - ES0
Edition 02H Emergency Starting Valve Page 2 (2)
L16/24
Emergency Starting Valve
The emergency starting valve is placed on the tur-

bine starter and should be tested according to the
planned maintenance programme.
1) Switch the engine to "local" on the operating

box panel.
2) Push the emergency start button with a small

screwdriver, as shown in fig 1, until the engine
ignites.
3) Release the button. The button is springloaded

and will automatically return to the start posi-
tion.
Fig 1 Emergency starting valve.
08028-0D/H5250/94.08.12
98.45 - ES0
Page 1 (2) Check of Compressed Air Piping System Edition 03
General

Shut-off fuel oil
Shut-off nozzle cooling oil
Check of compressed air piping system. Screwdriver.
Starting position
Compressed air connected to the engine.
Related procedure

Manpower
Plate no Item no Qty. /
Working time : 1/4 hour
08028-0D/H5250/94.08.12
Capacity : 1 man
Data

02.20 - ES0
Edition 03 Check of Compressed Air Piping System Page 2 (2)
General
With Air Connected With Air Disconnected and Stopped En-
gine
1) Examine the piping system for leaks.
6) Move all valves and cocks in the piping sys-
2) Retighten all bolts and nuts in the piping sy- tem. Lubricate valve spindles with graphite or
stem. similar.
3) Drain the system for condensed water. This 7) Connect the air supply and make a function
should be based on observations. test of the emergency valve. See Description
513.01.
4) Check flexible connections for leaks and da-
mages.
It is important that the flexible connections are free

from paint and grease and in healthy condition.
5) Check manometers.
08028-0D/H5250/94.08.12
02.20 - ES0
Plate
Page 1 (2) Air Starter 51309-18H
L16/24
408
685 707
697
349
337 673
648 325
171
All valves and fittings
158 has to be approved by
038* classification society.
217*
230*
134
242 109
183 051*
195 063*
254 291*
266 099
087*
026
014*
10.18 - ES0
Plate
51309-18H Air Starter Page 2 (2)
L16/24
Item Item
014* 1/S Drive pinion screw Tandhjulsskrue 624 1/S Spare parts kit for Reservedelskit for
air starter, incl. item startemotor, inkl. item
026 1/S Drive pinion, Tandhjul, 014, 038, 051, 063, 014, 038, 051, 063,
incl item 291 inkl. item 291 087, 217, 230, 291 087, 217, 230, 291
038* 1/S Gasket for housing Pakning for 648 1/S Spare parts kit for Reservedelskit for
cover motorhusdæksel item 325, consisting item 325, indeholder
of element, gasket element, pakning
051* 1/S Front drive shaft Forreste
bearing drivakselleje 673 1/S Straight male stud Ligeforskruning
coupling
063* 1/S Drive housing seal Tætning for drivgear
685 1/S Reducing stand Reduktionsrør
087* 6/S Flange cap screw Dækselskrue for pipe
flange
697 1/S Adjustable Justerbar
099 1/S Flange cover Flangedæksel T-coupling T-forskruning
109 1/S Flange Flange 707 1/S Nipple Nippel
134 1/S Return spring Fjeder
158 1/S Housing cover Motorhusdæksel
171 4/S Bolt for housing Bolt for motorhus

cover dæksel
183 1/S Housing Motorhus
195 1/S Vent plug Afluftningsskrue
217* 4/S Mounting bolt Bolt for montering
230* 1/S O-ring O-ring
242 1/E Air starter com- Startemotor komplet

plete
254 3/S Screw Skrue
266 3/S Washer Skive
291* 1/S Shaft collar Støttering
325 1/S Strainer complete Vandsi komplet
337 1/S Adj. straight male Justerbar

stud coupling ligeforskruning
349 1/S Adjustable Justerbar

elbow vinkelforskruning
408 1/S Solenoid valve Magnetventil
Qty/S = Qty/Air starter Qty/S = Qty/Startemotor
10.18 - ES0
Plate
Page 1 (2) Turning Gear with Attachment 51325-02H
L16/24
08028-0D/H5250/94.08.12
All valves and fittings

has to be approved by
classification society.
99.03 - ES0
Plate
51325-02H Turning Gear with Attachment Page 2 (2)
L16/24
Item Item
011 1/E Sleeve Bøsning
023 1/E Shaft Aksel
035 1/E Pressure spring Trykfjeder
047 2/E Screw Skrue
059 2/E Screw Skrue
060 1/E Position swich Position switch
084 1/E Spur gear Cylindrisk tandhjul
096 1/E Shaft, complete incl. Aksel, komplet inkl. item

item 023, 035, 072, 023, 035, 072, 084
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine. Qty/E = Qty/Motor.
99.03 - ES0
Index
Page 1(1)
Fuel Oil System 514
L16/24
Description
Internal Fuel Oil System ----------------------------------------------------------------------- 514.01 (02H)
Working Card
Dismounting/Mounting ofFuel Injection Pump ------------------------------------------- 514-01.05 (18)

Fuel Injection Valve ----------------------------------------------------------------------------- 514-01.10 (19)
Duplex filter 2-04-5
Check of Fuel Oil Piping System-------------------------------------------------------------514-01.90 (04H)
Plates
Fuel Injection Pump ------------------------------------------------------------------------------------51401-25

Fuel Injection Valve ------------------------------------------------------------------------------------ 51402-26H
Fuel Injection Pipe --------------------------------------------------------------------------------------51404-17H
Safety Filter ---------------------------------------------------------------------------------------------- 51415-03
Fuel Oil Arrangement ----------------------------------------------------------------------------------51430-
Fuel Injection Pump Connections ------------------------------------------------------------------ 51435-12H
Your Notes :
Description 514.01
Page 1 (2) Internal Fuel Oil System Edition 02H
L16/24
Fig 1 Diagram for fuel oil system
Fuel Oil System The fuel injection valve is located in a valve sleeve
in the centre of the cylinder head. The opening of
The built-on fuel oil system consists of inlet pipes for the valve is controlled by the fuel oil pressure, and
fuel oil, mechanical fuel pump units, high-pressure the valve is closed by a spring.
pipes as well as return pipes for fuel oil.
The high pressure pipe which is led through a bore
Waste oil and fuel oil leakages are led to a leakage in the cylinder head is surrounded by a shielding
alarm which is heated by means of the inlet fuel tube.
oil.
The shielding tube also acts as a drain channel in
order to ensure any leakage from the fuel valve and
Fuel Injection System the high pressure pipe will be drained off.
The engine is provided with one fuel injection pump The complete injection equipment including injec-
08028-0D/H5250/94.08.12
unit, an injection valve, and a high pressure pipe for tion pumps and high pressure pipes is well enclosed
each cylinder. behind removable covers.
The injection pump unit is mounted on the engine

frame. The pump unit consists of a pump housing
embracing a roller guide, a centrally placed pump
barrel and a plunger. The pump is activated by the
fuel cam, and the volume injected is controlled by
turning the plunger.
98.41 - ES0
514.01 Description
Edition 02H
Internal Fuel Oil System Page 2 (2)
L16/24
Running-in Filter
The running-in filter has a fineness of 50 mm and is

placed in the fuel inlet line as an integrated part of
the fuel oil leaking alarm box. Its function is to remove
impurities in the fuel pipe between safety filter and
the engine in the running-in period.
Note: The filter must be removed before ship delivery

or before handling over to the customer.
It is adviced to install the filter every time the ex-

tern fuel pipe system has been dismantled, but it
is important to remove the filter again when the
extern fuel oil system is considered to be clean for
any impurities.
08028-0D/H5250/94.08.12
98.41 - ES0
Working Card Dismounting/Mounting of 514-01.05
Page 1 (3)
Fuel Injection Pump Edition 18
L16/24

Shut-off fuel oil

Dismounting/mounting of fuel injection pump. Open-end spanner, 36 mm

Unbraco top and ratchet, 10 mm
Plier for lock ring, outer
Unbraco top, 8 mm
Torque wrench
Tools for cleaning.
Starting position Clean kerosene or gas oil.
Antiseizure product.
Cover for fuel injection pump has been (Copaslip, Molykote GN Plus or similar)
dismounted.
Related procedure
Working time : 2 hours Plate no Item no Qty /

Capacity : 1 man

Data

11.03 - ES0, Tier II, MAN

514-01.05 Dismounting/Mounting of Working Card
Edition 18 Fuel Injection Pump Page 2 (3)
L16/24
Dismounting of Fuel Injection Pump
Dismounting of fuel injection pipe.
1) Unscrew the sleeve piece (1).
2) Remove the high pressure pipe.
Fig 1 Dismounting of fuel injection pipe.
Dismounting of Fuel and Drain Pipes
4) The lock ring (1), see fig 2 must be shifted into

the groove in the center of the pipe. Fig 2 Dismounting of fuel and drain pipes.
5) Push the fuel and drain pipes into the adjacent

pump until the injection pump is free, see fig
2. pointer.The pointer position for the adjustment value,
the "adjustment point", is a 18 mm and can be read
from the scale on the control rack.
Removal of Fuel Injection Pump
8) Attach the injection pump to the engine frame,
6) Separate the spring loaded lever from the tighten the 5 screws with a torque, according
regulating rod on the fuel injection pump. to description 500.40.
7) Remove the screws in the bottom flange and 9) Reconnect the regulating rod to the spring
take the fuel injection pump away. loaded lever.
Mounting of Fuel Injection Pump Assembly of the Pressure Pipe
New pumps: Remove preserving agents. 10) Renew O-ring (pos 2, fig. 4), and coat the high-
pressure connecting threds at the pump and
The injection pumps are adjusted by the manufacturer at the pressure piece including the O-rings.
to a uniform delivery quantity of 75% by means of a

Working Card Dismounting/Mounting of 514-01.05
Page 3 (3)
Fuel Injection Pump Edition 18
L16/24
11) Screw the pressure pipe manually to the pres- Mounting of Fuel and Drain Pipes
sure piece.
15) Check the fuel and leakage pipes, they must
12) The correct positioning of the sealing cone not have any sharp bores on the outer circum-
from the pressure pipe has to be checked. The ference, the inner circumference must be free
sealing cone must be completely ummersed of any residuals.
into the pressure nozzle of the injection pump
(approx. 3.6 mm). The sleeve nut has to be 16) Rub the O-rings in the injection pump with
screwed manually to the pressure socket of paste for lip-type packing.
the injection pump.
17) Mount the pipes opposite order of dismantling
13) Tighten the sleeve nut at the pressure piece point 4-5.
with 65 + 5 Nm.
14) Tighten the sleeve nut at the connecting socket

of the pump with 65 + 5 Nm.

Your Notes :
Working Card
Fuel Injection Valve 514-01.10
L16/24


Description
Dismounting, overhaul, pressure testing and

mounting of fuel injection valve.
Top cover on the cylinder head and front cover Ring and open end spanner 12 mm
on the fuel injection pump has been dismounted. Ring and open end spanner 24 mm
Fuel injection pipe dismounted 514-01.05 Socket spanner 24 mm
Socket spanner 30 mm
Tools for cleaning.
Clean kerosene or gas oil.
Antiseizure product.
(Copaslip, Molykote GN Plus or similar).
Related procedure

Capacity : 1 man
51402 116 3/valve
Data

11.38 - ES0
514-01.10 Fuel Injection Valve
Working Card
Page 2 (5)
Edition 19
L16/24
The fuel injection valve is the single component 6) Loosen the nozzle nut (5). If it is jammed, then
that has the greatest influence on the diesel engine heat the nozzle nut up in hot oil.
condition. Various forms of operation and quality of
fuel oil affect the overhaul intervals. In some cases it 7) Remove the injector nozzle (6). Be careful that
may be necessary to shorten the prescribed intervals. the the injector needle does not fall out.
Dismounting and Cleaning Attention
1) Dismount the fuel injection valve from the Do not damage the lapped surface.
cylinder head by means of the special tool as
shown in fig 1. 8) Dismount all other components.
2) Mount the fuel injection valve on the pressure 9) All parts must be cleaned with kerosene or gas
testing pump. oil and a hard brush (not a steel brush).
Note: Utmost cleanliness and care are required dur- 10) Clean the nozzle holes of charred coke by
ing the disassembly of fuel injection valve. means of the supplied special drill please see
plate 52014 with holder.
3) Loosen the nut (2), fig 2.
11) Clean carefully the injector body by placing
4) Then release the pressure spring (3). these in a cleaning liquid and then blow through
the parts with dry air.
5) Clean the lower part of the nozzle from carbon-
ized oil disposits.
Fig 1 Tool for dismounting of fuel injection valve. Fig 2 Fuel injection valve.
11.38 - ES0
Working Card
L16/24
Inspection of the Parts c. Renew the O-rings (4).
12) Nozzles are matched by lapping and are there- d. Tighten torque for lock nut (2), see description
fore only interchangeable as units. 500.40.
13) The injector needle, which has been previ-

ously cleaned, wetted by test oil P3 gero cut Pressure Testing of Fuel Injection Valve
S 102 or diesel fuel and inserted into nozzle
body, is pulled out to approx. one third of its 19) The most effective checking of the fuel injection
sliding surface. At an almost vertical position, valves is obtained through pressure testing,
the injector needle must quickly slide onto the preferably carried out after each overhaul and
tight seat by its deadweight. This check-up has also in case of irregularities in operation. The
to be carried out for three almost uniformly pressure testing is carried out in the following
distributed turning position of the needle. way by means of the pressure testing apparatus
supplied.
14) If the holes are oval worn, which is checked by
means of a magnifying glass, the nozzle must 20) Mount the fuel injection valve in the test tool
be scrapped. again. The bracket to be in such a position that
the nozzle of the injector is pointing downwards.
15) The best way, however, to check if the holes
are worn out is to control the flow rate of the 21) To flush off possibly existing dirt particles in
nozzle which, in general, only can be made the fuel system of the injection valve, it is
at the manufacturer's works on a special test recommended to pump through fuel several
stand. times, while the released pressure spring (3),
fig 2 of the nozzle holder is increase pressure
16) Every effort to refurbish will result in alterations by means of the lever on the test pump, and
of these values and malfunction of the nozzle. adjust the opening pressure to 450 bar, by the
If heavy abrasion symptoms, respectively dam- adjusting screw (1), then tighten lock nut (2)
ages are observed at the visual inspection of the and check opening pressure again.
parts, the parts in question must be replaced.
22) The fuel injection valve shall properly spray at
a pumping frequency of approx. 1 to 2 strokes/
Reassembling second, do not expect chattering. The fuel
(MDO) must be atomized by uniform jets. After
17) When all parts have been overhauled, found the jets are cut off, no fuel (MDO) drop shall
in good order and carefully cleaned, assemble fall down from the bottom of the spraying ball
the fuel injection valve again. during 10 seconds when the injector nozzle
is vertically placed. Do not expect a nozzle tip
18) When assembling the fuel injection valve, with more than 1000 running hours to perform
proceed in the opposite order compared to the like a new nozzle in the test pump.
disassembly. Pay attention to the following:
23) All connecting and attached points of the fuel
a. Lubricate the threads on the adjusting screw injection valve must not leak during this check-
(1), fig 2, with lub. oil, and the threads of the up.
nozzle holder for the nozzle nut. The shoulder
of the nozzle which is in contact with the noz- If the test conditions are not fulfilled it is necessary
zle nut, must be lubricated with an antiseizure to demount the fuel injection valve to determine the
product. causes. For that purpose, check the slidability of the
injector needle and that the injection nozzle is not
b. The sealing plane surface of body and nozzle jammed in the nozzle holder.
must be wiped dry with paper.
11.38 - ES0
514-01.10 Fuel Injection Valve Working Card
L16/24
No Jamming Assembly of the Injection Valve
If the injector nozzle is deformed by the tightening 25) Coat the o-rings at the injection valve with
of the nozzle nut (5), fig 2, the injector needle will be graphite paste.
jammed in the nozzle body. Then fuel will be leav-
ing the spray holes as not or only partially atomized 26) The injection valve has to be inserted into the
straight jet only. Tightening torque for nozzle nut (5), cylinder head. Care for the alignment of the
see description 500.40. high-pressure cone connection.The alignment
of the injection valve is ensured by tightening
the pressure piece before tightening the injec-
tion valve.
Assembly of the Pressure Piece
27) Pull off the immosion-melting coating from the

pressure piece. Blow the fuel borehole clean by
air to remove dirt. Renew and coat the o-ring
on fig 4 for the sealing in the cylinder head with
graphite paste.
28) Carefully insert the pressure piece together

with spring lock washers into the cylinder head.
Press the pressure piece thoroughly by hand
down to the sealed seat of the injection valve.
29) The nut including the guiding gasket has to be

screwed on the stud bolt. The pressure piece
must be turned clockwise up to the stop of
the spring lock washer. Tighten the nut see
description 500.40. Care that the wrench is
not pressed against the pressure piece. The
tightening torque is then to small in this case
Fig 3 Grinding tool for seat and liner for fuel injection valve. and leakages will be the consequence.
Conditions of Labour Safety

O-ring
The fuel jets must not be touched under any circum-
stances as they hit through the skin tissue, and cause
blood poisoning. Urgently comply with the regulations
on fire prevention when handling inflammable liquids.
Mounting of the Fuel Injection Valve in Cyl-

inder Head
24) Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head. Fig 4 Fuel injection pipe.
If necessary, grind the seating face with the
grinding tool, fig 3.
11.38 - ES0
Working Card
L16/24
30) When the pressure piece has been tightened, 32) Screw the pressure pipe manually to the pres-
the fixing flange for the injection valve must be sure piece.
plugged on. The washers and nuts have to be
attached or screwed on. The injection valve 33) The correct positioning of the sealing cone
is pressed to the sealed seat by an alternate from the pressure pipe has to be checked at
tightening of the nuts. The nuts shall be tight- the pump.The sealing cone must be completely
ened, see description 500.40 and with use of ummersed into the pressure nozzle of the in-
antiseizure products. jection pump (approx. 3.6 mm). The sleeve nut
has to be screwed manually to the pressure
socket of the injection pump.
Assembly of the Pressure Pipe
34) Tighten the sleeve nut at the pressure piece,
31) Renew o-ring on fig 4, and coat the high- see description 500.40.
pressure connecting threds at the pump and
at the pressure piece including the o-rings. 35) Tighten the sleeve nut at the connecting socket
of the pump, see description 500.40.
11.38 - ES0
Your Notes :
Your Notes :
Page 1 (2) Check of Fuel Oil Piping System Edition 04H
L16/24

Shut-off fuel oil
Description
Hand tools
Check of fuel oil piping system.
Starting position
Engine is running.
Related procedure
Working time : ½ hour Plate no Item no Qty. /

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

01.08 - ES0
Edition 04H Check of Fuel Oil Piping System Page 2 (2)
L16/24
Fuel Oil System 4) Move all valves in the piping system.
Lubricate valve spindles with graphite or simi-
Important for starting up new engines or newly lar.
overhauled engines!
5) Check flexible connections for leaks and dam-
The system includes all parts in the internal fuel oil ages.
system, ie main components as pumps, high pressure
pipes, pressure piece, injection valve and all types It is important that the flexible connections are free
of connections, all types of pipes as well as leakage from paint and grease and in healthy condition.
alarm and safety filter.
6) Check for any leak of the O-ring for the fuel
These components have to be checked at intervals ac- injection pipe.
cording to the "Planned maintenance programme".
When the engine has reached normal working
1) Dismount the covers to the injection pumps. temperature and no later than 24 operating hours
Blow through drain pipes. after starting up, the complete fuel oil system has
to be checked according to the above-mentioned
2) Examine the piping system for leaks. No outer instruction book working card "Check of the fuel oil
leaks can be permitted. piping system".
3) Retighten all bolts, nuts and plugs in the pip- If the above instructions are not followed carefully,
ing system. Especially does all high pressure there is a risk of oil leakage that can result in danger-
parts have to be tightened correctly. Please, ous vaporised fuel emission into the engine room.
see working cards in section 514 "Fuel Oil
system". Concerning fuel oil condition, see section 504.
08028-0D/H5250/94.08.12
01.08 - ES0
Plate
Page 1 (2) Fuel Injection Pump 51401-25
L16/24
992*
408* 781
984* 768*
756 982*
386* 986*
990*
171
337*
362* 350*
002 433*
469
470 839*
840
516 075
541a
541b
541c
935* 158*
923* 541d
445 541e
553 541f 876
972* 541g
528
974* 541h
978*
976* 541i
980*
195
793a
852
793b
134 793c
793d
793e
793f
793g 911*
864* 888
827
815
134 803
947

Plate
51401-25 Fuel Injection Pump Page 2 (2)
L16/24
Item Item
002 1/P Housing Hus 793a 1/P Plate 0.5 mm Plade, 0.5 mm
793b 1/P Plate, 1.0 mm Plade, 1.0 mm
075 1/P Connection piece Forbindelsesstykke 793c 1/P Plate, 1.5 mm Plade, 1.5 mm
793d 1/P Plate, 2.0 mm Plade, 2.0 mm
134 2/P Hexagon socket head Unbrakoskrue 793e 1/P Plate, 2.5 mm Plade, 2.5 mm
cap screw 793f 1/P Plate, 3.0 mm Plade, 3.0 mm
793g 1/P Plate, 3.5 mm Plade, 3.5 mm
158* 1/P Seal ring Tætningsring
803 1/P Plate, Plade
171 1/P Pump element, com- Pumpeelement, kom-
plete plet 815 2/P Countersunk screw Skrue
195 1/P Fuel pump, complete Brændselspump, kom- 827 1/P Threaded bar Gevindjern
plet
839* 1/P Circlip Snapring
337* 2/P Support ring Støttering
840 1/P Arresting bolt Bolt
350* 1/P Seal ring Tætningsring
852 4/C Hexagon socket head Unbrakoskrue
362* 1/P Seal ring Tætningsring cap screw
386* 1/P Seal ring Tætningsring 864* 1/P Gasket Pakning
408* 1/P Seal ring Tætningsring 876 2/P Screw Skrue
433* 1/P Seal ring Tætningsring 888 2/P Plug screw Propskrue
445* 1/P Seal ring Tætningsring 911* 1/P Seal ring Tætningsring
469 1/P Regulating guide Reguleringsstyr 923 1/P Arresting bolt Bolt
470 1/P Spring plate Fjederplade 935* 1/P Seal ring Tætningsring
516 1/P Pressure spring Trykfjeder 947 1/P Wire Wire
528 1/P Roller guide, complete Rullestyr, komplet inkl. 972* 1/P Housing Hus
incl. item 972, 974, 976, item 972, 974, 976,
978, 980 978, 980 974* 1/P Roller Rulle
541a 1/P Shim, 8.10 mm Mellemlæg, 8,10 mm 976* 1/P Roller pin Rulletap
541b 1/P Shim, 7.90 mm Mellemlæg, 7,90 mm
541c 1/P Shim, 7.95 mm Mellemlæg, 7,95 mm 978* 1/P Bolt Bolt
541d 1/P Shim, 8.05 mm Mellemlæg, 8,05 mm
541e 1/P Shim, 8.00 mm Mellemlæg, 8,00 mm 980* 1/P Pressure spring Trykfjeder
541f 1/P Shim, 8.15 mm Mellemlæg, 8,15 mm
541g 1/P Shim, 8.20 mm Mellemlæg, 8,20 mm 982* 1/P Valve cone Ventilhus
541h 1/P Shim, 8.25 mm Mellemlæg, 8,25 mm
541i 1/P Shim, 8.30 mm Mellemlæg, 8,30 mm 984* 1/P Valve cone Ventilhus
553 1/P Spring plate Fjederplade 986* 1/P Pressure spring Trykfjeder
756 1/P Connection socket, Forbindelsesstykke, 990* 1/P Cylindrical pin Cylindrisk skrue
complete incl. item komplet inkl. item 982,
982, 984, 986, 990, 992 984, 986, 990, 992 992* 1/P Pressure spring Trykfjeder
768* 6/P Seal ring Tætningsring 994 1/P Sealing kit for Fuel Pakningssæt for
pump, incl. item 158, brændselspumpe,
781 6/P Cylindrical screw Cylindrisk skrue 337, 350, 362, 386, 408, inkl. item 158, 337, 350,
433, 445, 768, 839, 864, 362, 386, 408, 433, 445,
911, 935 768, 839, 864, 911, 935
Qty/P = Qty/Pump Qty/P = Qty/Pumpe

Plate
Page 1 (2) Fuel Injection Valve 51402-26H
L16/24
297
08028-0D/H5250/94.08.12
10.10 - ES0 - Tier II

Plate
51402-26H Fuel Injection Valve Page 2 (2)
L16/24
Item Item
021 1/V Injection nozzle, Dyse,

1200 rpm engine 1200 omdr. motor
033 2/V O-ring O-ring
045 1/V Nozzle nut Dysemøtrik
057 1/V Pressure bolt Bolt
069 1/V Adjusting spindle Justebar spindle
070 1/V Pressure spring Trykfjeder
082 1/V Nut Møtrik
094 2/V Cylindrical pin Cylindrisk stift
104 1/V O-ring O-ring
116 1/C Fuel injection valve, Brændselsventil, kom

complete for 1200 rpm plet for 1200 omdr.
engine, incl. item 021, motor, inkl. item 021,
033, 045, 057, 069, 070, 033, 045, 057, 069, 070,
082, 094, 104, 128 082, 094, 104, 128
128 1/V Nozzle holder Dyseholder
141 1/V Pressure piece Spændestykke
153 2/V Nut Møtrik
165 2/V Sperical disc Skive
273 1/V Injection nozzle, Dyse,

1000 rpm engine 1000 omdr. motor
285 1/C Fuel injection valve, Brændselsventil, kom

complete for 1000 rpm plet for 1000 omdr.
engine, incl. item 033, motor, inkl. item 033,
045, 057, 069, 070, 082, 045, 057, 069, 070, 082,
094, 104, 128, 273 094, 104, 128, 273
297 2/C Bolt Bolt

08028-0D/H5250/94.08.12
Qty/V = Qty/Valve Qty/V = Qty/Ventil
10.10- ES0 - Tier II

Plate
Page 1 (2) Fuel Injection Pipe 51404-17H
L16/24
010 022
034
095
286 274
298
083
274
022
08028-0D/H5250/94.08.12
10.16 - ES0 - Tier II

Plate
51404-17H Fuel Injection Pipe Page 2 (2)
L16/24
Item Item
010 1/C Pressure piece Trykstykke
034 1/C Pressure pipe Højtryksrør
083 1/C Holder, complete Holder, komplet

incl. sleeve inkl. bøsning
095 1/C Nut Møtrik
286 1/C Stud Tap
08028-0D/H5250/94.08.12
Qty/E = Qty./Engine Qty/E = Qty./Motor
10.16 - ES0 - Tier II

Plate
Page 1 (2) Safety Filter 51415-03
General
08028-0D/H5250/94.08.12
03.18 - EO0
Plate
51415-03 Safety Filter Page 2 (2)
General
Qty. Designation Benævnelse Qty. Designation Benævnelse
1 1/E Fuel oil filter duplex, Brændselsoliespalte-

complete filter, komplet
2 2/F Screw plug Propskrue
3 2/F Gasket Pakning
10 6/F Bolt Bolt
11 2/F Cover Dæksel
12 2/F O-ring O-ring
13 8/F Nut Møtrik
16 1/F Ball valve Kugleventil
18 1/F Cock Hane
19 2/F O-ring O-ring
20 1/F Circlip ring Sikringsring
21 1/F Plug key Prop
22 2/F Filter element Filterelement
37 8/F Bolt Bolt
38 8/F Nut Møtrik
70 2/F Screw Skrue
72 2/F Nut Møtrik
73 2/F Spring washer Fjederskive

08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Engine
Qty./F = Qty./Filter Qty./F = Qty./Filter
03.18 - EO0
Plate
Page 1 (2) Fuel Oil Arrangement 51430-25
L16/24
061 193
073
360 107
264 119
156
085 168
097
181 203
443
036 120
264 132
288 144
311 252 215
012 239
024 240
276
227
323
384 239
335
240
347
431
359
372
406
467
Loop expansion joint, see plate 51902
418
Fuel oil leakage alarm, see plate 50925

Plate
51430-25 Fuel Oil Arrangement Page 2 (2)
L16/24
Item Item
012 1/E Screw Skrue 288 3/E Gasket Pakning
024 2/E Washer Skive 311 12/E Screw Skrue
036 1/E Pipe, Rør, 323 3/E Packing ring Pakningsring

fuel oil outlet afgang brændolie
335 8/E Screw Skrue
coupling 347 4/E Screw Skrue
073 2/E Reduction Reduktion 359 12/E Nut Møtrik
085 1/E Pipe clamp Rørholder 360 1/E Pipe, Rør,

fuel oil outlet afgang brændolie
097 1/E Screw Skrue
372 1/E Pipe, Rør,
107 1/E Pipe, Rør, fuel oil inlet tilgang brændolie
fuel oil inlet tilgang brændolie
384 1/E Pipe, Rør,
119 1/E Straight male stud Ligeforskruning fuel oil outlet afgang brændolie
coupling
406 1/E Bracket Konsol
120 1/E Pipe, drain Rør, dræn
418 3/E Screw Skrue
431 1/E Drain pipe Rør, dræn
144 2/E Screw Skrue
443 1/E Flat steel bars Fladståljern
156 1/E Adjustable elbow Justebar
coupling vinkelforskruning 467 3/E Nut Møtrik
168 1/E Pipe Rør
181 1/E Adjustable elbow Justerbar

coupling vinkelforskruning
193 1/E Adjustable elbow Justerbar

coupling vinkelforskruning
203 1/E Pipe Rør
215 1/E Straight coupling, Ligeforskruning,

complete komplet
227 1/E Pipe Rør
240 5/E Slotted cheese head Kærvskrue

screw
252 1/E Non-return valve Kontraventil
264 5/E Straight male stud Forskruning

coupling
276 1/E Screw Skrue

Plate
Page 1 (2) Fuel Injection Pump Connections 51435-12H
L16/24
For Fuel Pump,

see plate 51401 332
261
248 069 045 057 045 094 320
344
297 128
141
307 082
177 319
116
273 104
285
070
008 021 057
200 212 224 236
189
190
30 20 165
153
20
30
20
30
033
For Fuel Injection Pipe,
see plate 51404
08028-0D/H5250/94.08.12
10.19 - Tier II
Plate
51435-12H Fuel Injection Pump Connections (L'Orange) Page 2 (2)
L16/24
Item Item
008 5/C Screw Skrue 236 4/C Lock ring Låsering
021 1/C Seal ring Tætningsring 248 2/E Seal ring Tætningsring
033 1/C Clamping sleeve Bøsning 261 2/E Lock ring Låsering
045 Fuel oil pipe incl. item Brændsaelsolierør inkl. 273 2/E Seal ring Tætningsring
200 and 212 item 200 og 212
8/E 5 cyl. engine 5 cyl. motor 285 2/E Lock ring Låsering
12/E 7 cyl. engine 7 cyl. motor 297 1/E Closing screw Låsering
16/E 9 cyl. engine 9 cyl. motor 307 1/E Closing screw Låsering
057 Leak oil pipe incl. 224 Lækageoilerør inkl. item 319 1/E O-ring O-ring
and 236 224 og 236
4/E 5 cyl. engine 5 cyl. motor 320 1/E Seal ring Tætningsring
6/E 7 cyl. engine 7 cyl. motor 332 1/E Plug screw Propskrue
8/E 9 cyl. engine 9 cyl. motor 344 1/E Closing screw Låseskrue
069 2/E Fuel oil pipe incl. 248 Brændselsolierør inkl.

and 261 item 248 og 261
070 1/E Leak oil pipe incl. 273 Lækangeolierør inkl.

and 285 item 273 og 285
082 2/E Plug Prop
104 1/E Plug Prop
128 1/E Cover plate Dækselplade
141 2/E Hex. socket head cap Skrue

screw
153 1/E Cover plate Dækselplade
165 1/E Screw Skrue
177 1/E Connection socket Forbindelssestykke inkl.

incl item 297 and 307 item 297 og 307
189 2/E Stud screw Tapskrue
190 2/E Hex. nut Møtrik

08028-0D/H5250/94.08.12
200 4/C Seal ring Tætningsring
212 4/C Lock ring Låsering
10.19 - Tier II
Index
Page 1(1)
Lubricating Oil System 515
L16/24
Description
Internal Lubricating Oil System -------------------------------------------------------------- 515.01 (04H)
Working Card
Lubricating Oil Pump ----------------------------------------------------------------------------515-01.00 (03H)

Prelubricating Pump ---------------------------------------------------------------------------- 515-01.05 (03H)
Lubricating Oil Filter -----------------------------------------------------------------------------515-01.10 (02H)
Lubricating Oil, Thermostatic Valve ---------------------------------------------------------515-01.20 (03H)
Check of Lubricating Oil Piping System --------------------------------------------------- 515-01.90 (02H)
Lubricating Oil Cooler -------------------------------------------------------------------------- 515-06.00 (03H)
Centrifugal Bypass Filter -----------------------------------------------------------------------515-15.00 (03H)
Plates
Lubricating Oil Pump -----------------------------------------------------------------------------------51501-06H

Lubricating Oil Filter ------------------------------------------------------------------------------------51502-1H
Prelubricating Pump ----------------------------------------------------------------------------------- 51504-06
Lubricating Oil Cooler ----------------------------------------------------------------------------------51506-10H
Pressure Regulating Valve ---------------------------------------------------------------------------51507-04
Centrifugal By-pass Filter -----------------------------------------------------------------------------51515-02H
3UHOXEULFDWLQJ2LO$UUDQJHPHQW -------------------------------------------------------------------- 5153-026
0RXQWLQJRI/XEULFDWLQJ2RO7KHUPRVWDWLF(OHPHQWV----------------------------------------- 515-0
Prelubricating Oil Arrangement --------------------------------------------------------------------- 51535-02H
Mounting of Lubricating Oil Thermostatic Elements ------------------------------------------- 51545-02
Your Notes :
Description 515.01
Page 1 (2) Internal Lubricating Oil System Edition 04H
L16/24
Fig 1 Diagram for Internal Lubricating Oil System
Lubricating Oil System The main groups of components to be lubricated

are:
All moving parts of the engine are lubricated with oil
circulating under pressure. 1 - Turbocharger.
2 - Main bearings, big-end bearing etc.
3 - Camshaft drive.
System Flow
4 - Governor drive.
The lubricating oil pump draws oil from the oil sump 5 - Rocker arms.
and pushes the oil through the cooler and filter to 6 - Camshaft.
the main lubricating oil bore, from where the oil is
distributed to various lubricating points. From the ad 1) For priming and during operation the turbo-
lubricating points the oil returns by gravity to the oil charger is connected to the lub. oil circuit of the
sump.The oil pressure is controlled by an adjustable engine. The oil serves for bearing lubrication
spring-loaded relief valve built into the system. and also for dissipation of heat.
ad 2) Lubricating oil for the main bearings is sup-

08028-0D/H5250/94.08.12
plied through holes in the engine frame. From

the main bearings it passes through bores in
the crank-shaft to the connecting rod big-end
bearings.
98.50 - ES0
515.01 Description
Edition 04H
Internal Lubricating Oil System Page 2 (2)
L16/24
Channels have been bored into the connecting Lubricating Oil Cooler
rods for supply of oil from the big-end bearings
to the small-end bearings, which has an inner The lubricating oil cooler is of the plate type. The
circumferential groove, and a pocket for distri- cooler is mounted on the front-end box.
bution of oil in the bush itself. For supply of oil
to the pin bosses and the piston cooling.
Thermostatic Valve
From the front main bearings channels have
been bored in the crankshaft for lubricating of The thermostatic valve is a fully automatic 3-way
the pump drive. valve with thermostatic elements set at fixed tem-
perature.
ad 3) The camshaft drive gear wheels are being
lubricated via the oil-mist principle. Oil-mist is
being generated by oil, which is led out from Lubricating Oil Filter
the bearing in the intermediate wheels.
The lubricating oil filter is a full-flow depth filter of
ad 4) From bores in the engine frame the governor the duplex paper car tridge type, with a fineness of
drive is being pressure lubricated. 10-15 microns, and a safety filter with a fineness of
60 microns.
ad 5) The lubricating oil to the rocker arms is led
through bores in the engine frame to each cy-
linder head. The oil continues through bores in Pre-lubricating
the cylinder head to lubricate the rocker arms
and valve bridges. Further, lub oil is led to the The engine is equipped with an electric-driven prelub.
movable parts in need of lubrication. pump mounted parallel to the main pump. The pump
is arranged for automatic operation, ensuring stand-
ad 6) Lubrication to the fuel pump is supplied via still of the prelubricating pump when the engine is
the fuel camshaft bearing. running, and running during engine stand-still in
stand-by position by the engine control system.
Lubricating Oil Pump
The lubricating oil pump, which is of the helical gear

type, is mounted in the front-end box of the engine
and is driven by the crankshaft.
08028-0D/H5250/94.08.12
98.50 - ES0
Page 1 (3) Lubricating Oil Pump Edition 03H
L16/24

Shut-off fuel oil
Disassembly, overhaul and assembly of lubrica- Feeler gauge 0.1 mm, min length 40-50 cm
ting oil pump Feeler gauge 0.3 mm, min length 40-50 cm
Feeler gauge 0.35 mm, min length 40-50 cm
Starting position
Lubricating oil cooler 515-06.00
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
51501 018 2/p

51501 102 4/p
Data

06.51 - ES0
515-01.00 Lubricating Oil Pump
Working Card
L16/24
Preparing before Dismounting Mounting
For access to the lubricating oil pump it is neces- 8) Change the O-rings on the pump.
sary to remove the lubricating oil cooler. Please see
worcking card 515-06.00. 9) Mount the pump by the bolts and tighten these
according to description 500.40.
Dismounting 10) Re-new the O-rings for oil and water connec-
tions to the lub. oil cooler.
1) Remove the bolts which are holding the lub.
oil pump. 11) Mount the lub. oil cooler to the frame plate.
2) Use the spring bolts to push out the pump.
Overhaul 3 1
5
3) Remove the bolt (1) and the spur gear (2), see
fig 1.
2 Spur gear
4) Remove the bolt (3) and the cover (4), see fig
1. 4
Take out the pinion spindles (5) and clean all parts
in gas oil and with a hard bush, (never use a steel 5 Axle for spur gear
bush). The parts are blown clean with working air. Must be placed correctly
in relation to guide pin
Guide pin
5) Check the wear of the bearing bush.
Fig 1 Lubricating oil pump
6) If the bearing bush is to be removed the existing
bearing bush is plugged out by means of a
mandrel, the bores are cleaned, see fig 2, and
new bearing bush is mounted.
The bush is cooled down to -130°C, the housing
or cover has room temperature.
Note: criteria for replacement of bearing bush, see

A, fig 3.
7) Mount the pinion spindels (5) the cover (4) and

the bolt (3), the spur gear (2) and the bolt (1),
see fig 1.
08028-0D/H5250/94.08.12
Note: be aware that axle for spur gear is pla-

ced correctly in relation to guide pin on pump
housing.
Fig 2 Bores to be cleaned
Tighten the bolts according to page 500.40.
Note: check that the oil pump can run easily when
the pump is assembled.
06.51 - ES0
Page 3 (3) Lubricating Oil Pump Edition 03H
A min. 0.1 mm
max. 0.3 mm
If Then
feeler gauge 0.1-0.3 mm OK

can come into the pump
feeler gauge 0.1 mm Replace bearing bush

can not come into the
pump
feeler gauge 0.35 mm Replace bearing bush

can come into the pump
Fig 3 Check of bearing bush

08028-0D/H5250/94.08.12
06.51 - ES0
Your Notes :
Page 1 (4) Prelubricating Pump Edition 03H
L16/24
L23/30H

Shut-off fuel oil
Dismantling, replacement of the mechanical seals Ring and open end spanner, 13 mm.
and assembly of prelubricating pump. Ring and open end spanner, 15 mm.
Socket spanner, 15 mm.
Adjustable spanner.
Screw driver.
Lubricating light oil and grease.
Starting position Vessels for cleaning.
Related procedure
Working time : 2-3 Hours Plate no Item no Qty. /

Capacity : 1 man
08028-0D/H5250/94.08.12
See Plate 61504
Data

98.47 - ES0
Edition 03H
Prelubricating Pump Page 2 (4)
L16/24
L23/30H
Periodic Overhauls 2) Shut off the suction to the pump and block the
electric motor starting button.
Periodic overhauls for the purpose of avoiding func-
tional trouble are not normally necessary for the 3) Loosen the screws which hold the motor and
prelubricating pumps. When properly used, there is pump together and lift away the motor.
very little wear on the pump screws.
4) Remove the front end cover of the pump (1).
If oils and other liquids with abrasive properties are Do not damage the joint (2) between front end
pumped periodic overhauls may nevertheless be cover and pump body.
carried out so that worn parts can be replaced in
good time. The intervals between such overhauls are 5) Press the stationary seal with o-ring (27 and
determined by experience in each individual case. 23) see fig. 2, out of the front cover.
Impurities in the pumped liquid or careless handling

during dismantling and reassembly can result in
damage to the lapped sealing surfaces. Dismantling
and reassembling the seal should therefore be car- 23 24
ried out in conditions of scrupulous cleanliness and
carefulness and every effort must be made to avoid
touching the sealing surfaces with the fingers. The
25
carbon ring must be carefully handled.
Warning: It must not get in touch with grease.
Dismantling
1) Turn the motor, using the fan beneath the

fan casing, until the set screw (20) see fig. 1, 27
which locks the pump shaft to the motor shaft 18
is accessible in one of the inspection holes in
the pump body back off the stop screw all the
way.
Fig 2. Shaft seal
1 2 3 6) Remove the power rotor (17) fig. 1, from the

pump body. If only the seal is to be replaced,
4 the idlers can remain in the pump body.
5
6 7) Remove the rotary seal ring (24) fig. 1.
7
22 8) Press the rotating seal (18) out of the power
8
08028-0D/H5250/94.08.12
21 9
rotor (17). Due to the rubber bellows (25) fig.
20 2, the necessary press-off power may be
comparatively big.
10
11
12
19 18 17 16 15 14 13
Fig 1. Prelubricating pump.
98.47 - ES0
Page 3 (4) Prelubricating Pump Edition 03H
L16/24
L23/30H
Reassembly
The fit of the rotary seal on the pump shaft is rather

hard. To prevent damage of the bellows (25) it is
advisable to clean the pump shaft from possible
coating like particles of coke from oil etc.
Polish the pump shaft by means of an emery or

cleaning cloth to get a smooth finish.This preparation
facilitates the mounting of the rotary seal.
The reassembly will take place in reverse order: Fig. 3.
9) After cleaning wipe the shaft over with light oil

(not grease). Press the rotating seal (18) with 17) The power rotor shall be forced up on the mo-
removed rotary seal ring (24) onto the rotor tor shaft by means of a screw driver put into
shaft. the groove of the power rotor shaft, see fig.
3. Thereafter screw the set screw (20) firmly
10) Check that the bellows are pressed against against the motor shaft. This is necessary to
the locating ring of the spring. Keep the seal ensure a correct play of the idler rotors.
pressed in that position for half a minute until
the bellows stick. 18) Check that the pump rotates freely when the
motor is rotated by hand.
11) Mount the rotary seal ring (24) with its smaller
surface turning upwards, taking care that the Open the valves in the pipe lines and re-establish the
grooves in the seal ring are in line with the electric supply to the motor. Proceed in accordance
dimples of the retaining sleeve. with the instructions "Starting-up".
12) Insert the power rotor in the pump casing Note: Do not let the pump run for more than one
(3). minute without working.
13) Wipe over the outside of the stationary seat

with its o-ring gasket (27 and 23) with light oil Maintenance
and press the seat into the front cover.
The seal is self-adjusting and requires no subsequ-
14) Mount the front cover (1) to the pump casing ent tightening.
(3) making sure not to forget the joint (2) which
seal between the pump casing and the front If copious leakage occurs, this is the usual sign of
cover. wear, which may be due to such causes as incau-
tious starting, dirty oil, poor alignment or running
15) Screw the set screw (20) into the power rotor without oil.
far enough to be guided into the keyway in the
motor shaft.
08028-0D/H5250/94.08.12
Starting
16) Mount the electric motor on the pump so that the
set screw (20) enters the motor-shaft keyway. Starting should always take place with fully open
Tighten the screws joining pump and motor valves in the suction and delivery lines.
flanges.
98.47 - ES0
Edition 03H
Prelubricating Pump Page 4 (4)
L16/24
L23/30H
As the prelubricating pump is self-priming it carries off If the pump refuses to work properly after having
the air in the suction line and the noise reveals when been started, it must not be allowed to run for more
the pump begins to work. It is essential for the air to than about half a minute. Fresh attempts to make
be led off without any appreciable counter-pressure the pump go may be made at intervals of about a
in the delivery line. minute and in conjunction with these attempts the
bypass valve tension should be increased slightly. If
As soon as the pump has started to work normally, thes does not help, something must be wrong and
the by-pass valve must be set by means of a pres- the fault must be located and remedied before the
sure gauge at the required pressure. pump is put into operation.
Set the by-pass valve, with the screw (10) fig 1, on

the end cover of the pump body. Turning to the right Direction rotation
increases the opening pressure. Do not set the valve
at pressures higher than necessary. When the pump is ready to be started, check that
the dive motor rotates in the correct direction as indi-
This pressure setting should be maintained while cated on the pump by briefly switching it on and by
the pump is in operation. watching the fan impeller of the electric motor.
Note: Do not check the direction of rotation without

prior filling the pump with oil.
08028-0D/H5250/94.08.12
98.47 - ES0
Page 1 (3) Lubricating Oil Filter Edition 02H
L16/24

Shut-off fuel oil
Description
Hand tools
Replacement of paper filter element(s).
Cleaning of safety filter and filter housing. Open-end ring spanner, 19"
Allen key, 6 mm
Allen key, 10 mm
Starting position
Related procedure
Working time : 1 hour Plate no Item no Qty. /

Capacity : 1 man
51502 013 2x3/E
08028-0D/H5250/94.08.12
51502 049 2x1/E

Data

98.45 - ES0
Edition 02H Lubricating Oil Filter Page 2 (3)
L16/24
Please note: Never open the filter while it is in use. 9) Remove the outer elements.
The filter to be cleaned must be out of operation.
Note: Our filter elements are of the disposable type.
Always change to new original filter.
Normal Running
10) Clean the filter housing and the cap.
1) The valve is in position 2 or 4, see fig 2, and
the element not in use is vented and ready to 11) Check the seal in the cap. Change if needed.
use (standby).
12) Assemble the filter in reverse order.
Changing the Filter 13) Switch to position 2 or 4 and vent the exchanged
element by means of the vent screw.
2) Switch to position 3, fig 2, and wait 5 minutes.
Then continue to position 1 or 5, fig 2.
Vent screws
3) Wait 2 minutes.
4) Open the vent screw on the filter out of ser-

vice.
5) Wait 20 minutes
6) Dismantle the cover.
7) Dismantle the filter housing cap.
8) Remove the inner safety element. Clean the

element with detergent. Check that it is in-
tact. Fig 1 Vent screws
08028-0D/H5250/94.08.12
98.45 - ES0
Page 3 (3) Lubricating Oil Filter Edition 02H
L16/24
Pos.
Fig 2 Name plate for lubricating oil filter.

08028-0D/H5250/94.08.12
98.45 - ES0
Your Notes :
Page 1 (2) Lubricating Oil, Thermostatic Valve Edition 03H
L16/24

Shut-off fuel oil
Inspection of thermostatic valve and replacement

of elements.
Starting position
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
51103 146 2/E
Data

98.47 - ES0
Edition 03H Lubricating Oil, Thermostatic Valve Page 2 (2)
L16/24
Adjustment and Maintenance Check the Element
The thermostatic valve cannot be adjusted and un- 10) Place the element in a bucket of water -12°
der normal working conditions maintenance is not C below the nominal rating and stir the water
required. However, in some cases it is necessary to vigorously with the element for 5 minutes (the
replace the element. sliding valve should not be off its seat).
11) Next, place the element in water 10° C above the

nominal rating and stir vigorously for 5 minutes.
The element should not be fully stroked.
This is determined by immediately placing the element

back in the valve housing, and pushing the element
spider fully into its counterbore. If the resistance of
the sliding valve overtravel spring can be felt, the
element is fully stroked. Perform the last step quickly
before the element has cooled.
Note: do not use oil as the test bath.
On every high temperature elements, water and

glycol may be used.
Fig 1 Lubricating oil thermostatic valve.
Replacement of the Element
1) Unscrew the bolts (1) and remove the cover

(2), see fig 1
2) Remove the lock ring (3).
3) Remove the sleeve and element (4 and 5).
4) Thoroughly clean the sleeve (5).
5) Replace it or check, see "check the ele-

ment".
08028-0D/H5250/94.08.12
6) Remount the element (4) by wriggling it some-

what over side.
7) Mount the sleeve (5)
8) Mount the lock ring (3).

Fig 2 Placing of lubricating oil thermostatic valve.
9) Renew the gasket and mount the cover
(2). Tighten the bolt (1) according to page
500.40.
98.47 -ES0
Page 1 (2) Check of Lubricating Oil Piping System Edition 02H
L16/24

Shut-off fuel oil
Check and examination of the lubricating oil

piping system.
Starting position
Engine is running.
Related procedure
Working time : ½ hour Plate no Item no Qty /

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

98.41 - ES0
Edition 02H Check of Lubricating Oil Piping System Page 2 (2)
L16/24
Checks to be Carried Out
1) Examine the external connections for leaks.
2) Retighten all bolts and nuts in the external

system.
3) Check flexible oil vapour discharge hose con-

nections for leaks and damages.
Note: It is important that the flexible connections

are free from paint and grease and in healthy con-
dition.
Concerning lubricating oil condition, see section

504.
08028-0D/H5250/94.08.12
98.41 - ES0
Page 1 (5) Lubricating Oil Cooler Edition 03H
L16/24

Shut-off fuel oil
Separation, cleaning and assembling. Ring and open end spanner 10 mm

Replacement of plates and gaskets. Ring and open end spanner 55 mm
Ring and open end spanner 30 mm
Adjustable spanner
Starting position
Cooling water and lub. oil have been drained

from cooler/engine. All external pipes are discon-
nected.
Related procedure

Manpower
Plate No Item No Qty./
Working time : 4 hours
08028-0D/H5250/94.08.12
Capacity : 1 man
Data

98.43 - ES0
Edition 03H Lubricating Oil Cooler Page 2 (5)
L16/24
Introduction Upon completion of the procedure “Cooling and
Pressure Relief”, separate the frame by retaining
Cleaning of the cooler must take place, when the two or four diagonally placed bolts.
pressure drop on the oil and water side exceeds an
allowable value and/or if oil cannot be sufficiently Note: Take care that the pressure plate does not
cooled. tilt!
Loosen the bolts uniformly and diagonally (max. 10

Separation mm at a time), then push the pressure plate towards
the end support. When the pressure plate is not tight
Cooling and Pressure Relief anymore, the plates can be removed.
Before opening the plate heat exchanger, it must Note: When using plate heat exchangers on board
be cooled down to below 40o C and be without ships, the pressure plate must be secured in order to
pressure! avoid danger during the movements of the ship.
The cooling must not exceed 10o C per minute.

The pressure drop must not exceed 10 bar per Cleaning
minute.
The capacity and corrosion resistance of the plate
Note: If these norms are exceeded, the guarantee heat exchangers depend on the cleanness of the
will cease to be valid. plates. Any coating on the plates can be removed
manually.
Separation of Edge-clamped Frame

Manual Cleaning
Mount the bolts, see fig. 1.
Clean the plates with a soft brush and a suitable
detergent. In the case of dense coating of scale or
organic materials, the plates must be put in a bath
with detergent.
Note: Never use a steel brush, metal scraper or

the like.
A high-pressure cleaner can be used with care, how-

ever, never with sand or other abrasives added.
Detergents
A detergent is suitable, if it removes any coating

on the plates without causing any damage to plates
08028-0D/H5250/94.08.12
and gaskets.
Note: It is of great importance that decomposi-

Fig 1 Mounting of oil cooler in front-end box. tion of the protective film on the stainless steel does
not take place - the film preserves the corrosion
resistance of steel.
Do not use chlorine-containing agents such as hy-

drochloricacid (HCI)!
98.43 - ES0
L16/24
Oil and fats are removed by using a water emulsify- Replacement of Plates and Gaskets
ing oil solvent, e.g. BP-system cleaner.
Marking
Organic and greasy coatings are removed by using
sodium hydroxide (NaOH): The plates are marked with material codes and refer-
ence numbers at each end, plus codes for non-glued
- max. concentration 1.5% gaskets, if any, and stamped with letters V and H
(1.5% concentration corresponds to 3.75 at either end (fig 1).
l 30% NaOH per 100 l water).
- max. temperature 85o C. When facing the gasket, the plate is designated as
a left plate, when letter V turns upwards - and as a
Stone and lime/calcareous deposits are removed by right plate when letter H turns upwards. Inlets and
using nitric acid (HNO3): outlets of the V-plates are taking place through the
corner holes Nos 1 and 4. Inlets and outlets of the
- max. concentration 1.5% H-plates take place through corner holes Nos 2
(1.5% concentration corresponds to 1.75 l and 3.
62% HNO3 per 100 l water).
- max. temperature 65o C.
Replacement of Plates
Note: The nitric acid has an important constructive
effect on the protective film of stainless steel. Before mounting a spare plate in the plate stack,
please make sure that the spare plate is identical
with the faulty one.
Control of Cleaning Fluid Concentrations
Note: The same corner holes must be opened and
Sodium hydroxide (NaOH) solution is titrated with letters V and H must be placed properly.
0.1 n hydro-chloric acid (HCI) with methyl orange
or methyl red as an indicator.
Replacement of Glued Gaskets
Nitric acid (HNO3) solution is titrated with 0.1 n
sodium hydroxide (NaOH) with phenolphtalin as an On Plate 51506 stated are gasket and glue quan-
indicator. tity.
The concentration of the cleaning fluid in % can be Please use a degreasing agent on the new gas-
calculated from the titration result with of the follow- kets.
ing formula:
The first plate after the end cover and the connector
Concentration = bxnxm % grid must have gaskets in all grooves. The gaskets
a x 10 must be cut according to the existing gaskets.
a : ml cleaning fluid taken out for titration

b : ml titration fluid used as a cover
n : the molecular concentration of titration fluid
08028-0D/H5250/94.08.12
m : The molecular weight of the cleaning fluid

(NaOH) the molecular weight 40, HNO3
molecular weight 63)
98.43 - ES0
Edition 03H Lubricating Oil Cooler Page 4 (5)
L16/24
Loosen the glued gaskets by heating the plate in The plates with the gaskets are mounted in the frame
water at 100o C. Clean the plates and remove the which is lightly clamped. In the case of using rubber
coatings, if any. grooves, they are assembled to the minimum measure
stated on the engine sign plus 0.2 mm per plate.
Cleaning of New Gaskets and Plates Heat up the plate heat exchanger to 90-100° C by
means of water or steam.
New gaskets and gasket grooves of the plates are
cleaned with a cloth moistened with degreasing Please note:
agent. The glued surfaces must be absolutely clean
- without finger prints etc. - The temperature must be kept for 1 1/2-2
hours.
Please use our cleaning fluid, which conforms to - The liquid pressure must be kept as low as
suppliers recommendations. possible.
Alternatively, please use: If there is no possibility of heating the plate heat

exchanger, it must be placed in a place as warm as
- Trichloroethylene possible with connections dismounted.
- Chlorothene VG
- Acetone At 20° C the drying time will be approx. 48 hours. At
- Methyl ethyl ketone 40° C, the drying time is approx. 24 hours.
- Ethylacetat
It is important that all degreasing agent be evapo- Assembling

rated, before glue is applied. This will normally take
approx. 15 min. at 20o C. If the plates are dismounted, they must be properly
assembled according to plate item numbers.
Clean the new gaskets on the glued surfaces with The fixed cover has number 1 and serial numbers
fine-grained sandpaper instead of the degreasing for the subsequent plates, and intermediate frames,
agent supplied. if any, are numbered 2, 3, 4, 5 etc.
Gluing
Serial number
(please state when
Pliobond 25, which is a solvent-based nitrile rubber Material Code ordering single plates)
glue (25% solids).The glue is applied with a brush in a
thin layer on the backs of the gaskets and the gaskets
must be dried in a clean place free of dust.
1 2
Apply a thin layer of glue on the gasket grooves
of the plates and press the gaskets down into the
gasket grooves.
08028-0D/H5250/94.08.12
The insertion of the gaskets starts at both ends of

the plate - and continues with the straight sections Four last digits Four last digits are ref.
H number of the plate.
along the edges. are ref. number
or (only on plates for non-
of plate
V glued gasket)
The gluing process is most easily performed by
placing the gaskets and the plates on a table. After
Fig 2 Plate with serial no etc.
pressing the gaskets into the grooves of the plate,
it is stacked.
98.43 - ES0
L16/24
Serial numbers are stamped in the right top corner Fastening
of the plates. Further, please note that the gasket
side must face the fixed cover. Fasten the nuts crosswise until the movable cover
to the measure x at each nut.
Cyl x
5 82.5 mm
6 86.3 mm
7 100.0 mm
8 117.3 mm
9 131.1 mm
Fig 3 Measuring x
08028-0D/H5250/94.08.12
98.43 - ES0
Your Notes :
Page 1 (3) Centrifugal Bypass Filter Edition 03H
L16/24

Shut-off fuel oil
Cleaning procedure, cleaning intervals. Big adjustable spanner.

Maintenance intervals and procedures. Tools for cleaning.
Starting position
With the engine stopped or filter isolated by

means of a valve.
Related procedure
Working time : 1 hour Plate no Item no Qty/

Capacity : 1 man
08028-0D/H5250/94.08.12
51515 301 1/Filter

51515 313 1/Filter
Data 51515 325 1/Filter

98.47 - ES0
Edition 03H Centrifugal Bypass Filter Page 2 (3 )
L16/24
Cleaning Procedure 5) Remove stand tube (075) and clean.
6) Remove sludge from inside the rotor by means

1) Isolate the filter by closing the valve for lubrica- of a spatula and wipe clean. Ensure that all
ting oil inlet to the filter. rotor components are throughly cleaned and
free from deposits of dirt before reassembling
2) Slacken cover clamp ring (266). Unscrew cover the rotor.
fixing nut and lift off cover.
Note: Failure to do so could cause an out-of-
3) Lift off rotor assembly having allowed oil to balance condition which will accelerate bearing
drain from nozzles. The rotor should be remo- and spindle wear.
ved and replaced on the spindle with extreme
care in order to ensure that the bearings are 7) Clean nozzle with brass wire. Examine top and
not damaged. bottom bearings in tube assembly. If damaged
or worn - replace tube assembly complete.
4) Unscrew rotor cover nut (026) and separate Examine O-ring and renew if damaged.
cover (038) from body.
8) Replace paper insert (if mounted).
9) Reassemble rotor complete and tighten top

026 nut.
038 Note: Ensure that rotor cover and rotor body are
always matched by balance number and pin location.
Do not interchange rotor cover.
10) Examine spindle journals. If damaged or worn

- replace with body assembly complete.
075
11) Reassemble filter complete checking that rotor
revolves freely. Then replace filter body cover
266
Tighten cover nut and secure safety clamp.
The clamp ring should be securely fitted at all
times and the filter should not be run without
the clamp ring fitted.
12) Open for lubricating oil.
13) With filter running check all joints for leakage.

026 Cover nut Check for excessive vibration.
038 Cover
075 Stand tube
266 Cover clamp ring
Maintenance - Bearings and Spindle
08028-0D/H5250/94.08.12
Fig 1 Centrifugal bypass filter All rotors are correctly balanced before leaving the
factory. An out-of-balance condition can occur as a
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
Dependent on the conditions, wear will eventually take

place on the spindle and bearings and these should
be replaced with factory fitted assemblies only.
98.47 - ES0
Page 3 (3 ) Centrifugal Bypass Filter Edition 03H
L16/24
To Check Bearing Clearances Spindle top journal diameter 14.98 mm Min.
Spindle bottom journal diameter21.63 mm Min.
This is most easily done by applying a dial gauge Top bearing bore diameter 15.06 mm Max.
to the outside of the rotor opposite each bearing in Bottom bearing bore diameter 21.69 mm Max.
turn and measuring the total play thus:
The spindle and body assembly and the rotor bear-
14) Apply dial gauge and measure play. ing tube assembly are factory assembled items and
should only be replaced with complete assemblies.
15) Turn rotor 90° and repeat measurement.
16) Re-apply dial gauge at 90° to previous posi-

tion and repeat.
17) Turn rotor 90° and repeat.
The highest reading is the play in the bearing.
The maximum clearances when new are 0.08 mm at

top and 0.06 mm at bottom bearing. If the clearance
exceeds 0.25 mm top or 0.2 mm bottom then check
the sizes of the individual components and replace
as necessary.
08028-0D/H5250/94.08.12
98.47 - ES0
Your Notes :
Plate
Page 1 (2) Lubricating Oil Pump 51501-06H
L16/24
08028-0D/H5250/94.08.12
06.32 - ES0
Plate
51501-06H Lubricating Oil Pump Page 2 (2)
L16/24
Item Item
018 2/P O-ring O-ring
031 1/E Lubricating oil pump, Smøreoliepumpe, kom-

comp. 5-6 cyl. engine plet 5-6 cyl. motor
incl. item 055, 079, 092, incl. item 055, 079, 092,
102, 114, 126, 151, 175, 102, 114, 126, 151, 175,
187, 199 187, 199
043 1/E Lubricating oil pump, Smøreoliepumpe, kom-

comp. 7-9 cyl. engine plet 7-9 cyl. motor
incl. item 055, 080, 092, inkl. item 055, 080, 092,
102, 114, 138, 163, 175, 102, 114, 138, 163, 175,
187, 199 187, 199
055 3/P Cylindrical pin Cylindrisk stift
067 6/P Screw Skrue
079 1/P Pump housing, Pumpehus,

complete komplet
5-6 cyl. engine 5-6 cyl. motor
080 1/P Pump housing, Pumpehus,

complete komplet
092 1/P Cover Dæksel
102 4/P Bush Bøsning
114 6/P Screw Skrue
126 1/P Gear wheel, Tandhjul,




175 1/P Cylindrical gear Cylindrisk tandhjul

wheel
187 1/P Washer Skive
199 1/P Screw Skrue

08028-0D/H5250/94.08.12
Qty/P = Qty/Pump Qty/P = Qty/Pumpe
06.32 - ES0
Plate
Page 1 (2) Lubricating Oil Filter 51502-17H
L16/24
050
037 025
216
049
Front-end box,
see Plate 51103
049
216
025
204
170
182
133
145
169
194
300
157 312
182
204 324
062 289
013
277 086
253
108
08028-0D/H5250/94.08.12
013 049 241

289 253
277 228
086 098
336
098 241
108 228 121
09.18 - ES0
Plate
51502-17H Lubricating Oil Filter Page 2 (2)
L16/24
Item Item
013 2/E Filter cartridge Filterindsats
037 8/E Screw Skrue
050 2/E Cover, complete incl. Dæksel, komplet inkl.

item 216 item 216
062 2/E Safety filter Sikkerhedsfilter
086 2/E Cover, complete Dæksel, komplet
098 8/E Screw Skrue
108 2/E Covering, complete Skærm for dæksel,

incl. item 228, 241, komplet inkl. item 228,
253 241, 253
121 6/E Screw Skrue
133 1/E Shaft Aksel
145 1/E Shaft Aksel
170 1/E Plate Plade
194 1/E Plate Plade
204 6/E Screw Skrue
216 2/E Guide ring Styrering
228 2/E Cover Skærm
241 2/E Screw Skrue
253 2/E Retaining ring Sikringsring
289 2/E Screw Skrue

08028-0D/H5250/94.08.12
300 1/E Lever Arm
312 1/E Latch pin Låsestift
324 1/E Spring pin Fjederstift
336 1/E Plate Skilt
09.18 - ES0
Plate
Page 1 (2) Prelubricating Pump with El-Motor 51504-08S
L16/24
L23/30H
L28/32H
109S 099S 122S 014S 087S 063S 051S 026S 134S 110S 038S 075S
266S
183S
230S
205S
230S
171S
242S
195S
146S
254S 158S
08028-0D/H5250/94.08.12
217S
229S
02.39 - ES0
Plate
51504-08S Prelubricating Pump with El-Motor Page 2 (2)
L16/24
L23/30H
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
014S 1/P Driving cover Medbringerdæksel
026S 1/P Gear casing Gearhus
038S 1/P End cover, complete, Endedæksel, komplet

incl. item 21 to 29 inkl. item 21 til 29
051S 1/P Driving gear shaft Drivende gearaksel
063S 1/P Gear shaft Gearaksel
075S 4/P Screw Skrue
087S 2/P Parallel pin Styrestift
099S 1/P Retaining ring Sikringsring
109S 1/P Parallel key Not
110S 2/P O-ring O-ring
122S 1/P Rotary shaft seal Roterende akseltæt-

ning
134S 1/E Pump, complete
without El-motor Pumpe, komplet uden
el-motor
146S 1/P End cover
Endedæksel
158S 1/P Piston
Stempel
171S 1/P Spindle
Spindel
183S 1/P Dome nut
Lukkemøtrik
195S 1/P Spring
Fjeder
205S 1/P Pipe nut
Rørmøtrik
217S 2/P Screwed plug
Propskrue
229S 2/P Sealing ring
Tætningsring
230S 2/P Sealing ring
Tætningsring
242S 1/P Coupling, complete
Kobling, komplet
254S 1/E El-motor, complete
El-motor, komplet
266S 1/E Pre.lub. oil pump,
complete with el- Forsmørepumpe,
motor komplet med el-motor
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
02.39 - ES0
Plate
Page 1 (2) Lubricating Oil Cooler 51506-10H
L16/24
064 015
076 027
172 039
184 040
196 052
206
218
040
088
111
Mandrel, 159
see plate 52015
231 135
123 147 160
243 483 529
495 530
505 542
517 554
08028-0D/H5250/94.08.12
Note: when ordering plates, please state the

serial numbers of the plates. The serial numbers
of the plates can be found in the top right-hand
corner of the plates. (See working card 515-06.00)
Husk: Ved bestilling af plader angives serienum-

meret på pladen. Serienummeret er stemplet I
toppen af pladen til højre. (Se arbejdskort 515-06.00)
06.48 - ES0
Plate
51506-10H Lubricating Oil Cooler Page 2 (2)
L16/24
Item Item
015 1/K Plate Plade 495 10/K Screw Skrue

7 cyl. engine 7 cyl. engine
027 4/K O-ring O-ring
039 14/K Screw Skrue 8 cyl. engine 8 cyl. motor
040 4/K O-ring, oval O-ring, oval 517 10/K Screw Skrue
052 8/K Screw Skrue
529 /I Plate Plade
064 1/K Plug screw Propskrue 6 cyl. engine 6 cyl. motor
076 1/K Packing ring Pakningsring 530 /I Plate Plade

088 1/K Plate Plade
542 /I Plate Plade
111 1/K Plate Plade 8 cyl. engine 8 cyl. motor
123 10/K Self locking nut Selvlåsende møtrik 554 /I Plate Plade
135 10/K Washer Skive

159 /I Gasket Pakning
160 /I Plate Plade

172 1/E Lubricating oil Smøreoliekøler,

cooler, 5 cyl. motor
5 cyl. engine

6 cyl. engine

7 cyl. engine

8 cyl. engine

9 cyl. engine
231 /I Glue Lim

08028-0D/H5250/94.08.12
243 /I Cleaning fluid Rensevædske

Qty/K = Qty/Cooler Qty/K = Qty/Køler
06.48 - ES0
Plate
Page 1 (2) Pressure Regulating Valve 51507-04
L16/24
Centrifugal by-pass filter,

see plate 51515 022
034
213+ 249 046
225 071
083
237
058
129
201
117
191
Front-end box,
010 see plate 51103
130
178
058
154
166 105
095
08028-0D/H5250/94.08.12
083
142 071
10.16 - ES0 - Tier II

Plate
51507-04 Pressure Regulating Valve Page 2 (2)
L16/24
Item Item
010 1/E Bracket for by-pass Konsol for centrifugal

centrifugal filter by-pass filter
071 8/E Screw Skrue
083 8/E Spring washer Fjederskive
105 1/E Piston Stempel
130 1/E Thrust piece Trykstykke
154 1/E Setting screw Skrue
166 1/E Nut Møtrik
178 1/E Covering plate Dækselplade
213+ 1/E Flange Flange
237 4/E Screw Skrue
249 1/E Expander Prop
+ To be used if cen- + Anvendes hvis ikke

trifugal by-pass filter centrifugal by-pass
is not mounted filter er monteret
08028-0D/H5250/94.08.12
10.17 - ES0 - Tier II

Plate
Page 1 (2) Centrifugal By-pass Filter 51515-02H
L16/24
171
266 110 134
291 195
278 122
158
337
146
229
183
242
109
230
075
205
217
08028-0D/H5250/94.08.12
014
254 026 099
051 087
038 063
07.27 - ES0
Plate
51515-02H Centrifugal By-pass Filter Page 2 (2)
L16/24
Item Item
014 1/F Body , complete incl. Sokkel, komplet inkl. 291 1/F Stiffner plate Plade
item 026, 038, 051, 063, item 026, 038, 051, 063,
075, 087, 099, 109 075, 087, 099, 109 301 1/F Cover nut fixing kit, Dækselmøtrikskit, inde-
consisting of item 134, holdende item 134, 146,
026 1/F Valve body Ventilsokkel 146, 158, 171 158, 171
038 1/F Valve handle Ventilhåndtag 313 1/F Valve kit, consisting Ventilkit, indeholdende
of item 026, 038, 051, item 026, 038, 051, 063,
051 1/F Nyloc nut Møtrik 063, 075, 087 075, 087
063 1/F Valve adaptor Ventiladapter 325 1/F Seals kit, consisting Tætningskit, indehold-
of item 087, 099, 109, ende item 087, 099,
075 1/F Valve stop Ventilstop 158, 242 109, 158, 242
087 1/F Valve seal Ventiltætning 337 1/E Centrifugal by-pass Centrifugal by-pass fil-
filter, complete as ter, komplet som vist på
099 1/F Flange gasket Flangepakning shown on front page forsiden
109 1/F Filter body O-ring Filtersokkel O-ring
110 1/F Cover, complete incl. Dæksel, komplet inkl.

item 122, 134, 146, item 122, 134, 146,
158, 171 158, 171
122 1/F Cover Dæksel
134 1/F Cover nut pin Stift for dækselmøtrik
146 1/F Cover fixing nut Dækselmøtrik
158 1/F Cover nut O-ring Dækselmøtrik O-ring
171 1/F Cover nut collar Dækselmøtrik muffe
183 1/F Band clamp Spændering
195 1/F Rotor, complete incl. Rotor, komplet inkl. item

item 205, 217, 229, 205, 217, 229, 230, 242,
230, 242, 254, 266, 254, 266, 278, 291
278, 291
205 1/F Nozzle Dyse
217 1/F Bearing tube Lejerør
229 1/F Stand tube Standrør
230 1/F Circlip Låsering
242 1/F Rotor O-ring Rotor O-ring

08028-0D/H5250/94.08.12
254 1/F Pin Stift
266 1/F Rotor cover nut Rotordækselmøtrik
278 1/F Paper insert Papirindsats
Qty/F = Qty/Filter Qty/F = Qty/Filter
07.27 - ES0
Plate
Page 1 (2) Prelubricating Oil Arrangement 51535-02S
L16/24
08028-0D/H5250/94.08.12
00.14 - ES0
Plate
51535-02S Prelubricating Oil Arrangement Page 2 (2)
L16/24
Item Item
037S 1/E Adjustable straight Justerbar

male stud coupling ligeforskruning
049S 1/E Male stud coupling Vinkelforskruning
050S 1/E Ball valve Kugleventil
062S 1/E Male stue couping Vinkelforskruning
074S 1/E Equal tee coupling, T-forskruning,

complete komplet
086S 1/E Pipe Rør
098S 2/E Adjustable elbow Justerbar vinkel
108S 1/E Non-return valve Kontraventil
121S 1/E Reducing adaptor Reduktionsadapter
133S 1/E Non-return valve Kontaventil
157S 1/E Packing ring Pakningsring
169S 1/E Bleeding screw Skrue
170S 1/E Pipe Rør
182S 1/E Pipe Rør
194S 1/E Pipe Rør
08028-0D/H5250/94.08.12
00.14 - ES0
Plate
Page 1 (2) Mounting of Lubricating Oil Thermostatic Elements 51545-02
L16/24
Front-end box,
see plate 51103
018 043
031 079
080
055
067
08028-0D/H5250/94.08.12
10.17 - ES0 - Tier II

Plate
51545-02 Mounting of Lubricating Oil Thermostatic Elements Page 2 (2)
L16/24
Item Item
018 2/E Thermostatic Termostatselement

element
067 6/E Screw Skrue
080 1/E Expander Prop
08028-0D/H5250/94.08.12
10.17 - ES0 - Tier II

Index
Page 1(1)
Cooling Water System 516
L16/24
Description
Internal Cooling Water System--------------------------------------------------------------- 516.01 (04H)
Working Card
Check of Cooling Water System--------------------------------------------------------------- 516-01.90 (02H)

Cooling Water, Thermostatic Valve---------------------------------------------------------- 516-04.00 (02H)
HT and LT Water Pumps-------------------------------------------------------------------------516-10.00 (01H)
Plates
Mounting of Cooling Water Thermostatic Elements ------------------------------------------- 51605-

+LJKDQG/RZ7HPSHUDWXUH)UHVKZDWHU3XPSV+
&RROLQJ:DWHU3LSHWR([SDQVLRQ7DQN------------------------------------------------------------516
&RROLQJ:DWHU&RQQHGWLRQV-----------------------------------------------516-1H
Cooling Water Pipe to Expansion Tank -----------------------------------------------------------51626-02
Actuator and Actuator Drive ------------------------------------------------------------------------- 51626-03
Cooling Water Connections --------------------------------------------------------------------------51630-10H
Your Notes :
Description 516.01
Page 1 (1) Internal Cooling Water System Edition 04H
L16/24
The cooling water system consists of a low tempe-

rature system and a high temperature system.
Both the low and the high temperature systems are

cooled by treated water.
The water in the low temperature system passes

through the low temperature circulating pump which
drives the water through the second stage of the
charge air cooler and then through the lubricating
oil cooler before it leaves the engine together with
the high temperature water.
The high temperature cooling water system

passes through the high temperature circulating
pump and then through the first stage of the charge
air cooler before it enters the cooling water jacket
and the cylinder head. Then the water leaves the
engine with the low temperature water.
Both the low and high temperature water leaves the

engine through separate three-way thermostatic
valves which control the water temperature.
It should be noted that there is no water in the en-

gine frame.
Fig 1 Integral cooling water system.
Thermostatic Valves
The thermostatic valves are fully automatic three-

way valves with thermostatic elements set at fixed
temperatures.
08028-0D/H5250/94.08.12
99.03 - ES0
Your Notes :
Page 1 (2) Check of Cooling Water System Edition 02H
L16/24

Shut-off fuel oil
Check of cooling water system.
Starting position
Engine is running.
Related procedure

08028-0D/H5250/94.08.12
Working time : ½ hour Plate no Item no Qty./

Capacity : 1 man
Data

98.41 - ES0
Edition 02H Check of Cooling Water System Page 2 (2)
L16/24
Checks to be Carried Out 4) Check the condition of the outermost of the
two O-rings (which make up the tightening
1) Examine the cooling water connections for between the water jacket and the combustion
leaks. space) by means of the inspection holes in the
cylinder cover.
2) Check flexible connections for leaks.
Concerning check of the fresh water condition, see
It is important that the flexible connections are free section 504.
from paint and grease and in healthy condition.
3) Check O-rings in water connections between

cylinder covers and also between cylinder
covers and front-end box.
08028-0D/H5250/94.08.12
98.41 - ES0
Page 1 (2) Cooling Water, Thermostatic Valve Edition 02H
L16/24

Shut-off fuel oil
Inspection of thermostatic valve and replacement

of elements.
Starting position
Cooling water drained from engine (if neces-

sary).
Related procedure

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

98.41 - ES0
Edition 02H Cooling Water, Thermostatic Valve Page 2 (2)
L16/24
The thermostatic valves cannot be adjusted and 5) Remount a new element (4) by wriggling it
under normal conditions maintenance is not required. somewhat over side.
However, in some cases it is necessary to clean or
replace elements. 6) Mount lock ring (2) in the recees.
7) Clean the sealing surface of the casing.Tighten

Replacement of Elements bolts according to page 500.40.
1) Remove the casing by unscrewing bolts (1),

see fig 1.
2) Remove lock ring (2).
3) Remove element (4) from the casing.
4) Thoroughly clean sleeve (3).
Fig 2 Seen from front end of the engine.
Fig 1 Cooling water thermostatic valve.

08028-0D/H5250/94.08.12
98.41 - ES0
Page 1 (2) HT and LT Water Pumps Edition 01H
L16/24

Shut-off fuel oil
Disassembly, overhaul and assembly of HT and

LT pumps.
Starting position
Related procedure
Working time : 1 hours Plate No Item No Qty /

08028-0D/H5250/94.08.12
Capacity : 1 man
51610 010 4/E
51610 022 2/E
Data 51610 095 2/E
51610 250 1/E
98.41 - ES0
Edition 01H HT and LT Water Pumps Page 2 (2)
L16/24
After the cooling water thermostat casing is removed Inspection of the Pump
the cooling water pumps can be dismounted.
6) Inspect the shaft for seizures after removing
1) Remove the screws (1), see fig. 1 and pull out the shaft seal and bearings, also inspect the
the pump by means of the spring bolts. impeller for pittings and caviations. Clean all
parts carefully.
Assembling of the Pump
7) Fit new bearings (13) and (14) together with a

new shaft seal (15).
8) Mount the shaft in the housing and lock it with

the lock ring (11).
9) Fit the spur wheel (4) and washer (3) with

the screw (2) and tight it according to page
500.40.
10) Fit carefully the slide ring joint (10), then fit the
washer (8) and the impeller (9) and tight the
nut (7) according to page 500.40.
11) Mount the cover (6) with the screw (5) and tight
them according to page 500.40.
12) Fit new o-rings on the pump housing and pump

cover, then mount the pump in the front end
box with the screws (1), see fig. 1 and tight
them according to page 500.40.
Fig 1 HT and LT water pumps
Disassembling of the Pump
2) Remove the screw (2), see fig 2 and pull of the

washer (3) and spur wheel (4).
08028-0D/H5250/94.08.12
3) Remove the bolt (5) and the cover (6).
4) Remove the nut (7) with disc (8), then remove

impeller (9) and the slide ring joint (10).
5) Take out the lock ring (11), then pull out the
shaft (12) with bearings (13) and (14) and the
shaft seal (15).
Fig 1 HT and LT water pumps
98.41 - ES0
Plate
Page 1 (2) Mounting of Cooling Water Thermostatic Elements 51605-11
L16/24
050
169
170
098
013
074
062
108
086
025
182
037 194
049
157
204
145 133
121
11.34 - ES0 - Tier II (replaces 51605-09)

Plate
51605-11 Mounting of Cooling Water Thermostatic Elements Page 2 (2)
L16/24
Item Item
037 1/E Housing (1-string) Hus (1-streng)
049 1/E Housing (2-string) Hus (2-streng)
050 2/E Thermostatic ele- Termostatelement

ment for HT cooling for HT kølevand
water
062 2/E Thermostatic ele- Termostatelement

ment for LT cooling for LT kølevand
water
108 4/E Screw Skrue
121 4/E Closing cover Dæksel
133 8/E Screw (1-string) Skrue (1-streng)
145 2/E Flange (1-string) Flange (1-streng)
157 2/E Gasket (1-string) Pakning (1-streng)
204 4/E Closing cover Dæksel (2-streng)

(2-string)
11.34 - ES0 - Tier II (replaces 51605-09)

Plate
Page 1 (2) High- and Low Temperature Freshwater Pumps 51610-11H
L16/24
129
010
095
130
250
105
201 117
191 237
142
166
154
225
213
071
08028-0D/H5250/94.08.12
058
046
178
034
083
09.07 - ES0
Plate
51610-11H High- and Low Temperature Freshwater Pumps Page 2 (2)
L16/24
Item Item
034 1/P Depp groove ball Radialkugleleje

bearing
046 1/P Ball bearing Kugleleje
058 1/P Retaining ring Sikringsring
071 1/P Retaining ring Sikringsring
083 1/P Shaft seal Pakdåse
095 1/P Slide ring joint Roterende pakning
105 2/E Freshwater pump, Ferskvandspumpe,

complete as shown komplet som vist
on front page på forside
117 4/P Screw Skrue
129 1/P Pump housing Pumpehus
130 1/P Impeller Løbehjul
142 1/P Cover Dæksel
154 4/P Screw Skrue
166 4/P Lock washer Låseskive
178 1/P Shaft, Aksel,

incl. item 191 and 201 inkl. item 191 og 201
191 1/P Self locking nut Selvlåsende møtrik
201 1/P Disc Skive
213 1/P Spur gear Cylindrisk tandhjul
225 1/P Washer Skive
237 1/P Screw Skrue
249 /I Loctite Loctite

08028-0D/H5250/94.08.12
Qty./P = Qty./Pump Qty./P = Qty./Pumpe
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
09.07 - ES0
Plate
Page 1 (2) Cooling Water Pipe to Expansion Tank 51626-02
L16/24
199
187
175
163
222
102
092
151
258 317
138
271
209
210
080
222
067
079
283
234
295
114 246 126 317 305
10.40 - ES0 - Tier I - Tier II (5-6L16/24)

Plate
51626-02 Cooling Water Pipe to Expansion Tank Page 2 (2)
L16/24
Item Item
067 1/E Cooling water pipe Kølevandsrør
114 Support Holder
126 Support Holder
138 Bracket Konsol
151 Solenoid valve Magnetventil
163 Gasket Pakning
175 Non return valve Kontraventil
187 Flange Flange
199 Bolt Bolt
209 Pipe clamp Rørbøjle
210 Bolt Bolt
222 Connecting piece Forbindelsesstykke
234 Screw Skrue
246 Gasket Pakning
258 Nut Møtrik
271 Disc Skive
283 Nut Møtrik
295 Pipe clamp Rørbøjle
305 Connecting piece Forbindelsesstykke
317 Pipe connection Rørforbindelse
10.40 - ES0 - Tier I - Tier II (5-6L16/24)

Plate
Page 1 (2) Cooling Water Connections 51630-10H
L16/24
S1
094 104 021
045
069
094
104
021
045
069
S1
S1 - S1 128 141 116 070 165 116 094

104
033
021
045
069
094
104
033
021
045
069
10.06 - ES0
Plate
51630-10H Cooling Water Connections Page 2 (2)
L16/24
Item Item
045 2/E Screw Skrue
069 2/E Lock washer Låseskive
070 2/C Sleeve Bøsning
094 2/E Stud Tap
104 2/E Nut Møtrik
128 2/C Clamp Spændestykke
153 2/C Intermediate piece, Mellemstykke,

complete incl. item komplet inkl. item
070, 116, 128, 141 070, 128, 141 og
and 165 165
165 2/C Sleeve Bøsning
10.06 - ES0
Index
Page 1(1)
Special Equipment 517
L16/24
Description
Governor (UG8D) --------------------------------------------------------------------------------517. 01

Governor shutdown Solenoid ---------------------------------------------------------------- 517. 02
Synchronizing Motor ----------------------------------------------------------------------------517. 03
APM controller ----------------------------------------------------------------------------------- 517. 04
Turbocharger (7&5) ------------------------------------------------------------------- 517. 05
Working Card
Plates
Your Notes :
03040D
UG Dial
Governor
UG-5.7/UG-8/UG-10 Dial
Installation and Operation Manual
Manual 03040D
! WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss
of life should the mechanical-hydraulic governor(s) or electric control(s),
the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or
the controlled device(s) fail.
! IMPORTANT DEFINITIONS
WARNING—indicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTION—indicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTE—provides other helpful information that does not fall under the
warning or caution categories.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is
assumed by Woodward Governor Company unless otherwise expressly undertaken.
© 1982 by Woodward Governor Company
All Rights Reserved
Manual 03040 UG Dial Governor
Contents
CHAPTER 1. GENERAL INFORMATION ............................................................. 1

Introduction............................................................................................................. 1
Description ............................................................................................................. 1
References ............................................................................................................. 2
CHAPTER 2. INSTALLATION PROCEDURES .................................................... 5

Introduction............................................................................................................. 5
Receiving................................................................................................................ 5
Storage ................................................................................................................... 5
Mounting Requirements ......................................................................................... 5
Linkage Attachments.............................................................................................. 6
Oil Supply ............................................................................................................... 8
CHAPTER 3. PRINCIPLES OF OPERATION ..................................................... 13

Introduction........................................................................................................... 13
Component Description........................................................................................ 13
Oil Pump....................................................................................................... 13
Accumulator.................................................................................................. 13
Power Piston................................................................................................. 14
Pilot Valve System........................................................................................ 14
Ballhead System........................................................................................... 16
Compensation System ................................................................................. 16
Load Limit Control ........................................................................................ 17
Synchronizer................................................................................................. 18
Speed Droop ................................................................................................ 18
Operation of the UG Dial Governor ...................................................................... 19
General Information...................................................................................... 19
Decrease in Load ......................................................................................... 20
Increase in Load ........................................................................................... 21
CHAPTER 4. GOVERNOR OPERATION AND ADJUSTMENTS ....................... 23

Introduction........................................................................................................... 23
Initial Operation for a New Governor .................................................................... 23
Adjustments.......................................................................................................... 23
Compensation Adjustments ................................................................................. 24
Initial Operation for a Repaired or Reassembled Governor ................................. 26
Test Procedures ................................................................................................... 27
Test Completion ................................................................................................... 31
CHAPTER 5. TROUBLESHOOTING .................................................................. 33

Introduction........................................................................................................... 33
Troubleshooting.................................................................................................... 33
Oil ................................................................................................................. 33
Compensating Adjustment and Needle Valve .............................................. 33
Definitions ..................................................................................................... 34
Preliminary Inspection .................................................................................. 34
Additional Information for Steam Turbines, Gas and Gasoline Engines .............. 39
Governor Field Repairs ........................................................................................ 40
Removal of Governor from Engine....................................................................... 40
Woodward i
UG Dial Governor Manual 03040
Contents
CHAPTER 6. REPLACEMENT PARTS...............................................................43

Replacement Parts Information............................................................................43
Parts List for Figure 6-1 (Sheet 1 of 5) .................................................................44
CHAPTER 7 AUXILIARY EQUIPMENT ..............................................................55

Introduction...........................................................................................................55
Synchronizer Motor and Solenoid Shutdown........................................................55
PM Synchronizer Motor with Housing...................................................................57
Low Lube Oil Pressure Shutdown ........................................................................58
Magnetic Speed Pickup........................................................................................59
Micro Switches and Wiring Harness.....................................................................60
CHAPTER 8. SERVICE OPTIONS ......................................................................61

Product Service Options.......................................................................................61
Replacement/Exchange ...............................................................................61
Flat Rate Repair............................................................................................62
Flat Rate Remanufacture .............................................................................62
Returning Equipment for Repair ...........................................................................62
Packing a Control .........................................................................................63
Return Authorization Number .......................................................................63
Replacement Parts ...............................................................................................63
How to Contact Woodward...................................................................................63
Additional Aftermarket Product Support Services ................................................64
Technical Assistance............................................................................................66
ii Woodward
Illustrations
1-1. UG-8 Dial Governor ............................................................................... iv

1-2. Recommended Output Shaft Travel Adjustment.................................... 2
1-3. UG Dial Governor Outline Drawing......................................................... 3
2-1. Linkage Arrangement ............................................................................. 8
3-1. UG Dial Governor Schematic Diagram................................................. 15
4-1. Maximum/Minimum Speed Stop Adjustment on the
UG Dial Governor....................................................................... 29
5-1. Common Bench Tools .......................................................................... 41
5-2. Normal Field Repair Tools .................................................................... 42
6-1. Parts Illustration for the UG Dial Governor ...................................... 45/53
7-1. UG Cover with Bodine Motor and Shutdown Solenoid ......................... 55
7-2. Installing Cover with Bodine Synchronizer Motor ................................. 56
7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor ........... 57
7-4. Top View of Weatherproof Housing with PM Synchronizer
Motor and Shutdown Solenoid ................................................... 57
7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing ....... 58
7-6. Low Lube Oil Pressure Shutdown ........................................................ 59
7-7. Magnetic Speed Pickup ........................................................................ 59
7-8. Micro Switches and Wiring ................................................................... 60
7-9. Wiring Harness on Cover ..................................................................... 60
Tables
2-1. Oil Chart.................................................................................................. 9

2-2. Viscosity Comparisons ........................................................................... 9
4-1. Test Stand Tools................................................................................... 26
5-1. Troubleshooting Chart ..................................................................... 35/39
5-2. Governor Output Shaft Travel vs Butterfly Valve Travel....................... 40
5-3. List of Common Bench Tools ............................................................... 41
5-4. List of Normal Field Repair Tools ......................................................... 42
Woodward iii
Figure 1-1. UG-8 Dial Governor
iv Woodward
Chapter 1
General Information
Introduction
The UG Dial governor is available in three different work outputs:
• UG-5.7—7.1 Nxm (5.2 lb-ft)
• UG-8—13.2 Nxm (9.7 lb-ft)
• UG-10—15.9 Nxm (11.7 lb-ft)
The UG-5.7 and UG-8 both use 827 kPa (120 psi) oil pressure, and the UG-10
uses 1034 kPa (150 psi).
Basic operation, adjustment, troubleshooting, and replacement of parts are

similar for the UG-5.7, UG-8, and UG-10.
Description
The UG is a mechanical-hydraulic governor for controlling diesel, gas, or dual
fuel engines, or steam turbines. The UG is mechanically linked to the fuel racks
or to the fuel valves, depending on the system.
The maximum travel of the output (terminal) shaft is 42°.The recommended

travel of the output shaft is 28° from no load to full load, which allows sufficient
overtravel at each end so that the governor can shut down the prime mover and
also give maximum fuel when required. See Figure 1-2 for recommended output
shaft travel adjustment.
Normally, the UG operates isochronously (constant speed) regardless of load on

the engine, except as described in Chapter 3, Principles of Operation.
Speed droop is incorporated in the UG Dial governor to divide and balance load
between units driving the same shaft or paralleled in an electrical system.
A load limit control is also a standard feature on the UG Dial governor. It limits
the amount of fuel supplied by restricting the travel of the governor output shaft.
An indicator dial shows the governor output shaft limit position.
The load limit control may also be used for shutting down the prime mover by
turning it to zero.
Woodward 1
* UG-5.7—7.1 Nxm (5.2 lb-ft)

* UG-8—13.2 Nxm (9.7 lb-ft)
* UG-10—15.9 Nxm (11.7 lb-ft)
Figure 1-2. Recommended Output Shaft Travel Adjustment
References
Sales, Service and Product Information are available through the offices listed on
the back cover of this manual. Some of the manuals listed below are briefly
covered in Chapter 7, Auxiliary Equipment.
Pub. Pub.
Type Number Title
Manual 03013 Shutdown Solenoid for UG Governors
Manual 03016 Low Lube Oil Pressure Shutdown for UG Governors
Product Spec. 03029 UG-5.7/8/10 Governor
Manual 03035 PM Speed Adjusting Motor
Manual 03505 Speed Adjusting (Synchronizing) Motor Parts Catalog
and Lubrication Guide
Manual 25071 Oils for Hydraulic Controls
Manual 25075 Commercial Preservation Packaging for Storage of
Mechanical-Hydraulic Controls
Manual 36052 Magnetic Speed Pickup for PG, UG8, and UG40
Governors
Manual 36684 Booster Servomotor
Application Note 50516 Governor Linkage for Butterfly Throttle Valves
Repair Manual 56103 UG Dial Governor Repair Procedure
2 Woodward
Figure 1-3. UG Dial Governor Outline Drawing
Woodward 3
4 Woodward
Chapter 2
Installation Procedures
Introduction
This chapter provides information necessary for receiving, storage, mounting,
and start-up adjustments.
Receiving
When you receive your UG governor, it will be bolted to a wooden platform in a
vertical position. After testing the governor at the factory, it is drained of oil.
This leaves a light film of oil covering the internal parts, preventing rust. No
internal cleaning is required before installation.
Some drive shafts are sprayed with a light film of oil while others (depending on
customer requirements) are covered with soft seal. Before installation, remove
the soft seal with a rag saturated with mineral spirits.
Storage
If a governor is being stored for any period of time, please refer to Woodward
manual 25075, Commercial Preservation Packaging for Storage of Mechanical-
Hydraulic Controls.
Mounting Requirements
1. Make sure the drive shaft rotates freely.
2. Select the correct length of coupling between the governor and the prime
mover drive.
3. Mount the governor squarely on its mounting pad.
4. Make sure there is no force pushing the drive shaft into the governor.
5. See the outline drawing (Figure 1-3) for mounting hole sizes and governor
dimensions.
6. Make sure the coupling rotates freely but without backlash. Incorrect
alignment of the governor shaft to the coupling, or not enough clearance
between any of the parts, can result in excessive wear and/or seizure of
parts. It can also cause an undesirable high frequency vibration or “jiggle”
in the governor output shaft (see Definitions in Chapter 5 for more
information).
Woodward 5
The standard UG governor drive gives few installation problems if the alignment
of the governor shaft to the drive coupling is kept.
! WARNING
In the event of a misaligned or broken drive shaft, an overspeed
condition or runaway engine can develop. An overspeeding or
runaway engine can result in extensive damage to the equipment,
personal injury and/or loss of life.
If an optional keyed drive is used when installing the governor, take care to
avoid the following undesirable conditions:
a. Rough gear teeth:

Rough gear teeth, or shaft out of round, can cause vibrations which can be
transmitted to the governor and cause a jiggle in the governor output shaft.
The jiggle can be transmitted to the fuel control resulting in an undesirable
condition. Replace gears if necessary.
b. Incorrect shimming:
Check backlash and re-adjust if necessary to obtain proper mesh without
binding or excessive backlash. Refer to the prime mover manufacturer’s
specifications for the correct amount of backlash.
7. Mount the governor flush with the engine drive pad. If the engine drive pad
is at an angle (from 0° to 45° maximum), the UG must be installed with the
front panel in the upper position. Use a gasket between the governor and the
engine drive pad.
Be sure there is adequate space available around the governor to provide

easy access for installing the control linkage, filling the governor with oil,
and adjusting the speed and compensation system. See the outline drawing
(Figure 1-3) for mounting hole sizes and governor dimensions.
The recommended rated speed range for the governor drive is 1000 to 1500 rpm.
The drive power requirement is 249 W (1/3 hp) at normal speed and operating
temperature. The UG governor may be driven either clockwise or
counterclockwise.
Operating temperature range for the UG governor is –29 to +99 °C (–20 to +210
°F).
Linkage Attachments
Adjustment of the fuel linkage must provide for control of fuel from “OFF” to
“FULL FUEL” within the limits of the 42° of governor output shaft travel. It
must also provide for approximately 30° output shaft travel between “NO
LOAD” and “FULL LOAD”.
6 Woodward
Attach the fuel rack linkage to the governor output shaft. There must be no lost
motion or binding in this linkage. Adequate locking methods must be employed
on the linkage connections.
! WARNING
Be sure to allow sufficient overtravel at each end of the terminal
shaft. Failure to provide sufficient overtravel at maximum fuel
position can prevent the prime mover from giving maximum fuel
when required. Failure to provide sufficient overtravel at minimum
fuel position can prevent the governor from shutting down the prime
mover and result in possible damage to equipment and personal
injury.
A linear linkage arrangement is used in applications where the governor output

shaft positioning is directly proportional to the torque output of the prime mover.
Thus, the governor output shaft travel will be directly proportional to the amount
of fuel delivered to the prime mover.
A linear linkage is a linkage arrangement which provides as much movement of

the governor output shaft per increment of valve movement at light loads as it
does at heavy loads.
In applications where a governor is controlling a butterfly valve, such as on a gas

engine, a linear linkage should not be used.
This is due to the inherent design of the butterfly valve which requires only a
small amount of valve travel (for example, 10°) to bring an engine from no load
to half load. By contrast, this design requires a much greater movement of valve
travel (for example, 30°) to bring the engine from half load to full load.
In order to improve governing control at light loads, a compensating linkage is

devised (“non-linear” linkage). This linkage provides greater movement of the
governor per increment of valve movement at light loads than it does at heavy
loads. Figure 2-1 illustrates the relationship between governor output shaft and
butterfly positions obtained with simple linkage of maximum non-linearity.
When installing this linkage, make sure that the two following conditions are
obtained when the linkage is in the no-load position:
1. The lever which is attached to the governor and the connecting link is in
line with the governor output shaft and the point of attachment of the
connecting link to the butterfly lever.
2. The butterfly lever must be at 90° with the connecting link.
See also Table 5-2 for a satisfactory relationship between governor output shaft
travel and butterfly valve travel in a non-linear system.
For more information on non-linear linkage, please refer to Woodward

Application Note 50516, Governor Linkage for Butterfly Throttle Valves.
Woodward 7
Figure 2-1. Linkage Arrangement (for non-linear fuel systems)
Oil Supply
Use an oil depending on operating temperature for the governor (see Table 2-1).
NOTE
Primary concern is for the oil properties in the governor.
Fill the governor with approximately two quarts of oil to the mark on the oil
sight glass. After the engine is started and the governor is at operating
temperature, add oil if necessary. Oil must be visible in the glass under all
operating conditions.
Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a
suitable lubricating/hydraulic oil. Oil grade selection is based on the operating
temperature range of the governor. Also, use this information to aid in
recognizing and correcting common problems associated with oils used in
governors.
For applications where the governor shares the oil supply with the engine, use
the oil recommended by the engine manufacturer.
Governor oil is both a lubricating oil and a hydraulic oil. It must have a viscosity
index that allows it to perform over the operating temperature range, and it must
have the proper blending of additives that cause it to remain stable and
predictable throughout this range.
8 Woodward
Table 2-1. Oil Chart
Table 2-2. Viscosity Comparisons
Woodward 9
Governor oil must be compatible with seal materials (particularly nitrile,
polyacrylic, and fluorocarbon). Many automotive and gas engine oils, industrial
lubricating oils, and other oils of mineral or synthetic origin meet these
requirements. Woodward governors are designed to give stable operation with
most oils with the viscosity, at the operating temperature, between 50 and 3000
SUS (Saybolt Universal Seconds). At the normal operating temperature, the
viscosity should be between 100 to 300 SUS. Poor actuator response or
instability may be an indication that the oil viscosity is outside this range.
Excessive component wear or seizure in a governor indicates the possibility of:
1. Insufficient lubrication caused by:

a. An oil that flows slowly when it is cold, especially during start-up.
b. No oil in the governor.
2. Contaminated oil caused by:

a. Dirty oil containers.
b. A governor exposed to heating up and cooling down cycles, which
creates condensation of water in the oil.
3. Oil not suitable for the operating conditions caused by:

a. Changes in ambient temperature.
b. An improper oil level which creates foamy, aerated oil.
Operating a governor continuously beyond the high limit temperature of the oil
will result in oil oxidation. This is identified by varnish or sludge deposits on the
governor parts. To reduce oil oxidation, lower the actuator operating temperature
with a heat exchanger or other means, or change to an oil more oxidation-
resistant at the operating temperature.
! WARNING
A loss of stable governor control and possible prime mover
overspeed may result if the viscosity exceeds the 50 to 3000 SUS
range. An overspeeding and/or runaway prime mover can result in
extensive damage to the equipment, personal injury and/or loss of
life.
Specific oil viscosity recommendations are given on the oil chart (Table 2-1).
Select a readily available good brand of oil, either mineral or synthetic, and
continue using that same brand. Do NOT mix the different classes of oils. Oil
that meets the API (American Petroleum Institute) engine service classification
in either the “S” group or the “C” group, starting with “SA” or “CA” through
“SF” and “CD” is suitable for governor service. Oils meeting performance
requirements of the following specifications are also suitable: MIL-L-2104A,
MIL-L-2104B, MIL-L-2104C, MIL-L-46152, MIL-L-46152A, MIL-L-46152B,
MIL-L-45199B.
10 Woodward
Replace the governor oil if it is contaminated, also change it if it is suspected of
contributing to the governor instability. Drain the oil while it is still hot and
agitated; flush the governor with a clean solvent having some lubricating quality
(such as fuel oil or kerosene) before refilling with new oil. If drain time is
insufficient for the solvent to completely drain or evaporate, flush the governor
with the same oil it is being refilled with to avoid dilution and possible
contamination of the new oil. To avoid recontamination, the replacement oil
should be free of dirt, water, and other foreign material. Use clean containers to
store and transfer oil.
! WARNING
Observe the manufacturer’s instructions or restrictions regarding the
use of solvents. If no instructions are available, handle with care. Use
the cleaning solvent In a well ventilated area away from fires or
sparks.
Failure to follow above safety instructions can result in dangerous

fires, extensive damage to equipment, personal injury and/or loss of
life.
Oil that has been carefully selected to match the operating conditions and is
compatible with governor components should give long service between oil
changes. For governors operating under ideal conditions (minimum exposure to
dust and water and within the temperature limits of the oil), oil changes can be
extended. If available, a regularly scheduled oil analysis is helpful in
determining the frequency of oil changes.
Any persistent or recurring oil problems should be referred to a qualified oil

specialist for solution.
The recommended continuous operating temperature of the oil is 60 to 93 °C

(140 to 200 °F). The ambient temperature limits are –29 to +93 °C (–20 to +200
°F). Measure the temperature of the governor on the outside lower part of the
case. The actual oil temperature will be slightly warmer, approximately 6 °C (10
°F).
Woodward 11
12 Woodward
Chapter 3
Principles of Operation
Introduction
Basic UG operation is similar for all types. The only difference is in the method
of setting the speed. Auxiliary devices provide different functions but do not
alter the basic operation of the governor.
Along with the text, a schematic diagram (Figure 3-1) is provided for visual
means of understanding the operation of the UG Dial governor. This schematic
shows a basic design and does not include any auxiliary equipment.
Component Description
Before getting into the operation of the UG, a brief description of the
components will facilitate understanding the operation.
Oil Pump
The purpose of the oil pump (14) is to provide oil pressure for the governor.
The pump gets its oil from the self-contained sump (15). The oil pump is a
positive displacement gear pump with four check valves (13) for either direction
of rotation. One pump gear is part of the rotating bushing, and the other is part of
the laminated drive. The rotating bushing is driven by the governor drive shaft
which is driven by the prime mover. As the bushing rotates, it rotates the
laminated drive. The oil pump gears can be driven either clockwise or
counterclockwise.
Oil flow is directed through the check valve system into the accumulator system
(11).
Accumulator
The purpose of the accumulator (11) is to store oil under pressure for the
operation of the UG governor. The accumulator (two cylinders) also acts as a
pressure relief valve if oil pressure increases above 827 kPa/120 psi (UG-5.7 and
UG-8) or 1034 kPa/150 psi (UG-10).
The accumulator (11) consists of two spring loaded pistons. Oil is pumped into
the cylinders and pressure is increased as the accumulator springs are
compressed. When the oil pressure exceeds 827 kPa/120 psi (UG-5.7 and UG-8),
or 1034 kPa/150 psi (UG-10), oil is released back to sump through a relief port
(12) in each cylinder.
Woodward 13
Oil flows from the accumulator through passages to the top of the power piston
and to the pilot valve system.
Power Piston
The purpose of the power piston (9) is to rotate the governor output shaft to the
increase or decrease fuel position.
The power piston is a differential type with oil pressure on both sides of the
piston. The top end of the power piston is connected to the governor output shaft
(6) through a power lever and link assembly.
The bottom of the power piston has a larger area than the top of the piston.
Therefore, less oil pressure is needed on the bottom than on the top to maintain
the piston stationary. If the oil pressure is the same on both the top and bottom of
the piston, the piston moves up to rotate the governor output shaft in the increase
fuel direction. The piston moves down only when oil under the piston is released
to sump.
Oil to and from the bottom of the power piston is regulated by the pilot valve
system.
Pilot Valve System

The purpose of the pilot valve plunger and bushing is to control the flow of oil to
or from the bottom of the power piston.
The pilot valve system includes the rotating bushing (38) and the pilot valve
plunger (39). The bushing (38) is rotated by the drive shaft (36) while the pilot
valve plunger is held stationary. Through this rotation, friction between the pilot
valve and bushing is reduced. The pilot valve plunger has a control land that
regulates oil flow through ports in the bushing.
When the pilot valve plunger (39) is lowered, high pressure oil flows under the
power piston (9), raising it. When the pilot valve plunger is raised, oil is released
to sump from under the power piston (9), lowering it. The higher pressure on top
of the power piston(9) forces the piston down. When the pilot valve plunger (39)
is in its centered position, the control land covers the control port as shown in
the schematic (Figure 3-1), and there is no movement of the power piston.
The movement of the pilot valve plunger (39) is controlled by the ballhead
system (23) and the dashpot compensation pistons (34) and (35).
14 Woodward
Figure 3-1. UG Dial Governor Schematic Diagram
Woodward 15
Ballhead System
The purpose of the ballhead system (23) is to sense speed changes of the prime
mover as compared to the speed setting reference given by the speeder spring
(25) and to position the pilot valve plunger (39).
The ballhead system includes a ballhead (23), flyweights (24), a speeder spring
(25), a thrust bearing (30), a speeder plug (29),and a speed setting rod (21).
As the governor drive shaft (36) rotates, the gear on the laminated drive (32)
turns and rotates the ballhead gears (23). The flyweights (24) are attached to the
ballhead with pivot pins, and a thrust bearing (30) rides on the toes of the
flyweights (24). The speeder spring (25) is held in position against the thrust
bearing (30) by the speeder plug (29). The speeder plug (29) is used to set a
pressure on the speeder spring (25).
As the ballhead (23) rotates, the flyweights (24) pivot outward due to the
centrifugal force. At the same time the speeder spring (25) forces the thrust
bearing (30) downward on the flyweight toes. This downward force opposes the
centrifugal force of the flyweights. Increasing the drive speed increases the
centrifugal force. Compressing the speeder spring (25) with the speeder plug
(29) increases the downward force applied to the flyweight toes, and in turn,
increases the governor speed setting. The prime mover must run faster to
generate a centrifugal force greater than the speeder spring force to balance the
system again.
Speeder spring force or speed setting (25) is controlled manually through the
synchronizer (speed setting) adjusting knob (5). It can also be controlled from a
remote area if the governor is equipped with a speed setting motor (1).
Compensation System
The purpose of the compensation system is to give stability to the governor and
obtain steady state speed control. Also, when correctly adjusted, the
compensation system effectively regulates the amount of fuel necessary to bring
the engine to the required output to adjust to a decrease or increase in load.
The compensation system creates a small temporary change of speed setting with
governor output shaft movement to produce a stabilizing speed droop
characteristic in the governor. The change of speed setting is followed by a slow
return of speed setting to its original value. Compensation is simply another
word for temporary speed droop characteristic.
The compensation system includes a large dashpot compensation piston (34), a

small dashpot compensation piston (35), a floating lever (31), a compensation
adjusting lever (22) with a pivotable fulcrum (18), and a needle valve (33). See
Figure 3-1.
16 Woodward
The large dashpot compensation piston (34) is connected to the governor output
shaft (6) by a compensation adjusting lever (22). A pivotable fulcrum (18) rides
on the compensation adjusting lever (22). Changing the fulcrum’s (18) position
allows the compensation lever (22) to control the amount of stroke available for
the large dashpot compensation piston (34).
The small dashpot compensation piston (35) is connected through a floating

lever (31) to the pilot valve plunger (39) and the speeder rod (21).
Moving the large dashpot compensation piston (34) down forces oil under the
small dashpot compensation piston (35). As the small dashpot compensation
piston (35) is forced upward, it lifts the pilot valve plunger (39) to close off the
control port which stops the flow of oil to the bottom of the power piston (9).
The needle valve (33) is a variable orifice which controls the flow of oil between
both the large (34) and the small dashpot compensation (35) pistons, and the oil
sump.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Chapter 4, Compensation
Adjustments).
Load Limit Control

The purpose of the load limit control is to hydraulically and mechanically limit
the load that can be placed on the engine by restricting the travel of the governor
output shaft in the increase fuel direction, and consequently the amount of fuel
supplied to the engine.
The load limit control may also be used for shutting down the engine by turning
it to zero.
! CAUTION
Do not manually force prime mover linkage to increase fuel without
first turning the load limit control knob to maximum position (10).
Failure to do so may cause damage and/or failure of governor
internal parts.
The load limit control consists of an indicator disc (7) geared to a load limit rack
(8). The control knob is also attached to the load limit cam (16).
Load is limited mechanically by positioning the load limit knob (cam 16). When
the load indicator reaches the preset point, the pilot valve plunger (39) is lifted,
stopping any further increase in fuel.
Woodward 17
Turning the load limit control to zero to shut down the engine turns the cam (16)
forcing the load limit (shutdown) lever (20) and shutdown strap (17) down. As
the right end of the load limit (shutdown) lever (20) is forced downward, it
pivots about its fulcrum and lifts the pilot valve plunger (39), releasing oil from
under the power piston (9). Pressure oil acting on top of the power piston (9)
forces it downward, rotating the governor output shaft (6) to minimum fuel and
causing the prime mover to shut down.
Synchronizer
The synchronizer is the speed adjusting control, and is used to change engine
speed for a single unit. On engines paralleled with other units, it is used to
change engine load.
The upper knob (called “SYNCHRONIZER” on most models or “SPEED

SETTING KNOB” on later models) is the control knob.
The lower knob (“SYN. INDICATOR”) has no function of its own but has an
indicator disc which shows the number of revolutions of the synchronizer (speed
setting) control knob.
Speed Droop
Speed droop, or simply droop, is one method of creating stability in a governor.
Droop is also used to divide and balance load between units driving the same
shaft or paralleled in the electrical system.
Droop is the decrease in speed that occurs when the governor output shaft moves
from the minimum to the maximum fuel position in response to a load increase,
expressed as a percentage of rated speed.
If instead of a decrease in speed, an increase takes place, the governor shows a

negative droop. Negative droop will cause instability in a governor.
Too little droop can cause instability in the form of hunting, surging, or difficulty
in response to a load change. Too much droop can result in slow governor
response in picking up or dropping off a load.
Using an example where the governor speed is 1500 rpm at no load and 1450
rpm at full load, droop can be calculated with the formula:
No load speed – full load speed

%Droop = x 100
full load speed
1500 rpm – 1450 rpm

%Droop = x 100 = 3.5%
1450 rpm
18 Woodward
If the decrease in speed is greater than 50 rpm when the governor output shaft
moves from the minimum to the maximum fuel position, droop greater that 3.5%
is shown by the governor. If the decrease in speed is less than 50 rpm, droop less
than 3.5% is shown by the governor.
NOTE
If the governor output shaft does not use the full 30° of available
travel from “NO LOAD” to “FULL LOAD”, droop will also be reduced
proportionately.
Marks on the droop adjustment scale on the dial panel are reference numbers
only, and do not represent droop percentages. Thus the 100 mark does not
represent 100% droop. It represents the maximum droop percentage available on
that particular UG governor model.
Speed droop consists of a control knob, cam, and linkage, which when preset,
varies the compression of the speeder spring as the output shaft rotates.
Increasing the fuel reduces speeder spring compression and, in turn, the governor
speed setting. The unit gradually reduces its speed as load is applied. This
relationship between load and speed acts as a resistance to load changes when
the unit is interconnected with other units either mechanically or electrically.
Reducing droop to zero allows the unit to change load without changing speed.
Normally, set zero droop on units running alone. On interconnected units, set the
least amount of droop possible to provide satisfactory load division.
For ac generating units tied in with other units, set droop sufficiently high
(reference numbers 30 to 50 on the dial) to prevent interchange of load between
units. If one unit in the system has enough capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the system’s frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
Operation of the UG Dial Governor
General Information
Refer to Figure 3-1 with the text to better understand the operation of the UG
Dial governor. This schematic diagram is of a basic design and does not include
any auxiliary equipment.
Changes in governor speed setting produce the same governor movements as do

changes in load on the engine. The description that follows is based upon speed
changes caused by load changes.
Woodward 19
Decrease in Load
When the prime mover is running on speed, the flyweights (24) are in a vertical
position for normal steady state operation. The pilot valve plunger (39) is
centered over the control port of the rotating bushing, and the control land stops
the flow of pressure oil through the bushing (38) control port. There is no
movement of the power piston (9), and no movement of the governor output
shaft (6).
When a decrease in load occurs and the same fuel setting is maintained, speed
increases. This generates the following sequence of governor movements:
1. As speed increases, the centrifugal force of the flyweights (24) increases

and becomes stronger than the force of the speeder spring (25).
2. The flyweights (24) tip outward and raise the speeder rod (21) and the right
end of the floating lever (31).
3. This raises the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Oil is released from the bottom of the power piston
(9) to sump.
4. Pressure oil on the top side of the power piston (9) moves it downward,
rotating the governor output shaft in the decrease fuel direction.
5. Linkage from the governor output shaft (6) lowers the compensation
adjusting lever (22), which rotates at the fulcrum (18), raising the large
dashpot compensation piston (34).
6. Suction is thus applied to the chamber of the small dashpot compensation

piston (35), lowering the left end of the floating lever (31).
7. This lowers the pilot valve plunger (39) closing the control port (37).
8. As sump oil flows through the needle valve (33) from the sump into the
dashpot compensation piston assembly (34 and 35), the small dashpot
compensation piston (35) is returned to its normal centered position by the
compensation spring at the same rate as the speeder rod (21). This keeps the
pilot valve plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
decreased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
20 Woodward
Increase in Load
When an increase in load occurs and the same fuel setting is maintained, speed
decreases. This generates the following sequence of governor movements:
1. As speed decreases, the centrifugal force of the flyweights (24) decreases

and the opposing speeder spring (25) force is now greater than the
centrifugal force of the flyweights (24).
2. The flyweights (24) tip inward and lower the speeder rod (21) and the right
end of the floating lever (31).
3. This lowers the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Pressure oil is released through the control port into
the lower cylinder of the power piston (9).
4. The power piston is forced upward by the pressure oil acting on the larger
lower surface area of the power piston, and the governor output shaft is
rotated in the increase fuel direction.
5. Linkage from the governor output shaft (6) lifts the compensating adjusting
lever (22), which rotates at the fulcrum (18), lowering the large dashpot
compensation piston (34).
6. Pressure oil is applied to the bottom side of the small dashpot compensation
piston (35), raising the left end of the floating lever (31).
7. This raises the pilot valve plunger (39) closing the control port (37).
8. As pressure oil flows through the needle valve (33) from the dashpot
compensation piston assembly (34 and 35), the small dashpot compensation
piston (35) is returned to its normal centered position by the compensation
spring, at the same rate as the speeder rod (21). This keeps the pilot valve
plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
increased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
In both cases, a decrease or increase in load, the compensation system operates

in opposite directions. The compensation or amount of movement of the large
dashpot compensation piston (34) is controlled by the compensation adjustment,
that is, the position of the fulcrum (18).
The rate at which the small dashpot compensation piston (35) is returned to
normal is controlled by the needle valve adjustment, that is, the rate of flow of
oil through the needle valve (33).
Woodward 21
22 Woodward
Chapter 4
Governor Operation and Adjustments
Introduction
This chapter describes initial operation and basic adjustments of the UG Dial
governor when placing a new or repaired governor into service.
Initial Operation for a New Governor

Before initial operation of the UG Dial governor, check that all previous
installation steps have been correctly accomplished and that all linkages are
secure and properly attached. See Chapter 2, Installation Procedures. Also, read
all of Chapter 4.
Fill the governor with oil to the top mark on the oil sight glass. Close the needle
valve carefully (clockwise) using a Phillips screwdriver and open it
(counterclockwise) 1/2 to 3/4 turn. Loosen the nut holding the compensation
adjusting pointer enough to move the pointer and set the pointer in the center of
the scale. Tighten the nut.
If replacing a governor, the initial compensation setting can be the same as the
governor just removed.
! WARNING
TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF
LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE
PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect
against runaway or overspeed should the mechanical-hydraulic
governor(s), or electric control(s), the actuator(s), fuel control(s), the
driving mechanism(s), the linkage(s), or the controlled device(s) fail.
Use the prime mover manufacturer’s instructions to start the engine.
Adjustments
Normally, the only adjustments for putting a new governor into service are
bleeding entrapped air and adjusting compensation to obtain satisfactory stability
and response. All other operating adjustments were made during factory
calibration in accordance with the manufacturer’s specifications and should not
require further adjustments.
NOTE
Do not attempt internal adjustment of the governor unless you are
thoroughly familiar with the proper procedures.
Woodward 23
Compensation Adjustments
The compensation needle valve and pointer are adjustable parts of the
compensation system. Their settings directly affect governor stability.
Compensation must be properly adjusted to the particular engine and load to

provide stable operation.
When the prime mover is started for the first time after the governor has been
filled with oil, the governor may be stable at constant speed, yet may need
adjustment. High overspeeds and underspeeds after load changes and slow return
to normal speed indicate the need for compensation adjustment.
NOTE
Maximum compensation settings generally provide stable steady
state operation, but result in greater offspeeds on load changes.
After the oil in the governor has reached its normal operating temperature, make
the following compensation adjustments without load on the prime mover to be
certain that the governor gives optimum control. See Figure 1-1 for location of
the adjustment parts.
1. To bleed trapped air from the governor oil passages, first loosen the nut
holding the compensation adjusting pointer and set the pointer at its
extreme upward position for maximum compensation. Tighten the nut.
Next, remove the needle valve access plug and open the needle valve two
turns counterclockwise. Use a Phillips screwdriver to avoid damage to the
threads inside the bore and to the needle valve.
Damage to the threads or to the needle valve will cause the governor to
change fuel rhythmically. This is called governor hunt. See Chapter 5 for
more information on hunting.
There are two screwdriver slots in the needle valve, a shallow and a deep
slot, located at right angles to each other. The deeper slot is used to expand
the head of the needle valve and increase friction to prevent vibrations from
changing the needle valve setting. If a plain screwdriver must be used, be
sure to use the shallow slot of the needle valve.
Allow the prime mover to hunt for approximately 30 seconds to bleed

trapped air from the governor oil passages.
2. Loosen the nut holding the compensation pointer and set the pointer as far
as it will go towards minimum compensation. Tighten the nut.
3. Gradually close the needle valve until hunting just stops. If hunting does not
stop, open the needle valve one turn and move the compensation pointer up
by one mark on the front panel indicator scale. Again gradually close the
needle valve until hunting stops.
24 Woodward
If hunting does not stop, set the needle valve 1/4 turn open and repeat
setting the compensation pointer up by one mark. Retest the governor until
hunting stops.
NOTE
The objective of the compensation adjustment procedure is to find
the particular settings for the compensation needle valve and
compensation adjustment pointer at which the prime mover will
return quickly to speed (needle valve adjustment) after a speed
disturbance with only a slight over- or undershoot (compensation
pointer adjustment).
4. From this setting, open the needle valve one turn and momentarily disturb
governor stability by turning the load limit knob to increase the load slightly
and bringing it back quickly to its original position. Gradually close the
needle valve until the governor returns to speed with only a small overshoot
or undershoot and:
a. The needle valve is between 1/8 to 1/4 turn open on a governor with an
oil sight glass located in the center of the dial panel.
b. The needle valve is between 3/8 and 3/4 turn open on a governor with
an oil sight glass located on the side of the governor.
Compensation adjustment determines offspeed and needle valve adjustment

determines recovery time.
NOTE
For most responsive governor control, use as little compensation as
possible. Too much compensation causes excessive speed
overshoots and undershoots upon load changes.
NOTE
Closing the needle valve more than indicated in (a) and (b) above
makes the governor slow to return to normal speed after a load
change.
Opening the needle valve more than indicated above decreases

governor stability and can cause hunting.
Once the needle valve adjustment is correct, it is not necessary to change the
setting except for large, permanent changes in temperature which affect governor
oil viscosity.
When the compensation adjustment is correct, tighten the compensation pointer

nut and install the needle valve access plug with a copper washer. The plug and
the washer will seal oil seepage around the needle valve.
Woodward 25
Initial Operation for a Repaired or Reassembled

Governor
After disassembly or repair, it is very important to test the governor on a test
stand. If a test stand is not available, testing of the governor can be done on the
engine.
! WARNING
If testing of the governor is done on the engine, the operator must be
careful to manually control engine speed until he has proven that the
governor will control engine speed.
Attach a serration wrench to the output shaft in addition to the

normal linkage to manually control engine speed with the serration
wrench.
When satisfied that the governing system is fully operational, remove

the serration wrench.
If accurate tests and adjustments are to be made, it is best to use a test stand
since it is difficult to make them when the governor is mounted on an engine.
Write or phone Woodward for a test specification for the governor part number
shown on the nameplate fastened to the governor.
Table 4-1 is a list of tools that are necessary only if a large number of governors
is being tested. For a small number of governors, only the pressure gauge is
needed to check oil pressure during testing.
Table 4-1. Test Stand Tools

Tool Description Woodward Number Application
Woodward Test Engine simulator. Drives governor.
Stand Supplies pressure oil. Includes gauges for
testing.
Electronic Counter Indicates governor drive speed. Must have
and Frequency an output of at least 60 cycles per
Pickup revolution on a one second time base.
Must indicate speed to within ±1 rpm.
Readouts of display time must not exceed
5 seconds.
Pressure Gauge To check governor oil pressure.
(0–1380 kPa/0–200
psi)
Dial Indicator 8995-037 To check and adjust droop setting.
Before installation, be sure speed droop is not negative. To check droop, first set
the speed droop control knob to zero.
1. Put a dial indicator (tool 8995-037) on the governor with the indicator rod
touching the top of the speed setting gear.
2. Place the serration wrench on the governor output shaft.
26 Woodward
3. Rotate the governor output shaft from minimum to maximum fuel position,
and check the dial indicator.
4. No movement of the indicator is zero droop. If movement is greater than

0.05 mm (0.002 inch), adjustment is needed (Clockwise movement of the
indicator is positive droop. Counterclockwise movement of the indicator is
negative droop).
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
counterclockwise to reduce droop. Turn the screw clockwise to increase droop.
When zero droop is obtained (0.05 mm/0.002 inch or less counterclockwise

movement), tighten the locknut again (190).
Check the adjustment again by moving the governor output shaft from minimum
to maximum fuel position. Droop can be zero or positive, it must not be negative.
Check the final droop setting with the governor operating on the prime mover as
shown in “Test Procedures” in this chapter.
Before operating a repaired governor for the first time, check that all installation
steps have been correctly completed. See Chapter 2, Installation Procedures.
Also, read all of Chapter 4.
! WARNING
Test Procedures
1. Remove the pipe plug (33) in the base of the governor on the side to the left
of the needle valve plug (30), and attach a 0–1380 kPa/0–200 psi pressure
gauge. (See Figure 1-3 for Pressure Test Point.)
2. Install the governor on a test stand or on the engine pad. See Chapter 2,
Installation Procedures.
3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be
to the mark on the oil sight glass.
4. If the governor is being tested on the engine, start the prime mover
according to the instructions from the manufacturer.
Run the governor until it is at operating temperature.
Woodward 27
5. Check that the governor has a 758–827 kPa (110–120 psi) oil pressure
(UG-5.7/UG-8) or 965–1034 kPa (140–150 psi) oil pressure (UG-10) at
normal operating speed.
6. Close the needle valve (32) and open it just enough to cause a small hunt,
using a Phillips screwdriver. If a plain screwdriver must be used, make sure
to use only the shallow slot of the needle valve to avoid damage to the
threads inside the bore and to the needle valve.
Let the prime mover hunt for approximately 30 seconds to remove trapped
air from the governor oil passages.
7. Close the needle valve and open it again one half turn. If the governor
continues to hunt, repeat step 6.
8. Adjust the compensation system. See Compensation Adjustments in this

chapter.
NOTE
Maximum speed for constant operation of the UG Dial governor is
1500 rpm.
9. While the engine is running, re-check the governor for zero droop. Turn the
speed droop knob to zero and run the governor at normal operating speed
near 0% load. Then load the engine near 100% load. Speed must be within
0 to 3 rpm lower.
If the engine cannot be run at full load and must be run at partial load only,
the rpm decrease must be proportional to the partial load.
10. If adjustment is needed to obtain zero droop, follow this procedure:
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
(189) counterclockwise to reduce droop. Turn the screw clockwise to
increase droop. Tighten the locknut.
Repeat the above procedure until speed is within 0 to 3 rpm lower when
running the engine from no load to full load positions.
11. To prevent speed setting changes because of engine vibrations, a friction

drive (255) is installed in the speed setting mechanical drive of the UG
governor.
The friction drive (255) must be tight enough to avoid a speed setting
change due to vibrations, and also tight enough to permit the speed setting
motor, if used, to turn the speed setting gear.
If the friction drive is too tight, the synchronizer (speed setting) knob can no
longer be turned manually.
28 Woodward
To adjust the friction on the friction drive, first remove the governor cover
(214), then the retaining ring (250) on the friction drive using a No. 1
Truarc pliers. Do not let the cover (214) or the spring (252) fall into the
governor as the friction drive cover is under spring compression.
Check the torque of the friction drive and set it at 0.17 to 0.28 Nxm (1.5 to
2.5 lb-in) with manual speed setting or 0.45 to 0.62 Nxm (4.0 to 5.5 lb-in)
with speed setting motor. To increase friction, turn the nut on the shaft
clockwise while holding the speed setting knob. To decrease friction, turn
the nut counterclockwise.
12. Reassemble the friction drive.
13. Set the maximum and/or minimum speed limit on the governor. This
adjustment can also be made with the prime mover running. To make the
adjustment, first remove the governor dial plate (see Figure 4-1).
Figure 4-1. Maximum/Minimum Speed Stop Adjustment on the UG Dial

Governor
Turn the synchronizer (speed setting) knob clockwise to increase the speed
setting of the governor from its specified maximum plus 10 rpm.
Woodward 29
If the friction drive slips before reaching the required high speed setting,
mark the intermediate (278) and the synchronizer (269) (speed setting)
indicator gears, disengage the synchronizer (speed setting) gear (269), index
it one tooth counterclockwise to allow a higher speed setting, and engage
gear again.
The amount of rpm change is not the same if the speeder screw (177) has a
coarse thread (0.7 threads/mm or 18 threads/inch) or a fine thread (1.3
threads/mm or 32 threads/inch).
Re-engage the synchronizer indicator gear (269) with the high-speed stop
pin, engaging the intermediate gear (278) to prevent further increase in
speed. The high-speed stop pin is the pin closest to the gear center.
On governors equipped with an electric speed adjusting motor, be sure the

motor can run the governor up to its maximum-speed stop and down to its
minimum speed. Reset the torque on the friction drive, if necessary, as in
step 11 above.
On governors equipped with a two-position high-speed stop (overspeed test

device), set the overspeed-test speed as described above, then the lever
catch will provide the normal high-speed stop for the governor. If necessary,
set the high-speed stop to the lever engaged position and then disengage the
lever and advance to the normal high-speed stop position to achieve the
overspeed-test speed.
14. To set the minimum speed limit, turn the synchronizer (speed setting knob)
counterclockwise to decrease the speed setting of the governor to its
minimum speed position.
15. Set the synchronizer knob at zero on the dial.
16. Set the synchronizer indicator dial panel pointer at zero.
17. Position the synchronizer indicator knob about 1.6 mm (0.06 inch) from the
surface of the dial. This prevents the knob from binding the synchronizer
system gear train.
18. On governors equipped with micro switches, operate the governor at the
required high and low speeds to verify correct positioning of the cams that
operate the micro switches.
Adjust the cams by loosening the screws and turning the cams on the shaft.
Tighten the screws again.
19. On governors equipped with solenoid shutdown, please refer to Woodward

manual 03013 for set-up procedures.
20. Turn the load limit knob to zero. The load limit indicator must move to
zero. The governor output shaft will move to its minimum fuel position.
Reset the load limit knob to maximum load.
30 Woodward
21. Shut down the engine. Remove the pressure gauge and install a 1/8" socket
pipe plug. Apply a pipe sealer to the threads, and torque the pipe plug to 10
Nxm (90 lb-in).
22. Install the governor cover and dial plate.
Test Completion
For operation of units running alone, set droop at zero. Reducing droop to zero
allows the unit to change load without changing speed (zero droop operation is
also called isochronous operation).
On units connected in parallel or to a single shaft, set the least amount of droop
possible to provide satisfactory load division. Droop allows load division
between two or more prime movers that drive the same shaft or are paralleled in
an electrical system.
For ac generating units tied in with other units, set droop sufficiently high
(reference number 30 to 50 or more on the dial) to prevent interchange of load
between units.
If one unit in the system has enough generating capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the system’s frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
When two units are set up for optimum single unit performance, paralleling
problems can be encountered. For example, governor response can be too fast on
one governor, requiring too high a speed droop setting to prevent a constant load
interchange between the two governors. When this occurs, the compensation
setting should be moved towards maximum, reducing the single unit transient
performance capability but allowing stable parallel operation within the
allowable speed droop range. Also, check the amount of output shaft travel on
each governor. Too little output shaft travel on a governor can require too high a
droop setting on that governor to obtain steady state control.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Compensation Adjustments).
When UG governors are used on generator sets operating in parallel and the lead
unit is shifted to slave and vice versa, zero droop must be set on the lead unit to
maintain the frequency for which it is set, and droop must be set on the slave unit
for load distribution between the two units.
For more information on load sharing, please refer to manual 25195, Governing
Fundamentals.
Woodward 31
32 Woodward
Chapter 5
Troubleshooting
Introduction
This section provides instructions for troubleshooting.
It is impossible to anticipate every kind of problem that is encountered in the

field. This manual covers the most common problems experienced. Poor
governing may be due to faulty governor performance, or it may be due to the
governor attempting to correct for faulty operation of the prime mover or the
equipment driven. The effect of any auxiliary equipment on the overall control
required of the governor must also be considered.
! WARNING
Troubleshooting
Oil
Keep the governor oil level to-the mark on the oil sight glass with the unit
operating. The correct oil level is 19 to 32 mm (0.75 to 1.25 inch) below the top
of the governor case.
Dirty oil causes most governor problems. Use clean new or filtered oil. Oil
containers used must be perfectly clean. Oil contaminated with water breaks
down rapidly, causing foaming, and corrodes internal governor parts.
Compensating Adjustment and Needle Valve

The compensating adjustment and needle valve must be correctly adjusted with
the governor controlling the engine or turbine, even though the compensation
may have been previously adjusted at the factory or on governor test equipment.
Although the governor may appear to be operating satisfactorily because the unit
runs at constant speed without load, the governor still may not be correctly
adjusted to the load and to the engine it is to control.
Woodward 33
High overspeeds and low underspeeds, or slow return to speed, after a load
change or speed setting change, are some of the results of an incorrect setting of
the compensating adjustment and needle valve.
Definitions
Use the troubleshooting chart (Table 5-1) on the following pages to determine
the probable causes of faulty operation and to correct these problems.
Terms used in the chart are defined as follows:
Hunt—A rhythmic variation of speed which can originate in the governor or in

the prime mover. (See Table 5-1, Par. 1A, for troubleshooting information.) A
hunt usually has a frequency of less than 5 cycles per minute.
Surge—A sudden variation of speed occurring at periodic intervals which can

also originate in the governor or in the prime mover. (See Table 5-1, Par. 1A, for
troubleshooting information.)
Jiggle—A high frequency vibration of the governor output shaft and fuel
linkage. Do not confuse this with normal controlling action of the governor. A
jiggle has a frequency of more than 50 cycles per minute.
Preliminary Inspection
Governor problems are usually revealed in speed variations of the prime mover,
but it does not necessarily follow that such variations are caused by the
governor. When improper speed variations appear, the following procedure
should be performed:
1. Check the load to be sure the speed changes are not the result of load
changes beyond the capacity of the prime mover.
2. Check engine operation to be sure all cylinders are firing properly and that
the fuel injectors are in good operating condition and properly calibrated.
3. Check the linkage between the governor and fuel racks or valve. There must
be no binding or lost motion.
4. Check the setting of the needle valve and compensation adjustment. (See
Chapter 4, Compensation Adjustments.)
5. Check that the oil is clean and oil level is correct at operating temperature.
The source of most problems in any hydraulic governor stems from dirty
oil. Grit and other impurities can be introduced into the governor with the
oil, or form when the oil begins to break down (oxidize) or becomes sludgy.
34 Woodward
The internal moving parts are continually lubricated by the oil within the
unit. Valves, pistons, and plungers will stick and even “freeze” in their
bores, due to grit and impurities in the oil.
If this is the case, erratic operation and poor response can be corrected (if
wear is not excessive) by flushing the unit with fuel oil or kerosene.
The use of commercial solvents is not recommended as they may damage

seals or gaskets.
Change the oil and flush the governor twice a year if possible.
To change oil, remove the drain plug and drain out the old oil. Flush the
governor by filling it with fuel oil, and with the prime mover running at low
speed, cycle the governor by opening the needle valve two or three turns.
Let the governor hunt for a minute or two, then stop the engine and drain
the governor. Flush the governor once again. Refill the governor with oil
(see Chapter 2, Oil Supply).
Restart the engine and reset the compensation adjustment and needle valve.
6. Check that the drive to the governor is correctly aligned and free of
roughness, side loading, and excessive backlash.
Table 5-1. Troubleshooting Chart

Problem Possible Cause Correction
1. The prime A. The problem may be Block the throttle, fuel racks or steam
mover hunts or originating in the valve in the direction of increase fuel.
surges. governor or prime (Never block the governor output shaft
mover. in the direction that would prevent a
complete shutdown.) The same
blocking action can be performed by
using the load limit knob on the
governor panel.
If hunting and/or surging continues

while the governor output shaft is
blocked, the problem is in the prime
mover.
If, after removing the block, hunting

and/or surging starts again, the problem
can be in the governor or in the prime
mover. Go through the compensation
adjustment procedure for the governor
(see Chapter 4, Compensation
Adjustments). If the problem is still
there, replace the governor with a
replacement governor. Go through the
compensation adjustment procedure for
the replacement governor. If the hunting
and/or surging continues, the problem is
in the prime mover.
Woodward 35

1. The prime B. Compensation Adjust needle valve and compensation
mover hunts or adjustments incorrect. adjusting pointer.
surges. C. Dirty oil (sludge) in Drain oil, clean governor, and refill.
(continued) governor.
D. Oil varnish, which Add oil to the mark on oil sight glass. If
causes sticking of parts. oil level decreases and no external oil
leaks can be seen on the governor,
check the drive shaft for oil leak.
If foaming continues, drain oil and refill

using a different type oil.
E. Lost motion in Repair governor.
engine linkage or fuel
pumps.
F. Lost motion in engine Repair linkage and/or pumps.
linkage or fuel pumps.
G. Binding in engine-to- Repair and realign linkage and/or
governor linkage or fuel pumps.
pumps.
H. Governor output Adjust travel until proper travel is
shaft travel too short to obtained.
provide full fuel.
I. Spring on yield Install heavier spring.
linkage to fuel racks too
weak.
J. Low oil pressure. Return governor to factory for repair.
Normal operating
pressure is 758 to 827
kPa (110 to 120 psi) for
the UG-5.7 and UG-8;
965 to 1034 kPa (140 to
150 psi) for the UG-10.
(See outline drawing,
Figure 1-3, for pressure
test point location.)
Pump check valves are

not seating or
accumulator springs
weak.
K. Power piston is Check for side play or binding of output
sticking. shaft.
L. Voltage regulator not Check voltage regulator. Operate in
operating properly. voltage droop or manual. Do not
disconnect voltage regulator. Adjust,
repair, or replace voltage regulator.
M. Fuel linkage Rework or reset the linkage from
incorrectly set. This governor to unit to obtain the linear
might occur if the relationship.
governor has been
changed or removed
and replaced.
Relationship of
governor travel to
power output of engine
should be linear.
36 Woodward

1. The prime N. Faulty linkage. Linkage should be free of binding and
mover hunts or lost motion throughout service life of
surges. unit. Check yield links, shutdown
(continued) arrangements, etc, to be sure that prime
mover torque changes for very small
increments of governor output shaft
travel. Stability and good steady-state
performance will suffer unless this
condition is met.
O. Incorrect non-linear Adjust linkage from governor to gas
relationship between valve to obtain linear relationship
governor travel and between governor travel and engine
power output of the output. See Figure 2-1. Also, see
prime mover. Engine application Note 50516.
may hunt with light
loads and be stable with
a heavy load.
P. Gas or steam Adjust gas or steam pressure.
pressure too high.
Q. Engine misfiring (bad Check pyrometer readings of each
fuel injector or low pilot cylinder and make necessary repairs or
fuel on dual-fuel adjustments.
engine).
R. Load limit indicator Damaged indicator disc or nameplate
binding on nameplate must be corrected or replaced. Load
or load limit shaft bent. limit shaft must be replaced if bent.
S. Negative droop when Droop calibration out of adjustment.
speed droop knob at Reset (see Chapter 4, Governor
zero. Operation and Adjustments).
T. Governor worn. Return governor to factory for repairs.
2. Fuel racks do A. Low oil pressure in See Item 1J.
not open quickly governor.
when cranking B. Cranking speed too May be necessary to use a booster
prime mover. low. servomotor. See manual 36684,
Booster Servomotor.
C. Booster servomotor Check action of automatic air starting
(if used) not functioning valve. See manual 36684, Booster
properly. Servomotor.
3. Jiggle at A. Rough engine drive Inspect drive mechanism.
governor output or governor drive. a. Check alignment of gears.
shaft. b. Inspect for rough gear teeth,
eccentric gears, or excessive backlash
in gear train.
c. Check gear keys and nuts or set
screws holding drive gears to shafts.
d. Check for bent drive shaft.
e. Check serrated or spline coupling
for wear and alignment.
f. Tighten chain between crankshaft
and camshaft (if used).
g. Check engine vibration damper (if
used).
Woodward 37

3. Jiggle at NOTE
governor output If a keyed drive is used, backlash must be checked and the
shaft. gear shimmed so that there is no binding and the backlash is
(continued) not too great. This should be done each time a new or
replacement governor is installed.
If a serrated drive is used, concentricity of shaft to coupling

should be maintained. Coupling should be as long as possible
to permit greater flexibility.
B. Governor is not Loosen governor mounting screws and
aligned properly. move the governor slightly on its
mounting pad to align the drive shaft
with its coupling.
C. Failure of flexible Return governor to factory for repairs.
drive in flyweight head.
D. Other possible Return governor to factory for repairs.
causes are:
–dirty or worn ballhead
bearing
–rough or worn gear
teeth
–bent speeder spring
–damaged drive shaft Replace seal retainer.
seal retainer
E. Air in governor Bleed air (see Chapter 4, Test
system can cause a Procedures).
jiggle during start-ups
or transients.
4. Load does not A. Speed droop Readjust droop to divide load properly.
divide properly adjustment incorrect.
on Increase droop to resist picking up (or
interconnected dropping off) load.
prime movers.
Decrease droop to increase picking up
(or dropping off) load.
B. Speed settings of the Adjust speed setting so both prime
governors are not the movers run at the same speed.
same.
5. The prime A. Needle valve Readjust compensating needle valve.
mover is slow to adjustment incorrect. Open further if possible to do so without
respond to a causing instability when running without
speed change or load. Compensation pointer may be too
a load change. far toward maximum.
B. Governor is not Friction or wear on flyweight toes—
sensitive in measuring sludge in governor, return to factory.
speed change
(deadband).
C. Low oil pressure in Return governor to factory to inspect
governor. pump and check valves if oil pressure is
low.
D. Engine may be Reduce load.
overloaded.
E. Restricted fuel Clean fuel supply filters.
supply.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
38 Woodward

6. The prime A. Fuel racks will not Adjust engine-to-governor fuel linkage.
mover will not open far enough, or Adjust load limiting device or fuel pump
pick up rated full governor at end of its stops.
load. stroke and the load
indicator is set at 10. Check compression of load limit friction
spring. Low compression may permit
load limit cam to gradually work toward
reduced load position.
B. Restricted fuel Clean fuel supply filters. Gas pressure
supply. low. Gas with different calorific value.
C. Voltage regulator (if Readjust or repair.
used) not functioning.
D. Engine misfiring. Check pyrometer readings of each
cylinder and make necessary repairs or
adjustments.
E. Slipping clutch or Make adjustments.
belts between engine
and driven load.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
7. Governor Slipping clutch. Binding Increase compression on clutch spring.
does not or worn bevel gears. Repair or return governor to factory.
respond to
synchronizer
motor switch.
8. The speed of Droop is negative when Reset droop. See Chapter 4, Governor
the prime mover adjustment is zero on Operation and Adjustments.
increases with the panel. Droop
an increase in calibration out of
load. adjustment.
Additional Information for Steam Turbines, Gas and

Gasoline Engines
The engine torque versus throttle position for a steam turbine gives a wide
variety of non linear relations. Each type must be compensated for with the
correct compensating linkage to bring the error output shaft movement back into
a near linear relation with the prime mover torque output. Please refer to the
prime mover manufacturer's handbook for the correct linkage selection and
installation.
The torque vs throttle position curve for a gas and gasoline engine which is
controlled through a butterfly valve is always very non-linear. When adapting a
governor to this type of engine, if the linkage is made linear, operation at idle
and light loads is never very stable.
The proper procedure for adapting a governor to this engine with the butterfly
valve is to make the linkage so that it requires greater movement of the governor
per increment of butterfly movement at light load than it does at high load.
This linkage tends to linearize the relation between engine-developed torque and
governor output shaft position (see Figure 2-1).
Woodward 39
The table below shows a satisfactory angular position of the governor output
shaft for different openings of the butterfly valve in order to have a more stable
operation at idle and at light loads.
Table 5-2. Governor Output Shaft Travel vs Butterfly Valve Travel

Governor Output Butterfly Valve
Shaft Travel Shaft Travel
0° 0°
6° 3°
12° 9°
15° 20°
18° 30°
24° 82°
Governor Field Repairs

Seals and bearings of the governor output shaft and drive shaft can be replaced
in the field.
Seals and bearing replacement require only a partial disassembly of the

governor. See Figures 5-1 and 5-2, and tables 5-3 and 5-4, for a list of common
bench tools and normal field repair tools.
Seals and bearings can be replaced without these tools, however replacement of
parts is made easier if these tools are available.
Order tools from Woodward (see Chapter 8, Service Options). Include in order:
1. The tool description
2. The tool number or part number of the tool required
3. The manual number (this manual 03040)
Removal of Governor from Engine

To replace a governor on the engine, or to replace seals or bearings on the
governor, remove the governor from the engine as follows:
! CAUTION
Use care in handling and resting of the governor on the work area.
Do not strike or rest the governor on the end of the drive shaft as
damage may result to the drive shaft, oil seal, bearing, or other
internal parts or surfaces. Set the governor on wooden block(s) to
protect the drive shaft when performing maintenance operations.
1. Drain the oil from the governor and install the drain plug again. Some
governors are equipped with a drain cock for draining.
2. Clean exterior surfaces using a cloth moistened with cleaning solvent.
3. Disconnect auxiliary device wiring, and pneumatic or hydraulic tubing

connections if applicable.
40 Woodward
4. Before detaching the output shaft and speed setting linkages, mark both
shaft and lever so they may be easily reinstalled at their original positions.
5. Remove the four stud nuts holding the governor to the mounting pad and lift
the governor off. Remove the gasket between the governor and governor
mounting pad.
6. Set the governor on wooden blocks to protect the drive shaft. Be very
careful to avoid striking the end of the drive shaft. Damage to internal parts
of the governor may result.
Table 5-3. List of Common Bench Tools

Ref. Tool
Tool Description Number Number Application
T-handle hex wrench 7/16” 1 189440 Various bolts on UG
T-handle allen wrench 3/16” 2 8995-047 To install 1/8” pipe plugs
Standard allen wrench 5/64” 3 8995-048 For No. 8:32 headless set screw
Bench block 4 011971 To press out small bearings and
bushings
No. 2 Phillips head screwdriver 5 8995-049 Various screws on UG
Hooked scribe 6 189792 Removing and installing cotter
pins
Figure 5-1. Common Bench Tools
Woodward 41
Table 5-4. List of Normal Field Repair Tools
Ref. Tool
Tool Description Num Number Application
ber
William pliers 7 8995-023 Replace retaining ring on drive shaft
Bearing seater 8 8995-024 Replace drive shaft bearing
Seal protector (use with 030952) 9 030951 Fit on output shaft to protect seal
Dial indicator w/ base 10 8995-017 To check droop adjustment
Seal installing tool (Micarta type) 11 030952 Install output shaft seals (for extra long
shafts only)
Bushing driver 12 8995-028 To adjust output shaft bushings
Serration wrench 13 030943 Turning output shaft or drive shaft
Torque wrench w/ 7/16” socket 14 8995-038 25 lb-in torque on drive shaft bearing
retainer plate screws
Figure 5-2. Normal Field Repair Tools
42 Woodward
Chapter 6
Replacement Parts
Replacement Parts Information

When ordering replacement parts, include the following information:
1. Governor serial number and part number shown on nameplate.

2. Manual number (this is manual 03040).
3. Parts reference number in parts list and description of part or part name.
! WARNING
Refer to repair manual 56103 for correct and safe procedures when
disassembly and assembly are required. Personal injury may result if
accumulator springs are released suddenly. Use an arbor press to
release or to install the compressed accumulator spring.
Woodward 43
Parts List for Figure 6-1 (Sheet 1 of 5)

Ref. No. Part Name ................................................ Quantity
03040-1 Retainer ring, 1.283" OD .......................................2
03040-2 Washer, 1.185" OD ...............................................2
03040-3 Accumulator spring................................................2
03040-3A Accumulator spring (used in UG-10 only)..............2
03040-4 Accumulator piston ................................................2
03040-5 Soc hd pipe plug, 1/8"............................................1
03040-6 Soc hd pipe plug, 1/8"............................................1
03040-7 Cotter pin, .060 x 1/2" ............................................1
03040-8 Laminated drive shaft assembly ............................1
03040-9 Sleeve retainer.......................................................1
03040-10 Spirol pin................................................................1
03040-11 Retainer ring .671 ID..............................................1
03040-12 Washer ..................................................................1
03040-13 Driver assembly.....................................................1
03040-14 Laminated drive spring ........................................12
03040-15 Pump gear assembly.............................................1
03040-16 Straight pin.............................................................1
03040-17 Large dashpot compensation piston......................1
03040-18 Large dashpot compensation spring .....................1
03040-19 Large dashpot compensation link..........................1
03040-20 Oilite bushing .........................................................2
03040-21 Retainer ring, 1.283" OD .......................................2
03040-22 Pilot valve bushing.................................................1
03040-23 Check valve ...........................................................4
03040-24 Dowel pin ...............................................................2
03040-25 Dowel pin ...............................................................2
03040-26 Base.......................................................................1
03040-27 Washer ..................................................................5
03040-28 Cap screw, 1/4-28 x 1.000” ...................................5
03040-29 Pipe plug, 1/8" soc hd ............................................1
03040-30 Needle valve plug ..................................................1
03040-31 Washer ..................................................................1
03040-32 Needle Valve .........................................................1
03040-33 Pipe plug, 1/8" soc hd ............................................1
03040-34 Power piston ..........................................................1
03040-35 Controlet ................................................................1
03040-36 Soc hd pipe plug, 1/8"............................................1
03040-37 Soc hd pipe plug, 1/8"............................................1
03040-38 Ballhead drive gear................................................1
03040-39 Connecting lever....................................................1
03040-40 Straight pin.............................................................1
03040-41 Cotter pin, .030 x 3/8" ............................................2
03040-42 through 49 .......................................................Not Used
44 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 1 of 5)
Woodward 45

03040-50 Plug........................................................................1
03040-51 Output shaft (optional) ...........................................1
03040-52 Set screw, 1/4-28 x 5/16".......................................2
03040-53 Output shaft bushing .............................................2
03040-54 Oil seal, 1.128 OD .................................................2
03040-54A Compensation adjustment lever pin stop ..............2
03040-55 Washer, 7/16 x 5/8 x 1/32" ....................................1
03040-56 Compensation adj. pointer.....................................1
03040-57 Washer, .328 x .562 x .064 thick ...........................1
03040-58 Elastic stop nut 5/16-24 .........................................1
03040-59 Keyed drive shaft ...................................................1
03040-60 Key .188 x .190 x 1.062"........................................1
03040-61 Spacer ...................................................................1
03040-62 Nut, 5/8-18 castle...................................................1
03040-63 Cotter pin, 1/8 x 1-1/2"...........................................1
03040-64 Pilot valve plunger .................................................1
03040-65 Spring seat.............................................................1
03040-66 Pilot valve spring....................................................1
03040-67 Drive shaft..............................................................1
03040-68 Ball bearing............................................................1
03040-69 Snap ring ...............................................................1
03040-70 Bearing retainer plate ............................................1
03040-71 Dr hd cap screw, 1/4-28 x 5/8" ..............................3
03040-72 Oil seal, 1.379" OD ................................................1
03040-73 Oil seal retainer......................................................1
03040-74 Seal retainer gasket...............................................1
03040-75 Small dashpot compensation piston assembly......1
03040-76 Small dashpot compensation spring......................2
03040-77 Small dashpot spring seat (not shown) .................1
03040-78 Small dashpot compensation piston guide ............1
03040-79 Hex lock nut, 1/4-28...............................................1
03040-80 Dashpot nut ...........................................................1
03040-81 Shutdown lever bracket .........................................1
03040-82 Spring ....................................................................1
03040-83 Washer, .178 ID.....................................................1
03040-84 Cotter pin ...............................................................1
03040-85 Headed pin ............................................................1
03040-86 Shutdown lever ......................................................1
03040-87 Washer ..................................................................2
03040-88 Screw.....................................................................2
03040-89 Cotter pin ...............................................................1
03040-90 Washer ..................................................................1
03040-91 Power piston link....................................................1
03040-92 Cotter pin ...............................................................1
03040-93 Power lever............................................................1
03040-94 Taper pin, No.3 x 1-1/4".........................................2
03040-95 Pin..........................................................................1
03040-96 Cotter pin, .060 x 3/4" ............................................1
03040-97 Compensation lever...............................................1
03040-98 Straight pin.............................................................1
03040-99 Drilled straight pin ..................................................1
03040-100 Cotter pin, .060 x 3/4" ............................................1
03040-101 Straight pin.............................................................1
46 Woodward
03040-102 Compensation link .................................................1
03040-103 Compensation lever fulcrum..................................1
03040-104 Compensation lever assembly ..............................1
03040-105 Preformed Packing Ring, .301 1 D x .070"............1
03040-106 Case ......................................................................1
03040-107 Output shaft ...........................................................1
03040-108 through 149 ...................................................Not Used
Woodward 47

03040-150 Friction spring pin ..................................................1
03040-151 Load limit speed droop spring ...............................1
03040-152 Load limit cam .......................................................1
03040-153 Speed droop cam assembly ..................................1
03040-153A Washer, .265 ID x .438 OD x .207-.197 thick........1
03040-154 Rack pin.................................................................6
03040-155 Load indicator gear (includes items 285 and 286).1
03040-156 Load limit lever.......................................................1
03040-157 Load limit strap ......................................................1
03040-158 Load limit rack .......................................................1
03040-159 Dial panel...............................................................1
03040-160 Ballhead cover .......................................................1
03040-161 Flyweight................................................................2
03040-162 Flyweight bearing...................................................4
03040-163 Flyweight pin ..........................................................2
03040-164 Torsion spring........................................................1
03040-165 Torsion spring (early model) ..................................1
03040-166 Ball bearing............................................................1
03040-167 Ballhead gear assembly ........................................1
03040-168 Spirol pin................................................................4
03040-169 Spring damped ballhead........................................1
03040-170 Speeder rod ...........................................................1
03040-171 Ballhead assembly.................................................1
03040-172 Speeder rod spring ................................................1
03040-173 Thrust bearing .......................................................1
03040-174 Flexloc stop nut......................................................1
03040-175 Speeder spring assembly ......................................1
03040-176 Speeder gear .........................................................1
03040-177 Speeder screw.......................................................1
03040-178 Shakeproof washer, No.8 ......................................2
03040-179 Phil. hd screw, 8-32 x .375 ....................................2
03040-180 Speed setting screw pin.........................................1
03040-181 Cotter pin, .030 x .375 ...........................................1
03040-182 Washer, .375 OD...................................................1
03040-183 Speed droop link....................................................1
03040-184 Cotter pin, .030 x .375 ...........................................2
03040-185 Drilled straight pin ..................................................1
03040-186 Speed droop lever .................................................1
03040-187 Speed droop fulcrum .............................................1
03040-188 Speed setting screw guide.....................................1
03040-189 Speed droop screw................................................1
03040-190 Nut, 8-32 ................................................................1
03040-191 Extension spring ....................................................1
03040-192 Speed droop lever screw .......................................1
03040-193 Washer, .500 OD...................................................1
03040-194 Cotter pin, .060 x .500 ...........................................1
03040-195 Speed droop lever .................................................1
03040-196 through 199 ...................................................Not Used
48 Woodward
Woodward 49

03040-200 115 Vac/dc Bodine motor ......................................1
03040-201 Motor seal spring ...................................................1
03040-202 Phil fl hd screw, 10-32 x .375.................................4
03040-203 Oil Cup...................................................................1
03040-204 Phillips hd screw, 10-32 x 1/2"...............................8
03040-205 Lock washer, No.10...............................................8
03040-206 Cover gasket .........................................................1
03040-207 Soc hd pipe plug, 1/8"............................................1
03040-208 Base gasket...........................................................1
03040-209 Washer ..................................................................4
03040-210 Cap screw, 1/4-28 x 1.000” ...................................4
03040-211 Front panel gasket.................................................1
03040-212 Elbow, 1/8".............................................................1
03040-213 Oil sight glass ........................................................1
03040-214 Cover .....................................................................1
03040-215 Motor bracket.........................................................1
03040-216 Shakeproof washer, No.8 ......................................4
03040-217 Phil rd hd screw, 8-32 x .312 .................................4
03040-218 Oil filler cap (optional) ............................................1
03040-219 Cover (optional) .....................................................1
03040-220 through 249 ...................................................Not Used
50 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 4of 5)
Woodward 51

03040-250 Retainer .................................................................1
03040-251 Friction drive cover ................................................1
03040-252 Friction drive spring ...............................................1
03040-253 Elastic stop nut, .250-28 ........................................1
03040-254 Friction drive spring ...............................................1
03040-255 Friction drive case..................................................1
03040-256 Drive plate..............................................................1
03040-257 Roll pin, .094 dia. x.500 .........................................1
03040-258 Needle bearing ......................................................1
03040-259 Needle bearing ......................................................1
03040-260 Needle bearing ......................................................1
03040-261 Horiz. synch. adj. gear ...........................................1
03040-262 Taper pin, 6/0.........................................................1
03040-263 Needle bearing ......................................................1
03040-264 Synch. adj. shaft ....................................................1
03040-265 Lock washer, No.10...............................................8
03040-266 Socket hd screw 10-32 x 5/8" ................................8
03040-267 Synchronizer indicator shaft ..................................1
03040-268 Spring clip ..............................................................1
03040-269 Synchronizer indicator gear ...................................1
03040-270 Indicator pointer .....................................................2
03040-271 Set screw ...............................................................4
03040-272 Knob ......................................................................1
03040-273 Plug........................................................................1
03040-274 Dial plate................................................................1
03040-275 Knob ......................................................................1
03040-276 Taper pin, 6/0 x .750..............................................3
03040-277 Shaft ......................................................................1
03040-278 Idler shaft gear assembly ......................................1
03040-279 Straight pin.............................................................1
03040-280 Oil seal...................................................................1
03040-281 Knob ......................................................................1
03040-282 Load limit comp. spring..........................................1
03040-283 Washer, .365 OD...................................................1
03040-284 Preformed Packing Ring, .239 ID x.070 ................1
03040-285 Bushing included in item 209.................................1
03040-286 Bushing included in item 209.................................1
03040-287 Oil seal...................................................................1
03040-288 Knob ......................................................................1
03040-289 Roll pin, .094 dia. x.500 .........................................1
03040-290 Speed droop collar.................................................1
03040-291 Load limit speed droop spring ...............................1
03040-292 Oil seal...................................................................1
03040-293 Phillips hd screw, 8-32 x 3/81, ...............................6
03040-294 Set screw 6-32.......................................................1
03040-295 Cover-friction .........................................................1
03040-296 Friction disc............................................................1
03040-297 Washer.750 OD.....................................................1
03040-298 Friction washer spring............................................1
03040-299 Screw-speed adjust ...............................................1
52 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 5of 5)
Woodward 53
54 Woodward
Chapter 7
Auxiliary Equipment
Introduction
A number of optional auxiliary features and devices are available for use with
the UG Dial Governor. These devices permit the governor to perform other
secondary functions such as fuel limiting, low lube oil pressure shutdown, or
effect a shutdown through an electrical solenoid. Auxiliary equipment should be
supplied as original equipment on the governor. It Is recommended that the
customer contact Woodward if field installations are desired.
The following paragraphs provide a brief description of the auxiliary equipment

available and list the manuals where detailed information may be obtained.
Synchronizer Motor and Solenoid Shutdown

Early models of the synchronizer (speed setting) motor use an ac-dc Bodine
motor, externally mounted, and available in any of the following voltages: 12,
24, 32, 48, 64, 115, 125, 230, and 250. Late models use a PM (permanent
magnet) motor using a 115 Vac, or 24 and 32 Vdc, internally mounted.
Figure 7-1 shows a UG cover equipped with solenoid shutdown. It also shows
the synchronizer (speed setting) motor as used on the UG Dial governor.
Figure 7-1. UG Cover with Bodine Motor and Shutdown Solenoid
Two models of the shutdown solenoid are available. One provides shutdown
when energized, and the other when de-energized. Each can be equipped with or
without latch. See manual 03013 for set-up procedures and parts breakdown.
Woodward 55
! WARNING
The synchronizer (speed setting) motor is available separately or with the

solenoid shutdown. It provides the ability to remotely control the governor's
speed setting. Thus, alternator frequencies can be matched or, when operating in
droop mode, load distribution may be changed as required, remotely. Refer to
manual 03505 for the parts reference and lubrication guide.
Figure 7-2 shows the method for installing the cover (267) when equipped with a
motor. Turn the synchronizer knob to align the clutch with the motor's shaft as
the cover is lowered into position.
Figure 7-2. Installing Cover with Bodine Synchronizer Motor
56 Woodward
Figure 7-3 shows the completed UG8 Dial governor equipped with a Bodine
synchronizer motor.
Figure 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor
PM Synchronizer Motor with Housing

Figure 7-4 shows a UG8 Dial governor with a permanent magnet synchronizer
motor (speed setting motor) and a shutdown solenoid, enclosed in a
weatherproof housing.
At rest, the permanent magnet motor acts as a brake to resist speed changes due
to vibrations.
The weatherproof housing for the PM synchronizer motor can also be equipped
with a shutdown solenoid. There are several supply voltages available for the
solenoid. Contact Woodward for additional information. A conduit connection
and a pin-type connector are also available.
Figure 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor

and Shutdown Solenoid
Woodward 57
Figure 7-5 shows the UG8 governor with PM motor and weatherproof housing.
Figure 7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing
An explosion-proof housing (UL listed) is also available for use in hazardous

areas. The housing is equipped with a 24 Vdc permanent magnet motor and, as
an option, a 24 Vdc shutdown solenoid (energize-to-shutdown type only).
Low Lube Oil Pressure Shutdown

Figure 7-6 shows a low lube oil pressure shutdown. This device stops the prime
mover when engine oil pressure falls below a safe level. There is no additional
external linkage required.
For more information and parts illustration, see manual 03016.
58 Woodward
Figure 7-6. Low Lube Oil Pressure Shutdown
! WARNING
Any failure that would cause the governor to be inoperative would
also cause the shutdown solenoid to be Inoperative.
Magnetic Speed Pickup

The magnetic speed pickup monitors governor speed without having to provide
an additional drive pad on the engine. Figure 7-7 shows the assembly on a UG
governor.
For more information, see manual 36052.
Figure 7-7. Magnetic Speed Pickup
! WARNING
Woodward 59
Micro Switches and Wiring Harness

Micro switches are mounted on the synchronizer indicator shaft as shown in
Figures 7-8 and 7-9. Also shown are the wiring connections and terminal strip.
Figure 7-8. Micro Switches and Wiring Figure 7-9. Wiring Harness on Cover
The micro switches are used in one of two ways.
1. They energize a light which indicates the motor has reached its minimum or
maximum speed-setting position.
2. Instead of energizing a light, they may be used to shut off the electric motor
after reaching the minimum or the maximum speed-setting position.
When used to shut off the electric motor, micro switches also protect the
synchronizer (speed setting) motor should the operator run the speed adjustment
to its limit.
The external wiring to the governor is not provided by Woodward and should be
wired into the connector for the particular application as required.
60 Woodward
Chapter 8
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment under Woodward’s standard Product and Service Warranty (25222),
in effect at the time the product is sold from Woodward or the service is
performed:
• Replacement/Exchange (24-hour service)
• Flat Rate Repair
• Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
• Consult the troubleshooting guide in the manual.
• Contact Woodward technical assistance (see “How to Contact Woodward”
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a Flat Rate structured program and
includes the full standard Woodward product warranty, pursuant to Woodward’s
Product and Service Warranty (25222).
This option allows you to call in advance of a scheduled outage or an unexpected

outage and request a replacement control unit. If the unit is available at the time
of the call, it can usually be shipped out within 24 hours. You replace your field
control unit with the like-new replacement and return the field unit to the
Woodward facility as explained later in this chapter.
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 61
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that
leaves Woodward. The core should be repackaged and the return authorization
label affixed to the outside of the package. Without the authorization label,
receipt of the returned core could be delayed and cause additional charges to be
applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty, pursuant to Woodward’s Product and Service
Warranty (25222) on replaced parts and labor.
Flat Rate Remanufacture

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in “like new” condition and carry
with it the full standard Woodward product warranty, pursuant to Woodward’s
Product and Service Warranty (25222). This option is applicable to mechanical
products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
• name and location where the control is installed;
• name and phone number of contact person;
• complete Woodward part number(s) and serial number(s);
• description of the problem;
• instructions describing the desired type of repair.
! CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
62 Woodward
Packing a Control
Use the following materials when returning a complete control:
• protective caps on any connectors;
• antistatic protective bags on all electronic modules;
• packing materials that will not damage the surface of the unit;
• at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
• a packing carton with double walls;
• a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(1)(800) 523-2831 in North America or
(1)(970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend you make arrangement in advance for return
shipments. Contact a Woodward customer service representative at
(1)(800) 523-2831 in North America or (1)(970) 482-5811 for
instructions and for a Return Authorization Number.
Replacement Parts
When ordering replacement parts for controls, include the following
information:
• the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
• the unit serial number, which is also on the nameplate.
How to Contact Woodward

In North America use the following address when shipping or corresponding:
Woodward Governor Company
PO Box 1519
1000 East Drake Rd
Fort Collins CO 80522-1519, USA
TELEPHONE: (1)(970) 482-5811 (24 hours a day)

TOLL-FREE PHONE (in North America): (1)(800) 523-2831
FAX: (1)(970) 498-3058
Woodward 63
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
FACILITY PHONE NUMBER

Australia (61)(2) 9758 2322
India (91)(129) 230419
Japan (81)(476) 93-4661
The Netherlands (31)(23) 56 61111
You can also contact the Woodward Customer Service Department or consult
our worldwide directory on Woodward’s Internet website
(http://www.woodward.com) for the name of your nearest Woodward
distributor or service facility:
Additional Aftermarket Product Support Services

Woodward Aftermarket Services offers the following after-sale support for all
Woodward products:
• Customer Training
• Technical Assistance
• Field Service
• Specialized Services
Customer Training is offered at our facility in Loveland, Colorado, or at your

site. This training, conducted by experienced trainers, will assure that customer
personnel will be able to maintain system reliability and availability. For
information concerning training available, call the number above and ask for
customer training.
Technical Assistance is available using the Woodward toll-free number. The

Aftermarket application engineering group is available to assist customers with
technical questions or problem solving during normal business hours or as
emergency support 24 hours a day. This group can also provide engineering
support for changes or enhancements after the commissioning of your system.
For technical engineering assistance, call the number above and ask for technical
assistance.
64 Woodward
Field Service engineers are dispatched from the Woodward facility in Colorado,
or from one of many regional or worldwide offices located near the customer to
provide prompt response. Woodward field engineers are experienced and are
continually updated on all Woodward products as well as much of the non-
Woodward equipment they interface with. The field engineers ensure that all
documentation is updated, and all field engineers are well informed as to new
problems which might arise. Woodward field service engineers are on-call 24
hours a day. Call the number above and ask for field service.
Specialized Services can be tailored to your specific needs. These services can
be based on a particular aspect of a single service or a combination of services
and are covered under one low-cost service contract. A contract may be for
regularly scheduled training courses or possibly to have a field engineer visit
your site at pre-determined intervals to provide a system analysis, verify proper
operation, and make recommendations for maintenance improvements,
enhancements, or other needs. These contracts are usually custom-designed and
structured to allow ultimate flexibility, thereby allowing you to plan and budget
more accurately. For more details, contact the Woodward sales representative, or
call the number above and ask for sales support to discuss specific needs.
Woodward 65
Technical Assistance
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Woodward Part Number and Revision Letter
Control Description or Governor Type
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
66 Woodward
We appreciate your comments about the content of our publications.
Please send comments to:
Attention: Technical Publications
PO Box 1519
Please include the manual number from the front cover of this publication.
Woodward Governor Company/Industrial Controls

PO Box 1519, Fort Collins CO 80522-1519, USA
1000 East Drake Road, Fort Collins CO 80525, USA
Phone (1)(970) 482-5811 • Fax (1)(970) 498-3058
E-mail and World Wide Web Home Page—http://www.woodward.com
Registered Firm
ISO 9001:1994/Q9001-1994
Certificate QSR-36
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address/phone/fax/e-mail information for all locations is available on our website.
00/9/F
03013T
Shutdown Solenoid
for
UG Governor
Installation and Operation Manual
Manual 03013T
WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss of
life should the mechanical-hydraulic governor(s) or electric control(s), the
actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the
controlled device(s) fail.
WARNING
This shutdown solenoid must not be used for overspeed shutdown because
overspeed could be caused by failure of the governor system. The
shutdown could be made inoperable by the same governor failure which
caused the overspeed. Engine overspeed can cause property damage,
personal injury, and death. Use the shutdown only for protection from low
oil pressure, high oil pressure, water temperature, or other system
protection.
IMPORTANT DEFINITIONS
WARNING—indicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTION—indicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTE—provides other helpful information that does not fall under the
warning or caution categories.
Revisions—Text changes are indicated by a black line alongside the text.
© Woodward 1985
All Rights Reserved
Manual 03013 Shutdown Solenoid for UG Governor
Contents
CHAPTER 1. OPERATION AND ADJUSTMENT ................................................. 1

Description..............................................................................................................1
Operation................................................................................................................2
De-energize to Shut Down Model ..................................................................2
Energize to Shut Down Model ........................................................................2
Adjustments—Installation.......................................................................................3
De-Energize to Shut Down Model ..................................................................3
Vibration-Resistant De-Energize to Shut Down Model ..................................4
Energize to Shut Down Model ........................................................................6
Vibration-Resistant Energize to Shut Down Model, without Latch .................7
Solenoid Suppression Diodes ................................................................................8
CHAPTER 2. PARTS LISTS ........................................................................... 9
Parts Information ....................................................................................................9
CHAPTER 3. SERVICE OPTIONS ................................................................. 17
Product Service Options.......................................................................................17
Replacement/Exchange ...............................................................................17
Flat Rate Repair............................................................................................18
Flat Rate Remanufacture .............................................................................18
Returning Equipment for Repair...........................................................................18
Packing a Control .........................................................................................19
Return Authorization Number .......................................................................19
Replacement Parts ...............................................................................................19
How to Contact Woodward...................................................................................20
Engineering Services ...........................................................................................20
Technical Assistance............................................................................................22
Illustrations and Tables
Figure 1. De-Energize to Shut Down Models.........................................................3

Figure 2. Vibration-Resistant De-energize to Shut Down ......................................4
Figure 3. Energize to Shut Down Models...............................................................6
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch ....................7
Figure 5. Solenoid Suppression Diode...................................................................8
Figure 6. Cover Assembly (with speed setting motor) .........................................10
Figure 6a. PM Motor Assembly (see manual 03035)...........................................11
Figure 7. Energize to Shut Down with Latch ........................................................12
Figure 8. De-Energize to Shut Down with Latch ..................................................13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch ..................14
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch ................15
Woodward i
Shutdown Solenoid for UG Governor Manual 03013
ii Woodward
Chapter 1.
Operation and Adjustment
Description
A shutdown solenoid is available for use on dial type UG8, UG32, and UG40
governors. Two basic models are available. One will cause shutdown when
energized, and the other will cause shutdown when de-energized.
Vibration-resistant models are available for both styles.
The energize and de-energize models are available with a latch that requires
manual resetting for restarting the engine. Vibration-resistant models are not built
with the latching feature.
WARNING
The shutdown solenoid must not be used as an overspeed protection
device. Overspeed protection must come from a unit entirely separate
from the UG governor. Failure of a governor or governor-related part
of the system control can cause a life- or engine-threatening
overspeed condition. In these cases, it is possible that the shutdown
solenoid could not stop the runaway condition.
If voltage is available, the engine may be started without manual reset of the
solenoid if the solenoid with latch is of the energize-to-run type.
All shutdown solenoids move the load-limit strap down to effect shutdown.
The solenoid can be supplied with various coils to accommodate the more
common dc voltages. If operation on ac is desired, rectifiers can be incorporated
in the cover assembly to rectify either 110 or 220 volts to dc. In addition, other ac
voltages can be adapted on special order.
The special governor cover, required for mounting the unit, is available with or
without accommodations for a speed-adjusting motor.
Woodward 1
Operation
De-energize to Shut Down Model

The de-energize to shut down models shown in Figures 1 and 2 will shut the
engine down on loss of current to the solenoid. The solenoid plunger moves up to
allow the engine to run. To start an engine when no current is available, lift the
solenoid plunger manually by means of the shutdown-latch knob (see Figure 1).
As it approaches the top of its stroke, the lock pin may be pressed in to latch the
shutdown-latch knob just below its upper position. This permits starting and
running the engine. Operating with the latch pin holding the solenoid at the top
of its stroke eliminates the possibility of using the solenoid to shut down the
engine.
When current is applied to the solenoid, it will move to its full upward position,
unloading the lock pin, which is moved outward by the circular latch spring.
With loss of current, the load spring will cause the solenoid plunger to move
down, lifting the governor pilot valve and closing off fuel.
WARNING
During start-up, if for any reason the solenoid has no current and the
lock-in is latched, the solenoid will be inoperative. This will eliminate
any safety systems which may use the solenoid to shut down the
engine.
A de-energize to shut down model can be supplied without the latching feature,
generally for operation in automatic plants. The vibration-resistant de-energize to
shut down model is available only in non-latching design. The non-latching
solenoids present an “energize to run” limitation on the engine, a condition which
is required in many plants.
Energize to Shut Down Model

The energize to shut down model shown in Figures 3 and 4 will shut the engine
down as current is applied (even momentarily in the case of the latching model).
The solenoid plunger moves downward through a tapered plunger stop, which
contains seven spring-loaded steel balls. The binding action of the steel balls
against the shutdown rod prevents the solenoid from returning. To restart the
engine, return the plunger to its original position by pressing the reset button,
which forces the steel balls away from the plunger and allows the spring force to
push the load-limit strap and the solenoid plunger to the uppermost positions.
The energize to shut down system is available in non-latching designs for both
the regular and the vibration-resistant models. The vibration-resistant model is
not available in the latching mode.
The non-latching model requires a “shutdown current” to the solenoid until

shutdown is complete.
2 Woodward
Adjustments—Installation
Solenoid shutdown devices supplied on governors as original equipment are
adjusted at the factory. It will be necessary to make the following adjustments on
units which are to be installed on governors already in service.
CAUTION
When assembling or adjusting a shutdown solenoid, ALWAYS
remove the cover and do the work away from the governor. IF ANY
PART OF THE SOLENOID DEVICE SHOULD DROP INTO THE
GOVERNOR, IT WILL REQUIRE EXTENSIVE DISASSEMBLY OF THE
GOVERNOR.
Figure 1. De-Energize to Shut Down Models
De-Energize to Shut Down Model

1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the solenoid plunger nose
as shown in Figure 1. This adjustment is necessary only when the shutdown
device has been disassembled for cleaning or replacing parts. New
assemblies sent from the factory will have this adjustment completed.
2. Loosen the lock nut and, with the solenoid de-energized, turn the solenoid
plunger guide clockwise until it is tight against the plunger. The plunger
should now be seated against the governor cover. Back off the solenoid
plunger guide 3 to 4 turns and tighten the lock nut.
Woodward 3
3. Attach the cover assembly (including the shutdown device) to the governor
case.
4. Remove the set screw from the hole in the rod extension. With the engine
running and the governor in operation and controlling the speed, de-energize
the solenoid and use a screwdriver to turn the shutdown rod assembly
clockwise until the governor just starts to shut down, then screw the
shutdown rod down one additional turn.
Steps 5, 6, and 7 pertain to the latching model. Skip to step 8 if adjusting a

non-latching model.
5. De-energize the solenoid. Lift the shutdown latch knob and press in the latch
pin so the pin remains engaged when the knob is released.
6. With a screwdriver in the slot of the shutdown rod to prevent it from turning,
screw the rod extension clockwise until the solenoid plunger is pulled up
against the solenoid plunger guide.
7. Energize the solenoid. Back off the rod extension until the latch pin releases.
Then back off 1/4 turn more. Lock in place with the 10-32 set screw.
8. Check for normal operation with the solenoid energized and for shutdown
when the solenoid is de-energized. Check the latching device to verify that it
will latch up to allow starting and unlatch when the solenoid is energized.
Vibration-Resistant De-Energize to Shut Down Model
Figure 2. Vibration-Resistant De-energize to Shut Down
4 Woodward
1. Install the shutdown solenoid in the cover with the Plunger Guide Assembly
slightly below the surface of the inside of the cover. Thread the adjusting nut
onto the solenoid plunger rod as far as it will go. DO NOT LOCK WITH
THE ROLL PIN AT THIS TIME.
2. Turn the solenoid plunger guide down until the rod just moves a little farther
out of the bottom of the solenoid assembly. Then back off the plunger guide
four full turns and lock with the lock nut.
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to retract.
7. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is de-energized, and that the engine can
start and run with the solenoid energized. Check for normal operation with
the solenoid de-energized, making sure that the governor is not sluggish in
adding fuel to pick up load.
If the governor is sluggish in adding fuel to pick up load, check for

excessive drag in the movement of the solenoid plunger, a misaligned
shutdown rod, a bent plunger guide, or solidified preservative lubricant on
any of the moving parts.
Woodward 5
Energize to Shut Down Model
1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the plunger nose as shown
in Figure 2. This adjustment is necessary only when the shutdown device has
been disassembled for cleaning or replacing parts. New assemblies from the
factory will have this adjustment completed.
2. Attach the cover assembly (including the shutdown device) to the governor
case.
3. Unscrew the knurled reset button retainer and remove the reset button and
spring. Loosen the lock nut. Turn the plunger stop down until the solenoid
plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns.
Tighten the lock nut.
4. With the governor in operation and controlling engine speed, energize the
solenoid and turn the slotted shutdown rod clockwise until shutdown occurs.
Turn clockwise one more turn past the point of shutdown, and install the
spring, reset button, and reset button retainer.
5. Check for normal operation with the solenoid de-energized, making sure that
the governor is not sluggish in adding fuel to pick up load.
6. Energize the solenoid. After shutdown, check to see that the governor
remains inoperative until the latch is released by pressing the reset button.
Recheck for normal operation.
Figure 3. Energize to Shut Down Models
6 Woodward
The energize to shut down model without the latching feature is adjusted in the
following manner: Remove the plunger stop plug and, with the unit running,
energize the solenoid. With the governor in operation and controlling speed, turn
the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one
more turn past the point of shutdown. Replace the plunger stop plug and screw it
down until the solenoid plunger is tight against the solenoid plunger guide. Back
off 3 to 4 turns on UG5.7, UG8, and UG12.8 governors or 4 turns on UG32 or
UG40 governors. Lock in place with the lock nut. Make the final check as
described in steps 5 and 6 above.
Vibration-Resistant Energize to Shut Down Model,

without Latch
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch
1. With the governor controlling and the governor cover removed: Loosen the
locknut. Turn the plunger stop all the way in to immobilize the plunger, and
run the adjusting nut all the way in to secure a starting position.
2. Install the cover and gasket on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
Woodward 7
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Back out the plunger stop four turns and lock in place with the lock nut.
7. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to extend from the solenoid.
8. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is energized, and that the engine can
start and run with the solenoid de-energized. Check for normal operation
with the solenoid energized, making sure that the governor is not sluggish in
adding fuel to pick up load. If the governor is sluggish in adding fuel to pick
up load, check for excessive drag in the movement of the solenoid plunger, a
misaligned shutdown rod, a bent plunger guide, or solidified preservative
lubricant on any of the moving parts.
Solenoid Suppression Diodes

Solenoid coils used by Woodward, whether operated on ac or dc, have two
diodes wired in the circuit as shown in Figure 5.
Diodes rectify ac to supply dc to the solenoid coils and also to provide shock
hazard protection when used on ac when the ac is disconnected at the peak of a
cycle (counter EMF is generated when the power is removed from the coil).
The diodes should be used on dc power solenoid coils because of the counter
EMF.
NOTE
Open or shorted diodes impair operation of the shutdown solenoid.
Figure 5. Solenoid Suppression Diode
8 Woodward
Chapter 2.
Parts Lists
Parts Information
1. Governor serial number and part number shown on the nameplate.
2. Manual number (this is manual 03013).
3. Part reference number and part name from parts list.
CAUTION
Damage may result if any parts are allowed to drop into the governor.
Use extreme caution when working on the shutdown solenoid. Any
part that should drop into the governor must be retrieved before
attempting to operate the governor.
Ref. Part Description Quantity Ref. Part Description Quantity
03013-1 Cable Clamp 1 03013-41 1/16 Pipe Plug 1

03013-2 Plug 1 03013-42 Jam Nut 1
03013-3 Screw, 4-40 x 5/16" Fil Hd 4 03013-43 Solenoid Plunger Guide 1
03013-4 Receptacle 1 03013-44 Shutdown Rod 1
03013-5 Cover 1 03013-45 Solenoid Case 1
03013-6 Set Screw, 10-32 x 1/4" 1 03013-46 Solenoid Plunger Guide 1
03013-7 Screw, 10-32 x 3/4" Fil Hd 4 03013-50 Ball Loading Spring 1
03013-8 Split Lock Washer, No. 10 4 03013-51 Washer 1
03013-9 Grommet 1 03013-52 Latch Spring 1
03013-10 Motor Seal Spring 1 03013-53 Shutdown Push Button 1
03013-11 Oil Cup 1 03013-54 Push button Retainer 1
03013-12 Bodine Motor 1 03013-55 Plunger Stop Plug 1
03013-13 Solenoid Case 1 03013-56 O Ring 2
03013-14 Load Spring 1 03013-57 Adjusting Screw 1
03013-15 Insulating Paper 1 03013-58 Snap Ring 1
03013-16 Solenoid Coil 1 03013-59 Shutdown Rod 1
03013-17 Parallel Connector 2 03013-60 Solenoid Plunger 1
03013-18 Wire, White Flamenol O.D. AR 03013-61 Soldering Shield Washer 2
03013-19 Wire Strap, 2 Wires 2 03013-62 Varnished Tubing 3/16" long 2
03013-20 Screw, Fil Hd 8-32 x 1/4" 2 03013-63 Shutdown Rod 1
03013-21 Clear Tubing 3/4" Long 2 03013-64 Latch Rod 1
03013-22 Air Gap Washer 1 03013-65 Snap Ring 1
03013-23 Solenoid Plunger 1 03013-66 Washer Assembly 1
03013-24 Solenoid Plunger Locking Pin 1 03013-67 Ball 7
03013-25 Not Used 03013-68 Bushing, Ball Release 1
03013-26 Solenoid Plunger Guide 1 03013-69 Plunger Stop 1
03013-27 Shutdown Spring 1 03013-70 Diodes (Figure 4) 2
03013-28 Washer, Shutdown Spring Ret. 1 (not shown in parts breakdown)
03013-29 Roll Pin, 1/16" x 1/4" 1 03013-71 Plunger Stop Assembly 1
03013-30 Plunger Friction Screw 1 03013-72 O-Ring, .739" ID x .070" 1
03013-31 Shutdown Rod 1 03013-73 Washer, .875" x 1.125"
03013-32 Roll Pin 1 x .047" 1
03013-33 Plunger Guide Bushing 2 03013-74 Plunger Assembly 1
03013-34 Solenoid Plunger Guide 1 03013-75 Roll Pin, .062" Dia. x
03013-35 Latch Spring 1 .312", S.S. 1
03013-36 Snap Ring 1 03013-76 Solenoid Coil Assembly 1
03013-37 Shutdown Latch Knob 1 03013-77 Solenoid Plunger Guide Assm. 1
03013-38 Lock Pin 1 03013-78 Adjusting Nut 1
03013-39 Rod Extension 1 03013-79 Not Used
03013-40 Lock Wire AR 03013-80 Not Used
Woodward 9
Ref. Part Description Quantity Ref. Part Description Quantity
03013-81 Socket Plug 1 03013-128 Cable Assembly 1

03013-82 Lock Nut 1 03013-129 Motor Gasket 1
03013-83 Solenoid Plunger Guide 1 03013-130 Motor 1
03013-87 Coil Assembly 1 03013-131 Lock Washer, No. 6 4
03013-85 Plunger Guide Assembly 1 03013-132 Cap Screw, 0.312-18 x 0.875 4
03013-86 Wire Splice 2 03013-133 Resistor Assembly 2
03013-87 Solenoid Nut 1 03013-134 Shakeproof Washer #4 2
03013-88 Solenoid Washer 1 03013-135 Soc. Hd. Screw, 4-40 x 0.750 2
03013-89 Plunger Assembly 1 03013-136 Gasket 1
03013-90 Roll Pin 2 03013-137 Cover 1
03013-91 Spring 1 03013-138 Oil Cup 1
03013-92 Spring Seat Washer 2 03013-139 Screw 4
03013-93 Adjusting Nut 1 03013-140 Screw, 10 4
03013-121 Motor Housing 1 03013-141 Pressure Pad 1
03013-122 Soc. Hd. Cap Screw, 10-32 8 03013-142 Printed Circuit Board 1
03013-123 Lock Washer, #10 8 03013-143 Housing Gasket 1
03013-124 Cable Assembly 1 03013-144 Cable Assembly 1
03013-125 Potting Stop 1 03013-145 Grommet 2
03013-126 Wire Protector Bushing 2 03013-146 Plug 1
03013-127 Potting Stop 1 03013-147 Wiring Harness 1
Figure 6. Cover Assembly (with speed setting motor)
10 Woodward
Figure 6a. PM Motor Assembly (see manual 03035)
Woodward 11
Figure 7. Energize to Shut Down with Latch
12 Woodward
Figure 8. De-Energize to Shut Down with Latch
Woodward 13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch
14 Woodward
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch
Woodward 15
16 Woodward
Chapter 3.
Service Options
Product Service Options

The following factory options are available for servicing Woodward equipment,
based on the standard Woodward Product and Service Warranty (5-01-1205) that
is in effect at the time the product is purchased from Woodward or the service is
performed:
• Replacement/Exchange (24-hour service)
• Flat Rate Repair
• Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
• Consult the troubleshooting guide in the manual.
• Contact Woodward technical assistance (see “How to Contact Woodward”
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a flat rate structured program and
includes the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205).
This option allows you to call in the event of an unexpected outage, or in

advance of a scheduled outage, to request a replacement control unit. If the unit is
available at the time of the call, it can usually be shipped out within 24 hours.
You replace your field control unit with the like-new replacement and return the
field unit to the Woodward facility as explained below (see “Returning
Equipment for Repair” later in this chapter).
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 17
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that leaves
Woodward. The core should be repackaged and the return authorization label
affixed to the outside of the package. Without the authorization label, receipt of
the returned core could be delayed and cause additional charges to be applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty (Woodward Product and Service Warranty 5-01-
1205) on replaced parts and labor.
Flat Rate Remanufacture

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in “like-new” condition and carry
with it the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205). This option is applicable to mechanical products
only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
• name and location where the control is installed;
• name and phone number of contact person;
• complete Woodward part number(s) and serial number(s);
• description of the problem;
• instructions describing the desired type of repair.
CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
18 Woodward
Packing a Control
Use the following materials when returning a complete control:
• protective caps on any connectors;
• antistatic protective bags on all electronic modules;
• packing materials that will not damage the surface of the unit;
• at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
• a packing carton with double walls;
• a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [1 (800) 523-2831 in North America or
+1 (970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend that you make arrangement in advance for
return shipments. Contact a Woodward customer service
representative at 1 (800) 523-2831 in North America or
+1 (970) 482-5811 for instructions and for a Return Authorization
Number.
Replacement Parts
When ordering replacement parts for controls, include the following information:
• the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
• the unit serial number, which is also on the nameplate.
Woodward 19
How to Contact Woodward
In North America use the following address when shipping or corresponding:
PO Box 1519
1000 East Drake Rd
Telephone—+1 (970) 482-5811 (24 hours a day)

Toll-free Phone (in North America)—1 (800) 523-2831
Fax—+1 (970) 498-3058
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
Facility Phone Number

Australia +61 (2) 9758 2322
Brazil +55 (19) 3708 4800
India +91 (129) 523 0419
Japan +81 (476) 93-4661
The Netherlands +31 (23) 5661111
You can also contact the Woodward Customer Service Department or consult our
worldwide directory on Woodward’s website (www.woodward.com) for the
name of your nearest Woodward distributor or service facility. [For worldwide
directory information, go to www.woodward.com/ic/locations.]
Engineering Services
Woodward Industrial Controls Engineering Services offers the following after-
sales support for Woodward products. For these services, you can contact us by
telephone, by e-mail, or through the Woodward website.
• Technical Support
• Product Training
• Field Service
Contact information:
Telephone—+1 (970) 482-5811
Toll-free Phone (in North America)—1 (800) 523-2831
E-mail—icinfo@woodward.com
Website—www.woodward.com/ic
20 Woodward
Technical Support is available through our many worldwide locations or our
authorized distributors, depending upon the product. This service can assist you
with technical questions or problem solving during normal business hours.
Emergency assistance is also available during non-business hours by phoning our
toll-free number and stating the urgency of your problem. For technical support,
please contact us via telephone, e-mail us, or use our website and reference
Customer Services and then Technical Support.
Product Training is available at many of our worldwide locations (standard

classes). We also offer customized classes, which can be tailored to your needs
and can be held at one of our locations or at your site. This training, conducted
by experienced personnel, will assure that you will be able to maintain system
reliability and availability. For information concerning training, please contact us
via telephone, e-mail us, or use our website and reference Customer Services and
then Product Training.
Field Service engineering on-site support is available, depending on the product

and location, from one of our many worldwide locations or from one of our
authorized distributors. The field engineers are experienced both on Woodward
products as well as on much of the non-Woodward equipment with which our
products interface. For field service engineering assistance, please contact us via
telephone, e-mail us, or use our website and reference Customer Services and
then Technical Support.
Woodward 21
Technical Assistance
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
22 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058
E-mail and Home Page—www.woodward.com
FM 57982
BS EN ISO 9001:1994
6 March 2001

Complete address/phone/fax/e-mail information for all locations is available on our website.
04/1/F
Operation Manual
Permanent Magnet Type Synchronizing

Motor for UG, PSG, and SG Governors
Manual 03026K
WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all
plant and safety instructions and precautions. Failure to follow instructions can
cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with an
overspeed shutdown device to protect against runaway or damage to the prime
mover with possible personal injury, loss of life, or property damage.
The overspeed shutdown device must be totally independent of the prime mover
control system. An overtemperature or overpressure shutdown device may also be
needed for safety, as appropriate.
CAUTION
To prevent damage to a control system that uses an alternator or battery-charging
device, make sure the charging device is turned off before disconnecting the
battery from the system.
Electronic controls contain static-sensitive parts. Observe the following

precautions to prevent damage to these parts.
• Discharge body static before handling the control (with power to the control
turned off, contact a grounded surface and maintain contact while handling the
control).
• Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around
printed circuit boards.
• Do not touch the components or conductors on a printed circuit board with
your hands or with conductive devices.
IMPORTANT DEFINITIONS
WARNING—indicates a potentially hazardous situation which, if not avoided, could
result in death or serious injury.
CAUTION—indicates a potentially hazardous situation which, if not avoided, could

result in damage to equipment.
NOTE—provides other helpful information that does not fall under the warning or
caution categories.
© Woodward 1991
All Rights Reserved
Manual 03026 Permanent Magnet Synchronizing Motor
Permanent Magnet Synchronizing

Motor for UG, PSG, and SG Governors
Description
The permanent-magnet synchronizing motor is used to provide remote speed
adjustment for an SG, PSG, or UG governor. The motor allows a switchboard
operator to match the frequency of an alternator to that of other alternators or to
change load distribution with other units when operating in the droop mode.
The synchronizing motors run only on nominal 24 Vdc power, but models are
available with self-contained rectifiers which allow use of 110 Vac and 220 Vac
supply. A potentiometer is included in most models. This allows the installer to
match the motor with the type of supply available, and to set the motor speed
within an adjustable range.
Four different PM motors have been used to adjust the speed setting of the
governor. The S40, MM40, and MM4A have been used in the past. The current
model is the SMM40. The SMM40 is directly interchangeable with any former
speed-setting motor.
The SMM40 permanent-magnet motor operates on a nominal 24-Vdc supply.

Rectifiers are included in models built to operate with ac supply. In addition a
potentiometer is included with the unit which adjusts dc voltages to an
acceptable level. An adjustable speed is achieved when a PM or APM motor
control is added to the system.
SMM40 Speed
POWER RATED SPEED (RPM) ADJUSTABLE RANGE (RPM)*
24 Vdc 1 0.5 to 1.2
2 1.2 to 2.5
4 2.5 to 5
8 5 to 10
110V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
220V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
* An adjustable range is available when an APM or PM motor control is used. The
adjustment range is only for reference. Exact range depends on the controller used.
Product Specifications
82044 APM Motor Control
82499 Adjustable Voltage Converter for 24 Vdc PM Motor Control
Woodward 1
Permanent Magnet Synchronizing Motor Manual 03026
Adjustment
A friction-type slip clutch between the motor shaft and the governor allows speed
adjustment by the regular manual speed-setting method or by the electrically-
driven PM motor. If this coupling has too little friction the motor drive will slip.
With too great friction the manual speed adjustment will be too hard to turn or
set.
The slip clutch also prevents damage to the governor or the speed adjusting
motor when a maximum or minimum stop is attained. (The motor can continue to
run for a short period after a physical stop has been reached.)
The clutch should be adjusted for about 0.5 N m (4.5 lb-in) of friction. Individual
governor manuals contain instructions on the maintenance and setting of the
friction clutch.
Adjustment Procedure
(There are no adjustments on the MM4A.)
1. Unscrew the four round head screws (828, 515, 605) that hold the cover
plate (825, 519, 602) on the potentiometer portion of the unit.
2. Loosen the lock nut (866, 511, 603) on the potentiometer, turning it
counterclockwise. Turn the potentiometer adjusting shaft (865, 608, 530)
clockwise (toward F on the Bakelite board (834, 510, 601) to increase motor
speed, or counterclockwise (toward S) to decrease motor speed.
When the slot in the shaft points toward the white spot on the Bakelite board
the potentiometer adjustment will be at about the rated speed.
3. After the adjustment has been satisfactorily completed, lock the nut on the
shaft and replace the cover and four round-head screws removed in step 1
of this procedure. (Do not operate the engine for any extended period of
time with the potentiometer and wiring exposed.)
Power Connection
If ac power is used for speed adjustment connect one line from the ac source to
terminal "C" on the receptacle (831, 522, 609). The rectifiers (843, 518, 606) may
burn out if the unit is incorrectly wired. (Review the wiring diagram on the next
page and check against the wiring before applying power to the motor for the first
time.)
Terminals "A" and "B" are connected to the respective output poles of the speed-
control switch.
Bearing Lubrication
Ball bearings are permanently packed with a high-quality grease. Repacking or
periodic oiling is not required.
2 Woodward
Gear Lubrication
The speed reduction gear housing (846, 528, 640, 733) is filled with enough
lubricant to last about two years. Clean out the old grease every two years or as
required and refill with Alvania No. 2 grease or its equivalent.
Wiring Diagrams
Power Connection Diagram
Woodward 3
Troubleshooting
The speed setting motor is extremely long lived and reliable. Most problems
perceived as caused by the motor are in reality caused by either the power
supply to the motor or the friction clutch and speed-setting linkage in the
governor.
Do not disassemble the motor until after all other causes have been thoroughly
investigated. Make sure that the correct power is being delivered to the motor.
Check the connection between the motor and the power source.
Excess load or low supply voltage will slow the speed of the motor. Motor load
can be caused in the governor as well as in the sealed gears on the motor.
Always check for load in the governor by trying to turn the manual speed setting
knob before assuming that excess load is in the motor and attached gears.
Motor heat can be caused by low voltage, excess load, or internal wiring. Always
check causes outside of the motor before determining that the motor is at fault.
Applied voltage can cause motor overspeed. Overspeed conditions are seldom
caused by the motor itself.
Irregular motor speed can be caused by a slipping clutch, problems in the

voltage supply to the motor, of by the motor itself.
Trouble Cause Correction

Motor will No applied Power source or motor Adjust or exchange power
not voltage speed controller incorrect. source or controller.
operate Fuses are blown. Replace fuse, investigate
cause.
Wiring has intermittent Correct wiring.
open condition.
Applied voltage time is too Minimum signal time of
short. 0.2 seconds for motor
response.
Current off Brush spring or wire Replace spring or correct
disconnection. wire.
Brush incorrectly installed. Correctly install brush.
Overload, Speed-setting gear in Inspect and correct
Overcurrent governor is locked up. governor.
Excessive wear in speed- Replace bearings.
setting bearings.
Motor reduction gears. Adjust or replace
reduction gears.
4 Woodward

Low rpm Low Voltage Power source to motor- Adjust or exchange power
(motor speed controller incorrect. source or speed
speed) controller.
Low Voltage Voltage incorrect. Correct supply voltage.
Control
Low Motor Brush spring Replace brush and spring.
Torque disconnecting or shorting.
Insulation incorrect. Clean around brush
holder or replace motor
windings.
Overload Motor shaft has Inspect governor
overloaded. connection and speed
setting mechanism.
Reduction gear box Inspect reduction gear
troubles. box. Replace grease or
parts as necessary.
Bearing wear, lubrication, Replace bearings,
or adjustment. lubricate, and adjust as
necessary.
Low rpm Low Voltage Power source or motor Adjust or exchange power
speed controller incorrect. source.
Voltage incorrect. Check rated voltage,
adjust or exchange power
source.
Low motor Motor fault. Repair motor or exchange
torque motor.
Insulation incorrect. Clean around brush
holder and brush spring.
Overload Motor shaft has overload. Inspect governor.
Reduction gear box Inspect and repair
problem. reduction gear box.
Change lubrication in gear
box.
Bearings worn. Replace bearings.
High rpm High voltage Power source or motor Adjust or replace power
speed controller incorrect. source or motor speed
controller.
Voltage Check rated voltage. Provide correct voltage to
incorrect the motor.
Unstable Current is Load is changing. Inspect governor, inspect
motor changing gear box.
speed Speed controller is not Inspect and repair or
functioning correctly. replace controller.
Bearing trouble. Replace or adjust
bearings.
Brush spring Replace spring, inspect
disconnecting or shorting. installation of brush and
spring.
Dirt between brush and Inspect brush, clean
commutator. commutator.
Woodward 5

Motor is Overcurrent Overload. Repair governor, gear
over- box, or bearings.
heating Bearing problem. Replace bearing.
Excessive bearing thrust. Adjust bearing thrust.
Failed brush spring Replace brush spring,
insulation, short. check installation of spring
and brush.
Brush holder shorting. Clean around brush
holder.
Motor is High ambient temperature Improve ventilation,
overheating condition. reduce ambient
temperature.
Motor is dirty. Clean motor to improve
heat-exchange
capabilities.
Excessive Commutation Overload. Repair governor, gear
brush wear incorrect box, or bearing.
Abrasive gas in Ventilate with clean air.
atmosphere.
Damaged commutator. Polish commutator,
replace armature
assembly.
Brush spring tension Replace the spring, check
incorrect or brush spring the brush installation.
is shorting.
Excessive vibration. Improve mounting or
reduce governor vibration.
Brush Brush does not match Change brush
material motor characteristics or composition or change
incorrect installation conditions. operating conditions.
Motor Excessive Incorrect motor Correct installation.
operation vibration installation.
is noisy Motor drive alignment Correct alignment.
incorrect.
Dirt or debris in the gap Clean or repair motor.
between the commutator
and the brush.
Motor Bearings Lubrication error. Replace bearing and
operation causing correct lubrication.
is noisy vibration Damaged bearing Replace bearing and
cont. surface. correct lubrication and
adjustment.
Bearing seizure. Replace bearing and
correct lubrication and
adjustment.
Commutator Damaged or worn Repair commutator or
damaged, commutator. replace armature and
causing winding assembly.
damage to Abrasive atmosphere. Improve ventilation or
the brush change brush
components to match
demands of the
atmosphere.
6 Woodward
Replacement Parts
The following pages list replacement parts for the four speed-setting motors
included in this manual. The user must be careful that the illustration and parts
list correctly matches the motor being serviced. A number of parts are identified
in the drawings for information only. These parts are available only through the
purchase of larger assemblies, usually the complete motor assembly.

1. Serial number and part number shown on the mane plate.
2. Manual number (this is Manual 03026).
3. Part number from parts list and description or part name.
NOTE
Do not replace the motor until failure of the remote speed-setting adjustment
is clearly identified as failure of the motor. Check wiring to the motor and
power to the motor before assuming that the motor has failed. If the
electrical supply to the motor is determined to be correct, then carefully
check the slip-clutch setting to be sure that it has not changed. Check the
manual speed-setting gear train to be sure it is not presenting too great a
load for the motor to turn.
Woodward 7
Model S40
Specify Model S40 when ordering parts from this page. Note that the part
numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-501 Motor Brush........................ 2 03026-518 Rectif ier...............................2
03026-502 Brush Spring ...................... 2 03026-519 Enclosi ng Cover..................1
03026-503 Ball Bearing ........................ 1 03026-520 Pl ug.....................................1
03026-504 Ball Bearing ........................ 1 03026-521 Cable Clamp .......................1
03026-505 End Housing....................... 1 03026-522 Recept acle ..........................1
03026-506 Arma ture ............................ 1 03026-523 Condens er ..........................1
03026-507 *Ferrite Magnet................... 1 03026-524 Worm Gear Shaft ................1
03026-508 Potentio meter ..................... 1 03026-525 Bakelit e Gear ......................1
03026-509 *Fra me ............................... 1 03026-526 Bronze Gear .......................1
03026-510 Bakelite Board .................... 1 03026-527 Output Shaft........................1
03026-511 Nu t...................................... 1 03026-528 *Reduction Gear Box ..........1
03026-512 Cross Bar ........................... 1 03026-529 Sleev e.................................2
03026-513 Spring Washer.................... 4 03026-530 *Adjusti ng Shaft ..................1
03026-514 Scre w ................................. 4 03026-531 Scre w..................................3
03026-515 Scre w ................................. 1 03026-532 Nu t ......................................3
03026-516 Stop Ring ........................... 1 03026-533 Was her ...............................3
03026-517 Viny l Washer ...................... 1
* Parts available only in connection with larger assembly.
8 Woodward
Model MM40
(Speed Setting serial numbers 21105 and after are model MM40. Note that the
part numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-601 Bakelite Board .................... 1 03026-626 *B ody.................................. 1
03026-602 Pot Cover............................ 1 03026-627 Ball Bearing ........................ 1
03026-603 Potentio meter ..................... 1 03026-628 Alum Washer...................... 1
03026-604 Rd Hd Screw..................... 12 03026-629 Beari ng Cap ....................... 1
03026-605 Spring Washer .................. 14 03026-630 Retaini ng Ring.................... 1
03026-606 Rectif ier .............................. 2 03026-631 Bearing Retaining Ring....... 1
03026-607 Flat Washer ........................ 6 03026-632 *Pot. Box ............................ 1
03026-608 Gaske t ................................ 1 03026-633 Gaske t................................ 1
03026-609 Recept acle.......................... 1 03026-634 Plat e ................................... 1
03026-610 Pl ug .................................... 1 03026-635 Name Plate......................... 1
03026-611 Cable Clamp ....................... 1 03026-636 Gro mmet ............................ 1
03026-612 Condens er .......................... 1 03026-637 Worm Shaft ........................ 1
03026-613 Ball Bearing ........................ 1 03026-638 Helical Gear........................ 1
03026-614 Rd Hd Screw....................... 2 03026-639 Rd Hd Screw ........................
03026-615 Alum. Washer ..................... 1 03026-640 *Gear Housing.................... 1
03026-616 Retaini ng Ring .................... 1 03026-641 Oil Seal............................... 1
03026-617 Bearing Retainer................. 1 03026-642 Output Shaft ....................... 1
03026-618 Brush Holder Board ............ 1 03026-643 Helical Gear........................ 1
03026-619 End Cover........................... 1 03026-644 Fiber Washer...................... 3
03026-620 Motor Brush ........................ 2 03026-645 Lock Nut ............................. 3
03036-620A Brush Holder Assy. ............. 1 03026-646 Adjusti ng Plug .................... 3
03026-621 Brush Spring ....................... 2 03026-647 Ba ll ..................................... 3
03026-622 *Bra cket .............................. 1 03026-648 Ball Seat ............................. 1
03026-623 Armature Assy .................... 1 03026-649 Damping Bushing ............... 1
03026-624 *Ferrite Magnet ................... 1 03026-650 Rd Hd Screw ...................... 4
03026-625 *Stato r Assy ........................ 1
NOTE—Units with the Damping Rubber Bushing use 8 parts 604 and 10 parts 607.
Woodward 9
Model MM4A
This model does not include built in rectifiers or a voltage adjustment
potentiometer. Note that the part numbers are for identification only and are not
Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-701 *Front Housing ................... 1 03026-727 *Gro mmet ...........................1
03026-702 *B ody.................................. 1 03026-728 Name Plate .........................1
03026-703 *Stator Assembly................ 1 03026-729 Brush Holder Board ............1
03026-704 *Ferrite Magnet................... 1 03026-730 Worm Shaft.........................1
03026-705 *Retaini ng Ring .................. 1 03026-731 Helical Gear ........................1
03026-706 *Rd Hd Screw..................... 2 03026-732 Rd Hd Screw.......................1
03026-707 *Spring Washer .................. 2 03026-733 Gear Housing......................1
03026-708 *Flat Washer ...................... 2 03026-734 Oil Seal ...............................1
03026-709 Beari ng Cap ....................... 1 03026-735 Output Shaft........................1
03026-710 Retaini ng Ring.................... 1 03026-736 Helical Gear ........................1
03026-711 Alum Washer...................... 1 03026-737 Fiber Washer ......................3
03026-713 Alum Washer...................... 2 03026-738 Lock Nut..............................3
03026-714 Bearing Retainer ................ 1 03026-739 Adjusti ng Plug .....................3
03026-715 Bearing Retainer ................ 1 03026-740 Ba ll......................................3
03026-716 Ball Bearing ........................ 1 03026-741 Ball Seat .............................3
03026-717 Ball Bearing ........................ 1 03026-742 *Cov er.................................1
03026-718 Condens er.......................... 1 03026-752 *Name Plate........................1
03026-719 *Insul ator ............................ 1 03026-753 *Pla te ..................................1
03026-720 *Motor Cover ...................... 1 03026-754 Rd Hd Screw.......................4
03026-721 *Rd Hd Screw..................... 2 03026-755 Gaske t ................................1
03026-722 *Arma ture ........................... 1 03026-756 Rd Hd Screw.......................4
03026-723 Brush Holder Assy.............. 1 03026-757 Pl ug.....................................1
03026-724 Motor Brush........................ 2 03026-758 Cable Clamp .......................1
03026-725 Brush Spring ...................... 2 03026-759 Screw..................................4
03026-726 *Rd Hd Screw..................... 2 03026-760 *B ox ....................................1
10 Woodward
Model SMM40
(This motor will replace any other speed-setting motor. Most parts, however, are
not interchangeable.) Note that the part numbers are for identification only and
are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-801 *Front Housing.................... 1 03026-834 Bakelite Board .................... 1
03026-802 *B ody .................................. 1 03026-835 Potentio meter ..................... 1
03026-803 *Stato r Assy ........................ 1 03026-836 Damping Bushing ............... 8
03026-804 Rd Hd Screw....................... 2 03026-837 Rd Hd Screw ...................... 4
03026-805 Spring Washer .................... 2 03026-838 Flat Washer ........................ 4
03026-806 Retaini ng Ring .................... 1 03026-839 Spring Washer.................... 5
03026-807 Retaini ng Ring .................... 1 03026-840- Rd Hd Screw ...................... 5
03026-808 Ca p ..................................... 1 03026-841 Spring Washer.................... 5
03026-809 Alum Washer ...................... 1 03026-842 T erminal ............................. 5
03026-810 Alum Washer ...................... 1 03026-843 Rectif ier .............................. 2
03026-811 Bearing Retainer................. 1 03026-844 Plat e ................................... 1
03026-812 Bearing Retainer................. 1 03026-845 *Gro mmet ........................... 1
03026-813 Ball Bearing ........................ 1 03026-846 *Gear Housing.................... 1
03026-814 Ball Bearing ........................ 1 03026-847 Oillite Bushing .................... 1
03026-815 Holder Cap.......................... 1 03026-848 Output Shaft ....................... 1
03026-816 Brush Assy.......................... 2 03026-849 Adj. Plug............................. 3
03026-817 *Brush Holder ..................... 2 03026-850 Nu t...................................... 3
03026-818 *Gro mmet ........................... 1 03026-851 T hrust Disk ......................... 3
03026-819 Lead Wire ........................... 2 03026-852 Fiber Washer...................... 3
03026-820 Arma ture............................. 1 03026-853 Shaf t................................... 1
03026-821 Rd Hd Screw....................... 2 03026-854 Helical Gear........................ 1
03026-822 Flat Washer ........................ 2 03026-855 Helical Gear........................ 1
03026-823 Flat Washer ........................ 2 03026-856 S eal .................................... 2
03026-824 *Potentiome ter Box............. 1 03026-857 Scre w ................................. 1
03026-825 Cove r .................................. 1 03026-858 Scre w ................................. 2
03026-826 Gaske t ................................ 1 03026-859 Scre w ................................. 1
03026-827 Gaske t ................................ 1 03026-860 Was her............................... 3
03026-828 Rd Hd Screw....................... 4 03026-861 Adj. Washer........................ 1
03026-829 Rd Hd Screw....................... 4 03026-862 Adj. Washer........................ 1
03026-830 Rd Hd Screw....................... 4 03026-863 Retaini ng Ring.................... 1
03026-831 Recept acle.......................... 1 03026-864 Steel Ball ............................ 3
03026-832 Pl ug .................................... 1 03026-865 *Pot Adj Shaft ..................... 1
03026-833 Cable Clamp ....................... 1 03026-866 *N ut .................................... 1
Woodward 11
12 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058
Email and Website—www.woodward.com

Complete address / phone / fax / email information for all locations is available on our website.
04/9/F
Product Specification
82044
APM Motor Control

for governor speed-setting motors
INTRODUCTION
The APM (Advanced Permanent Magnet) • Convenient
Motor Control is designed for the conversion of
Woodward 24 Vdc PM Motor. It converts most voltage
almost all types of input voltage to
variable dc voltage (typically 24 Vdc). The • Alternating current
speed of the PM motor is set by this and direct current
variable dc voltage.
models
DESCRIPTION • Direct current
output
With the combination of APM Motor
Control and PM Motor, the PM motor • Provides
keeps a constant speed when the load of adjustable speed
the motor control cover is changed. setting change
Two types of APM Motor Control cover rate
most voltages and many applications with
24 Vdc type PM motor. • Compact design
Outline Drawing
ADJUSTMENT (Do not use for construction)
Use the potentiometer on the APM Motor
Control to set the rate at which the PM INSTALLATION
motor changes the speed setting of the
governor. The APM Motor Control requires a
double-pole, double-throw switch in the
Adjust the potentiometer clockwise for a
output line. The rotational direction of the
faster rate of speed reference change.
PM motor must be set according to the
Adjust the potentiometer counterclockwise
type of governor being controlled.
for a slower rate of speed reference
Reverse the leads from the APM motor
change.
control to reverse the direction of the PM
The recommended output voltage of the motor.
APM Motor Control for the PM motor is
The metal mounting plate provides
10–24 Vdc.
adequate cooling.
STANDARD ELECTRICAL SPECIFICATIONS

Input Voltage 100–220 Vac/Vdc
24 Vdc ±10%
Output Drive Voltage for Motor 0–24 V adjustable
0–4 V below input voltage
PO Box 1519
Fort Collins CO, USA
80522-1519
1000 East Drake Road
Fort Collins CO 80525
Ph: +1 (970) 482-5811
Fax: +1 (970) 498-3058
Distributors & Service

Woodward has an
international network of
distributors and service
facilities. For your nearest
representative, call the
Fort Collins plant or see
the Worldwide Directory
on our website.
Corporate Headquarters
Rockford IL, USA
Ph: +1 (815) 877-7441
www.woodward.com
NOTES
1—Governor speed raise/lower corresponds to switch as follows:
Type UG—Lower = switch position A-A’, Raise = switch position B-B’
Type SG, PSG, 3161—Lower = switch position B-B’, Raise = switch position A-A’
2—Motor wire connections:
Sawamura—Red to B-A’, Black to A-B’
Pittman—Red to A-B’, Black to B-A’
3—Maximum output voltage is 4 volts lower than input voltage.
CAUTION—Do not stall the motor for a long time, it could burn out the motor or a PM
Motor Control.
REPLACEMENT INFORMATION
When ordering a replacement, the part number shown on the nameplate must be
mentioned. The controller should not be replaced until the reason for its failure is clearly
known. Parts are not available separately. We recommend a complete replacement
when you find a controller failure.
This document is distributed

for informational purposes
only. It is not to be construed
For more information contact:
as creating or becoming part
of any Woodward Governor
Company contractual or
warranty obligation unless
expressly stated in a written
sales contract.
© Woodward 1991
All Rights Reserved
04/7/F
MAN Diesel & Turbo
Technical Documentation
Turbocharger
Operating Instructions
Turbocharger type .............................. TCR12
Works No. of turbocharger..................

2011-04-05 - de
0285-1 C1-01 EN-US 1 (2)

MAN Diesel & Turbo
MAN Diesel & Turbo SE

86224 Augsburg
Phone +49 (0) 821 322-0
2011-04-05 - de
Fax +49 (0) 821 322-49 4180

primeserv-aug@mandieselturbo.com
www.mandieselturbo.com/primeserv
Copyright © 2011 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) 0285-1 C1-01 EN-US

MAN Diesel & Turbo
Table of contents
Table of contents
1 Safety
1.0 General Safety Instructions
1.1 Manufacturer's liability
2 Addresses
2.1 MAN | PrimeServ
3 Technical data
3.1 Turbocharger
3.1.1 Operating data and alarm points
3.1.2 Weights, dimensions and connections
3.2 Operating media/ Quality requirements
3.2.1 Fuels for the engine
3.2.2 Lubricating Oil
3.2.3 Intake Air
3.2.4 Cleaning Agents for Compressor and Turbine
4 Description
4.1 Turbocharger
4.2 Lube oil system
4.3 Acceleration system - Jet Assist OPTION
4.4 Cleaning system – Wet cleaning of the turbine
4.5 Cleaning system – Dry cleaning of the turbine
4.6 Cleaning system – Wet cleaning of the compressor
5 Operation
5.0 Safety during operation
5.1 Starting operation/Shutting down
5.2 Emergency operation of the engine on failure of a turbocharger
5.3 Malfunctions/faults and their causes
6 Maintenance
6.0 Safety during maintenance/repair
6.1 General remarks
6.2 Tools
6.3 Maintenance Schedule
6.3.1 Maintenance schedule - turbocharger
6.4 Remarks on maintenance work
2011-04-05 - de
6.5 Inspection of components

6.6 Inspection report
7 Work cards
7.1 Preface
0285-1 C1-01 EN-US 1 (3)

MAN Diesel & Turbo
7.1.1 Organisation and use of the work cards

Table of contents
7.2 Setting data

7.2.1 Screw connections and tightening torques
7.2.2 Gaps and clearances
7.3 Emergency operation
500.11 Emergency operation with closing device
7.4 Cleaning
500.21 Cleaning the turbine - Wet cleaning
500.22 Cleaning the turbine - Dry cleaning
500.23 Cleaning the compressor - Pressure sprayer
500.24 Cleaning the air filter
7.5 Assembly and maintenance
500.31 Complete turbocharger
500.32 Silencer
500.41 Insert, compressor side – OPTION
500.43 Compressor casing
500.44 Cartridge
500.45 Cartridge – Major overhaul
500.46 Turbine nozzle ring
500.47 Gas admission casing
8 Spare parts catalogue / tools

8.1 Preface
8.1.1 Organisation and use of the spare parts catalogue
8.1.2 Ordering spare parts
8.2 Overview of subassemblies
500 Overview of subassemblies
8.3 Spare parts
501.01 Gas admission casing
506.01 Gas outlet elbow
513.01 Turbine nozzle ring
517.01 Bearing casing
520.01 Rotor, complete
542.01 Diffuser
544.01 Silencer – OPTION
562.01 Speed measuring device – OPTION
578.01 Cleaning device for turbine - Wet cleaning
578.02 Cleaning device for turbine - Dry cleaning
579.02 Cleaning device for compressor - Pressure sprayer
2011-04-05 - de
591.01 Covering on gas admission casing

599.01 Cartridge
8.4 Spare parts for maintenance
595.01 Spare parts for maintenance - OPTION
8.5 Spare parts for major overhaul
2 (3) 0285-1 C1-01 EN-US

MAN Diesel & Turbo
595.02 Spare parts for major overhaul - OPTION
Table of contents
8.6 Tools
596.01 Tools - OPTION
9 Index
2011-04-05 - de
0285-1 C1-01 EN-US 3 (3)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Safety
0285-1 1 C1-01 EN-US 1 (1)

MAN Diesel & Turbo 1.0
General Safety Instructions
Safety
Safety Instructions
Safety instructions are always noted down prior to the description of any
action. They are categorized in 3 hazard levels and differentiated by the
degree of hazard seriousness for personnel or equipment.
Hazard Levels
The safety instructions for the hazard levels 1 - 3
▪ Danger,
▪ Warning,
▪ Caution
are indicated as follows:
When the respective caution measures are not complied with,

there is imminent danger which will result in:
• Death or serious injury,

• Total damage to property or
• Serious environmental damage.
When the respective caution measures are not complied with, a

potentially hazardous situation will be caused.
This can lead to:
• Death or serious injury,
• Serious damage to property or
• Serious environmental damage.
When the respective caution measures are not complied with, a

hazardous situation can be caused.
This can lead to:
• Personal injury,
• Possible damage to property.
2007-11-15 - de
For notes concerning fault sources/handling errors; material damage

can occur.
Additional notes, information and tips.
General
Safety
C1 6673 1.0-02 EN-US 1 (3)

1.0 MAN Diesel & Turbo
A symbol appropriate to the hazard is always depicted in the marginal col-

umn. It either indicates a hazard (hazard symbol) or the corresponding pro-
Safety
tective measure (safety symbols):
Safety Symbols
Wear Wear Wear Wear Wear

gloves protective gog- hearing protec- hard hat safety boots
gles tion
Wear Read
protective manual
clothing
Danger Symbols
Warning of a Danger of slip- Tripping hazard Danger of elec- Corrosive

hazard location ping tric shock materials
Crush hazard Inflammable Hot Danger of sus- Rotating

materials surface pended loads gear hazard
Bans
Fire, No access for

open flames unauthorized
and smoking persons!
prohibited!
2007-11-15 - de
General
Safety
2 (3) C1 6673 1.0-02 EN-US

Safety
Safety Instruction Sign - Engine Room
Figure 1: Safety Instruction Sign - Engine Room
To point out the most important regulations, bans and hazards during
operation and maintenance, the safety instruction sign enclosed with
each turbocharger must be posted at the entry of the engine room.
2007-11-15 - de
Persons, who for operational reasons are to be within the danger area of 2.5
m around the engine, are to be instructed of the predominant hazards.
General
Safety
Access to the danger area is permitted when the turbocharger is in proper

operating condition and only when wearing suitable protective equipment. It
is prohibited to stay within the danger area without reason.
C1 6673 1.0-02 EN-US 3 (3)

Manufacturer's liability
Safety
Personnel Requirements
Safe and economic operation of the engine system including the turbo-
charger requires extensive knowledge. Also, the operatability can be main-
tained or regained only through maintenance and repair work when these are
carried out with expertise and skill by trained personnel. The rules of proper
craftsmanship are to be observed. Negligence is to be prevented.
The Technical Documentation supplements this skill with specific information,
draws attention to hazards and points out the safety regulations that have to
be observed. We thus ask you to comply with the following rules:
Risk of accidents resulting from improper use of the

turbocharger!
Improper use of the turbocharger is liable to result in damage to the
turbocharger or individual components. Damaged components
represent a considerable risk of injury to the operating and
maintenance personnel.
• Before starting operation for the first time, read the available Technical
Documentation including the safety regulations contained therein.
• Use the turbocharger only for the purpose intended by the
manufacturer.
• Never remain unnecessarily in the vicinity of the turbocharger. The
presence of personnel in the vicinity of the turbocharger is permitted for
maintenance work that expressly has to be performed during operation!
• Perform the maintenance work on the turbocharger regularly and
correctly within the specified intervals!
• Use only original spare parts from the manufacturer when performing
repair and maintenance work.
The manufacturer disclaims all liability if the above-mentioned safety

regulations are infringed.
2010-10-13 - de
Safety
TCR12
C1 0288 1.1-01 EN-US 1 (1)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Addresses
0285-1 2 C1-01 EN-US 1 (1)

MAN | PrimeServ
Addresses
Headquarters
Contact persons The following table contains addresses for MAN Diesel & Turbo in Germany,
together with telephone and fax numbers for the departments responsible
and ready to provide advice and support on request.
Augsburg plant Telephone/Fax/e-mail/Internet
Headquarters
MAN Diesel & Turbo SE Tel. +49 821 322 0

PrimeServ Augsburg Fax +49 821 322 49 4180
86224 Augsburg
Germany
e-mail PrimeServ-Aug@mandieselturbo.com
Internet www.mandieselturbo.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322 3998
e-mail PrimeServ-TC-Technical@mandieselturbo.com
PrimeServ Turbocharger Tel. +49 821 322 4030 (24 hours)

Spare parts Fax +49 821 322 3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
PrimeServ Academy Tel. +49 821 322 1397

Training courses for turbochargers Fax +49 821 322 1170
and engines
e-mail PrimeServ.Academy-info@mandieselturbo.com
Internet www.mandieselturbo.com/primeserv-academies
Worldwide Service Addresses

2010-09-21 - de
Internet MAN Diesel & Turbo service addresses and authorized service partners
Addresses
(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Net-
work:
General
www.mandieselturbo.com/primeserv
C1 6673 2.1-06 EN-US 1 (1)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
Technical data
2011-04-05 - de
0285-1 3 C1-01 EN-US 1 (1)

Turbocharger
3.1 Turbocharger
Technical data
2011-04-05 - de
0285-1 3.1-01 EN-US 1 (1)

MAN Diesel & Turbo 3.1.1
Operating data and alarm points
Turbocharger
Turbocharger type plate
1 4
2 5
3 6
1 Turbocharger type
2 Rotor speed n Smax – shorttime operation (only for test operation)
3 Rotor speed n Cmax – max. permissible rotor speed for continuous
operation
4 Works number (serial number)
5 Max. permissible turbine inlet temperature
6 Year of ex-works delivery
The type plate is attached to the delivery socket of the compressor

casing. An additional type plate is located on the silencer or the intake
casing.
Reference value for pressures in bar

All pressures specified in bar in this operating manual are relative
pressures.
Operating parameters
Speed Operating limit nCmax see
type plate
Speed indicator Indication range 0 to 70 900 rpm
Exhaust gas temperature upstream of Operating limit tmax see
turbine type plate
Lube oil temperature Inlet temperature at full engine load < 75 °C
Lube oil pressure in normal operation and at full engine load 1.3 – 2.2 bar
(reference height: turbocharger centre-
line)
Technical data
2011-04-05 - de
Lube oil flow rate with SAE 30 at 60 °C and 1.3 bar operating pres- Info value: 0.92 m3/h
sure
Jet Assist (optional) Max. permissible inlet pressure in turbocharger 4 bar
TCR12
Further specifications see also Lube oil system, Chapter [4.2]

Table 1: TCR12 operating parameters
C1 0285 3.1.1-01 EN-US 1 (2)

3.1.1 MAN Diesel & Turbo
Turbocharger
Alarm points
An alarm must be triggered by the engine control system when the following
operating data are exceeded:
Lube oil pressure Alarm at < 1.0 bar
(reference height: turbocharger centre-
line) Reduction to engine half load (slow-down) < 0.8 bar
Engine shut-down < 0.6 bar
Speed Alarm at 97% nCmax
Exhaust gas temperature upstream of Alarm at tmax see
turbine type plate
Table 2: Alarm points
When the limit values are reached, the alarm must be triggered and the
engine control must react at the same time (without delay) in order to
avoid damage to the turbocharger.
Lube oil requirements

Selection of lube oil SAE class SAE 30 or SAE 40
Lube oil filtration Grade of filtration less than 0.05 mm
Table 3: Lube oil requirements
Technical data
2011-04-05 - de
TCR12
2 (2) C1 0285 3.1.1-01 EN-US

Weights, dimensions and connections
Turbocharger
Weights
Subassembly Designation Optional Weight
500 Turbocharger, complete, incl. silencer 126.5 kg
501 Gas admission casing 26 kg
506 Gas outlet elbow 16.3 kg
513 Turbine nozzle ring 2 kg
517 Bearing casing 18.5 kg
520 Rotor, complete 5 kg
542 Diffuser 6 kg
544 Silencer - OPTION X 20 kg
546 Compressor casing 19.7 kg
546.018 Insert, compressor side – OPTION X 1.3 kg
562 Speed measuring device – OPTION X 0.4 kg
591 Covering on gas admission casing 7 kg
591 Covering with support on gas outlet elbow 4.2 kg
599 Cartridge (517 + 520 + 542) 29.5 kg
Table 1: TCR12 subassemblies and weights (approximate values)
Technical data
2010-10-13 - de
TCR12
C1 0285 3.1.2-01 EN-US 1 (3)

Turbocharger
Dimensions
Figure 1: Main dimensions (in mm)
Connections
Exhaust gas Entry at the gas admission casing (501) ∅ 100 mm
Exhaust gas Outlet at the gas outlet elbow (506) ∅ 157 mm
Charge air Entry at the silencer (544) ∅ 346 × 167 mm
Charge air Outlet at the compressor casing (546) ∅ 100 mm
Lube oil Inlet at the bearing casing (517) 2 x ∅ 10 mm
Technical data
2010-10-13 - de
Lube oil Drain at the bearing casing (517) ∅ 36 mm

Jet Assist (optional) Entry at the compressor casing (546)
flange connection for pipe inside diameter min. ∅ 16 mm
Table 2: TCR12 connections
TCR12
2 (3) C1 0285 3.1.2-01 EN-US

Different versions of the casing can be installed, depending on the engine

type.
Turbocharger
For further details, see drawing: turbocharger connection dimensions.
Technical data
2010-10-13 - de
TCR12
C1 0285 3.1.2-01 EN-US 3 (3)

Operating media/ Quality requirements

3.1 Turbocharger
Technical data
2011-04-05 - de
0285-1 3.2-01 EN-US 1 (1)

Fuels for the engine

Fuels for the Engine
Engine fuel influences The quality of the fuel used to operate the engine influences the composition
exhaust gas quality of the exhaust gas flowing through the turbocharger. Contaminants in the
fuel may leave residues in the exhaust gas that could have an abrasive or
corrosive effect on the turbocharger.
Quality requirements on MDO is also referred to as diesel fuel oil, diesel oil, bunker diesel oil or marine
marine diesel oil (MDO) diesel fuel.
MDO is offered as a heavy distillate (ISO-F-DMB) or, exclusively for the ship-
ping industry, as a mixture of distillate and small quantities of residual oil
(ISO-F-DMC). The usual designation for the mixture, which is dark brown to
black in color, is “blended MDO”. MDO is manufactured from crude oil and
must be free from organic acids.
The usability of the fuel depends on the design of the engine and cleaning
device, and on compliance with the characteristic values specified below
which refer to the state at the time of supply.
The definitions of the characteristic values are based on the specifications of
ISO 8217-1996 and CIMAC-2003. The characteristic values refer to the
specified test methods.
Characteristics/properties Unit Test method Characteristic value
ISO-F specification DMB DMC
Density at 15 °C kg/m3 ISO 3675 900 920
Kinematic viscosity at 40 °C mm2/s = cSt ISO 3104 < 11 < 14
Pour point Winter quality °C ISO 3016 <0 <0
Summer quality °C ISO 3016 <6 <6
Flash point Pensky Martens °C ISO 2719 > 60 > 60
Total sediment content Weight by % ISO CD 10307 0.10 0.10
Water content Vol. % ISO 3733 < 0.3 < 0.3
Sulfur content Weight by % ISO 8754 < 2.0 < 2.0
Ash content Weight by % ISO 6245 < 0.01 < 0.03
Carbon residue (MCR) Weight by % ISO CD 10370 > 0.3 < 2.5
Cetane number – ISO 5165 > 35 > 35
Copper strip test – ISO 2160 <1 <1
Vanadium content mg/kg DIN 51790 T2 0 < 100
Aluminum and silicon content mg/kg ISO CD 10478 0 < 25
Visual inspection – * –
Technical data
2010-10-13 - de
British Standard BS MA 100-1987 Class M2 Class M3

ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
TCR12
* In well-lit conditions at room temperature the fuel should appear clear and transparent.
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to
C1 0288 3.2.1-01 EN-US 1 (4)

Mixing fuels can lead to a reduction of quality. This can result in

combustion with a high degree of residuals, which can cause heavy

contamination of the turbocharger. Extreme contamination can damage
the turbocharger.
Therefore the following points are to be observed:
▪ MDO is handled at transshipment facilities and during transportation as

residual oil. It is thus possible for it to become mixed, for example, with
highly viscous fuel oil or interfuel remaining in the bunker boat, resulting
in serious deterioration of the quality.
▪ Different deliveries (bunkers) of blended MDO (ISO-F DMC) may be
incompatible and should thus not be mixed. The fuel storage tank in
question should therefore be emptied as far as possible before it is refil-
led with a new delivery.
Ocean water in the fuel aides corrosion in the turbocharger and leads to
high-residual combustion. Solid foreign matter increases the
mechanical wear in the nozzle ring and the turbine of the turbocharger.
Therefore the following is to be observed:
▪ If primarily blended MDO (ISO-F DMC) is used, we recommend using a

centrifugal separator upstream of the fuel filter. This largely eliminates
solid particles (sand, rust, catalyst residues (catalyst fines)) and water,
thus improving the cleaning intervals of the filter inserts.
Operating data:
▪ Separator admission 65% relative to the nominal throughput capacity,
▪ Separating temperature 40 — 50 °C.
Quality requirements on Our turbochargers can be operated with engines that run on a crude oil basis
heavy fuel oil (HFO) if the engines and treatment system are designed accordingly.
The fuels used must correspond to the fuel specifications in the table “Fuel
specifications and corresponding characteristic values”.
The limit values to be complied with are specified in the table “Fuel specifica-
tions and corresponding characteristic values”. The limit values that influence
engine operation must be specified when ordering fuel, e.g. in the bunker or
charter clause.
Adding motor oil (waste oil), mineral-oil-foreign materials (e. g. coal oil)
and remainders from refining or other processes (e. g. solvent) is
prohibited! This ban is specifically to be pointed out in the fuel order, as
it is not yet part of the standard fuel specifications.
Technical data
Such mixtures result in high-residue combustion and increased wear and

2010-10-13 - de
corrosion to turbocharger components. Particularly critical is the addition of

engine oil (used oil), as the lube oil additives have an emulsifying effect and
keep dirt, water and abraded catalyst particles in suspension. This inhibits or
prevents the necessary cleaning of the fuel.
TCR12
2 (4) C1 0288 3.2.1-01 EN-US

The heavy fuel oils ISO F-RMK 35/45/55, with a maximum density of

1010 kg/m3, can be used only when respectively modern separators are
available.
Fuel specification
CIMAC 2003 A10 B/C10 D15 E/F25 G/H35 H45 H55
BS MA-100 M4 M5 M7 8/9 M8/ – M9/ –
ISO F-RM A10 B/C10 D15 E/F25 G/H35 H45 H55
System-relevant characteristic values
Viscosity (at 50 °C) mm2/s (cSt) max. 40 40 80 180 380 500 700
Viscosity (at 100 ℃) mm2/s (cSt) max. 10 10 15 25 35 45 55
Density (at 15 ℃) g/ml max. 0.975 0.981 0.985 0.991
Flash point °C min. 60
Pour point (summer) °C max. 6 24 30 30
Pour point (winter) °C min. 0 24 30 30
Engine-relevant characteristic values
Carbon residue (Conradson) Weight by % max. 10 10/14 14 15/20 18/22 22 22
Sulfur Weight by % max. 3.5 3.5 4 5 5
Ash Weight by % max. 0.10 0.15 0.20
Vanadium mg/kg max. 150 150/30 350 200/50 300/60 600
0 0 0
Water Vol. % max. 0.5 0.5 0.8 1 1 1 1
Sediment (potential) Weight by % max. 0.1
Additional characteristic values
Aluminum + silicon mg/kg max. 80
Asphalts Weight by % max. 2/3 of the carbon residue (Conradson)
Sodium mg/kg Sodium < 1/3 vanadium, sodium < 100
Cetane number of the low-viscosity component of the mixture: min. 35
Fuel free from non-mineral-oil admixtures, such as coal oil or vegetable oil.
Free from creosote and lube oil (used oil)
Table 2: Fuel specifications and corresponding characteristic values (HFO)
Thorough processing of heavy fuel oil is required for trouble-

free engine operation.
The following points are to be observed for this:
Technical data
2010-10-13 - de
▪ Highly abrasive, inorganic, solid impurities (catalyst fines, rust, sand) must
be eliminated as far as possible.
▪
TCR12
In the case of an aluminum content >10 mg/kg, abrasive wear to the tur-
bocharger increases greatly.
C1 0288 3.2.1-01 EN-US 3 (4)

▪ Only use separators of the new generation that are fully effective over a
wide density range without the need for switching and which eliminate
water up to a heavy fuel oil density of 1.01 g/ml at 15 °C. The cleaning
effect is monitored by the separator itself.
▪ Heavy fuel oil cleaning must be so designed that the characteristic values
specified in the table “Achievable impurity and water content after sepa-
ration” are achieved:
Characteristic value Particle size Quantity
Inorganic, solid impurities < 5 µm < 20 mg/kg
(including catalyst fines) (AlSi content < 15 mg/kg)
Water – < 0.2 vol. %
Table 3: Achievable impurity and water content after separation
▪ In the case of an unfavorable vanadium-sodium ratio, the melting point of
the heavy fuel oil ash sinks to the exhaust valve temperature range, caus-
ing hot corrosion. Pre-cleaning of the heavy fuel oil in the settling tank
and in the centrifugal separators can largely eliminate the water and thus
also water-soluble sodium compounds.
In the case of a sodium content greater than 100 mg/kg, increasing salt
deposits in the turbine are to be expected. This jeopardizes turbocharger
operation (e.g. due to turbocharger surging). If PTG is used, the sodium
content must be limited to 50 mg/kg.
Under certain circumstances, hot corrosion can be prevented by means
of a fuel additive that raises the melting point of the heavy fuel oil ash.
▪ Heavy fuel oils with a high ash content in the form of solid impurities,
such as sand, rust and catalyst fines, encourage mechanical wear in the
turbocharger. Heavy fuel oils from catalytic cracking systems may con-
tain catalyst fines. This is generally aluminum silicate that causes high
levels of wear in the turbocharger. The detected aluminum content multi-
plied by 5 — 8 (depending on the composition of the catalyst) gives the
approximate content of the catalyst material in the heavy fuel oil.
Technical data
2010-10-13 - de
TCR12
4 (4) C1 0288 3.2.1-01 EN-US

Lubricating Oil

Lubricating Oil
Base Oil The base oil must fulfil the following limit values, particularly concerning the
aging stability:
Properties/Characteristics Unit Testing Method Characteristic
Structure – – Preferably paraffin-based
Behaviour in cold - still fluid °C ASTM-D2500 -15
Flash point acc. to Cleveland °C ASTM-D92 > 200
Ash content (oxide ash) Wt.% ASTM-D482 < 0.02
Carbon residue acc. to Conradson Wt.% ASTM-D189 < 0.50
Aging tendency after 100 h of heating – MAN aging cabinet –
to 135 °C
n-heptane insoluble Wt.% ASTM-D4055 resp. < 0.2
DIN 51592
Evaporation loss Wt.% – <2
Drop test (filter paper) – MAN test Must not show separation of resinous
and asphaltic aging products.
Table 1: Lubricating oil – Characteristics to be met
Additives Additives must be dissolved in oil and of such a structure that as little ash as
possible results during combustion. The ash must have a soft structure. If
this is not the case, increased formation of residue in the bearing casing of
the turbocharger must be taken into account. Hard additive ash aides
increased mechanical wear.
Additives may not aid a clogging of the filter inserts, neither in the active or
processed condition.
Viscosity SAE Class Viscosity mm2/s at 40 °C resp. 100°C
30 Preferred in the upper range of the SAE class assigned to the
40 turbocharger
Table 2: Viscosity (SAE class) of lubricating oils

Lubricating Oil Additives We urgently advise against the later addition of additives to the lubricating oil
or mixing different lube oil brands together, as this can destroy the function
of the additive package matched for the base oil. Such action also annuls the
supplier’s responsibility for the lubricating oil.
Technical data
2007-11-26 - de
General
C1 6673 3.2.2-01 EN-US 1 (1)

Intake Air

Intake Air
The state as well as the condition of the intake air has a decisive influence on
the performance of the turbocharger. Not only is the atmospheric condition
of great importance, but also the degree of solid and gaseous impurities.
Mineral dust particles in the intake air have a wear-aiding effect. Chemical/
gaseous components, on the other hand, have a corrosion-aiding effect.
For this reason, effective cleaning of the intake air and regular maintenance/
cleaning of the silencer air filter mat is required.
Intake Air Characteristics The particle size in the intake air must not exceed 5 μm after the silencer/air
intake casing or ahead of the compressor inlet.
The following maximum concentrations in the intake air may not be
exceeded:
Properties/Characteristics Concentration
in mg/Nm3 1)
Dust (sand, cement, CaO, Al2O3 etc.) 5
Chlorine 1.5
Sulphur dioxide (SO2) 1.25
Hydrogen sulphide (H2S) 15
1) Standard cubic meter in Nm3
Table 1: Maximum concentration of particles in the intake air

When dimensioning the intake air system, pay attention not to exceed a total
pressure loss (filter, silencer, piping) of 20 mbar.
Technical data
2009-04-27 - de
General
C1 6673 3.2.3-01 EN-US 1 (1)

Cleaning Agents for Compressor and Turbine

Wet Cleaning of the Compressor and Turbine
Use freshwater only.

Salt water causes corrosion on the turbocharger components.
Wet Cleaning For wet cleaning of the compressor and turbine during operation, use only
freshwater without chemical additives.
Dry Cleaning of the Turbine

Dry Cleaning For dry cleaning of the turbine during operation, commercial granules are
used that must meet the following specifications:
Granulate of:
▪ Nutshells,
▪ Activated charcoal (soft).
Particle size:
▪ 1.0 mm (max. 1.5 mm).
Store and mark granulates in such a manner that they can not be
mistaken for other materials (salt, sand, etc.).
Technical data
2008-04-11 - de
General
C1 6673 3.2.4-01 EN-US 1 (1)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Description
0285-1 4 C1-01 EN-US 1 (1)

Turbocharger
Description
Subassemblies
501 Gas admission casing 520 Rotor, complete

506 Gas outlet elbow 542 Diffuser
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513 Turbine nozzle ring 544 Silencer

517 Bearing casing 546 Compressor casing
Description
Figure 1: TCR12 turbocharger

TCR12
C1 0285 4.1-01 EN-US 1 (3)

Turbochargers of the TCR series consist mainly of a radial turbine stage and
a radial compressor stage, which are seated on the same turbine shaft. The
Description
exhaust gases of the engine drive the turbine. The compressor draws in fresh
air and compresses it. The compressed fresh air is then forced into the cylin-
ders of the engine.
The turbocharger consists of the following main subassemblies:
▪ Gas admission casing (501):
The gas admission casing houses the turbine nozzle ring (513). This
component enables optimum adaptation of the turbocharger to the
engine.
▪ Gas outlet elbow (506):
In the gas outlet elbow the exhaust gas is deflected by 90°.
▪ Bearing casing (517):
The interior bearing of the rotor primarily consists of a tandem bearing
bush and a thrust bearing. The highly stressed bearing points are lubri-
cated and cooled by means of the turbocharger lube oil system, which is
integrated into the bearing casing. The turbocharger lube oil system is
supplied with oil from the engine lube oil system.
The diffuser (542) is attached to the bearing casing.
▪ Rotor, complete (520):
The turbine wheel and turbine shaft are firmly connected to each other as
the turbine rotor. The compressor wheel is mounted on the turbine rotor
and can be removed.
▪ Silencer (544):
The silencer filters the air before it enters the compressor and reduces
noise emission.
▪ Compressor casing (564):
The insert is integrated into the compressor casing. Compressor casing,
insert and diffuser enable optimum adaptation of the turbocharger to the
engine. The compressor casing/insert additionally fulfills a burst protec-
tion function.
A flange for connecting the optional acceleration system (Jet Assist) is
provided on the side of the compressor casing.
IRC (internal recirculation) is also installed in the admission area of the
compressor casing.
Functional description
The engine exhaust gases flow through the gas admission casing (501) and
the turbine nozzle ring (513), and run radially onto the turbine wheel of the
rotor (520). The exhaust gases drive the turbine wheel; in this process, the
energy contained in the exhaust gas is transformed into mechanical rotation
energy at the turbine wheel. As the turbine wheel and the compressor wheel
are seated on the same shaft, the compressor wheel is driven at the same
time. The exhaust gas exits the turbocharger through the gas outlet
elbow (506).
The compressor wheel draws in fresh air through the silencer (544) and the
insert. The fresh air is compressed in the compressor wheel, diffuser (542)
and compressor casing (546). The compressed fresh air is forced into the
2010-10-13 - de
cylinders of the engine via the charge air cooler and charge air pipe.
Description
The rotor (520) of the turbocharger is guided in radial direction by a tandem

bearing bush situated in the bearing casing (517) between the turbine wheel
TCR12
and the compressor wheel. A thrust bearing arranged in the bearing casing
not only performs the function of axial guidance, but also transfers the thrust
in axial direction.
2 (3) C1 0285 4.1-01 EN-US

The highly stressed bearing points are lubricated and cooled by means of the
turbocharger lube oil system, which is integrated into the bearing casing. The
Description
turbocharger lube oil system is supplied with oil from the engine lube oil sys-
tem.
2010-10-13 - de
Description
TCR12
C1 0285 4.1-01 EN-US 3 (3)

Lube oil system
Description
Lube oil diagram
1 Lube oil supply 6 Pressure controller

2 Bearing casing * 7 Pressure gauge
3 Bearing bush * 8 Bracket (engine)
4 Thrust bearing *
5 Lube oil drain * Scope of supply of turbocharger
Figure 1: Lube oil diagram TCR12
Lube oil circuit The highly stressed bearing points in the turbocharger are lubricated and
cooled by means of a lube oil system integrated into the bearing casing of
the turbocharger.
The lubricating oil is fed from the lube oil system of the engine to the lube oil
system of the turbocharger via the lube oil feed pipe (1).
The lube oil flows to the radial and axial lubrication gaps of the turbocharger
via various bores in the bearing casing.
On top of the bearing casing is a connection for a pressure gauge (7) and/or
a pressure controller (6) for checking/monitoring the lube oil pressure.
The lube oil flows back into the lube oil system of the engine via the lube oil
drain (5).
2010-10-13 - de
Description
The pipe for lube oil drainage must be installed with a sufficient
gradient and diameter to ensure drainage of the lube oil at all times
without any back pressure.
TCR12
C1 0285 4.2-01 EN-US 1 (4)

Danger of fire caused by escaping lube oil!

Description
Back pressure in the lube oil drain can result in an oil flood in the
turbocharger. In the worst case, the oil can then escape on the turbine
side and cause a fire in the exhaust gas pipe.
The lube oil drain must therefore be installed with an inclination, which is cal-
culated as follows:
Inclination α > max. possible system inclination + 5°.
Venting The oil drain must have a venting facility from a sufficiently large compart-
ment permitting the oil to settle down, e.g. a venting box. The cross section
of the venting pipe should be approximately that of the oil discharge pipe.
Priming
Prior to engine start-up, the bearings of the turbocharger must be primed.
Depending on the engine system, this may take the form of priming immedi-
ately before start-up, or continuous priming. The following values are to be
observed in this connection:
Priming before start-up:
▪ Oil pressure 1.3 – 2.2 bar, duration < 10 minutes.
Continuous priming:
▪ Oil pressure 0.3 – 0.6 bar.
Danger of fire caused by lube oil!

Continuous priming is only possible if there is no chimney draught
effect. A chimney draught can cause lube oil to be drawn into exhaust
gas ducts, leading to coking or fire.
Operational lubrication
Lube oil quality Commercial engine lubricating oils SAE 30 or SAE 40.
High-alkaline cylinder oils are not suitable. See Chapter [3.2.2]
Lube oil filtration The turbocharger does not require its own lube oil filter.
Filtration and conditioning of the lube oil is sufficient when the following val-
ues are observed:
2010-10-13 - de
▪ Lube oil filter < 0.050 mm,

▪
Description
Water content < 0.2% by weight,

Lube oil temperature Inlet temperature into the turbocharger: max. 75 °C at full engine load.
TCR12
2 (4) C1 0285 4.2-01 EN-US

Lube oil pressure!
Description
Inadequate lube oil pressure will cause bearing damage.
• The lube oil pressure must be set by the engine manufacturer prior to
initial start-up.
• The lube oil pressure must be checked and/or monitored via the
measuring connection (6, 7) at the top of the bearing casing.
Lube oil pressure Lube oil pressure at full engine load and with lube oil at operating tempera-
ture:
Pmin = 1.3 bar
Pmax = 2.2 bar
Limit values for monitoring of the lube oil pressure:
▪ < 1.0 bar: Alarm
▪ < 0.8 bar: Engine power at half load and
▪ < 0.6 bar: Engine shut-down.
When the limit values are reached, the alarm must be triggered and the
engine control must react at the same time (without delay) in order to
avoid damage to the turbocharger.
Differences in height between the indicating instrument and the

turbocharger centreline are to be taken into account with ± 0.1 bar per
1 m height difference (indicator installed higher – lower pressure;
indicator installed lower – higher pressure).
Lube oil flow rate The lube oil flow rate depends on:
▪ the viscosity (SAE class) and temperature of the lube oil,
▪ the lubrication gaps of the turbocharger.
For flow rate values, see Chapter [3.1.1].
Post lubrication
After an engine shut-down, the bearing points of the turbocharger must be
post lubricated for 10 – 30 minutes at a lube oil pressure of 0.3 – 0.6 bar (ref-
erence height: turbocharger centreline) for cooling purposes. This is done
either by means of the engine lube oil pumps or using a separate auxiliary
lube oil pump.
2010-10-13 - de
Description
TCR12
C1 0285 4.2-01 EN-US 3 (4)

If continuous priming is specified for engines (e.g. because of stand-by

Description
starting), post lubrication is not required.

In this case, the continuous priming must be activated as soon as the
engine lube oil pumps are switched off.
2010-10-13 - de
Description
TCR12
4 (4) C1 0285 4.2-01 EN-US

Acceleration system - Jet Assist
Description
OPTION
Jet Assist diagram
A Starting air cylinder (30 bar) D Insert

B 2/2 way solenoid valve E Compressor wheel
C Orifice F Turbocharger
Figure 1: Jet Assist diagram
The Jet Assist acceleration system is used when special requirements have
to be met with regard to fast and soot-minimised acceleration and/or the
dynamic load response of the engine.
The engine control actuates the 2/2 way solenoid valve (B). Compressed air
at 30 bar now flows from the starting air cylinder (A) through the orifice (C),
where it is reduced to a maximum of 4 bar. The compressed air is now
blown at max. 4 bar onto the blades of the compressor wheel (E) via a ring
duct and the inclined bores in the insert (D). On the one hand, this provides
additional air to the compressor while on the other hand, the compressor
wheel is accelerated, thus increasing the charge air pressure for the engine.
2008-07-17 - de
Description
TCR
C1 0288 4.3-01 EN-US 1 (1)

Cleaning system – Wet cleaning of the turbine
Description
General
Depending on the fuel oil grade and the engine operating mode, residues
from combustion may accumulate in the turbine. In this case, the turbine has
to be cleaned during operation at regular intervals after initial start-up, as
specified in the maintenance schedule. Optionally, wet cleaning or dry clean-
ing can be carried out separately or alternately. Wet cleaning is more effec-
tive and has longer intervals, but can be carried out only at reduced operat-
ing speed and temperature. Dry cleaning can be performed at normal load,
but is required more frequently.
Diagram, wet cleaning of the turbine
1 Water supply 7 Plate with cleaning instructions

2 Exhaust gas pipe upstream of A Three-way cock with
turbine sealing air connection
3 Gas admission casing B Pressure gauge *
4 Turbine nozzle ring
5 Turbine wheel * Scope of supply of engine
6 Sealing air
(extracted downstream of charge
air cooler)
Figure 1: Diagram, wet cleaning of the turbine
Operating conditions
For wet cleaning, use only fresh water without any additives.
2008-07-17 - de
Carry out wet cleaning at considerably reduced engine load and at a

Description
low operating temperature of the turbocharger.

At a high operating temperature of the turbocharger, water can cause a
thermal shock and possibly destroy turbine components.
TCR
C1 0288 4.4-02 EN-US 1 (2)

Description
The water is sprayed into the gas admission casing (3) or the exhaust gas
pipe (2) before the turbine at a pressure of 2 to 3 bar. The flow of exhaust
gas transports the water droplets and distributes them over the turbine noz-
zle ring and turbine wheel. Fouling and deposits are removed from the blades
of the turbine nozzle ring and turbine wheel by the impact of the water drop-
lets.
The washing water is entrained as steam due to the high flow velocity in the
gas outlet casing/elbow and is emitted from the turbine via the chimney
flange.
The sealing air (6) prevents clogging and corrosion of the piping. For this pur-
pose, a small amount of air is extracted downstream of the charge air cooler
and fed continuously through the corresponding piping system.
Maintenance interval, see Maintenance Schedule.
2008-07-17 - de
Description
TCR
2 (2) C1 0288 4.4-02 EN-US

Cleaning system – Dry cleaning of the turbine
Description
Diagram, dry cleaning of the turbine
1 Tank 8 Turbine wheel

2 Screw plug 9 Compressed air pipe
3 Pipe 10 Sealing air
air cooler)
4 Connection point 11 Plate with cleaning instructions
5 Exhaust gas pipe upstream of A Stop cock
turbine
6 Gas admission casing B Three-way cock with
sealing air connection
Figure 1: Diagram, dry cleaning of the turbine
Dry cleaning is performed at normal operating load of the engine. The engine
load need not be reduced. Use only commercially available granulates from
nut shells or activated charcoal (soft) with a grain size of 1.0 mm (max.
1.5 mm).
Do not use water for cleaning the turbine by this method, as in this case
the cleaning is carried out at normal operating load of the engine. At
high operating temperatures, water can cause a thermal shock and
possibly destroy turbine components.
2008-07-17 - de
Assembly instructions ▪ The tank (1) must be installed in a suitable location, not lower than 1.0 m
below the connection point (4).
Description
▪ The pipe (3) may not be longer than 6.0 m and must be supported
against vibrations. An unobstructed flow must be ensured.
▪ The connection point (4) can be provided on the exhaust gas pipe just
TCR
before the gas admission casing (5) or on the inlet socket of the gas
admission casing.
C1 0288 4.5-02 EN-US 1 (2)

▪ Maximum operating temperature of the three-way cock (B): ≤ 150 °C.

Description
The granulate from the tank (1) is blown in through the connecting pipe (4)
with compressed air. The flow of exhaust gas in the gas admission housing
transports the granulate and distributes it over the turbine nozzle ring and
turbine wheel. Fouling and deposits are removed from the blades of the tur-
bine nozzle ring and turbine wheel by the impact of the granulate particles.
The loosened dirt and the granulate are carried out by the exhaust gas flow
through the gas outlet casing/elbow.
The sealing air (10) prevents clogging of the piping. For this purpose, a small
amount of air is extracted downstream of the charge air cooler and fed con-
tinuously through the corresponding piping system.
Cleaning the turbine with granulates on ship systems can lead to

downfall on deck.
2008-07-17 - de
Description
TCR
2 (2) C1 0288 4.5-02 EN-US

Cleaning system – Wet cleaning of the compressor
Description
General
With the small dimensions of the TCR turbochargers, dirt deposits on the
compressor wheel and diffuser blades can lead to a measurable decrease in
efficiency. A wet cleaning facility with pressure sprayer is available for clean-
ing the compressor during operation.
Wet cleaning system for the compressor with pressure sprayer
1 Handle 5 Coupling
2 Pressure sprayer 6 Hand valve
3 Relief valve 7 Turbocharger (compressor)
4 Nipple 8 Plate with cleaning instructions
Figure 1: Diagram, wet cleaning of the compressor with pressure sprayer
Cleaning of the compressor during operation is required at regular intervals in
accordance with the maintenance schedule.
The cleaning intervals depend on the degree of contamination of the intake
air and range from 100 to 200 operating hours.
For cleaning, use only fresh water without any additives.
Carry out the cleaning only with the engine warmed up and in
full load operation.
Do not shut down the engine immediately after cleaning, but continue
to run it for several minutes until dry.
2010-10-13 - de
Description
The pressure sprayer (2) is filled with fresh water. Pumping with the han-
TCR
dle (1) generates an overpressure in the water tank of the pressure

sprayer (2). By pressing the pushbutton on the hand valve (6), water is
C1 0288 4.6-02 EN-US 1 (2)

sprayed into the compressor (7) by the pressure sprayer (2). Due to the high
speed of the rotor, the injected water droplets hit the blades of the compres-
Description
sor wheel and the diffuser at high velocity, thus removing the dirt deposits
mechanically.
2010-10-13 - de
Description
TCR
2 (2) C1 0288 4.6-02 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Operation
0285-1 5 C1-01 EN-US 1 (1)

Safety during operation
Operation
Containment safety
The turbocharger is one of the most highly loaded components on state-of-
the-art diesel engines. The high rotor speeds of a turbocharger result in high
centrifugal force stresses at the same time as high component temperatures.
If exceptional influences are additionally experienced, it is possible - in very
rare cases - for component failure to occur.
Precautions Our turbochargers comply with the containment safety requirements accord-
ing to the rules of the classification societies, with the effect that fragments
are prevented from escaping by state-of-the-art measures.
In extreme cases, however, particularly if the turbocharger has not been suffi-
ciently or properly maintained, there may be a risk of personal injury or mate-
rial damage in the vicinity of the turbocharger.
To eliminate the residual risk to the greatest possible extent, the following
rules must be observed:
Risk of injury!
Under no circumstances are persons permitted to be near the
turbocharger without reason during operation.
▪ The turbine and compressor must be cleaned at regular intervals as

specified in the maintenance schedule.
▪ The maintenance of the turbocharger must only be performed by trained
personnel at the maintenance intervals specified in the operating manual.
▪ Inadmissible operating conditions, such as frequent load shedding, com-
pressor surging and excessive turbocharger speeds, must be avoided.
▪ Corrosive and erosive agents in the intake air must be avoided.
The technical documentation of the system, particularly the operating and
maintenance manuals for the engine, turbocharger and the accessories
required for engine operation, must be stored at a location where they are
accessible for the operating and maintenance personnel at all times.
Regulations for Prevention of Accidents

When operating the system and for all maintenance and repair work, the rel-
evant Regulations for Prevention of Accidents are to be observed. It is advis-
able to hang these regulations in the engine room and to repeatedly point out
2010-10-13 - de
the dangers of accidents.

Operation
Safety Instructions Concerning Specific Danger Sources

TCR12
Hearing Protection
C1 0288 5.0-01 EN-US 1 (4)

Sound levels exceeding 85 dB(A)!

Operation
The danger of hearing impairment is given because sound levels are

permanently above this value in the engine room when the engine is
running.
• Always wear hearing protection in the engine room!
Exhaust Gases In the engine room, exhaust gases with the harmful components NOx, SO2,
CO, HC and soot can be set free.
Health risk due to exhaust gases!

The exhaust gases of the engine are harmful to one’s health and
detrimental to the environment when exceeding the limit values.
• Carry out maintenance in accordance with the maintenance schedule!
• Orient the operational management on behalf of the hazards!
• Observe operating results critically!
Danger of fire
Potential danger of fire in the engine room!

Fuel and lube oil are combustible and can easily ignite when
contacting hot components in the engine room.
• Do not conduct fuel and oil pipes alongside hot engine components
(exhaust pipe/turbocharger) that are not insulated!
• After maintenance and repair work on exhaust pipes and turbochargers,
carefully and completely reattach all insulations and coverings!
• Regularly check the tightness of all fuel and oil pipes (maintenance
schedule)!
• Eliminate any leakages immediately!
Fire-extinguishing The engine room must be equipped with fire-extinguishing equipment. The
Equipment proper function of this equipment is to be checked regularly.
Danger to life through suffocation!

When carbon dioxide fire-extinguishing systems are put into operation,
danger of life is given due to suffocation.
• Do not put carbon dioxide fire-extinguishing systems into operation
2010-10-13 - de
before it is ensured that no more persons are in the engine room!

Operation
TCR12
Protective Covers
2 (4) C1 0288 5.0-01 EN-US

Danger of burns and fire hazard from hot system components!
Operation
Due to high operating temperatures the system components can
become very hot. Persons can burn themselves on the hot
components and/or inflammable operating fluids can ignite.
• Always have all coverings and insulations mounted to the turbocharger
during operation of the engine!
• Regularly check the tightness of all fuel and oil pipes!
After assembly work, ensure that all coverings and protective covers from
moving components as well as all insulations from hot components are reat-
tached again. Engine operation with coverings removed is permitted only in
special cases, such as for functional tests.
Alarm System If important operating data are exceeded, an alarm system will set off alarm,
reduction or stop signals, depending on the danger potential. The cause of
the signals is to be thoroughly investigated and the source of the malfunction
to be corrected. The signals may not be ignored or suppressed, except
when ordered by management or in cases of increased danger.
Ignoring or suppressing alarms and putting reduction and stop

signals out of operation can lead to operational malfunctions
which can result in serious personal injury and damage to
property!
Turbocharger and engine are fitted with an alarm system which sounds
an alarm in case of technical problems or malfunctions. Therefore, an
alarm always has a cause which must be rectified!
• Do not ignore or suppress any alarm, reduction or stop signals!
• Investigate the cause of every alarm, reduction or stop signal or report
them!
• As far as possible, provide for swift rectification of the cause of alarms
and signals!
• Ignore or suppress alarms, reduction and stop signals only in cases of
increased danger or when ordered by management!
Personnel/ Qualification of The engine and the systems required for its operation may be started, oper-
Personnel ated and stopped only by authorized persons. The personnel must be edu-
cated, trained and familiar with the system and the occurring dangers.
All persons operating the system or carrying out maintenance or repair work
on the system must have read and understood all accompanying operating
and maintenance instructions.
For ship systems:
2010-10-13 - de
Operational management through the chief engineer on board or through a

technical officer.
Operation
Persons managing the operation must be in possession of a competence

certificate that corresponds with the national regulations and international
TCR12
agreement (STCW). The number of required persons and their minimum

qualification are usually stipulated through the national regulations or the
international agreement (STCW).
C1 0288 5.0-01 EN-US 3 (4)

For stationary systems (power plants):

Operation
The superintendent (engineer) must be available. Supervision/controlling of

the engine and the accompanying supply system through a trained and spe-
cially briefed machinist or mechanic.
For managing persons in Germany, proof, among other things, must be fur-
nished in accordance with the energy economy law (EnWG) that the techni-
cal operation management is guaranteed by qualified and sufficiently num-
bered personnel. In other countries, comparable laws/ guidelines are to be
observed.
Safety during operation on the gas-powered engine
Danger of fire caused by electrostatic charging

In the case of turbochargers on gas-powered engines, insulated
mounting can cause electrostatic charging, resulting in ignition of the
air/gas mixture in the air intake.
• If the turbocharger is mounted on the engine in such a way that it is
electrically insulated, an earth connection must be installed for the
equipotential bonding between the turbocharger and the engine.
2010-10-13 - de
Operation
TCR12
4 (4) C1 0288 5.0-01 EN-US

Starting operation/Shutting down
Operation
Initial Starting of Operation
Danger of poisoning from toxic vapours!

The vapour-phase corrosion agent (increased corrosion protection)
with which the openings of the turbocharger are treated sets toxic
vapours free upon heating.
• Thoroughly blow out the turbocharger casing before assembling the
turbocharger!
• Upon initial putting into operation, check if any corrosion protection
agent is on the turbocharger!
1. Unpack the turbocharger.

2. Remove closing covers on gas admission casing, gas outlet casing and
compressor casing.
3. Remove preservation agents from the exhaust gas flanges of the tur-
bine casing as well as from the delivery socket of the compressor cas-
ing with a suitable scraper and cleaning agent.
4. Flush the lube oil system. Plug the oil supply and oil drainage of the tur-
bocharger and join the supply and drain pipes on the engine side, or
use an intake filter with low filter rating (20 µm recommended) in the
lube oil supply. Measurement of the oil pressure after the intake filter.
5. Prior to initial start-up, the lube oil pressure must be set by the engine
manufacturer, see “Lube oil system”, Chapter [4.2].
Before shipment, the oil system of each turbocharger is factory-

checked for cleanliness, and the oil supply and oil drainage are
plugged. Therefore, when flushing the engine oil system, care must be
taken to prevent inadmissible contamination in the oil from entering the
turbocharger.
For additional information on flushing the lube oil system, please refer
to the engine manufacturer’s manual.
For mounting the turbocharger on the engine, see work card [500.31].
Engine control
2008-07-17 - de
Indication of the pending alarm and the reaction of the engine control
system must occur at the same time. Therefore, the engine control
Operation
system must conform at least to category 3 in compliance with

DIN EN 954-1.
TCR
C1 0288 5.1-01 EN-US 1 (3)

Operation
Work prior to starting the engine

1. Before starting the engine, the bearing points of the turbocharger must
be primed. Depending on the engine system, this is done by
– Priming immediately before starting or
– Continuous priming.
2. Set all shut-off devices of the system pipes of the engine plant to the
operating position.
3. Check the lube oil pressure at the top of the turbocharger, see lube oil
diagram, Chapter [4.2], connection für pressure gauge.
Starting Operation
Turbocharger Start the engine. The engine exhaust gases drive the turbocharger and thus
start it operating. If provided, the “Jet Assist” acceleration system is put into
operation via the control system.
Checks during operation

General Despite automatic control and regulation of the engine system, regular
checks of the turbocharger are required so that possible malfunctions can be
detected as early as possible and the causes corrected in time.
The checks listed below are part of the operator's maintenance

obligations. Results, observations and actions in connection with such
monitoring measures are to be recorded in an engine log book.
Reference values are to be defined in order to allow objective
assessment of the results.
Continuous checks on the ▪ Turbocharger speed

turbocharger ▪ Lube oil pressure at top of turbocharger
▪ Lube oil temperature upstream of turbocharger
▪ Lube oil temperature downstream of turbocharger
▪ Exhaust gas pressure upstream of turbine
▪ Exhaust gas temperature upstream of turbine
▪ Charge air pressure downstream of compressor
▪ Charge air temperature downstream of compressor
▪ Exhaust gas, charge air and oil pipes for tightness
▪ Turbocharger for smooth running
▪ Air filter mat on the silencer for fouling/saturation
Smooth running An early indication of damage to the rotor and bearings is usually given by
irregular running due to imbalance or contact of rotating parts of the rotor.
2008-07-17 - de
Listening to the running noise of the turbocharger often allows unsmooth

operation to be detected at an early stage.
Operation
Speed With clean air ducts of the compressor, a certain charge air pressure is
assigned to each speed of the turbocharger. The charge pressure thus gives
an indication of the speed and can be used for approximate speed monitor-
TCR
ing.
2 (3) C1 0288 5.1-01 EN-US

Operating faults Chapter [5.3] lists various operating faults, identifies possible causes and
specifies remedial action.
Operation
Shutting down, post lubrication
Shutting down Shutting down the engine also puts the turbocharger out of operation. Due
to the flywheel effect, the rotor of the turbocharger continues to rotate for
some time.
The run-down time of the turbocharger gives an indication of its

mechanical condition. Sudden stopping indicates mechanical damage
to the bearing, contact of the compressor or turbine wheel, trapped
foreign objects or heavy fouling.
Post lubrication After an engine shut-down, the bearing points of the turbocharger must be
post lubricated for cooling purposes. This is done either by means of the
engine lube oil pumps or using a separate auxiliary lube oil pump, see “Lube
oil system”, Chapter [4.2].
If continuous priming is specified for engines (e.g. because of stand-by

starting), post lubrication is not required.
In this case, the continuous priming must be activated as soon as the
engine lube oil pumps are switched off.
Danger of fire caused by lube oil!

Continuous priming is only possible if there is no chimney draught
effect. A chimney draught can cause lube oil to be drawn into exhaust
gas ducts, leading to coking or fire.
2008-07-17 - de
Operation
TCR
C1 0288 5.1-01 EN-US 3 (3)

Emergency operation of the engine on failure of a turbocharger
Operation
Criteria for emergency operation
Turbocharger Damage has occurred to a turbocharger which cannot be corrected immedi-
ately. If required, emergency operation of the engine is still possible under
certain circumstances.
Engine For emergency engine operation, the possibilities, measures and achievable
engine output vary considerably according to:
▪ two-stroke engines or four-stroke engines,
▪ engines with one turbocharger or several turbochargers,
▪ in-line engines or V-type engines,
▪ generator operation or propeller operation.
For relevant instructions, please refer to the operating manual of the engine
concerned.
Options for emergency operation

General emergency The following instruction is obligatory for all options of emergency engine
measures operation in the event of turbocharger failure.
▪ Reduce the engine power in accordance with the engine manufacturer’s
instructions to the degree that
– the maximum permissible exhaust gas temperature downstream of
the cylinders is not exceeded,
– the maximum permissible exhaust gas temperature upstream of the
turbocharger is not exceeded,
– the maximum permissible speed of the turbocharger that is still
operational (on engines with more than one turbocharger) is not
exceeded,
– increased exhaust gas density is minimised.
Emergency measure, option Engine may not be stopped for urgent reasons.
1
Danger due to further damage of the turbocharger!

Fire or destruction of the turbocharger can occur!
• Do not stay in the area of the turbocharger. Danger to life!
• As a precaution, prepare fire-extinguishing measures!
2009-10-28 - de
1. Damaged turbocharger remains unchanged.

2. Observe the paragraph “General emergency measures” and the engine
Operation
manufacturer’s instructions for emergency operation.

3. Limit the duration of emergency engine operation to the absolutely nec-
TCR12
essary minimum.
C1 0288 5.2-02 EN-US 1 (2)

Emergency measure, option Emergency operation with closing device

Operation
2 Engine with one turbocharger may be stopped (short-term).

1. Remove the damaged cartridge and carry out measures according to
work card [500.11].
2. Screens (protection grids) have to be mounted on the charge air pipe.
On engines equipped with a charge air bypass, it is also necessary to
mount the blind flange at the connection on the exhaust gas side.
Observe the paragraph “General emergency measures” and the engine man-
ufacturer’s instructions for emergency operation.
Engine with more than one turbocharger may be stopped (short-term).

1. Separate the exhaust gas inlet side of the defective turbocharger from
the gas flow of the second turbocharger by fitting a blind flange.
2. On V-type engines having a common charge air pipe, a blind flange is
to be mounted on the compressor outlet of the defective turbocharger
so as to avoid air losses.
Observe the paragraph “General emergency measures” and the engine man-
ufacturer’s instructions for emergency operation.
2009-10-28 - de
Operation
TCR12
2 (2) C1 0288 5.2-02 EN-US

Malfunctions/faults and their causes
Operation
Operating faults
Indications Operating faults manifest themselves by abnormal readings (e.g. exhaust gas
temperature, charge air pressure, speed), excessive running noise or lube oil
leakage.
Ignoring or suppressing alarms and putting reduction and stop

signals out of operation can lead to operational malfunctions
which can result in serious personal injury and damage to
property!
Turbocharger and engine are fitted with an alarm system which sounds
an alarm in case of technical problems or malfunctions. Therefore, an
alarm always has a cause which must be rectified!
• Do not ignore or suppress any alarm, reduction or stop signals!
• Investigate the cause of every alarm, reduction or stop signal or report
them!
• As far as possible, provide for swift rectification of the cause of alarms
and signals!
• Ignore or suppress alarms, reduction and stop signals only in cases of
increased danger or when ordered by management!
All malfunctions are to be corrected as soon as possible, as minor

malfunctions can also lead to increased subsequent damage of the
turbocharger or engine.
Countermeasures 1. Reduce the engine power or shut down the engine, depending on the
available options.
2. Identify and correct the cause of the malfunction, see Table “Trouble-
shooting”.
3. If the damage cannot be corrected immediately, emergency operation
is possible, see Chapter [5.2].
2010-10-13 - de
Operation
TCR12
C1 0288 5.3-02 EN-US 1 (6)

Operation
Trouble Shooting
No. Malfunction Possible cause Corrective action Work card
1 Exhaust gas temperature Air filter mat or silencer fouled Clean/replace [500.24]
upstream of the turbine is [500.32]
too high
Compressor fouled Clean [500.23]
Turbine wheel heavily fouled Clean [500.21]
[500.22]
Turbine nozzle ring heavily fouled/ Clean/replace [500.21]
constricted [500.22]
[500.46]
Rotor rubbing Check inserts/rotor/bearing [500.41]
bushes and replace parts if nec- [500.45]
essary, balance check by author- [500.47]
ized service center
Foreign bodies before/in com- Check compressor wheel and/or [500.45]
pressor and/or turbine turbine rotor and replace if neces-
sary
Turbine or compressor wheel Replace compressor wheel and/ [500.45]
damaged or turbine rotor
Substantial erosion on turbine Check turbine rotor/turbine nozzle [500.45]
wheel/turbine nozzle ring ring and replace if necessary [500.46]
High air intake temperature Reduce power Engine
Charge air cooler fouled Clean Engine
Charge air pipe leaking Seal charge air pipe, tighten con- Engine/
nections system
Charge air temperature too high Check charge air cooler Engine
Inlet/exhaust valves, valve slots of Clean Engine
engine fouled
Exhaust gas pipe leaking Seal exhaust gas pipe, tighten Engine/
connections system
Exhaust gas back-pressure Clean turbine, check exhaust gas [500.21]
downstream of turbine too high pipe [500.22]
Engine/
system
Fuel injection on engine faulty Repair fuel injection Engine
Fault on gas mixer Readjust mixture Engine
Change of ignition time of the Readjust ignition Engine
mixture in the cylinder
2010-10-13 - de
Operation
TCR12
2 (6) C1 0288 5.3-02 EN-US

Operation
2 Charge air pressure too low Air filter mat or silencer fouled Clean/replace [500.24]
[500.32]
[500.22]
[500.46]
Defective bearings, imbalance of Check bearing components and [500.45]
the rotor replace parts if necessary, bal-
ance check by authorized service
center
ized service center
sary
nections system
engine fouled
connections system
Engine/
system
Throttle flap not working properly Readjust Engine
3 Charge air pressure too Turbine nozzle ring lightly fouled/ Clean [500.21]
high constricted [500.22]
Low air intake temperature Reduce power Engine
2010-10-13 - de
Operation
TCR12
C1 0288 5.3-02 EN-US 3 (6)


Operation
4 Speed too low Air filter mat or silencer fouled Clean/replace [500.24]
[500.32]
[500.22]
[500.46]
center
ized service center
sary
nections system
engine fouled
connections system
Engine/
system
5 Speed too high Turbine nozzle ring lightly fouled/ Clean [500.21]
6 Lube oil pressure too low Lube oil inlet temperature too high Check/adjust lube oil cooling Engine/
system
Lube oil filter fouled Clean/replace lube oil filter Engine/
2010-10-13 - de
system
Lube oil pressure gauge defective Replace lube oil pressure gauge Engine/
Operation
system
TCR12
High degree of wear on bearings Replace bearings in turbocharger [500.45]
4 (6) C1 0288 5.3-02 EN-US

Operation
7 Lube oil loss Piston ring seals defective Replace piston rings [500.45]
Seals damaged, connections Replace seals, check/tighten con- [500.31]
leaking nections Engine
Lube oil pressure too high Reduce oil pressure at operating Engine/
temperature system
Excessive pressure in oil dis- Check/enlarge dimension/inclina- Engine/
charge or in crankcase tion/venting of lube oil discharge system
Increased pressure in crankcase Clean suction pipe and oil separa- Engine/
tor system
8 Hesitant starting, short run- Compressor fouled Clean compressor [500.23]
down time
[500.22]
[500.46]
Retaining ring, thrust ring or coun- Check parts and replace them if [500.45]
ter-thrust ring damaged necessary
center
ized service center
sary
Oil coke downstream of turbine Check/replace piston ring on tur- [500.45]
wheel bine side, observe upper limit of
lube oil pressure during pre-lubri-
cation and operation
9 Abnormally high noise level Retaining ring, thrust ring or coun- Check parts and replace them if [500.45]
center
ized service center
2010-10-13 - de

Operation

sary
TCR12

C1 0288 5.3-02 EN-US 5 (6)


Operation
10 Turbocharger vibrates Turbine wheel heavily fouled Clean [500.21]

[500.22]
Retaining ring, thrust ring or coun- Check parts and replace them if [500.45]
center
ized service center
sary
Anchor bolts inadequately tight- Retighten bolts Engine
ened
Stiff (blocked) compensator Replace compensator Engine
11 Compressor surges Turbine wheel heavily fouled Clean [500.21]
[500.22]
[500.46]
sary
Charge air temperature too high Reduce power Engine
engine fouled
Engine/
system
Throttle flap closed Readjust flap Engine
IRC aperture closed Clean [500.43]
Table 1: Troubleshooting
2010-10-13 - de
Operation
TCR12
6 (6) C1 0288 5.3-02 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Maintenance
0285-1 6 C1-01 EN-US 1 (1)

Safety during maintenance/repair
Maintenance
Qualification of Personnel
Performed by machinists or mechanical fitters and their assistants.
Briefing and supervision of difficult work tasks through a technical officer or
the chief engineer.
Opening Pipes/Pressure Tanks
Danger of burns from hot components!

Many engine and turbocharger components become very hot during
operation and require ample time for cooling down afterwards.
• Prior to taking any action, allow the engine and turbocharger to cool
down sufficiently (1-2 h)!
• Wear protective clothing!
Danger of burning/scalding from escaping lube oil!

The lube oil is under pressure and very hot!
• Before opening pipes, flanges, screwed connections or fittings, release
the pressure in the system and check that it is depressurised!
• Before opening oil pipes, wait until the lube oil has cooled down
sufficiently!
Disassembly and Assembly of Pipes

During any work on the pipe systems, especially for fuel, lubrication oil and
air, ensure utmost cleanness in order to avoid foreign objects or debris from
entering the system. Therefore, all pipes subject to reassembly should be
blocked with care upon disassembly.
New pipes being installed should be checked for cleanness and flushed, if
required.
For extended storage, all individual parts are to be preserved.
2010-10-13 - de
Maintenance
TCR12
C1 0288 6.0-02 EN-US 1 (3)

Maintenance
Removal/Disassembly of Heavy Components
Danger of injury from suspended loads!

Unsuitable or poorly maintained transport equipment as well as
unsuitable set-down locations can lead to serious injury of people and
to major damage.
• Use only transport equipment which is in perfect condition!
• Check if the transport equipment being used has the required carrying
capacity!
• Choose only set-down locations that have sufficient loading capacity for
the heavy component (this is not always the case for galleries, half-
landings or grid-iron coverings)!
Danger of Crush Injuries from Rotating Components
Danger of crush injuries or from blows!

When the engine is running during disassembly or assembly work,
there is danger of becoming entangled in or coming against rotating
components.
• Carry out all disassembly or assembly work while the turbocharger is
shut down!
• During the work, secure the engine against starting!
• Set up danger signs!
Use of Cleaning Agents

When using cleaning agents, the manufacturer’s notes for usage, possible
dangers and disposal are to be observed.
Cleaning agents can be caustic!

Cleaning agents on the skin, in the eyes or being inhaled can lead to
serious damage to one’s health or to allergies.
• Always observe the manufacturer’s notes for cleaning agents!
• Wear protective clothing whenever required!
• Wear protective gloves whenever required!
• Wear safety goggles whenever required!
2010-10-13 - de
Maintenance
• Wear respiratory protection whenever required!

• Pay attention that other persons also wear the appropriate protective
equipment whenever required or make these persons aware thereof!
TCR12
2 (3) C1 0288 6.0-02 EN-US

Maintenance
Use of High-pressure Cleaners
When working with high-pressure cleaners ensure proper usage.
Air filters, shaft ends (also including such with lipped sealing rings), gover-
nors, splash-proof monitoring systems, cable sockets as well as sound and
heat insulations under non-watertight coverings, must be covered or exempt
from the high-pressure cleaning.
Spare Parts
During operation, the components of the turbocharger are subjected to very
high forces. We have therefore developed special materials that can with-
stand these high forces. Only by using original spare parts from the manufac-
turer can you be sure that these high-quality materials have been employed.
Spare parts from other manufacturers may be manufactured

using inferior materials that cannot withstand the loads they
are subjected to during operation of the turbocharger!
This can result in severe damage to the turbocharger, engine room and
engine, and danger to life for the operating personnel.
• Use only original spare parts from the manufacturer!
• Only use spare parts from other manufacturers if they have been
approved by the turbocharger manufacturer!
The manufacturer shall in no way be liable for any personal injury or material
damage caused by use of spare parts from other manufacturers. Further-
more, any and all warranty claims relating to the turbocharger expire when
using non-original spare parts.
2010-10-13 - de
Maintenance
TCR12
C1 0288 6.0-02 EN-US 3 (3)

General remarks
Maintenance
Maintenance Work
Maintenance work belongs to the duties of the user, just as regular checks
do. Their purpose is to retain operational readiness and operational safety of
the system. They are to be carried out by competent personnel in accord-
ance with the time schedule for maintenance.
Maintenance work supports the operating personnel in their effort to detect
arising malfunctions/failures in time. They deliver hints towards necessary
maintenance work or repairs to the persons responsible, and influence the
planning of downtimes.
Maintenance and repair work can be carried out properly only when the
required spare parts are available. In addition to these spare parts, it is advis-
able to stock a certain quantity of spares for unexpected outages.
Maintenance Schedule
The required tasks are listed in the maintenance schedule, sheet [6.3.1]. The
schedule contains
▪ a brief description of the work,
▪ the repetition intervals,
▪ the personnel and time requirements,
▪ references to the respective work cards.
Work Cards
The work cards describe
▪ the aim and object of the work
and contain information about
▪ the required tools/appliances and
▪ detailed descriptions and graphical depictions of the necessary work
sequences and work steps.
See work card [7.1.1]
Spare Parts
Order numbers for spare parts can be found
▪ in the spare parts catalogue of the technical documentation and
▪ on the respective work cards of the technical documentation.
Order numbers consist of the three-digit subassembly number and a three-
digit item number, separated by a dot.
Special Services/Repair Work

2010-10-13 - de
As a turbocharger manufacturer, we offer the following services:

Maintenance
▪ Delivery of spare parts

▪ Consultation and support on questions concerning operation, mainte-
nance and repairs
▪ Practice-oriented training for operating personnel
TCR
▪ Assessment and clarification of damage cases
C1 0288 6.1-01 EN-US 1 (2)

▪ Assignment of fitters and engineers

Maintenance
Addresses and contact persons can be found in Chapter [2.1]
2010-10-13 - de
Maintenance
TCR
2 (2) C1 0288 6.1-01 EN-US

Tools
Maintenance
Optional tools
For maintenance work and emergency operation, special tools are optionally
available for TCR turbochargers.
The optional supply scope of these special tools is listed in the spare parts
catalogue, Chapter “Tools”.
Standard tools
As standard, the special tool “hexagon pin (596.001)” is supplied with each
TCR turbocharger. This hexagon pin is required for removal of the compres-
sor wheel and is attached inside the silencer or air intake casing.
Inventory tools
Commercially available tools that are usually included in the inventory of the
engine system.
Inventory tools are not contained in the turbocharger’s scope of supply.
2008-12-11 - de
Maintenance
TCR
C1 0288 6.2-01 EN-US 1 (1)

Maintenance Schedule
Maintenance
Reliability and Adaptability
Validity of the Maintenance The maintenance schedule contains a summary of the maintenance and
Schedule inspection work, down to the major overhaul of the turbocharger.
A major overhaul of the turbocharger must be carried out latest after
▪ 12 000 - 18 000 operating hours
After each major overhaul, which best is carried out with a due engine serv-
ice, the maintenance schedule starts from the beginning again.
A major overhaul includes the disassembly of the complete turbocharger for
inspection of the actual condition, thorough cleaning and a check of all parts/
components.
The maintenance must be scheduled well in advance, meaning that, for

example, sailing timetables or power plant inspections must be taken
into account. In order to ensure the operational safety of the
turbocharger and the engine, maintenance work is to be performed as
far as possible on schedule or beforehand.
Adaptation of the The maintenance schedule takes the following operating conditions and an
Maintenance Schedule annual operating period of approx. 6000 hours into account:
▪ Uniform loading within a range of 60 to 90% of the rated power,
▪ Observation of the specified operating media temperatures and pres-
sures,
▪ Usage of the specified lube oil and fuel qualities,
▪ Attentive separation of fuel and lubrication oil.
The maintenance intervals must be shortened when the following operating
conditions are given:
▪ Longer-term operation with peak loads or low loads, long idle periods,
frequent heavy load cycles,
▪ Frequent engine starts and repeated run-up phases without sufficient
warming-up,
▪ High stress on the engine before reaching the specified operating media
temperatures,
▪ Too low lube oil, cooling water and charge air temperatures,
▪ Use of problematic fuel qualities and insufficient separation,
▪ Insufficient filtration of the intake air (particularly with stationary engines).
2008-10-08 - de
Maintenance
General
C1 6673 6.3-03 EN-US 1 (1)

Maintenance schedule - turbocharger
Maintenance
Maintenance schedule - turbocharger on four-stroke engine
1, per
2,
12000
3000
3
150
250
24
Inspection (during operation)
901 Check turbocharger for unusual noise and vibrations. A 1 0.10 Turbo X
903 Check turbocharger and system pipes for leaks (charge air, A 1 0.20 Turbo X
exhaust gas, lube oil)
905 Check all fixing screws, casing screws and pipe 500.31 1 1 Turbo 2 X
connections for tight fit. 7.2.1
Maintenance (during operation)
911 Clean turbine - dry cleaning (if provided) 500.22 1 0.30 Turbo 1
913 Clean turbine - wet cleaning (if provided) 500.21 1 0.60 Turbo 1
915 Clean compressor (during operation) 500.23 1 0.30 Turbo 1
Maintenance (engine has been stopped)
917 Clean air filter (if provided) 500.24 1 0.40 Turbo 1
Maintenance (together with engine maintenance)
951 Major overhaul every 12,000 ... 18,000 operating hours: 7.2.1 2 15 Turbo X
Dismantle, clean and check all components of the 7.2.2
turbocharger. Check gaps and clearances on reassembly. 500.31
500.32
500.33
500.41
500.42
500.43
500.44
500.45
500.46
500.47
Maintenance Schedule, Legend

24 ... 12000 Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition
2 Check new or overhauled parts once after the time specified
A No work card required/available
2009-10-28 - de
Maintenance
TCR12
C1 0288 6.3.1-03 EN-US 1 (1)

Remarks on maintenance work
Maintenance
General Remarks
Disassembling the The simplest method to use for disassembly is best chosen on the basis of
turbocharger the space available in the engine room. When performing maintenance and
inspection work, it is sufficient in most cases to dismount only subassemblies
of the turbocharger.
Inspection report For a major overhaul of the turbocharger or for repair work concerning major
components, it is recommended to record the condition of individual subas-
semblies and to include this information in the operating log. Inspection
report form, see Chapter [6.6].
In disassembly work, mark the position of the components relative to

each other using a felt-tip marker pen. If required, document the
disassembly/assembly with a camera.
Exchanging Components
Components with traces of wear or damage that influence especially the
strength and the balancing precision and thus the smooth running of rotating
parts, must be exchanged with original spare parts or repaired by an author-
ized repair facility or the manufacturer.
For dispatch, components must be packed and protected against corrosion
in such a manner that they are not further damaged during transportation.
Screw connections
Never attempt to loosen seized or tight screw connections with

excessive force.
This can lead to screws being sheared off or parts being so badly
damaged that they must be replaced. Sheared-off screws must be
drilled out and the threads retapped.
Loosening seized or tight Apply Diesel fuel or special solvent (e.g. Caramba, Omnigliss, WD 40) liberally
screw connections to the screw connections and allow to penetrate for at least ½ hour so that
the solvent can work its way through the thread. Observe the instructions for
use supplied by the solvent manufacturer. Then apply light hammer blows to
the screw head until the screw turns freely in the thread.
Tightening screw All screw connections on the turbocharger must be in satisfactory condition
connections for assembly or be renewed.
2010-10-13 - de
Maintenance
Always tighten screws/bolts with the specified tightening

torque!
For reasons of safety, only bolts of the specified quality may be used!
TCR
See Technical Documentation, Work Cards.
C1 0288 6.4-01 EN-US 1 (2)

Maintenance
Figure 1: Lock washer pair

When assembling the lock washer pairs (one pair consisting of 2 identical
washers), make sure that the long wedge surfaces (B) contact each other (on
the inside), otherwise the locking effect will be lost.
Incorrectly tightened and locked screws/bolts and nuts can become loose
due to vibrations and then be driven into the turbocharger by the air or
exhaust gas flow, thereby causing severe damage.
Screw connections on the Due to the high temperatures on the turbine side, screws/bolts, nuts and tab
turbine side washers made of non-scaling materials are used. These are marked on the
face side (SB, SD, SM, VM or 4923, Z1 or 4828) to avoid them from being
mistaken for regular parts. When disassembling, the fasteners marked in this
manner are to be stored separately until being assembled.
All lock washer pairs on the turbocharger are made of non-scaling material
and are not marked.
In order to avoid the screws/bolts and nuts on the turbine side from fusing
together through overheating, they must be treated with high-temperature
lubricant (e.g. Molykote HSC) prior to each new assembly. Before treating
with lubricant, the threads must be cleaned thoroughly.
Screw-in threads of studs are not treated.
2010-10-13 - de
Maintenance
TCR
2 (2) C1 0288 6.4-01 EN-US

Inspection of components
Maintenance
General Remarks
The following remarks and questions are intended as a guide, e. g. for
▪ Assessment of the turbocharger condition,
▪ Operating log and inspection report,
▪ Inspection, reusing, repair and replacement of individual components.
Inspection work
Gaps and clearances For permissible limits, see Chapter [7.2.2]
Crack detection test Crack detection test on turbine blades (turbine rotor, compressor wheel) by
means of acoustic testing or the fluorescent dye penetration method.
Streaks Streaks all around the circumference of the turbine rotor, compressor wheel
and insert are an indication of wear.
Inspection of gaps and clearances, see Chapter [7.2.2]
Inspection of bearing parts, see work card [500.45]
Streaks on parts of the circumference of the turbine rotor, compressor wheel
and insert are an indication of imbalance.
Oil coke downstream of Shaft seal on turbine side damaged or pre-lubrication pressure too high.
turbine wheel
Erosion in HFO operation Where heavy fuel oil is used, the exhaust gas contains small hard particles
(e.g. “cat fines”) which have an erosive effect especially at the outlet of the
turbine nozzle ring, where gas velocities and concentrations of these parti-
cles are high. Here, the flow is also very strongly deflected in circumferential
direction. Moreover, these particles are flung outwards due to the centrifugal
effect.
“Cat fines” As a result of the refinery process, “cat fines”, a fine-grained powder of great
hardness (recognizable by the Al and Si content), and other abrasive con-
taminants are contained in the heavy fuel oil, depending on its quality. Their
amount can be reduced by means of amply dimensioned, heated settling
tanks and by adequate separation.
Admixtures Particularly disadvantageous is the admixture of used engine lube oil, charac-
terized by increased concentrations of Ca and Fe. Used engine lube oil con-
tains not only wear residues, but above all “detergent/dispersant additives”,
which bind fine particles and prevent “cat fines” and other impurities from
being extracted through separation. Far more severe erosion damage results
from blending the fuel with “used oil”.
Combustion residue caused by incomplete combustion can also have ero-
sive effects. Clean combustion must therefore be ensured.
Silencer, What is the condition of the air filter mat?
if provided Are there cracks on any of the components?
Speed measuring device Is the speed transmitter or the speed indicator defective?
2010-10-13 - de
Maintenance
Casings Which casings are heavily fouled by soot, oil or oil coke?
Were the casings tight, particularly at the joints and connecting flanges?
Do the casings show signs of cracks?
Were oil bores in the bearing casing clogged?
Had bolts broken off?
TCR
C1 0288 6.5-01 EN-US 1 (2)

Were all bolts and nuts firmly tightened and locked?

Are all bolts made of the specified material?
Maintenance
Are the seals in order?

Compressor wheel Do the turbine blades show signs of cracks or heavy wear? Are any streaks
evident?
Do the leading edges of the turbine blades show impact notches caused by
drawn-in foreign objects?
Are the seat faces bright or are there signs of fretting corrosion?
Turbine rotor Do the turbine blades show signs of cracks, streaks, heavy wear or erosion
at the edges?
Do the leading edges of the turbine blades show impact notches caused by
foreign objects?
Is the shaft running true? What is the condition of the bearings?
Are the seat faces bright or are there signs of fretting corrosion?
Bearing parts of the Are the seat faces bright or are there signs of fretting corrosion?
cartridge Are there any signs of scoring or heavy wear?
Checking for wear, see work card [500.45].
Insert Are any streaks evident?
Are the slits for the IRC (internal recirculation) continuous?
Diffuser Are any blades bent? Are any cracks evident on the blades?
Have foreign objects become jammed in the ducts?
Are there traces indicating the presence of foreign objects?
Turbine nozzle ring Are any blades bent? Are any cracks evident on the blades?
Are the blades heavily worn due to erosion?
Checking for wear, see work card [500.46].
Have foreign objects become jammed in the ducts?
Are there traces indicating the presence of foreign objects?
2010-10-13 - de
Maintenance
TCR
2 (2) C1 0288 6.5-01 EN-US

Inspection report
Maintenance
Form
2010-10-21 - de
Maintenance
TCR12
C1 0285 6.6-01 EN-US 1 (2)

Maintenance
2010-10-21 - de
Maintenance
TCR12
2 (2) C1 0285 6.6-01 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Work cards
0285-1 7 C1-01 EN-US 1 (1)

Preface
7.1 Preface
7.2 Setting data
7.4 Cleaning
2011-04-05 - de
Work cards
0285-1 7.1-01 EN-US 1 (1)

Organisation and use of the work cards
Preface
Numbering
The ordinal number of the work cards is located at the top right of the title. It
consists of a three-digit subassembly number and a two-digit counting num-
ber. The subassembly number 500 represents the collective subassembly
number for turbochargers.
Example - Turbocharger on engine: 500.31
▪ 500 = Subassembly number (500 for turbocharger)
▪ 31 = Counting number (work card No. 31)
Cross-references in work cards are enclosed in square brackets.
Layout of the Work Cards

Work cards generally contain the following information:
▪ Brief description,
▪ Personnel and time requirements,
▪ Required tools and appliances,
▪ Related work cards, i.e. those work cards containing further necessary or
useful information,
▪ Possibly additional information/technical data and,
▪ The individual work sequences, always beginning with the starting condi-
tion, and followed by the individual work steps.
Parts and tools in the figures and text are each designated with their order
number.
Example - Hexagon bolt in bearing casing: 546.005
▪ 546 = Subassembly number (546 for bearing casing)
▪ 005 = Item number
All subassemblies and subassembly numbers are listed in the spare parts
catalogue.
Order numbers for tools are (generally) identical with the tool number affixed
to the tool.
Required Personnel and Time

The required time is mentioned in hours, both for the amount and qualifica-
tion of the required personnel. The higher hour rate covers the time require-
ment for the complete scope of the respective work card. Personnel with
lower hour rate is required only at times, e. g., for operation of a lifting tackle.
Tools / Appliances
2008-07-17 - de
The numbers in the Designation column refer to width across flats, given in
mm, e.g. socket wrench 10 = socket wrench width across flats 10 mm.
Work cards
Availability codes in the Status column have the following meaning:

Standard Included in the scope of supply of the turbocharger.
TCR
Optional Tools are supplied by special order.
C2 0288 7.1.1-01 EN-US 1 (2)

Inventory Commercially available tools/appliances

Preface
These are not included in the scope of supply of the turbo-

charger. It is assumed that these tools/appliances are included
in the inventory of the engine system.
Special Special tools, e.g. for service centres.
Tips and Pictographs
For notes concerning fault sources/handling errors; material damage

can occur.
Additional notes, information and tips.
The instructions “Lubricate contact surfaces and threads”, “Observe tighten-

ing torques” and “Use lock washer pairs” are additionally indicated by means
of symbols in the marginal column:
Grease, lubricate and oil Use Observe

lock washers tightening torques!
2008-07-17 - de
Work cards
TCR
2 (2) C2 0288 7.1.1-01 EN-US

Setting data
7.1 Preface
7.2 Setting data
7.4 Cleaning
2011-04-05 - de
Work cards
0285-1 7.2-01 EN-US 1 (1)

Screw connections and tightening torques
Setting data
Brief description
Tightening values for all important bolted connections/tightening torques for
various friction coefficients μ.
Tightening Torques for Bolted Connections

Tightening of screw Whenever possible, screw connections should be tightened with torque
connections by torque wrenches.
For particularly important screw connections on the turbocharger, the tight-
ening torques are specified in Table 3 “Special tightening torques for TCR12”
and additionally on the respective work cards.
For all other screw connections that are to be tightened with torque
wrenches, the approximate values for the tightening torques may be noted
from Table 2 “Tightening torques for bolts of strength class 8.8”.
When tightening screw connections the following must be observed:
▪ Apart from the applied tightening torque, the clamping force of a screw
connection depends on the lubricant being used, the condition of the
contact surface and thread, as well as on the material combination. It is
therefore very important that all these conditions are satisfied.
▪ Table 2 “Tightening torques for bolts of strength class 8.8” gives the
tightening torques for the various screw threads depending on their coef-
ficient of friction µ, i.e. depending on the selected lubricant. The tighten-
ing torques apply for bolt materials of strength class 8.8 under utilization
of approx. 70% of their yield strength.
▪ For other strength classes, the conversion factors given in Table 1 are to
be used and multiplied by the tightening torque from Table 2. The
strength class is stamped on the bolt head.
Strength class 5.6 6.8 8.8 10.9 12.9
Conversion factor x 0.47 0.75 1.0 1.40 1.70
Table 1: Conversion factors for tightening torques depending on the strength class of
the bolts
Friction coefficient µ For the friction coefficient µ use approximately:
µ = 0.08 with lubricants for temperatures
≤ 200 °C, e.g. Molykote G-n or Molykote P40
≥ 200 °C, e.g. Molykote HSC
µ = 0.14 for lightly oiled surfaces without refinishing
2010-10-22 - de
Work cards
TCR12
C2 0285 7.2.1-01 EN-US 1 (4)

Setting data
Tightening torques in general

Thread, nominal size Tightening torque in Nm
for coefficient of friction µ
0.08 0.14
M5 4.1 5.8
M6 7 10
M8 17 24
M 10 34 49
M 12 59 84
M 14 93 134
M 14×1,5 99 145
M 16 141 205
M 16×1,5 148 220
M 18 196 282
M 18×1,5 213 319
M 18×2 205 300
M 20 275 398
M 20×1,5 295 445
M 20×2 285 422
M 22 368 538
M 22×1,5 393 594
M 22×2 381 566
M 24 473 686
M 24×2 503 753
M 27 694 1017
M 27×2 731 1103
M 30 945 1379
M 30×2 1014 1537
M 33 1271 1870
M 33×2 1353 2061
M 36 1640 2403
M 36×3 1707 2554
M 39 2113 3117
2010-10-22 - de
M 39×3 2190 3295

Work cards
M 42 2623 3856
M 42×3 2757 4166
TCR12
M 45 3262 4821
M 45×3 3414 5178
2 (4) C2 0285 7.2.1-01 EN-US

Thread, nominal size Tightening torque in Nm
Setting data
for coefficient of friction µ
0.08 0.14
M 48 3952 5823
M 48×3 4184 6367
Table 2: Tightening torques for bolts, strength class 8.8
Tightening torque Turbocharger TCR12
501.008 Hexagon nut 520.005 Compressor wheel

517.029 Cylindrical screw 544.032 Hexagon nut
517.051 Countersunk bolt 546.005 Hexagon bolt
520.001 Turbine rotor
Figure 1: Items for special tightening torques on TCR12
The special tightening torques given in the table are valid for a friction
coefficient µ=0.08
2010-10-22 - de
with lubricants for temperatures

• ≤ 200 °C, e.g. Molykote G-n or Molykote P40
Work cards
• ≥ 200 °C, e.g. Molykote HSC.

TCR12
C2 0285 7.2.1-01 EN-US 3 (4)

Work Part Designation Nm WAF °C

Setting data
card Order No.

[500.32] 544.032 Hexagon bolt 34 17 ≤ 200
[500.43] 546.005 Hexagon bolt 48 17 ≤ 200
[500.44] 501.008 Hexagon nut 34 17 ≥ 200
[500.45] 517.029 Cylindrical screw 34 8 ≤ 200
[500.45] 517.051 Countersunk bolt 7 4 ≤ 200
[500.45] 520.005 Compressor wheel 63 24 ≤ 200
[500.47] 501.008 Hexagon nut 34 17 ≥ 200
Table 3: Special tightening torques for TCR12 (for lubricant pastes)
2010-10-22 - de
Work cards
TCR12
4 (4) C2 0285 7.2.1-01 EN-US

Gaps and clearances
Setting data
Values and measurement
Figure 1: Gaps and clearances
Item Designations of parts Order No. When new Replace or remachine

parts
min. in mm max. in mm min. in mm max. in mm
1 a) Compressor wheel (520.005) Axial gap 0.30 0.60 0.25 0.70
Volute casing (546.001)
2 b) Turbine rotor (520.001) Axial gap 0.40 0.70 0.35 0.80
Gas admission casing (501.001)
3 c) Thrust bearing (517.002) Axial 0.18 0.22 0.13 *) 0.26
Counter-thrust ring (520.028) clear-
ance
5 d) Compressor wheel (520.005) Radial 0.30 0.40 0.25 e) 0.50
Volute casing (546.001) gap
6 d) Turbine rotor (520.001) Radial 0.65 0.80 0.60 e) 0.90
Gas admission casing (501.001) gap
4 Compressor wheel (520.005) Permissible axial runout 0.06
a) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the mean
value. Deduct the measured axial clearance (3) from the calculated mean value with the rotor pushed in direc-
tion (B).
b) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the mean
value. Deduct the measured axial clearance (3) from the calculated mean value with the rotor pushed in direc-
tion (A).
c) Measure with a dial gauge while vigorously moving the rotor in directions (A) and (B).
2010-10-13 - de
d) Using a feeler gauge, measure at 4 points on the circumference and calculate the mean value.
Work cards
e) At no point on the circumference may the value fall below the minimum value.
*) The axial play in installed condition may be the same or no more than 0.05 mm less than the individual compo-
TCR12
nent measurement.
C2 0285 7.2.2-01 EN-US 1 (1)

Emergency operation
7.1 Preface
7.2 Setting data
7.4 Cleaning
2011-04-05 - de
Work cards
0285-1 7.3-01 EN-US 1 (1)

Emergency operation with closing device
Emergency operation
Brief description
Emergency operation of the engine by removing the cartridge and closing the
gas admission casing.
Personnel and time required

Number Qualification Duration in h
1 Technician 1,0
1 Assistant 1,0
Tools/appliances required
Quan- Designation Number Status
tity
1 Closing cover 596.006 Option
2 Pipe 596.012 Option
1 Foot 596.028 Option
1 Hexagon nut 596.030 Option
1 Socket wrench (set) - Inventory
- Lifting tackle, ropes - Inventory
Related work cards

Work card Work card Work card
500.32 500.41 500.43
500.44 500.46
Requirement
Emergency operation of the engine on failure of a turbocharger must be pos-
sible, see information in the engine operating manual.
With the cartridge removed, the engine exhaust gases are routed through the
gas admission casing, which is sealed off with the closing device.
Danger to life from crush injuries or impact!

If the engine starts during the removal of parts of the turbocharger,
there is a risk of coming into contact with rotating components and
2010-10-13 - de
being seriously injured.

• Shut down the engine before starting the removal work!
Work cards
• During the work, lock out the engine to prevent it from starting!
• Set up warning signs!
TCR
C2 0285 500.11-01 EN-US 1 (2)

Emergency operation
Work sequence - Emergency operation with closing device
501.000 Gas admission casing 596.006 Closing cover

501.007 Lock washer pair 596.012 Pipe
501.008 Hexagon nut 596.028 Foot
506.000 Gas outlet elbow 596.030 Hexagon nut
Figure 1: Closing device
Starting condition Coverings are removed to the extent necessary.

Silencer, compressor casing, cartridge and turbine nozzle ring are removed.
Steps 1. Close the gas admission casing (501.000) with the closing
cover (596.006), lock washer pairs (501.007) and hexagon
nuts (501.008).
2. Fasten the foot (596.028) with hexagon nut (596.030), pipes (596.012)
and engine-side elements.
Make sure that the lube oil feed and lube oil drain are tight.
3. If the engine is operated in naturally aspirated mode, close the air pipe
to the charge air cooler with a protective grid; in other cases, close it
with a cover (observe engine manufacturer’s instructions).
4. For additional measures regarding emergency operation of the engine,
see
2010-10-13 - de
– Chapter [5.2] and

Work cards
– information in the engine operating manual.

TCR
2 (2) C2 0285 500.11-01 EN-US

Cleaning
7.1 Preface
7.2 Setting data
7.4 Cleaning
2011-04-05 - de
Work cards
0285-1 7.4-01 EN-US 1 (1)

Cleaning the turbine - Wet cleaning
Cleaning
Brief description
Wet cleaning of the turbine during operation in the case of significantly
reduced engine performance. Carry out the cleaning in time, in accordance
with the maintenance schedule.

1 Technician 0,6
Preliminary remarks
Cleaning agent Use exclusively fresh water for cleaning.
Cleaning interval Every 150 operating hours (or less, depending on the operating conditions),
at reduced engine load.
The wet cleaning of the turbine may only be carried out at

heavily reduced engine load (max. exhaust-gas temperature
ahead of turbine ≤ 320° C)!
When the exhaust-gas temperature is too high, the washing water can
trigger a thermoshock and cause damage to the turbine.
Type Max. exhaust gas temperature Max. turbocharger speed

upstream of turbine in °C in rpm
TCR10 ≤ 320 ≤ 38 000
TCR12 ≤ 320 ≤ 32 000
TCR14 ≤ 320 ≤ 26 000
TCR16 ≤ 320 ≤ 22 000
TCR18 ≤ 320 ≤ 18 000
TCR20 ≤ 320 ≤ 15 000
TCR22 ≤ 320 ≤ 12 000
In order to save time, carry out the cleaning shortly after engine start-
2010-10-13 - de
up, provided the components to be cleaned are not yet too hot.
This allows step 2 of the work sequence to be omitted.
Work cards
General The layout of the cleaning device depends on the engine type and can vary
TCR
from the illustration.
C2 0288 500.21-02 EN-US 1 (2)

Cleaning
1 Water supply 6 Sealing air

air cooler)
2 Exhaust gas pipe upstream of 7 Plate with cleaning instructions
turbine
3 Gas admission casing A Three-way cock with sealing air
connection
4 Turbine nozzle ring B Pressure gauge *
5 Turbine wheel * Scope of supply of engine
Figure 1: Diagram, wet cleaning of the turbine
Work sequence - Wet cleaning of the turbine (during operation)

Steps 1. Reduce engine load to a maximum exhaust gas temperature upstream
of turbine ≤ 320 °C, observe turbocharger speed.
2. Following reduction of the engine load from a higher load range, wait
approx. 10 minutes (for the temperature to reach a stable condition).
3. Switch the three-way cock (A) to position “I” (washing)
Water pressure approx. 2 - 3 bar.
4. Washing duration approx. 30 seconds, then repeat the washing proce-
dure 10 times with an interval of 1 minute after each procedure.
5. Switch the three-way cock (A) to position “0” (sealing air).
The sealing air prevents clogging and corrosion of the piping.
6. Continue to run the engine at reduced engine load for 10 minutes (until
the washing water has dried), then slowly increase the engine load.
Vibrations caused by dirt accumulations

Should vibrations occur on the turbocharger that were not evident
before, repeat the washing procedure.
2010-10-13 - de
If these vibrations, caused by irregular dirt accumulations, cannot be

Work cards
eliminated by washing, the turbocharger must be dismantled and the

parts involved must be subjected to mechanical cleaning.
TCR
2 (2) C2 0288 500.21-02 EN-US

Cleaning the turbine - Dry cleaning
Cleaning
Brief description
Dry cleaning of the turbine during operation in the case of normal engine
operating load. The engine load need not be reduced. Carry out the cleaning
in time, in accordance with the maintenance schedule.

1 Technician 0,3
Preliminary remarks
Cleaning agent Use only commercially available granulates from nut shells or activated char-
coal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
Do not use water for cleaning the turbine by this method, as in this case
the cleaning is carried out at normal operating load of the engine.
Cleaning interval Every 24 operating hours, at normal operating load of the engine.
Assembly instructions ▪ The tank (1) must be installed in a suitable location, not lower than 1.0 m
below the connection point (4).
▪ The pipe (3) may not be longer than 6.0 m and must be supported
against vibrations. An unobstructed flow must be ensured.
▪ The connection point (4) can be provided on the exhaust gas pipe just
before the gas admission casing (5) or on the inlet socket of the gas
admission casing.
▪ Maximum operating temperature of the three-way cock (B): ≤ 150 °C.
2008-07-17 - de
Work cards
TCR
C2 0288 500.22-02 EN-US 1 (2)

Cleaning
1 Tank 8 Turbine wheel

2 Screw plug 9 Compressed air pipe
3 Pipe 10 Sealing air
air cooler)
4 Connection point 11 Plate with cleaning instructions
5 Exhaust gas pipe upstream of A Stop cock
turbine
6 Gas admission casing B Three-way cock with sealing air
connection
Figure 1: Diagram, dry cleaning of the turbine
Work Sequence – Dry Cleaning of Turbine (during Operation)

Steps 1. Stop cock (A) must be closed.
2. Three-way cock (B) must be in position “0”.
3. Unscrew the screw plug (2).
Fill the prescribed quantity of granulate into the tank (1) and close
it with the screw plug (2). See Table “Filling volume”.
4. Open the stop cock (A).
Slowly turn the stop cock (B) to position “I” until a whistling sound
is heard indicating introduction of the granulate.
Granulate injection time approx. 30 seconds.
5. Close the stop cock (A).
6. Switch the three-way cock (B) to position “0” (sealing air).
The sealing air prevents clogging of the piping.
Type Filling volume
2008-07-17 - de
TCR12, TCR14, TCR16 0.3 litres

Work cards
TCR18, TCR20 0.4 litres

TCR22 0.5 litres
Table 1: Filling volume
TCR
2 (2) C2 0288 500.22-02 EN-US

Cleaning the compressor - Pressure sprayer
Cleaning
Brief description
Clean the compressor with the engine warmed up and in full load operation.
Carry out the work in time, in accordance with the maintenance schedule.

1 Technician 0,3
Introductory Remarks
Cleaning agent Use exclusively fresh water for cleaning.
Cleaning interval Every 150 operating hours.
Carry out the cleaning only with the engine warmed up and in
full load operation.
Do not shut down the engine immediately after cleaning, but continue
to run it for several minutes until dry.
2010-10-13 - de
Work cards
1 Handle 5 Coupling
2 Pressure sprayer 6 Hand valve
3 Relief valve 7 Turbocharger (compressor)
TCR
4 Nipple 8 Plate with cleaning instructions

Figure 1: Diagram, wet cleaning of the compressor with pressure sprayer
C2 0287 500.23-01 EN-US 1 (2)

Cleaning
Work Sequence – Compressor Cleaning (during Operation)

Steps 1. Operate engine at full load.
2. Turn handle (1) on pressure sprayer tank (2) in counter-clockwise direc-
tion and take out the pump.
3. Fill fresh water into the tank, filling volume 0.5 litres.
4. Screw in the pump and operate it until the relief valve (3) blows off.
5. Connect hose with nipple (4) to the coupling (5).
6. Depress pushbutton (see large arrow in figure) on the hand valve (6)
until the water is completely injected into the compressor (7) (for
approx. 30 seconds).
7. Release plug-in connection and vent the tank. For venting, pull spindle
on the relief valve (3) outwards (see small arrow in figure).
2010-10-13 - de
Work cards
TCR
2 (2) C2 0287 500.23-01 EN-US

Cleaning the air filter
Cleaning
Brief description
Clean the air filter mat regularly in accordance with the maintenance sched-
ule or replace it.

1 Technician 0,4
Required Tools/Appliances
tity
– Compressed air – Inventory
– Cleaning agent (non-corrosive) – Inventory
Spare Parts
Quantity Designation Number
1 Air filter mat 544.201
2 Clamp 544.202
1 Cover sheet 544.205
Preliminary remarks
Replace the air filter mat only when the engine is at standstill!
The air filter mat may be replaced only when the engine is at standstill.
The entry of dirt and foreign objects must be prevented.
General The dirty air filter mat (544.201) can be cleaned several times or replaced
with a new mat.
Replacement is required if the air filter mat is considerably stretched, tattered
or perforated.
Cleaning agent Warm water to which a non-corrosive cleaning agent has been added
Cleaning interval Every 250 operating hours.
2009-10-28 - de

Work cards
Cleaning is necessary when the air filter mat starts to discolour, turning grey.
The air filter is then saturated and the contamination starts to advance
towards the compressor and the charge air cooler.
TCR12
C2 0288 500.24-02 EN-US 1 (3)

An increase in pressure loss, due to a contaminated air filter mat,

Cleaning
should not be used as a reference for the cleaning interval.
Figure 1: Air filter on the silencer
Work sequence - Removal, cleaning/replacement, refitting

Starting condition Engine has been stopped.
Steps 1. Loosen the clamps (544.202), remove cover sheet (544.205) and air fil-
ter mat (544.201).
2. Clean the air filter mat by flushing with warm water to which a non-cor-
rosive cleaning agent has been added.
Avoid excessive mechanical stress (e.g. wringing, sharp water jet). After
cleaning, blow compressed air through the air filter mat.
In case of heavy contamination, it may be necessary to immerse the air

filter mat into a cleaning agent for several hours. Therefore it is
recommended to have a second air filter mat in stock at all times.
3. Place air filter mat (544.201) over the perforated plate of the silencer.
The perforated plate must be completely covered by the air filter mat.
4. Place cover sheet (544.205) over the hem of the air filter mat and then
fasten the air filter mat using the clamps (544.202).
2009-10-28 - de
Work cards
TCR12
2 (3) C2 0288 500.24-02 EN-US

Cleaning
Position of the clamps
Figure 2: Position of the clamps

Correct position of the The clamps must be attached as close as possible to the outer edges of the
clamps silencer in order to prevent dirt and foreign objects from entering the com-
pressor through the silencer.
2009-10-28 - de
Work cards
TCR12
C2 0288 500.24-02 EN-US 3 (3)

Assembly and maintenance

7.1 Preface
7.2 Setting data
7.4 Cleaning
2011-04-05 - de
Work cards
0285-1 7.5-01 EN-US 1 (1)

Complete turbocharger

Brief description
Remove and refit the turbocharger in complete condition. Major overhaul/
maintenance of the turbocharger is due.

1 Technician 4,5
1 Assistant 1,0
tity
1 Set of ring or socket wrenches - Inventory
1 Screwdriver - Inventory
- Torque wrench - Inventory
- Lifting belt (min. load capacity 5 kN) - Inventory
- Wood as a support - Inventory
- High-temperature lubricant (e.g. Molykote HSC) - Inventory
Related work cards

7.2.1
Technical data
Designation Information
Turbocharger, complete, incl. silencer 126,5 kg
Preliminary remarks
Removal/refitting of the complete turbocharger only in case of major overhaul
or replacement. Figure Removing turbocharger from engine bracket and refit-
ting it shows the turbocharger with a silencer. The same work steps are
required for turbochargers with an air intake casing.
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Work cards
For maintenance work on the turbocharger, subassemblies/

components are removed in succession. Please refer to the following
TCR12
work cards 500.32 to 500.47.
C2 0285 500.31-01 EN-US 1 (4)

501.000 Gas admission casing 544.000 Silencer

506.000 Gas outlet elbow 546.000 Compressor casing
517.000 Bearing casing
Figure 1: Removing turbocharger from engine bracket and refitting it
Risk of serious or fatal injury when lifting and moving loads!

No persons may be present in the area of danger around and
underneath a suspended load.
• Lifting tackle, ropes and attachment points must be able to take the
load safely and be in perfect condition.
• All lifting, moving and setting down of the load must be carried out
slowly.
Work sequence - Removing the complete turbocharger
Danger of burns from hot components!

Many engine and turbocharger components become very hot during
operation and require ample time for cooling down afterwards.
• Prior to taking any action, allow the engine and turbocharger to cool
down sufficiently (1-2 h)!
2010-10-13 - de
Work cards
TCR12
2 (4) C2 0285 500.31-01 EN-US

Danger of burning/scalding from escaping lube oil!

The lube oil is under pressure and very hot!
• Before opening pipes, flanges, screwed connections or fittings, release
the pressure in the system and check that it is depressurised!
• Before opening oil pipes, wait until the lube oil has cooled down
sufficiently!
Starting condition The engine is shut down. Components of the turbocharger have cooled
down far enough to allow maintenance work to be carried out. Tools and
appliances are at hand and ready. The turbocharger can be accessed safely.
Coverings are removed to the extent necessary.
Steps 1. Detach or remove any connecting pipes installed for exhaust gas,
charge air, Jet Assist, turbine cleaning, compressor cleaning, lube oil
pressure/temperature, speed measurement and other special connec-
tions.
2. Attach lifting tackle to the turbocharger at the bearing casing (517.000)
using a lifting belt of adequate capacity. Carefully tension the lifting belt.
Attach secondary ropes at appropriate points to assist in balancing.
3. Undo the screw connections between the turbocharger and the engine
bracket.
See engine manual for instructions.
4. Carefully lift off the turbocharger using the lifting tackle and set it down
on a wooden support.
With the turbocharger removed, seal the openings for air, exhaust gas
and lube oil to prevent foreign objects or water from entering.
Work sequence - Refitting the complete turbocharger
Observe the following procedures when refitting the

turbocharger on the engine.
• Remove protective caps from pipe connections/pipes.

• Use only flawless seals and screw locking elements.
• Insert sealing elements for lube oil in the engine bracket (see engine
manual).
2010-10-13 - de
• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads of

Work cards
heat-resistant screws and nuts on the turbine side.

TCR12
C2 0285 500.31-01 EN-US 3 (4)

Steps 1. Attach lifting tackle to the turbocharger at the bearing casing (517.000)
using a lifting belt of adequate capacity.
Carefully tension the lifting belt. Attach secondary ropes at appropriate

points to assist in balancing.
2. Insert sealing elements for lube oil in the engine bracket; seals are
included in the scope of supply of the engine (see engine manual).
3. Carefully lift the turbocharger using the lifting tackle and set it down on
the engine bracket.
4. At first, only lightly bolt the turbocharger to the engine bracket.
5. Align and fasten the connections for exhaust gas and charge air on the
engine and the turbocharger. See engine manual for instructions.
6. Tighten the bolts fastening the turbocharger to the engine bracket.
See engine manual for instructions.
7. Refit the coverings.
8. Re-establish all connections required for Jet Assist, turbine cleaning,
compressor cleaning, lube oil pressure/temperature, speed measure-
ment and other special connections.
Refitting the turbocharger on a gas-powered engine
Danger of fire caused by electrostatic charging

In the case of turbochargers on gas-powered engines, insulated
mounting can cause electrostatic charging, resulting in ignition of the
air/gas mixture in the air intake.
• If the turbocharger is mounted on the engine in such a way that it is
electrically insulated, an earth connection must be installed for the
equipotential bonding between the turbocharger and the engine.
2010-10-13 - de
Work cards
TCR12
4 (4) C2 0285 500.31-01 EN-US

Silencer

Brief description
Removal and installation of the silencer is carried out in completed condition.
Disassembly of the silencer is required for all work that must be performed
from the compressor side.

1 Technician 0,3
tity
1 Open-jaw wrench 17 - Inventory
1 Torque wrench - Inventory
- Wood (for placing underneath) - Inventory
Related work cards

500.31
Technical Data
Silencer 20 kg
2010-10-13 - de
Work cards
TCR12
C2 0285 500.32-01 EN-US 1 (3)

Preliminary remarks
544.000 Silencer 544.032 Hexagon nut

544.030 Stud 546.000 Compressor casing
Figure 1: Removing and refitting the silencer
Work sequence - Removing the complete silencer

Starting condition Connecting pipe for compressor cleaning is released, if provided.
Steps 1. Attach lifting tackle to the silencer (544.000) using a rope.
2. Unscrew and take off the hexagon nuts (544.032).
3. Move the silencer away from the compressor casing (546.000) in axial
direction and place it on a wooden support with the flange face down.
Work sequence - Refitting the complete silencer

Steps 1. Attach lifting tackle to the silencer (544.000) using a rope.
2. Move the silencer towards the compressor casing (546.000) in axial
direction.
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3. Fasten the silencer to the compressor casing with four hexagon nuts
Work cards
(544.032).
TCR12
2 (3) C2 0285 500.32-01 EN-US

Observe tightening torques during refitting!

• Apply special lubricant (e.g. Molykote G-n or Molykote P40) to the
threads and contact surfaces.
• Tightening torque for hexagon nuts (544.032): 34 Nm.
Work sequence 3 - Disassembling, cleaning and reassembling the silencer
Bonded joints
On no account may trichlorethylene (or substitutes) or any other
solvents containing acetone be used for removing greasy dirt.
Use of such products will dissolve the bonded joints.
Steps 1. Remove the air filter mat (544.201) and clean it, see work card [500.11].
2. Take off the perforated plate (544.034) and pull damping elements
(544.010) out of the silencer casing (544.001).
3. If the fouling matter is dry, the felt linings are best cleaned with com-
pressed air or a brush which is not too hard.
4. For reassembly, proceed in the reverse order of disassembly.
2010-10-13 - de
Work cards
TCR12
C2 0285 500.32-01 EN-US 3 (3)

Insert, compressor side – OPTION

Brief description
Insert is only provided in the case of Jet Assist. Remove and refit the com-
pressor-side insert. Maintenance work is due/required.

1 Technician 0,3
tity
1 Hexagon screw driver 6 - Inventory
- Special lubricant (e.g. Molykote G-n or Molykote - Inventory
P40)
Spare Parts
1 O-ring seal 546.022
Related work cards

500.31 500.32
Technical data
Insert, compressor side 1,3 kg
2010-10-13 - de
Work cards
TCR12
C2 0285 500.41-01 EN-US 1 (3)

Preliminary remarks
546.001 Compressor casing 546.020 Cylindrical screw

546.018 Insert, compressor side – OPTION 546.022 O-ring seal
Figure 1: Removing and refitting the compressor-side insert
Work sequence - Removing the insert

Starting condition Insert is only provided in the case of Jet Assist.
Steps 1. Remove the compressor casing, see work card [500.43].

2. Unscrew the cylindrical screws (546.020), remove the insert (546.018)
in axial direction and place it on a wooden support.
During disassembly of the compressor casing, the blades of the

compressor wheel must not be damaged.
Work sequence - Installing the insert

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The O-ring seal must be tensioned around its full circumference and
Work cards
must not be twisted during installation.

TCR12
2 (3) C2 0285 500.41-01 EN-US

Steps 1. Apply clean lubricating oil to the O-ring seal (546.022) and insert it into
the ring groove of the insert (546.018).

2. Install the insert (546.018) into the compressor casing (546.001) and
fasten it with cylindrical screws (546.020).
Observe tightening torques during installation!

• Tightening torque for cylindrical screws (546.020): 17 Nm.
For checking the gaps (items 1 and 5), see Chapter [7.2.2]
2010-10-13 - de
Work cards
TCR12
C2 0285 500.41-01 EN-US 3 (3)

Compressor casing

Brief description
Remove and refit the compressor casing. Maintenance work is due/required.
Beginning from the compressor side.

1 Technician 0,4
tity
1 Torque wrench 17 - Inventory
- Lifting tackle, rope - Inventory
- Special lubricant (e.g. Molykote G-n or Molykote - Inventory
P40)
Spare Parts
Related work cards

500.31 500.32 500.41
Technical Data
Compressor casing (single outlet/double outlet) 19,7 kg
2010-10-22 - de
Work cards
TCR12
C2 0285 500.43-01 EN-US 1 (3)

Preliminary remarks
542.001 Diffuser 546.005 Hexagon bolt

542.018 O-ring seal 546.006 Clamping claw
Figure 1: Removing and refitting the compressor casing
Work sequence - Removing the compressor casing

Starting condition Coverings are removed to the extent necessary.
Silencer and connection for Jet Assist (if provided) are removed.
Steps 1. Unscrew the hexagon bolts (546.005) and take off the clamping claws
(546.006).
2. Carefully remove the compressor casing (546.001) in axial direction.
During disassembly of the compressor casing, the blades of the

compressor wheel must not be damaged.
3. Place it on a wooden support and take measures to prevent it from roll-

ing off.
2010-10-22 - de
Work cards
During disassembly, check that the slits for the IRC (internal
recirculation) are continuous!
TCR12
2 (3) C2 0285 500.43-01 EN-US

An insert is provided in the case of Jet Assist. Removing and refitting the
insert, see work card [500.41].

Work sequence - Refitting the compressor casing
Steps 1. Install the compressor-side insert (546.018).
2. Apply clean lubricating oil to the O-ring seal (542.018) and insert it into
the ring groove of the diffuser (542.001).
The O-ring seal must be tensioned around its full circumference and
must not be twisted during installation.
3. Place the compressor casing (546.001) against the diffuser (542.001) in

axial direction.
4. Fasten the compressor casing (546.001) to the diffuser (542.001) with
clamping claws (546.006) and hexagon bolts (546.005).

• For safety reasons, only the hexagon bolts (546.005) originally installed
by the turbocharger manufacturer, made of a special material, may be
used.
• Tightening torque for hexagon bolts (546.005): 48 Nm.
2010-10-22 - de
Work cards
TCR12
C2 0285 500.43-01 EN-US 3 (3)

Cartridge

Brief description
Remove and refit the cartridge for inspection. Maintenance work is due/
required. Beginning from the compressor side.

1 Technician 0,5
tity
3 Forcing-off bolt 596.018 Option
3 Forcing-off sleeve 596.019 Option
2 Open-jaw wrench 17 - Inventory
1 Torque wrench - Inventory
Related work cards

500.31 500.32 500.41
500.43
Technical data
Cartridge 29,5 kg
2010-10-13 - de
Work cards
TCR12
C2 0285 500.44-01 EN-US 1 (3)

Preliminary remarks
501.001 Gas admission casing 513.001 Turbine nozzle ring

501.005 Clamping claw 596.018 Forcing-off bolt
501.007 Lock washer pair 596.019 Forcing-off sleeve
501.008 Hexagon nut 599.000 Cartridge
506.000 Gas outlet elbow
Figure 1: Removing and refitting the cartridge
Work sequence - Removing the cartridge

Coverings, silencer and compressor casing are removed.
Steps 1. Disconnect the connection for speed measurement, if provided.
2. Remove the front covering from the gas admission casing (501.001).
3. Attach lifting tackle to the cartridge (599.000) using a rope. Carefully
tension the rope.
When removing the cartridge from the engine bracket:
release the engine-side fastening elements between the cartridge and
the engine bracket. See engine manual for instructions.
4. Unscrew the hexagon nuts (501.008), take off the lock washer
pairs (501.007) and the clamping claws (501.005).
5. Evenly force off the cartridge at three points on the circumference using
tools (596.018 and 596.019), remove it in axial direction and place it on
a wooden support.
2010-10-13 - de
Work cards
TCR12
2 (3) C2 0285 500.44-01 EN-US

Take care not to damage blades of the compressor and turbine

wheels.
Pay attention to the turbine nozzle ring (513.001) when removing the
cartridge.
Work sequence - Installing the cartridge

Starting condition Turbine nozzle ring must be installed in the gas admission casing.
Steps 1. Attach lifting tackle to the cartridge (599.000) using a rope and carefully
move the cartridge up against the gas admission casing (501.001) in
axial direction.
2. Fasten the cartridge to the gas admission casing (501.001) with clamp-
ing claws (501.005), lock washer pairs (501.007) and hexagon
nuts (501.008).
When mounting the cartridge on the engine bracket:
install sealing elements for lube oil between the cartridge and the engine
bracket; seals are included in the scope of supply of the engine.
Fasten the cartridge to the gas admission casing with clamping claws,
lock washer pairs and hexagon nuts.
Install the cartridge on the engine bracket using the engine-side fasten-
ing elements. See engine manual for instructions.
3. Refit the front covering to the gas admission casing (501.001).
Observe tightening torques during installation!

• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads and
contact surfaces.
Observe the correct use of lock washer pairs!

Long wedge surfaces to contact each other (on the inside), otherwise there will be no
locking effect.
For checking the gaps (items 2 and 6), see Chapter [7.2.2].
For checking the gap (item 6), the front connections of the gas outlet
elbow (506.000) must first be removed.
2010-10-13 - de
Work cards
TCR12
C2 0285 500.44-01 EN-US 3 (3)

Cartridge – Major overhaul

Brief description
Dismantle the cartridge, inspect the components, reassemble the cartridge.
Major overhaul is due/required.

1 Technician 3,5
tity
1 Hexagon pin 596.001 Standard
1 Retainer 596.002 Option
1 Hexagon pin 596.003 Option
1 Spring plug 596.004 Option
2 Guide rod 596.036 Option
1 Hexagon screw drivers (set) - Inventory
1 Open-jaw and ring wrenches (set) - Inventory
1 Pliers for retaining ring - Inventory
- Special preservative (Molykote P40) - Inventory
- Locking pastes (Loctite 243, 573, 5972) - Inventory
Spare Parts
1 Thrust bearing 517.002
1 Bearing bush 517.003
1 Retaining ring 517.038
3 Countersunk bolt 517.051
2010-10-13 - de
1 Piston ring 520.132

Work cards
1 Piston ring 520.133

TCR12
C2 0285 500.45-01 EN-US 1 (9)

The corresponding locking paste must be kept to hand for exchange

parts.
Related work cards

500.31 500.32 500.41
500.43 500.44
Technical data
Bearing casing 18,5 kg
Turbine rotor 3 kg
Compressor wheel 1,3 kg
Diffuser 6 kg
2010-10-13 - de
Work cards
TCR12
2 (9) C2 0285 500.45-01 EN-US


Work sequence - Mounting the arresting device for the turbine rotor
501.001 Gas admission casing 596.002 Retainer

501.006 Stud 596.003 Hexagon pin
501.008 Hexagon nut 596.004 Spring plug
520.001 Turbine rotor
Figure 1: Arresting device for turbine rotor
Starting condition Coverings, silencer, compressor casing and gas outlet elbow are removed.
Steps 1. Before removing the cartridge, fasten the arresting device for the tur-
bine rotor (596.002, 596.003, 596.004) to the gas admission casing.
2010-10-13 - de
Work cards
TCR12
C2 0285 500.45-01 EN-US 3 (9)

Work sequence - Removing the compressor wheel, diffuser
517.001 Bearing casing 520.028 Counter-thrust ring

517.002 Thrust bearing 520.133 Piston ring
517.029 Cylindrical screw 542.001 Diffuser
517.051 Countersunk bolt 542.018 O-ring seal
517.301 Locking paste Loctite 573 542.031 O-ring seal (on rear of diffuser)
520.001 Turbine rotor 562.040 Speed transmitter
520.005 Compressor wheel 596.001 Hexagon pin
520.027 Thrust ring
Figure 2: Removing and refitting the compressor wheel and diffuser
Special tool for removing the compressor wheel!

The hexagon pin (596.001) is located inside the silencer.
Steps 1. After mounting the arresting device, first just slightly loosen the com-
pressor wheel (520.005) with the hexagon pin (596.001) (right-hand
thread).
2. Disconnect the speed transmitter (562.040) and unscrew it from the
bearing casing (517.001).
2010-10-13 - de
3. Remove the cartridge, see work card [500.44].

Work cards
4. Block the turbine rotor (520.001) on the face side in circumferential

direction using a hexagon screw driver and unscrew the compressor
wheel (520.005) with the hexagon pin (596.001) (right-hand thread).
TCR12
4 (9) C2 0285 500.45-01 EN-US

5. Unscrew the cylindrical screws (517.029) (M10) partly so that the dif-
fuser (542.001) is still held in position, and then separate the dif-

fuser (542.001) from the bearing housing (517.001) with a rubber mallet
(using moderate force).
6. Remove the diffuser together with the piston ring (520.133) in axial
direction.
Mark the installation position of the piston ring (520.133).
7. Pull the counter-thrust ring (520.028) off the turbine rotor in axial direc-
tion.
Work sequence - Removing bearing parts, turbine rotor and turbine-side cover
517.001 Bearing casing 517.058 Locking paste Loctite 243

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517.002 Thrust bearing 520.001 Turbine rotor

Work cards
517.003 Bearing bush 520.027 Thrust ring

517.009 Cover, turbine side 520.028 Counter-thrust ring
517.016 Locking paste Loctite 5972 520.102 Locating ring
517.032 Cylindrical screw 520.132 Piston ring
TCR12
517.038 Retaining ring 520.133 Piston ring

517.051 Countersunk bolt 562.040 Speed pick-up
Figure 3: Removing and refitting bearing parts, turbine rotor and turbine-side cover
C2 0285 500.45-01 EN-US 5 (9)

Steps 1. Unscrew the countersunk bolts (517.051).

2. Remove the thrust bearing (517.002) using two guide rods (596.036)
and remove the thrust ring (520.027) in axial direction.
3. Remove the turbine rotor (520.001) and fitted piston ring (520.132)
carefully in axial direction.
Mark the installation position of the piston ring (520.132).
4. Take out the retaining ring (517.038) and then remove the bearing
bush (517.003) in axial direction and check it.
5. In the case of damage to the turbine-side cover (517.009), unscrew the
cylindrical screws (517.032) and remove the cover using a suitable tool
(e.g. metal rod).
Work sequence – Checking the thrust bearing
Figure 4: Checking the thrust bearing
Steps 1. The lengths (b1/b2) of the wedge surfaces (V) on the compressor and
turbine sides are measured to assess the wear.
Lengths (b1/b2) extend up to the edges (K) on the bearing con-
2010-10-13 - de
tact faces (A).

Depending on the angle of light incidence, a dark band may
Work cards
appear in front of the edge (K) on the wedge surface (V). This
band is to be included in the measurement of the lengths (b1/b2).
TCR12
2. Replace the thrust bearing (517.002) if:

– on the compressor side (VS) one of the lengths (b2) ≤ 1.5 mm,
6 (9) C2 0285 500.45-01 EN-US

– on the turbine side (TS) one of the lengths (b1) ≤ 7.0 mm.

Work sequence - Checking the bearing bush
Figure 5: Checking the bearing bush
Steps 1. The two bearing points in the tandem bearing bush have an MGF profile
and are not absolutely circular. Wear becomes evident as a mirror-
bright recess of band width (W) caused by embedding of the turbine
rotor.
2. Replace the bearing bush (517.003) if:
– band width (W) ≥ 9.0 mm.
Work sequence – Checking the turbine rotor, piston rings

Steps 1. Replace the turbine rotor (520.001) if:
– D1 or D2 ≤ ∅ 19.96 mm.
2. Replace the piston ring on the turbine side (520.132) if:
– the axial width of 2.0 mm has worn down to less than 1.7 mm.
3. Replace the piston ring on the compressor side (520.133) if:
– the axial width of 2.0 mm has worn down to less than 1.7 mm.
Locating ring replacement
The locating ring (520.102) is shrink-fitted and can only be replaced by

a service center authorized by the manufacturer.
2010-10-13 - de
Work cards
TCR12
C2 0285 500.45-01 EN-US 7 (9)

Work sequence - Assembly
Imbalance after installation of a new compressor wheel or

turbine rotor!
• Before installing a new compressor wheel or a new turbine rotor, the
complete rotor assembly must be balanced.
• Balancing can only be carried out by a service center authorized by the
turbocharger manufacturer.
Apply special preservative (e.g. Molykote P40) to all fitting surfaces and
threads during assembly as protection against fretting (contact
corrosion).
1. Insert the tandem bearing bush (517.003) into the bearing cas-
ing (517.001) in axial direction, paying attention to the spring pin
(517.191), and insert the retaining ring (517.038).
2. Coat the turbine-side cover (517.009) on one side with Loc-
tite 5972 (517.016) and fasten it with countersunk bolts (517.032).
Install the turbine rotor (520.001) with fitted piston ring (520.132) into
the bearing casing (517.001).
Observe the marked installation position of the piston ring or fit a new
piston ring (520.132).
3. Install the thrust ring (520.027) and thrust bearing (517.002) in axial
direction and secure them with bolts (517.051). Lock the thread of
these bolts with Loctite 243 (517.058).
Rotor parts must be balanced and their relative positions must be

marked!
Observe tightening torques during assembly!

• Tightening torque for countersunk bolts (517.051): 7 Nm.
2010-10-13 - de
Work cards
TCR12
8 (9) C2 0285 500.45-01 EN-US

4. Insert the counter-thrust ring (520.028). Replace the O-ring

seal (542.031) in the diffuser and coat with oil.

5. Apply Loctite 573 (517.301) to the contact surface between the dif-
fuser (542.001) and the bearing casing (517.001). Install the diffuser
(542.001) in axial direction and fasten to the bearing casing (517.001)
with cylindrical screws (517.029).

• Apply special preservative (Molykote P40) to the threads and contact
surfaces.
• Tightening torque for cylindrical screws (517.029): 34 Nm.
6. Insert the piston ring (520.133).
Observe the marked installation position of the piston ring or fit a new
piston ring (520.133).
7. Hold the turbine rotor (520.001) in circumferential direction with the

arresting device (596.002, 596.003 and 596.004). Fasten the compres-
sor wheel (520.005) with the hexagon pin (596.001) and torque wrench
(right-hand thread).

• Apply special preservative (Molykote P40) to the threads and contact
surfaces.
• Tightening torque for compressor wheel (520.005): 63 Nm.
8. Screw in the speed transmitter (562.040).

2010-10-13 - de
Work cards
TCR12
C2 0285 500.45-01 EN-US 9 (9)

Turbine nozzle ring

Brief description
Remove and refit the turbine nozzle ring for inspection. Check the state and
wear condition.

1 Technician 0,2
Related work cards

500.31 500.32 500.41
500.43 500.44
Technical data
Turbine nozzle ring 2 kg
Preliminary remarks
2010-10-13 - de
501.001 Gas admission casing 513.001 Turbine nozzle ring

501.009 Parallel pin
Work cards
Figure 1: Removing and refitting the turbine nozzle ring
Work sequence - Removing the turbine nozzle ring

TCR12
Starting condition Coverings, silencer, compressor casing and cartridge are removed.
C2 0285 500.46-01 EN-US 1 (2)

Steps 1. Take the turbine nozzle ring (513.001) out of the gas admission cas-
ing (501.001) in axial direction.
2. Check the turbine nozzle ring for erosive wear.

The erosive wear of the guide vanes (A) is caused by the outlet
flow mainly in the area of the trailing edges (B). The original posi-
tion of the trailing edges (B) can be recognized at the roots (G) of
the guide vanes (A).
Since the guide vanes do not wear evenly, the mean value of the
guide vane reduction (Lm) is calculated as follows:
(L1 + L2 + L3 + … + Ln)
Lm = ____________________ n = number of guide vanes (A)
n
Replace the turbine nozzle ring if Lm ≥ 4 mm.
A Guide vanes E Negative areas (to the left of D)

B Trailing edge (original) F Positive area (to the right of D)
C Contour of the reduction G Root of the guide vane
D Mean reduction
(area F = Σ areas E)
Figure 2: Erosive wear on the turbine nozzle ring
Work sequence - Installing the turbine nozzle ring

Insert the turbine nozzle ring (513.001) into the gas admission cas-
ing (501.001) in axial direction. Make sure that it is in the correct circumferen-
tial position in relation to the parallel pin (501.009).
2010-10-13 - de
Work cards
TCR12
2 (2) C2 0285 500.46-01 EN-US

Gas admission casing

Brief description
Removing and refitting the gas admission casing. Maintenance work is due/
required.

1 Technician 0,8
tity
Spare Parts
6 Stud 501.006
6 Lock washer pair 501.007
6 Hexagon nut 501.008
Related work cards

500.31 500.32 500.41
500.43 500.44 500.46
Technical data
2010-10-13 - de
Gas admission casing 26 kg

Work cards
Covering on gas admission casing 7 kg

TCR12
C2 0285 500.47-01 EN-US 1 (3)

Preliminary remarks
501.001 Gas admission casing 501.011 Clamping claw

501.007 Lock washer pair 506.001 Gas outlet elbow
501.008 Hexagon nut
Figure 1: Removing and refitting the gas admission casing
Work sequence - Removing the gas admission casing

Starting condition Coverings, silencer, compressor casing, cartridge and turbine nozzle ring are
removed.
Steps 1. Remove the covering parts between the gas admission cas-
ing (501.001) and the gas outlet elbow (506.001).
2. Unscrew the hexagon nuts (501.008), take off the lock washer
pairs (501.007) and the clamping claws (501.011).
3. Remove the gas admission casing (501.001) in axial direction and place
it on a wooden support.
Work sequence - Refitting the gas admission casing

Steps 1. Place the gas admission casing (501.001) against the gas outlet
elbow (506.001) in axial direction and fasten it with the clamping
claws (501.011), lock washer pairs (501.007) and hexagon
nuts (501.008).
2010-10-13 - de
2. Remove the covering parts between the gas admission cas-

Work cards
ing (501.001) and the gas outlet elbow (506.001).

TCR12
2 (3) C2 0285 500.47-01 EN-US


• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads and
contact surfaces.
Observe the correct use of lock washer pairs!

Long wedge surfaces to contact each other (on the inside), otherwise there will be no
locking effect.
2010-10-13 - de
Work cards
TCR12
C2 0285 500.47-01 EN-US 3 (3)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
Spare parts catalogue / tools
2011-04-05 - de
0285-1 8 C1-01 EN-US 1 (1)

Preface
8.1 Preface
8.3 Spare parts
8.6 Tools

2011-04-05 - de
0285-1 8.1-01 EN-US 1 (1)

Organisation and use of the spare parts catalogue
Preface
General
Maintenance and repair work on the turbocharger can be carried out prop-
erly only if the required spare parts and tools are available.
We thus recommend ordering spare parts for the turbocharger in time, keep-
ing spare parts for maintenance and major overhaul in stock and having the
required tools available.
Yours sincerely,
Your turbocharger manufacturer
Contents of the spare parts catalogue

The spare parts catalogue covers
▪ all essential components of the turbocharger.
The spare parts catalogue does not contain
▪ subordinate or plant-specific insulations/coverings.
▪ subordinate cabling, or cabling leading away from the turbocharger/
cabling and pipes installed out by other manufacturers.
Validity
Scope of supply The spare parts catalogue is valid for the specified turbocharger type. To
identify parts, the individual pages of the spare parts catalogue must be
selected in accordance with the scope of supply of the turbocharger.
Modified components Since our turbochargers undergo upgrading development, it may happen
that when spare parts are ordered later on the parts supplied differ from the
ones supplied originally, which, however, serve the same purpose as the lat-
ter. In such cases, the identity card of the part supplied will contain a corre-
sponding reference.
Organisation
Overview of subassemblies The turbocharger is assembled from a number of subassemblies. Standard
subassemblies form a basis to which other application-specific subassem-
blies can be added. The overview of the subassemblies illustrates the layout
of the individual subassemblies.

Spare parts The spare parts sheets are ordered by subassembly from 500 to 599.
The ordinal number at the top of the spare parts sheets consists of the 3-
digit subassembly number and a 2-digit variant number corresponding to the
design variant.
The order numbers for spare parts consist of a 3-digit subassembly number
2010-10-13 - de
and a 3-digit item number. The subassembly number and the item number
are separated by a dot.
Spare parts for maintenance The list of spare parts for maintenance or major overhaul of the turbocharger
and major overhaul contains a selection of spare parts. This list is also included in the spare parts
TCR12
box for identification of the parts.
C3 0288 8.1.1-02 EN-US 1 (2)

All spare parts that are not packed in plastic bags must be stored well
coated in grease. Please re-order immediate replacements for spare parts
Preface
that have been used.

Tools The list of tools includes special tools for maintenance and major overhaul of
a turbocharger. This list is also included in the tool box for identification of the
tools.
Order numbers for tools consist of the subassembly number for tools and a
3-digit item number.
2010-10-13 - de
TCR12
2 (2) C3 0288 8.1.1-02 EN-US

Ordering spare parts
Preface
Information required
To avoid queries, the following information should be provided when ordering
spare parts:
Turbocharger type xxxxxxxxx
Works number of turbocharger x xxx xxx
Order number xxx.xxx
IMO number (for flow-guiding parts) xxxxxx
Designation of part xxxxxxxxx
Quantity xx
Shipping address xxxxxxxxx
Mode of shipment xxxxxxxxx
Table 1: Information required in the order
Addresses
Headquarters
MAN Diesel & Turbo SE Tel. +49 821 322 0

PrimeServ Augsburg Fax +49 821 322 49 4180
86224 Augsburg
Germany
e-mail PrimeServ-Aug@mandieselturbo.com
PrimeServ Turbocharger Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322 3998

e-mail PrimeServ-TC-Technical@mandieselturbo.com
PrimeServ Turbocharger Tel. +49 821 322 4030 (24 hours)

Spare parts
2010-09-21 - de
Fax +49 821 322 3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
TCR12
C3 0288 8.1.2-01 EN-US 1 (2)


Preface
Headquarters
PrimeServ Academy Tel. +49 821 322 1397
Training courses for turbochargers Fax +49 821 322 1170
and engines
e-mail PrimeServ.Academy-info@mandieselturbo.com
Internet www.mandieselturbo.com/primeserv-academies
If parts have to be ordered which the spare parts catalogue does not
contain or that are not found, the component and the installation
location should be described as precisely as possible, with a photo
possibly attached.
2010-09-21 - de
TCR12
2 (2) C3 0288 8.1.2-01 EN-US

Overview of subassemblies
8.1 Preface
8.3 Spare parts
8.6 Tools

2011-04-05 - de
0285-1 8.2-01 EN-US 1 (1)

MAN Diesel & Turbo 500
Subassemblies

2010-10-13 - de
TCR12
C3 0285 500-01 EN-US 1 (2)

500 MAN Diesel & Turbo
Subassembly Designation Optional Weight

500 Turbocharger, complete, incl. silencer 126.5 kg

501 Gas admission casing 26 kg
506 Gas outlet elbow 16.3 kg
513 Turbine nozzle ring 2 kg
517 Bearing casing 18.5 kg
520 Rotor, complete 5 kg
542 Diffuser 6 kg
544 Silencer - OPTION X 20 kg
546 Compressor casing 19.7 kg
546.018 Insert, compressor side – OPTION X 1.3 kg
562 Speed measuring device – OPTION X 0.4 kg
591 Covering on gas admission casing 7 kg
591 Covering with support on gas outlet elbow 4.2 kg
599 Cartridge (517 + 520 + 542) 29.5 kg
Table 1: TCR12 subassemblies and weights (approximate values)
2010-10-13 - de
TCR12
2 (2) C3 0285 500-01 EN-US

Spare parts
8.1 Preface
8.3 Spare parts
8.6 Tools

2011-04-05 - de
0285-1 8.3-01 EN-US 1 (1)

Gas admission casing
Spare parts
Spare parts 501.01
Order No. Designation Quantity

501.000 Gas admission casing, complete 1
501.001 Gas admission casing 1
501.005 Clamping claw 4
501.006 Stud 16
501.007 Lock washer pair 16
501.008 Hexagon nut 16

501.009 Parallel pin 1
501.026 Screw plug 2
2010-10-13 - de
TCR12
C3 0285 501.01-01 EN-US 1 (1)

Gas outlet elbow
Spare parts
Spare parts 506.01

506.000 Gas outlet elbow with covering, complete 1
506.001 Gas outlet elbow 1

2010-10-13 - de
TCR12
C3 0285 506.01-01 EN-US 1 (1)

Turbine nozzle ring
Spare parts
Spare parts 513.01

513.001 Turbine nozzle ring 1

2010-10-13 - de
TCR12
C3 0285 513.01-01 EN-US 1 (1)

Bearing casing
Spare parts
Spare parts 517.01

517.000 Bearing casing, complete 1
517.001 Bearing casing 1
517.002 Thrust bearing 1
517.003 Bearing bush 1
517.009 Cover, turbine side 1
517.016 Locking paste Loctite 5972 1 surface

517.026 Sealing ring 2
517.029 Cylindrical screw 4
2010-10-13 - de
517.038 Retaining ring 1

517.051 Countersunk bolt 3
517.058 Locking paste Loctite 243 10 thread
TCR12
517.191 Spring pin 1

517.301 Locking paste Loctite 573 1 surface
C3 0285 517.01-01 EN-US 1 (1)

Rotor, complete
Spare parts
Spare parts 520.01

520.000 Rotor, complete 1
520.001 Turbine rotor 1
520.005 Compressor wheel 1
520.027 Thrust ring 1
520.028 Counter-thrust ring 1
520.102 Locating ring (shrink-fitted) 1
520.132 Piston ring 1
520.133 Piston ring 1
2010-10-13 - de
TCR12
C3 0285 520.01-01 EN-US 1 (1)

Diffuser
Spare parts
Spare parts 542.01

542.000 Diffuser, complete 1
542.001 Diffuser 1
542.002 Cover, compressor side 1
542.005 Notched nail 2
542.018 O-ring seal 1
542.031 O-ring seal 1 Spare parts catalogue / tools
2010-10-13 - de
TCR12
C3 0285 542.01-01 EN-US 1 (1)

Silencer – OPTION
Spare parts
Spare parts 544.01

544.000 Silencer, complete 1
544.001 Silencer casing 1
544.002 Intermediate ring 1
544.003 Cover 1
544.006 Hexagon bolt 8

544.010 Damping element 40
544.030 Stud 4
2010-10-13 - de
544.034 Perforated plate 1

TCR12
544.062 Protective cap 1

544.063 Hexagon pin 1
C3 0285 544.01-01 EN-US 1 (2)


Spare parts

544.201 Air filter mat 1
544.202 Clamp 2
544.205 Cover strip 1
2010-10-13 - de
TCR12
2 (2) C3 0285 544.01-01 EN-US

Compressor casing
Spare parts
Spare parts 546.01

546.000 Compressor casing, complete 1
546.001 Volute casing 1

546.018* Insert, compressor side 1
546.022* O-ring seal 1
2010-10-13 - de
546.025 Type plate 1

TCR12
C3 0285 546.01-01 EN-US 1 (2)


Spare parts
546.050* Flange 1
546.051* Sealing ring 1
546.052* Hexagon bolt 2
* only for Jet Assist

2010-10-13 - de
TCR12
2 (2) C3 0285 546.01-01 EN-US

Speed measuring device – OPTION
Spare parts
Spare parts 562.01

562.000 Speed measuring device, complete 1
562.040 Speed transmitter 1
562.083 Terminal box / power amplifier 1
2010-10-13 - de
562.100 Speed indicator 1

562.135 Teflon-armored cable *m
TCR12
* Specify length in m when ordering
C3 0285 562.01-01 EN-US 1 (1)

Cleaning device for turbine - Wet cleaning
Spare parts
Spare parts 578.01

578.000 Cleaning device for turbine – Wet cleaning, complete 1
578.005 Plate 1
578.104 Ball cock 1
578.122 Union nut 1
578.123 Cutting ring 1
578.136 Plate (with cleaning instructions) 1

2008-12-11 - de
TCR
C3 0288 578.01-03 EN-US 1 (1)

Cleaning device for turbine - Dry cleaning
Spare parts
Spare parts 578.02

578.000 Cleaning device for turbine – Dry cleaning, complete 1
578.001 Tank 1
578.005 Plate 1
578.025 Screw connection 1
2008-12-11 - de

578.028 Pipe 1
578.030 Ball cock 1
578.031 Ball cock 1
TCR
C3 0288 578.02-02 EN-US 1 (2)


Spare parts
578.042 Union nut 1

578.043 Cutting ring 1
578.067 Pipe clip 1
578.143 Spacer pipe 2
578.146 Washer 2
578.164 Spacer block 1
2008-12-11 - de
TCR
2 (2) C3 0288 578.02-02 EN-US

Cleaning device for compressor - Pressure sprayer
Spare parts
Spare parts 579.02

579.029 Pressure sprayer 1
579.090 Hose (length 1.5 m) 1
579.091 Hose clamp 2

579.095 Coupling 1
579.096 Nipple 1
579.100 Support 1
2008-12-11 - de

579.130 Retainer 1
579.178 Plate 1
TCR
C3 0288 579.02-01 EN-US 1 (1)

Covering on gas admission casing
Spare parts
Spare parts 591.01

591.1000 Covering on gas admission casing, complete 1

2010-10-13 - de
TCR12
C3 0285 591.01-01 EN-US 1 (1)

Cartridge
Spare parts
Spare parts 599.01

599.000* Cartridge 1
* 599.000 = (517.000), (520.000) and (542.000) assembled

2010-10-13 - de
TCR12
C3 0285 599.01-01 EN-US 1 (1)

Spare parts for maintenance

8.1 Preface
8.3 Spare parts
8.6 Tools

2011-04-05 - de
0285-1 8.4-01 EN-US 1 (1)

Spare parts for maintenance - OPTION

11.59500-0270
Order No. Designation Sketch Data Quantity
501.006 Stud D = M10 6

L = 34 mm
501.007 Lock washer pair d = 10.7 mm 6
501.008 Hexagon nut d = M10 6
542.018 O-ring seal D = 260.65 mm 1
542.031 O-ring seal D = 98.73 mm 1

2010-10-13 - de
TCR12
0285 595.01-01 EN-US 1 (2)


546.022 O-ring seal D = 166 mm 1
546.051 Seal L = 62 mm 1
2010-10-13 - de
TCR12
2 (2) 0285 595.01-01 EN-US

Spare parts for major overhaul

8.1 Preface
8.3 Spare parts
8.6 Tools

2011-04-05 - de
0285-1 8.5-01 EN-US 1 (1)

Spare parts for major overhaul - OPTION

11.59500-0271
501.006 Stud D = M10 6

L = 34 mm
501.007 Lock washer pair d = 10.7 mm 6
501.008 Hexagon nut d = M10 mm 6
517.002 Thrust bearing D = 90 mm 1
0.373 kg
517.003 Bearing bush D = 34.92 mm 1

2010-10-13 - de
0.122 kg
TCR12
0285 595.02-01 EN-US 1 (3)


517.038 Retaining ring D = 54.2 mm 1
517.051 Countersunk bolt D = M6 3

L = 16 mm
520.132 Piston ring, turbine side D = 32 mm 1
520.133 Piston ring, compressor side D = 32 mm 1
542.018 O-ring seal D = 260.65 mm 1

542.031 O-ring seal D = 98.73 mm 1

2010-10-13 - de
TCR12
2 (3) 0285 595.02-01 EN-US


546.022 O-ring seal D = 166 mm 1
546.051 Seal L = 62 mm 1

2010-10-13 - de
TCR12
0285 595.02-01 EN-US 3 (3)

Tools
8.1 Preface
8.3 Spare parts
8.6 Tools

2011-04-05 - de
0285-1 8.6-01 EN-US 1 (1)

Tools - OPTION
Tools
11.59700-0196
596.001 Hexagon pin L = 37.8 mm 1
0.094 kg
596.002 Retainer L = 250 mm 1
0.480 kg
596.003 Hexagon pin L = 100 mm 1
0.066 kg
596.004 Spring plug L = 72.5 mm 1
0.004 kg Spare parts catalogue / tools
596.006 Closing cover D = 268 mm 1
2.316 kg
2010-10-13 - de
TCR12
0285 596.01-01 EN-US 1 (2)


Tools
596.012 Pipe L = 100 mm 2

D = 25 mm
0.234 kg
596.018 Forcing-off bolt L = 60 mm 3
0.065 kg
596.019 Forcing-off sleeve L = 52 mm 3
0.082 kg
596.028 Foot H = 130 mm 1

W = 180 mm
1.279 kg
596.030 Hexagon nut d = M16 1
0.030 kg
596.036 Guide rod L = 80 mm 2

D = M6
2010-10-13 - de
0.017 kg
TCR12
2 (2) 0285 596.01-01 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2011-04-05 - de
Index
0285-1 9 C1-01 EN-US 1 (1)

MAN Diesel & Turbo
Index
A E
Addresses and contact persons 2.1 (1) Emergency measures (in the event 5.2 (1)
Alarm points 3.1.1 (2) of turbocharger failure)
Alarm System 5.0 (3) Emergency operation with closing 500.11 (2)
Arresting device for turbine rotor 500.45 (3) device
Availability code 7.1.1 (1) Exhaust Gases 5.0 (2)
B F
Bans (symbols) 1.0 (2) Fire-extinguishing Equipment 5.0 (2)
Bearing parts 500.45 (5) Friction coefficient µ 7.2.1 (1)
Fuel 3.2.1 (1)
C Fuel specifications 3.2.1 (2)
Fuels 3.2.1 (1)
Cartridge 500.44 (2) Functional description (turbo- 4.1 (2)
599.01 (1) charger)
Characteristic values (fuels) 3.2.1 (1)
Check G
Bearing bush 500.45 (7)
Thrust bearing 500.45 (6) Gaps and clearances 7.2.2 (1)
Checks during operation 5.1 (2) Gas admission casing 500.47 (2)
Cleaning agents for compressor 3.2.4 (1)
and turbine H
Cleaning device for compressor Hazard levels
Pressure sprayer 579.02 (1) Level 1 - 3 1.0 (1)
Cleaning device for turbine Hearing Protection 5.0 (1)
Dry cleaning 578.02 (1)
Wet cleaning 578.01 (1)
I
Cleaning system
Dry cleaning of turbine 500.22 (2) Inclination, permissible 4.2 (2)
Wet cleaning of compressor 500.23 (1) Inspection of components (general) 6.5 (1)
Wet cleaning of turbine 500.21 (2) Inspection of Individual Compo- 6.5 (1)
Cleaning the air filter 500.24 (1) nents (General)
Compressor casing 500.43 (2)
546.01 (1) J
Compressor wheel 500.45 (4)
Jet Assist acceleration system 4.3 (1)
Compressor-side insert 500.41 (2)
Connections 3.1.2 (2)
Containment safety 5.0 (1) L
Cover Lubricating oil 3.2.2 (1)
Turbine side 500.45 (5)
Covering on gas admission casing 591.01 (1) M
D Main dimensions 3.1.2 (2)

Maintenance schedule 6.3.1 (1)
Danger of Fire/Fire-extinguishing 5.0 (2) Maintenance Schedule 6.3 (1)
Systems Maintenance work
2011-04-05 - de
Danger Symbols 1.0 (2) Remarks 6.4 (1)

Differences in height 4.2 (3) Maintenance Work
Diffuser 542.01 (1) General Remarks 6.1 (1)
N
Numbering
Work cards 7.1.1 (1)
0285-1 C1-01 EN-US 1 (2)

MAN Diesel & Turbo
O Shutting down 5.1 (3)

Silencer 500.32 (2)
Operating faults (what to do in case 5.3 (1)
of) 544.01 (1)
Operating parameters 3.1.1 (1) Spare parts
Operational lubrication 4.2 (2) General 6.0 (3)
Order numbers 7.1.1 (1) Order numbers 6.1 (1)
Ordering spare parts 8.1.2 (1) Special services/Repair work 6.1 (1)
Speed measuring device 562.01 (1)
P Starting operation 5.1 (2)
Starting operation (first time) 5.1 (1)
Post lubrication 4.2 (3) Starting the engine (preparatory 5.1 (2)
Pressure sprayer 579.02 (1) work)
Priming 4.2 (2) Status
Product Liability 1.1 (1) Inventory 7.1.1 (2)
Protective Covers 5.0 (2) Optional 7.1.1 (1)
Special 7.1.1 (2)
Q Standard 7.1.1 (1)
Qualification of Personnel
Maintenance/Repair 6.0 (1) T
Ship systems 5.0 (3) Tightening torques for screw con- 7.2.1 (1)
Stationary systems 5.0 (4) nections, general
Tool number 7.1.1 (1)
R Tools 6.2 (1)
Turbine nozzle ring 500.46 (1)
Regulations for Prevention of Acci- 5.0 (1)
dents 513.01 (1)
Required Personnel and Time Turbine rotor 500.45 (5)
general 7.1.1 (1) Turbocharger
Removal and refitting 500.31 (2)
Subassemblies 4.1 (1)
S
Type plate 3.1.1 (1)
Safety
during Maintenance/Repair 6.0 (1) V
during operation 5.0 (1)
General Safety Instructions 1.0 (1) Venting 4.2 (2)
Safety instruction
Caution 1.0 (1) W
Danger 1.0 (1) Weights of subassemblies, TCR12 3.1.2 (1)
Warning 1.0 (1)
Safety Symbols 1.0 (2) 500 (2)
Screw connections 6.4 (1) Work cards 6.1 (1) 2011-04-05 - de
2 (2) 0285-1 C1-01 EN-US

Index
Page 1(1)
Alternator 518
L23/30H
Description
Generator ------------------------------------------------------------------------------------------518. 01
Working Card
Plates
Your Notes :
CAUTION
The information contained in this book is intended to

assist operating personnel by providing information on
the general characteristics of the purchased equipment.
IT DOES NOT relieve the user of the responsibility of using
accepted engineering practices in the installation,
operation and maintenance of this equipment.
Contents
1. Construction of Brushless A.C Generator 3

1.1 Component
1.2 General
1.3 Composition
2. Excitation System (Operation) 15

2.1 Mode of Operation (SPRESY 15)
2.2 Operation (SPRESY 15)
2.3 Maintenance (SPRESY 15)
2.4 Mode of Operation (6 GA 2491)
2.5 Operation (6 GA 2491)
2.6 Maintenance (6 GA 2491)
3. Maintenance 26
3.1 Installation & Inspection Check List
3.2 Flange-Type Sleeve Bearing (for ring lubrication system)
3.3 Flange-Type Sleeve Bearing (forced lubrication system)
3.4 Rolling-Contact Bearings (series 02 and 03)
3.5 Coupling A-Type (single-bearing generators with flanged shaft and one-part fan wheel)
3.6 Coupling B-Type (single-bearing generators with lamination plate)
3.7 Coupling (double bearing generator)
3.8 Air Filters
3.9 Terminal Box
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
3.11 Cooler
3.12 Cooling-Water Failure Emergency Operation
4. Trouble Shooting 49
4.1 Excitation Part for SPRESY 15
4.2 Excitation Part for 6 GA 2491
4.3 Main Machines and Exciters (HF. 5 and 6)
4.4 Bearing Part
4.5 Operating Procedure & Check Sheet for Trouble Shooting
Safety Notes CAUTION

The warnings �DANGER, WARNING, CAUTION, NOTICE, This warning is used when an operation, procedure, or
NOTE� are used to draw the user’s attention different use may cause damage to or destruction of equipment
points: and a slight or serious injury.
DANGER NOTICE
This warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause personal injury or loss of life. use may cause damage to or destruction of equipment.
WARNING NOTE
This Warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause a latently dangerous state of personal delicate installation requires clarification.
injury or loss of life.
2 << Operating Instructions Synchronous Generator

Synchronous Generator
01 Construction of Brushless A.C Generator
1.1 Component � Table 1-1. Type definition

The brushless A.C. generators, as shown in Figs. 8. 9. 10 Type Type of construction
and 11, (drip-proof type, totally-enclosed internal-cooling Machines with closed-circuit cooling and air-to
type) are composed of HFJ 5, 6, 7 water cooler with provisions for emergency
① a synchronous generator operation in case of cooling water failure
② an A.C. exciter
HFC 5, 6, 7 Machines with open-circuit cooling and air-to air
③ a Rotary rectifier
Medium & high voltage machines with closed-
④ static excitation devices.
circuit cooling and air-to water cooler with
HSR 7
provisions for emergency operation in case of
The brushless generator, as shown in Figs. 8, 9, 10 and
cooling water failure
11, has the exciter and the rotary rectifier mounted on
the generator's rotor shaft. The three-phase output of the Medium & high voltage machines with open-circuit
HSJ 7
A.C. exciter is rectified to D.C. by means of the rotary cooling and air-to air
rectifier, thus enabling the exciting current to be supplied,
not through sliding parts, but directly to the field coil of
the generator. 2) Specification & regulation
The machines comply with the applicable DIN standards
� Fig. 1 Single line diagram for brushless generator
and with the requirements of VDE 0530.
They may have been adapted to different classification
requirements and foreign standards and regulations.
Unless otherwise stated, the rated output for continuous

operation applies to a frequency of 50 Hz, a cooling-air
temperature of 40℃ and a site altitude of up to 1000 m
above sea level.
3) Degree of protection
1.2 General The DIN 40050 or IEC 34-5 degree of protection of basic
design machines is IP 23. Such machines are suitable for
1) Type definition operation indoors and may be provided with filters or with
pipe connections.
The supply scope of the machine designs available is
Closed-circuit cooled machines comply with degree of
determined entirely by the data given in the catalogs or
protection IP44 and IP54.
offers. The machines of basic design are open-circuit
The degree of protection of the machine supplied is
cooled, brushless, low-voltage, synchronous machines
shown in the dimension drawing.
with top-mounted excitation control unit.
The machines have a shaft-mounted exciter on the

4) Type of construction
inboard side of the non-drive endshield.
The three-phase AC they generate is rectified and fed to The machines are normally provided with two bearings
the rotor winding of the main machine. (DIN 42950 types of construction B3 or B20) or with one
bearing (DIN 42950 types of construction B2 or B16).
The excitation current required for the shaft-mounted The type of construction of the machine supplied is
exciter is provided by the main machine via an excitation shown in the dimension drawing.
control unit placed in the top mounted housing, and via a
thyristor voltage regulator.
5) Cooling and ventilation
For further information, see the supplementary The basic design machines use self-ventilation by a shaft-
instructions entitled THYRIPART excitation system on mounted internal fan at the drive-end.
pages 15-25. Cooling air enters the top housing (at the non-drive-end)
Depending on the application, the machines may also be and cools the excitation control unit and, subsequently,
designed in accordance with the type variant defined in the windings and core packs of the exciter and of the main
the table 1-1. machine before leaving the top housing at the drive-end.
>>
Instruction Manual 3
On machines provided with air filters at the air inlet, Do not discontinue measurement before the final
the cleaning condition of the filter should be monitored. resistance value is indicated (with high-voltage machines,
this process may take up to 1minute).
In machines having closed-circuit cooling, the air-to-water The limit values for minimum insulation resistance and
cooler is placed transversely in the top-mounted box in critical insulation resistance (for measurement at a
transverse arrangement, in front of the excitation control winding temperature of 25℃) and for measuring voltage
unit. can be derived from the following table depending on the
The primary cooling air circulated by the internal fan is re- rated voltage for the machine.
cooled in the cooler and passed through the excitation
control unit, the exciter, and the main machine. � Table 1-2. Insulation testing
Limit values at rated voltage
Given the necessary provisions, the machine can be Rated voltage Rated voltage
adapted for emergency operation with open-circuit < 2 kV > 2 kV
cooling in case of cooling water failure. See pages 46-48.
500 V DC 500 V DC
Measuring voltage
(min.100 V DC) (max.1000 V DC)
6) Connecting up Minimum insulation

resistance with new machine. 10 ㏁ 100 ㏁
Check the system voltage against the data given on the Cleaned of repaired windings
rating plate. Select the size of the supply cables to match
the particular current rating. Critical specific insulation
resistance after long 0.5 ㏁/kV 5 ㏁/kV
period of operation
Connect the machines in accordance with the diagram in
the working drawing.
Dried windings have insulation resistance values between
Before closing the terminal box, check to see that 100 ㏁ and 2000 ㏁ or higher.
If the insulation resistance value is in the region of the
� Its interior is clean and free from any cable chippings minimum value, dampness and/or dirt could be the cause.
� All terminal screws or bolts are tight If the insulation resistance value falls below this minimum
� The minimum clearances in air are maintained figure, the cause must be established and the winding
(>10 mm for 500 V, >14 mm for 1 kV and > 60 mm dried.
for 6 kV; check for any projecting wire ends)
� Entry openings not in use are closed off by firmly In case of drying by warm air oven.
screwed-in plugs �Remove bearing housings
�For maintaining the particular degree of protection all �Remove rotor
sealing surfaces of the terminal box are in order. �Remove diode & varistor from excitation equipment part
The surfaces of metal-to-metal sealing joints must be
cleaned and thinly regreased. Bake in oven at temperatures per below table.
The heat should be applied slowly so the desired
Before starting a machine and during operation make temperature will not be obtained in less than six hours.
sure that all relevant safety regulations are complied with. Insulation resistance should be measured before the heat
is applied, and every six to eight hours thereafter.
7) Insulation testing � Table 1-3. Insulation drying temperatures

Class “B” Class “F” Class “H”
DANGER
200�F 245�F* 275�F*
Hazardous voltage 94�C 118�C 135�C
Will cause death, serious injury, electrocution or property * Class “F” and “H” insulated units should be baked at 70% specified
damage. temperature (to avoid steam inside winding) for about six hours,
Disconnect all power before working on this equipment. before temperature is raised to drying temperature.
The insulation resistance for clean windings is largely

Before commissioning and after long periods of storage or dependent on temperature: for each 10K rise in
standstill the insulation resistance of the windings to the temperature it falls by half, i.e. with a temperature rise of
frame must be measured with D.C. voltage. 50K (e.g. from 25℃ to 75℃) it falls to about 1/30 of the
initial value.

Insulation resistance variation to temperature can be Insulation resistance measurements on low-voltage

referred to IEEE 43 as shown on fig. 2. machines with a measuring voltage of 1000 V are only
permissible if the insulation resistance has previously
� Fig. 2 Insulation resistance variation to temperature been measured with a measuring voltage of a maximum
of 500 V and has not fallen below the permitted values.
100
50
8) Noise emission
The noise level of the generator will not exceed that
specified in Part 9. VDE 0530 (1981).
Insulation Resistance Coefficient, Kt
10
9) Vibration stability
Reciprocating engines used as prime mover impress
1 vibrations on the alternator because of the pulsating
torque output.
0.5
Permissible vibration stress measured at the bearing is:
∧
0.1
To Convert Observed Insulation Resistance (Rt) to 40℃ < 10 Hz vibration amplitue S < 0.40 mm-peak
Multiply by the Temperature Coefficient Kt.
Rc = Kt x Rt 10-100 Hz vibration velocity Veff < 18 mm/s-rms
0.05
> 100 Hz acceleration b < 1.6 g
-10 0 10 20 30 40 50 60 70 80 90 100
Winding Temperature, ℃
Please inquire if a higher vibration stress level is expected.
1. Rc : Insulation Resistance (in megaohms) corrected to 40℃
2. Rt : Measured Insulation Resistance (in megaohms) at Temperature t
3. Kt : Insulation Resistance Temperature Coefficient at Temperature t
10) Transport
During operation the insulation resistance of the windings WARNING

may decrease as result of environmental and operating Improper handling can cause severe injury or property
conditions. damage.
The critical value of the insulation resistance at a winding When lifting generator,
temperature of 25℃ can be calculated depending on the 1. Lift only at designated locations.
2. Use spreader for lifting.
rated voltage by multiplying the latter (kV) by the specific
3. Apply tension gradually to slings.
critical resistance value in the table (㏁ /kV). 4. Do not jerk or attempt to move unit suddenly.
5. Do not use cover lugs when lifting.
For example: critical resistance for rated voltage
660 V: 0.66 kV x 0.5 ㏁ /kV = 0.33 ㏁
The rotor of machines with cylindrical roller bearings,
angular-contact ball bearings, or double sleeve bearing
If the measured insulation resistance value is above the
are locked in position for transport by a shaft block to
calculated critical figure during operation, the machine
protect the bearings.
can still operate further.
Do not remove this block until the transmission element

When the measured value reaches or falls below this
is fitted.
critical insulation resistance figure, however, the windings
Should the machine have to be transported after the
must either be dried, or the rotor must be removed and
transmission element is fitted, other suitable measures
the windings thoroughly cleaned and dried.
have to be taken.
If the machine is not put into service immediately after
If the measured value approaches the critical value, the
arrival, store it in a dry, vibration-free room.
resistance should subsequently be checked at
appropriate short intervals.
>>
11) Storage Install the machines so that the cooling air has free
access unobstructed.
WARNING Warm exhaust air must not be drawn in again.
Can cause severe injury or property damage.
When lifting generator, Louver openings must face downwards to maintain the
1. Lift only at designated locations. particular degree protection.
2. Use spreader for lifting. Remove the shaft block (where applicable).
3. Apply tension gradually to slings.
Follow the instructions attached to the shaft extension or
4. Do not jerk or attempt to move unit suddenly.
shown in the terminal box.
5. Do not use cover lugs when lifting.
The rotors are normally balanced dynamically by means

The location for storage should be dry and clean.
of a half feather key placed in the shaft extension.
There should be no heat that could attack the winding.
Align the machines carefully and accurately, and balance
The machined surfaces (coupling part, foots part, etc).
the elements to be fitted on the shaft to ensure smooth
are coated with rust-resistant grease.
and vibration-free running.
If the coating is broken, immediately remove the rust or
moisture and recoat with grease for rust prevention.
Place shims under the feet of the machines, if necessary,
to prevent them from being stressed mechanically.
If the machine is to be stored for some time, apply all
Transmission elements may be fitted and removed only
openings with waterproof paper, wooden, or metallic
by means of a suitable tool.
covers.
The feather keys in the shaft extensions are only secured
It is necessary to protect the machine from wind and rain
to prevent them from falling out during shipment.
during transportation and storage and to select less
A machine must not be commissioned without its
humid place for storage.
transmission element having been fitted.
For storage for a long-term or in the rainy season, it is
best to insert heaters to remove moisture or prevent its
condensation. 13) Operation
To keep the coil dry, maintain the coil temperature WARNING

several degrees above room temperature by arranging
heaters appropriately under the machine part to warm Do not operate equipment beyond design limitations.
Can cause personal injury or damage to equipment.
the coils.
Operate in accordance with instructions in the manual
and nameplate ratings.
For long time storage, a space heater is placed inside the
generator. Its specification is described in the generator
final specification and on the nameplate attached to the NOTICE
generator. In case of cooling system of IP44 (air to water), check the
flow of cooling water for sure before starting.
Internal temprature rise may cause fatal damage to the
12) Installation generator.
NOTE
NOTICE
Experience has shown that any base mounted assemblies Before starting, check if the bearing oil is filled to the
of generator and driven units temporarily aligned at the sufficient oil level.
factory, no matter how rugged or deep in section may
twist during shipment.
Therefore, alignment must be checked after mounting. Covers fitted to prevent access to rotating and current
carrying parts or to correct the air flow for better cooling
must not be open in operation.
The lubrication measures for normal bearings to be If machine application is abnormal (high temperature,
carried out before or during erection of the machines are extreme vibration, etc.), consult HHI for special
specified in the instructions "Rolling Contact Bearings and instructions.
Sleeve Bearings" on pages from 28-37.

14) Maintenance When a machine is dismantled, the following checks

Before starting any work on a machine, make sure that it should be made:
has been disconnected from the power supply and that �Slot wedges in stator and rotor cores tight
unintentional starting is safely prevented. �Windings, connection leads, and insulating parts in
satisfactory condition with no discoloration
Clean the cooling air passages at regular intervals,
After reassembly, again follow the instructions given for
matching the degree of pollution and using oil-free
installation.
compressed air, for example.
The inside of totally-enclosed fan-cooled machines need 16) Spare parts

only be cleaned during normal overhauls.
Spare parts shall be normally supplied in accordance with
the classification societies requirement.
If dust or moisture has penetrated into the terminal
compartment, it should be carefully cleaned and dried,
Independant of the classification societies requirements,
in particular the surfaces of the insulating parts.
we recommend the following sets of spares be ordered
Check the seals and eliminate the leak.
with the generators
1 set of bearings or bearing shells for sleeve bearing

15) Inspection 1 set of rotating rectifiers
The first inspection should be carried out after 1 set of rectifiers for the constant-voltage unit
approximately 500 hours. 1 regulator (AVR)
The following checks should also be carried out:
�Running smoothness of machine satisfactory 1.3 Composition

�Rotor alignment within tolerances
�No subsidence or cracks in the foundation 1) Stator frame and winding
�All fixing bolts of mechanical and electrical joints tight
The stator frame is of welded design.
�Insulation resistance of windings satisfactory
The stator core is centred in the frame and locked against
(compare with previous reading and record)
rotation and shifting.
�No bridging of any bearing insulation
The stator winding is of a two-layer coil design with
Any excessive deviations or changes ascertained during insulation class F.
the checks must be corrected immediately. This insulation is made in a special way and is comprised
Damaged or used locked elements from released bolted of integrated-mica & enamel coated insulating material
joints must be renewed. impregnated with cast resin.
It is characterized by high dielectric strength, resistance
The basic intervals between inspections are approximat- to moisture, aggressive gases and vapours, as well as
ely 4000 hours, 1000 switching operations or 1 year for rigidity and long life.
intermittent operation and approximately 16,000 hours
or 2 years for continuous operation, depending on which
occurs first. 2) Rotor and windings
The cleaning of all parts becoming fouled by the flow of The shaft for machines construction type B3 and B20
cooling air depends on the intervals decided after the first is designed with a normal cylindrical shaft extension for
inspection according to the rate of fouling which occurs two bearings. In the case of types B2 and B16, the shaft
locally. is fitted with a flange.
The rotor core of the main machine is mounted on the
Cleaning should be carried out with dry compressed air. shaft, tensioned axially, and supports the field and damper
Information on oil changes, regreasing, etc. is given on windings. The damper winding bars lie in the slots of the
the lubrication instruction plate on the machine or in the rotor core and are welded to the rings.
supplementary instructions for bearings. The rotor core of the exciter is mounted on the shaft and
The checks stated for the first inspection after 500 hours supports the three-phase exciter winding.
should be performed during these inspections also. The rectifier supporting wheel is mounted on the shaft
between the two laminated cores.
The rotor is balanced dynamically.
>>
3) AC exciter 5) Excitation system

The AC exciter is composed for revolving-armature type, The combination of an excitation unit with a thyrist and
three-phase, synchronous generators. voltage regulator is called a THYRIPART-excitation system.
In revolving-armature type generators, unlike ordinary The excitation unit supplies a load-dependent field current
ones, the stator and rotor are in reverse relation. slightly higher than would be required for producing the
rated voltage.
The armature is installed at the shaft end on the non-
connection side where AC power is generated, and the The regulator variably reduces the field current as
output of the static excitation device for control is necessary to obtain constant alternator voltage.
connected to the field winding installed on the fixed side This method of load-dependent excitation (compounding)
as shown in Fig. 3. results in excellent dynamic response to load switching
applications and short-circuits.
� Fig. 3 Single line diagram for AC exciter A block diagram is shown in Figs. 15, 19, 20 & 21.
6) Shaft
Concerning the generator shaft, the ship's classification
certified forged steel should be applied and designed with
ample strength for coupling with the prime mover.
7) Bearing
Depending on the design and the operating conditions
specified in the order, the machines are fitted with
grease-lubricated rolling-contact bearings or with sleeve
4) Rotating rectifier bearings with or without forced-oil lubrication.
The rotating rectifier is a silicon rectifier which is For a full description and special instructions, reference
connected so as to compose a three-phase full-wave should be made to the supplementary instructions.
rectification circuit as shown in Fig. 4 and is mounted on
the rotor shaft of generator in Fig. 9-1.
8) Cooling fan
�The mounting screws are between 4.5 Nm and 5.5 Nm To let the required amount of cooling air pass through, a
�The contact screws are between 2.5 Nm and 3.5 Nm fan of either cast iron or welded steel plate construction
is provided.
CAUTION Concerning the site of its installation, in either case, it is
Fastening screws for the rotating diodes must be tightened to be arranged on the prime mover's side of the
with the recommended torque. generator.
� Fig. 4 Single line diagram for rotating rectifier It is a one-way ventilating system which takes in air from
the opposite side of the prime mover and lets out exhaust
air at the prime mover's side.
We have taken into consideration that the engine's oil
vapor should not be sucked into the machine.
9) End shield Drive-end/Non-drive-end

Both end shields are designed as flat plates and can take
either a bearing or a shaft extension in accordance with
the particular type of machine construction.
The exciter yoke ring in which the exciter poles are bolted
in regular distribution, is welded to the non-drive-end
shield.

10) Rotor locking device <500 mV Harmless.

The following instructions supplementing and modifying
the basic operating instructions apply to single bearing 500 to 1,000 mV A detrimental shaft current may
generators of type of construction B2 or B16 which are possibly flow.
coupled with diesel engines or turbines.
See the instruction manual on pages 38-39. >1,000 mV Bearings may be damaged in a week
to a year
� Fig. 5 Rotor locking device (unless insulation is provided).
� Fig. 6 Insulation for the preventation of shaft current
① End shield AS ④ Flanged shaft

② Retaining ring half ⑤ Fixing screw for 1
③ Shaft supporting ring ⑥ Fixing screw for 3
11) Insulation for the prevention of shaft current

(high voltage and large machines)
NOTE
Insulated Bearing
Any connection to this bearing must be insulated from it
12) Thermometer
to prevent bearing current.
For checking the bearing temperature, a thermometer is
provided for each bearing.
To prevent the shaft current caused by the unbalance of
magnetic resistance of magnetic circuits, the insulator is
provided at the non-drive-end shield as shown in Fig. 6.
13) Space heater
The shaft voltage is a high-frequency voltage of usually
1 volt or less and rarely several volts.
DANGER
When a shaft current flows, by this voltage the shaft and Hazardous voltage
journal part are tarnished. In the worst condition, sparking Will cause death, serious injury, electrocution or property
damage.
results in minute black spots.
Disconnect all power before working on this equipment.
There is a possibility that the oil film is broken locally,

developing burn-out trouble. In order to prevent the accumulation of moisture and
When disassembling or assembling, be sure to measure condensation while the generator is idle, space heaters
the insulation resistance. are provided within the stator frame.
The value of 1 to 3 ㏀ will be satisfactory. The space heaters can be easily removed from outside
It is generally said that shaft voltage for bearings is limited the enclosure.
as follows. The heater is comprised of stainless-sheathed nichrome,
filled with insulators in the sheath and is U-shaped as
shown in Fig. 7.
>>
� Fig. 7 Space heater Please provide the following information with any inquiry:
�Alternate rated output

�Classification society
�Coolant temperature (air)
�Cooling water inlet temperature
�Fresh water or sea water
14) Air/water cooler 15) Terminal box
If required, HFC 5, 6, 7 and HSR 7 alternators can be

DANGER
supplied with a top-fitted air/water cooler as special
requirement. Hazardous voltage
Will cause death, serious injury, electrocution or property
damage.
The cooler can be used for either fresh water or sea
water with double tubes applied.
The type designation for the generators are is changed Cable entry to the 3 main connections, (U.V.W.) and to the
from HFC to HFJ, or from HSR to HSJ. 2 field terminals +F1, -F2 can be from the left or right, as
Due to the closed-circuit cooling system the degree of required.
protection has been upgraded from IP 23 to IP 44 and The cable entry plates are supplied undrilled or drilled
IP 54. with cable gland as required.
See Fig. 8.
The electrical version of the generator remains
unchanged.
The generators HFJ and HSJ can easily be converted for

emergency operation as an open-circuit aircooled
machine if the coolant system or the cooling element
fails.
In this case, the degree of protection is IP 23 with the

rated output as shown on pages 46-48.
� Fig. 8 Internal arrangement for terminal box

� Fig. 9 Sectional drawing for HF. 5, 7 & HS. 7 type generator (single sleeve bearing)
HFJ 5, 7 & HSJ 7 (air to water cooling)
HFC 5, 7 & HSR 7 (air to air cooling)
① Stator and stator windings assembly

② Rotor and windings assembly � Fig. 9-1 Rectifier assembly
③ A.C exciter assembly
④ Rectifier assembly (Fig. 9-1)
⑤ Excitation equipment
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑨ End shield DE/N-DE
⑩ Rotor lockage device
⑪ Insulation for prevention of shaft current (Fig. 6)
⑫ Thermometer
⑬ Space heater
⑭ Cooler
⑮ Terminal box
① Varistor module ③ Connector rings
② Hub ④ Rectifier module
>>
� Fig. 10 Sectional drawing for HF. 5, 7 & HS. 7 type generator (double sleeve bearing)
① Stator and stator windings assembly

③ AC exciter assembly
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Terminal box
⑫ Thermometer
⑬ Space heater
⑭ Cooler


� Fig. 11 Sectional drawing for HF. 6, 7 & HS. 7 type generator (single sleeve bearing)
① Stator frame and stator windings assembly

⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Rotor lockage device
⑫ Thermometer
⑬ Space heater
⑭ Cooler
⑮ Terminal box
>>
� Fig. 12 Sectional drawing for HF. 6, 7 & HS. 7 type generator (double sleeve bearing)
① Stator frame and stator windings assembly

④ Rectifier assembly (Fig.12-1)
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Terminal box
⑫ Thermometer
⑬ Space heater
⑭ Cooler


02 Excitation System (Operation)
2.1 Mode of Operation (SPRESY 15) Depending on the reference potential of terminal 16,
terminal 12 of the comparator point of the control
1) Description amplifier can be given an additional D.C. pulse, e.g for
Brushless synchronous generators consist of the main reactive power control in parallel operation.
and exciter machine.
The main machine’s field winding is powered from the For tuning to the signal level, a rheostat must be soldered
exciter rotor winding via a rotationary, three-phase bridge- onto the available soldering pins.
connected rectifier set. The power supply for the gate control module(s) is
The exciter is powered from THYRIPART excitation available from terminal 11.
equipment.
� Fig. 13 Voltage regulator; SPRESY 15
Excitation equipment and thyristor voltage regulator are

combined in the THYRIPART excitation system.
The excitation current required is supplied to the main
machine via the excitation equipment which is
adjusted to deliver a field current resulting in a generator
output voltage above the maximum reference value over
the entire load range when the voltage controller is
inactive.
The actual function of the voltage regulator is to provide a

bypass for a variable portion of the current supplied by the
excitation equipment for controlling the generator voltage.
The thyristor regulator module consists of two assemblies:
the regulator module and the firing module with thyristor in
buck circuit.
The three-phase generator voltage, having been reduced In the control circuit of the firing module, a time
to 24V by the measuring-circuit transformers, is applied adjustable firing impulse for the thyristor is formed from
to teminals 17,18 and 19. the control voltage of terminal 15 in comparison with a
A direct voltage of approx. 30 V (teminal 20 to terminal 13 saw tooth voltage.
or 14) is produced at the output of the rectifier bridge The overvoltage protector operates at voltages over
under the rated voltage of the generator. 600 V between terminals 1 and 5, then switches the
This rectified voltage provides the actual pulse signal and thyristor through.
the supply voltage the control amplifier. The excitation current is normally bucked with a single
The regulator module supplies output terminal 15 with a pulse.
control voltage of approx. 1 to 10 V, which is proportional If higher excitation is required, two firing modules for two-
to the control deviation. pulse "buck" operation will be provided.
� Fig. 14 Block diagram of voltage regulator; SPRESY 15
① Six-pulse recifier bridge

② Referance/actual value comparator
③ Power supply
④ Control amplifier
⑤ Firing pulse control
⑥ Thyristor in buck circuit
⑦ Overvoltage protector
⑧ Auxilary power thyristor
>>
� Fig. 15 Connection diagram of generator (for generator top mounted AVR)
� Fig. 15-1 Connection diagram of generator (for panel mounted AVR)

2) Installation 3) Direction of rotation of the generator

The excitation equipment, thyristor voltage regulator, The generators are generally suitable for clockwise and
main machine and exciter are all factory-wired. anti-clock-wise operation.
If necessary, the mains leads and the reference-value Generators must run only in the corresponding direction
selector should be connected to the terminals in the of rotation as on the data plate of rotating (arrow mark).
terminal box according to the connection diagram
supplied with the machine. To change the direction of rotation it is necesssry to
change the connections according to the connection
diagram e.g. phase rotation check and to check whether
only one definite direction of rotation is permissible for
2.2 Operation (SPRESY 15) mechanical reasons (e.g. fan with curved fan blades).
1) Thyristor voltage regulator

When the generator is operating by itself, the thyristor 4) Regulator gain setpoint of voltage integral
voltage regulator controls the generator voltage to the action
preset reference value. The regulator module includes the three potentiometers
Frequency changes due to the droop characteristics of Usoll, Vr and Tn.
the prime mover do not influence the accuracy of the The generator rated voltage is adjusted in the factory
generator output voltage. on potentiometer Usoll and the transient response
characteristic of the regulator on potentiometers Vr
Design and adjustment of the main machine, exciter, and Tn.
excitation equipment, thyristor voltage regulator and The regulator gain is adjusted on the potentiometer Vr,
reference-value selector permit gradual changes in the but the integral action time and the optimum transient
generator output voltage from 95% to 105% rated voltage response characteristic are adjusted on the
via potentiometer Usoll under steady-state conditions and potentiometer Tn.
at loads varying between no load to rated load and power
factors between 0.8 and unity, unless otherwise specified Turning the knob of Vr in the direction of descending
on the rating plate. numerals and that of Tn in the direction of ascending
If the generators are operated at less than 95% or more numerals normally stabilizes the control circuit and
than 105% rated voltage, their output must be reduced. reduces the control rate.
Unrestricted operation with no load (opened generator
breaker) and partial speeds is permissible. The setpoint of the generator voltage can be shifted via
potentiometer Usoll and via a supplementary external
During operation, the excitation circuit must not be reference-value selector (R = 1.5 ㏀ , P 〉1 W) to be
interrupted since this would give rise to voltage surges. connected to auxillary terminals 20 and 21 (Fig. 14)
If the generator must be de-excited, this can be with the above potentiometer set to mid-position.
accomplished by short-circuiting secondary side of
rectifier transformer (T6) (Fig. 14). The new adjustment of the potentiometer must be fixed
with the aid of the set screw.
2) Transformer adjustment
The tappings used on the transfomers are recorded at
test report. It is strongly recommended that the original
adjustments be left unchanged.
No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
the original adjustments.
In the case of identical plants, the THYRIPART excitation
system or single parts may be interchanged if necessary;
those transformer tappings must always be used in
accordance with the original ones.
>>
5) Parallel operation, droop compensating 2.3 Maintenance (SPRESY 15)

equipment
When provided with droop compensation, a brushless DANGER
synchronous generator is suitable for operating in parallel Hazardous voltage

with other generators or with a supply system. Will cause death, serious injury, electrocution or property
The kW output is adjusted through the governor of the damage.
prime mover. Disconnect all power before working on this equipment.
The speed characteristic of the prime mover should be

linear and rise by a min. of 3% and a max. of 5% between No periodic maintenance inspections of the THYRIPART
rated load and no load. excitation equipment are required.
Excessive dust deposits should, however, be removed
The droop compensating equipment ensures uniform using dry, compressed air.
distribution of the reactive power and reduces the In the case of faults it is advisable to the check voltage
generator output voltage in linear with the increase in regulator, excitation equipment, and main machine with
reactive current. exciter separately.
The droop compensating circuit is adjusted to provide a
generator voltage droop of 4% at zero p.f. and no voltage For troubleshooting in the thyristor voltage regulator, all
droop at unity p.f. between no load and rated load as a the leads connecting excitation equipment and thyristor
function of the generator current. voltage regulator must be disconnected.
With this setting, a voltage droop of 2.4% is obtained at In this case the generator voltage must rise above the
0.8 p.f. maximum reference value as given under "Description"
below.
When operated by it self or in parallel with generators
having the same voltage characteristic, a voltage In this case the thyristor voltage regulator is defective.
regulation of ±2.5% is thus obtained. Trouble shooting should be continued according to
With the generator operating by itself, no droop table 4-2 on page 50.
compensating equipment is required.
It can be deactivated by short-circuiting the secondary
side of the intermediate transformers.
2.4 Mode of Operation (6 GA 2491)
If the neutrals of alternators in a system are
interconnected and/or connected directly to those of 1) Description
transformers and loads, balancing currents of three times Brushless synchronus generators consist of the main
system frequency can occur. machine and the exciter.
The main machine field winding is powered from the
Their magnitude must be measured in the alternator exciter rotor winding via a rotating, three-phase bridge-
neutral conductors under all possible load conditions to connected rectifier set.
be met in service.
The exciter is powered from THYRIPART excitation
To prevent the alternators from overheating, these equipment.
currents of three times system frequency must not The excitation equipment and the thyristor voltage
exceed approximately 50% of the respective alternator regulator are combined in the THYRIPART excitation
current. system.
Excessive currents should be limited, e.g. by means of The field current required is supplied to the main machine
neutral reactors or similar fitted on the plant side. via the excitation unit.
A specific enquiry is necessary for these items.
This is adjusted in such a manner that the generator
voltage which is above the maximum setpoint value
develops over the entire load range when the voltage
regulator is inactive (opening the plug connection X).

The thyristor voltage regulator provides a bypass for a

variable portion of the current supplied by the excitation
unit for controlling the generator voltage.
The voltage regulator 6 GA 2492 is comprised of the
voltage regulator 6 GA 2491 and the power module
(rectifier, thyristor in "buck" circuit, and resistor in
"buck" circuit).
� Fig. 16 Voltage regulator "6 GA 2491" � Fig. 17 Voltage regulator "6 GA 2491"
(for generator top mounting) (for panel mounting)
� Fig. 18 Block diagram of voltage regulator "6 GA 2491"
V29 Excitation rectifiers S Droop potentiometer ① Power supply ② Control amplifier

U Reference value potentiomete K Potentiometer, controller gain ③ Pulse unit ④ Overvoltage protector
T Potentiomenter, reset time R47 Potentiometer, disturbance feedforward ⑤ External reference value setter
V28 Thyristor in "buck" circuit R48 Resistor in "buck" circuit
>>
� Fig. 19 Connection diagram of generator (for generator top mounted AVR): 350 Fr~400 Fr
Generator control panel side 1 Connections are determined in the test field.
ACB 2 When reference value setter fitted
circuit breaker S1/3 off
A1
S T 2V 2W
+ Reference value
R setter (VR)
600V A3
1.25SQ -
Shield cable
U V W 2V 2W
3.1.W 3 400V
3.1.V 1 450V 3 3
3.1.U 5 3
1 230V
T1 T2 T3 T1 T2 T3 S1/1
5
X1 S1/2
S1/3
2
1.2 1.2 1.2 2.2
5
2.2 2.2
5 5 11 X7 A1 : Voltage regulator
3.1 3.1 3.1 1 4 4 4
1 10 A1 C1...C3 : Capacitor
3 3 3 7 G1 : Main machine
T2 1.3 1.3 1.3 2.1 2.1 2.1
T1 T3 2
2 20Vac
1.1 1.1 1.1 9 1.0SQ G2 : Exciter
3.2 3.2 3.2 5
1
A1 A1 L1 : Reactor
3
A3 A3 + T1...T3 : Current transformer
6
- T4 : Current transformer for droop comp.
L 12
l 4 X2
T4 k
4 8 V2 : Rotating rectifier
K X1...X4 : Plug connection
X3 X6...X7 : Terminal strip
U1 V1 W1
V29 : Rectifier module
5 3 6 R48 : By-pass resistor
L1 4 Current transformer for droop comp.
U1 V1 W1
U2 V2 W2 Necessary for parallel operation
G1 R48 U : Varistor
U V W
U2 V2 W2 V28 : Thyristor
C1 C3 A : Anode
V29 U K : Cathode
V28 G : Gate
C2 V
+ V2 +
W -
5
X4
G2
X4
F1 G2 F2 G
K A
G1 U X6 A
- K G
Generator side X7 G:Smaller pin size

+F1+F1 +F2 +F2
� Fig. 19-1 Connection diagram of generator (for panel mounted AVR): 350 Fr~400 Fr
ACB
Generator control panel side 1 Connections are determined in the test field.
2 When reference value setter fitted
A1 eference value
600V
R S T 1.25SQ
Shield cable A3
tter (VR)
U V W
3.1.W 3 400V
1 450V 3 3
3.1.V
3.1.U 5 3
1 230V
T1 T2 T3 T1 T2 T3 S1/1
5
X1 S1/2
S1/3
2
1.2 1.2 1.2
11
X7 A1 : Voltage regulator
3.1 3.1
1 3.1
1
1 1 250Vac 10 A1 C1...C3 : Capacitor
1.25sq 7 G1 : Main machine
T1 T2 T3 1.3 1.3 2
9 2 20Vac G2 : Exciter
1.1 1.1 1.1
3.2
2 3.2
2 3.2
2 5
X2/5 1
1.0SQ L1 : Reactor
3 T1...T3 : Current transformer
X2/9
6
-
T4 : Current transformer for droop comp.
12
L
l 4 X2
T4 4 X2/5 8 V2 : Rotating rectifier
K k
X1...X4 : Plug connection
X3 X6...X7 : Terminal strip
V29 : Rectifier
ifi module
d
U1 V1 W1 5 3 6 R48 : By-pass resistor
L1 4 Current transformer for droop comp.
U1 V1 W1 Necessaryy ffor parallel
N ll l operation
ti
U2 V2 W2
U : Varistor
G1 U V W R48
X48/1 X48/1
U2 V2 W2 V28 : Thyristor
A : Anode
d
K : Cathode
C G : Gate
F2
5
250Vac
1.25sq G
K A
G1 X6
A
K G
Generator side X7 G:Smaller pin size

+F1 +F1 +F2 +F2

� Fig. 20 Connection diagram of generator (for generator top mounted AVR): 450 Fr~
1 Connections are determined in the test field.

Main Generator control panel side 2 When reference value setter fitted
VCB Breaker circuit breaker S 1/3 off
A1
+ Reference value
R S T 2V 2W A3 setter(VR)
600V -
1.25SQ
Shield cable
U V W 2V 2W
3 3
1.1.W 3 400V 1 230V
1 450V 5
1.1.V
T1 T2 T3 5 3
1.1.U A1 : Voltage regulator
S1/1
2.1 2.1 2.1
3 3 3
X1 S1/2
S1/3
2
C1...C3 : Capacitor
4 4 4
1 11 G1 : Main machine
2.2
5 5
2.2 2.2
5 10
7
A1 G2 : Exciter
1.1 1.1 1.1 2 L1 : Reactor
1.1 2.1 5
9 2
T1...T3 : Current transformer
T1 T2 T3 4 T4 1 A1 A1 A1
+
1.2 2.2
3
A3 A3 A3
T6 : Rectifier transformer
1.2 1.2 1.2
6
12 - V2 : Rotating rectifier
4 X2 X1...X4 : Plug connection
(2N)
8 2 X6...X7 : Terminal strip
U1 V1 W1 8 1 20Vac V29 : Rectifier module
(1N) T6 7 X3 1.0SQ R48 : By-pass resistor
G1 6
5 4 Current transformer for droop comp.
U1 V1 W1 1 4 5 3 6
U2 V2 W2 3 3 3
3 Necessary for parallel operation
L1 1U1 1V1 1W1 2U1 2V1 2W1 U : Varistor G
K A
Short not in use
U2 V2 W2
C31 5 V28 : Thyristor A
C21 R48 A : Anode
C11 L l 1 6 K : Cathode K G
T10 T11 T12 187X1 187X1 187X G : Gate G:Smaller pin size
K k 187X2 187X2
C12 C12 2 C3 187X3 187X3
C22 2 Optional
C32 A 250Vac T10
1 C2 1 U 5 G 1.25sq T11 Differential protection C/T
+ V2 X4/F2 K T12
V29 V V28
G2 + W - 187X : D.E-Magnetizing contact
from panel side(150Vac, 10Aac)
G1 (Supplied by switch board maker)
U
G2 6 Note for 187X
If generator winding is faulty, the 187X relay
- X6 will be energized and exciting current of generator
will be shorted by "A" contact of 187X relay.
Generator side X7 Then terminal voltage of generator will be immediately
+F1 +F1 -F2 -F2 decreased by this short circuiting of exciting current.
� Fig. 20-1 Connection diagram of generator (for panel mounted AVR): 450 Fr~

VCB breaker circuit breaker S 1/3 off
A1
+ Reference value
R S T 600V A3 setter (VR)
1.25SQ -
Shield cable
U V W 400V 3 3
1.1.W
3
1 450V 1 230V
1.1.V 5 3
5
T1 T2 T3 S1/1
1.1.U
X1 S1/2 2
A1 : Voltage regulator
2.1 2.1 2.1 S1/3
3 3 3
1
11 C1...C3 : Capacitor
4
5
4
5
4
5
10
7
A1 G1 : Main machine
2.2 2.2 2.2
X2/5 X2/5 2 G2 : Exciter
1.1 1.1 1.1 5 L1 : Reactor
1.1 2.1 9 2
X2/9 X2/9 1 A1 T1...T3 : Current transformer
T1 T2 T3 4 T4 250Vac 3
A3
+
1.25sq 6 T6 : Rectifier transformer
1.2 2.2 12 -
1.2 1.2 1.2 4 X2 V2 : Rotating rectifier
(2N)
8 2 X1...X4 : Plug connection
20Vac X6...X7 : Terminal strip
U1 V1 W1 8
7
1 X3 1.0SQ V29 : Rectifier module
G1 (1N) T6 6
5 3 6
R48 : By-pass resistor
U1 V1 W1 1 3 3 3
5
4 4 Current transformer for droop comp.
U2 V2 W2 3 Necessary for parallel operation
L1 1U1 1V1 1W1 2U1 2V1 2W1 U : Varistor G
5 V28 : Thyristor K A
Short not in use
U2 V2 W2
C31 A : Anode A
C21 R48
C11 L l 1
R48/1 R48/1 K : Cathode K G
6
187X G : Gate
T10 T11 T12 187X1 187X1 G:Smaller pin size
C12
K k C1 2 187X2 187X2
C22
2
2
C3 187X3 187X3 Optional
C32 A T10
1 C2 1 U 5 G
T11 Differential protection C/T
V2 V29 X4/F2 T12
+
V F2 K V28 187X : D.E-Magnetizing contact
G2 + W -
250Vac from panel side(150Vac, 10Aac)
G1 U 1.25sq (Supplied by switch board maker)
G2 6 Note for 187X
Generator side +F1 +F1
X7 -F2 -F2
Then terminal voltage of generator will be immediately
decreased by this short circuiting of exciting current.
>>
� Fig. 21 Connection diagram of medium & high voltage generator (for generator top mounted AVR): HS. 7

Generator control panel side 2 When reference value setter fitted
Main
A1 Reference value
+
R S T A3 setter (VR)
-
U V W 3 3
1 230V
3 400V 5
1.1.W 1 450V
T9 T1 T2 T3 5 3
1.1.V
S1/1
A1 : Voltage regulator
1.1.U 2.1 2.1 2.1 X1 S1/2 2 C1...C3 : Capacitor
3 3 3
1
S1/3 G1 : Main machine
1N 2N 11
4
5
4
5
4
5
10 A1 G2 : Exciter
2.2 2.2 2.2 7 L1 : Reactor
5
1.1 1.1 1.1
1.1 2.1
9 2 A1 T4 : Current transformer for droop comp.
A1 A1 T6 : Rectifier transformer
4 T4 1
+
T1 T2 T3 1.2 2.2
3
6 A3 A3 A3 V2 : Rotating rectifier
12 - X1...X4 : Plug connection
1.2 1.2 1.2 4 X2 X6...X7 : Terminal strip
(2N) 2 V29 : Rectifier module
8
8 1 20Vac
1.0SQ
R48 : By-pass resistor
U1 V1 W1 (1N) T6 7
6 X3 4 Current transformer for droop comp.
G1 1
5
4 5 3 6 Necessary for parallel operation
U1 V1 W1 3 3 3
3 U : Varistor G
U2 V2 W2 L1 K A
1U1 1V1 1W1 2U1 2V1 2W1
A
U2 V2 W2 5 V28 : Thyristor
Short not in use
C31 R48 A : Anode K G

C21 K : Cathode
C11 L l 1 6 G : Gate G:Smaller pin size
T10 T11 T12 187X1 187X1 187X T9 : Control transformer
K k C1 187X2 187X2
C12 2 2
2 C3
187X3 187X3 Optional
C22
C32 A 250Vac
1 C2 1 U 5 G 1.25sq
T10
T11 Differential protection C/T
+ V2 X4/F2 T12
V29 V K V28
187X : D.E-Magnetizing contact
G2 + W -
from panel side(150Vac, 10Aac)
(Supplied by switch board maker)
G1 U
G2 6 Note for 187X
Generator side +F1 +F1
X7
-F2 -F2
Then terminal voltage of generator will be immediately
decreased by this short circuiting of exciting current.
� Fig. 21-1 Connection diagram of medium & high voltage generator (for panel mounted AVR): HS. 7

A1 Reference value
+
R S T A3 setter (VR)
-
U V W 2W 2W 3 3
3 400V 1 230V
1 450V
2V 2V 5
5 3
1.1.W T9 T1 T2 T3
1.1.V 600V X1
S1/1
S1/2 2 A1 : Voltage regulator
2.1 2.1 2.1 1.25SQ S1/3 C1...C3 : Capacitor
1.1.U 3 3 3 Shield G1 : Main machine
11
1 cable
1N 2N 4
5
4
5
4
5
10
7
A1 G2 : Exciter
2.2 2.2 2.2 L1 : Reactor
X2/5 X2/5 2
1.1 2.1 9 2 A1 T4 : Current transformer for droop comp.
X2/9 X2/9 1
1.1 1.1 1.1
4 T4 250Vac 3
A3
+ T6 : Rectifier transformer
1.25sq 6 V2 : Rotating rectifier
T1 T2 T3 1.2 2.2 12
X2
-
X1...X4 : Plug connection
4
8 2 X6...X7 : Terminal strip
1.2 1.2 1.2 (2N)
20Vac V29 : Rectifier module
8 1 X3 1.0SQ R48 : By-pass resistor
U1 V1 W1 (1N) T6 7
6
5 3 6
4 Current transformer for droop comp.
1
5
4
Necessary for parallel operation
G1 U1 V1 W1 3 3 3
3 U : Varistor G
K A
U2 V2 W2 L1 1U1 1V1 1W1 2U1 2V1 2W1
A
5 V28 : Thyristor
Short not in use
U2 V2 W2
C31 R48 A : Anode K G
C21 R48/1 R48/1 K : Cathode
C11 L l 1 G : Gate G:Smaller pin size
6
T10 T11 T12 187X
187X1 187X1 T9 : Control transformer
K k C1 187X2 187X2
C12 2 2
2 C3
187X3 187X3 Optional
C22
C32 C2 A T10
1 1 5 G T11 Differential protection C/T
U
+ V2 X4/F2 T12
V29 V F2 K V28
187X : D.E-Magnetizing contact
G2 + W -
250Vac from panel side(150Vac, 10Aac)
G1 U 1.25sq (Supplied by switch board maker)
G2 6 Note for 187X
Generator side X7 Then terminal voltage of generator will be immediately
+F1 +F1 -F2 -F2 decreased by this short circuiting of exciting current.

2) Mode of operation of regulator 3) Installation

The generator voltage is fed to the regulator via plug The excitation equipment, thyristor voltage regulator,
connector X1 in a single-phase, two-circuit arrangement. main machine, and exciter are factory-wired.
Transformer T1 steps down the generator voltage which If necessary, the main leads and the reference-value
is then rectified by the load-side rectifier bridge V1, V4. selector must be connected to the terminals in the
This rectified voltage provides the actual pulse signal "Uist" terminal box according to the connecting diagram
the setpoint voltage Usoll and the supply voltage ① for supplied with the machine.
the regulator.
If the system uses a reactive current compensator,

current transformer T15 or interposing transformer T4 2.5 Operation (6 GA 2491)
of the excitation unit is connected to load resistor R1 via
plug-in contacts X2/5 and X2/9. 1) Thyristor voltage regulator
In this operating mode the actual voltage is composed The voltage regulates the voltage so that it complies
of the secondary voltage of transformer T1 and the with the setpoint selected.
voltage of load resistor R1. Frequency changes due to the droop characteristics of
the prime mover do not affect the voltage accuracy.
The magnitude of the resulting reduction in generator
voltage can be set with potentiometer S. The design and adjustment of the generator and the
If an external set point selector is used, this is connected excitation equipment permit continuous changes of the
by contacts X2/1 (A1) and X2/3 (A3). terminal voltage in the range of ±5% rated voltage via
In this case microswitch S1/3 of the regulator must be the setpoint selector under steady-state conditions and
opened. at loads varying from no load to rated load, and power
factors from 0.8 to unity unless specified otherwise on
A DC voltage of 0 to 10 V can be fed in via plug-in the rating plate.
contacts X2/6 and X2/2. If several rated voltages and frequencies are indicated on
This voltage acts on the comparator point of the control the rating plate, the above data apply to each of the rated
amplifier. voltages stated.
The setpoint can thus, for instance, be preset by higher- If the generators are operated at voltages exceeding
level equipment. ±5%, the generator output must be reduced.
Unrestricted operation at no load is permitted if the speed
Control amplifier ② (proportional again adjustable by is reduced.
potentiometer K and reset time by potentiometer T)
outputs a DC voltage which is converted into a time- During operation, the excitation circuit must not be
adjustable firing pulse for thyristor V18 or V28 via the interrupted since this would give rise to voltage surges.
loadside pulse unit ③ . If the generator must be de-excited, this can be
accomplished by short-circuiting the secondary side of
The generator excitation circuit is fed from rectifier rectifier transformer (T6) (Fig. 14).
bridge V29.
Resistor R48 and thyristor V28 form a parallel bypass
circuit to the field winding through which part of the 2) Transformer adjustment
current supplied by the excitation unit flows. The tappings used on the transformers are shown in the
This method provides for generator voltage control. test report.
In order to optimize the correcting action, a disturbance It is strongly advised not to change the original
variable is injected into the control amplifier via resistor adjustments.
R47. No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
Overvoltages above DC 600 V in the excitation circuit the original adjustments.
cause the overvoltage protector ④ to operate and
continuously fire the thyristor. In the case of identical plants, the THYRIPART excitation
Protection is thus provided for the stationary excitation system or the individual components can be interchanged
circuit of the generator. if necessary.
The transformer tappings, however, must be used in
accordance with the original ones.
>>
3) Regulator gain, setpoint voltage integral action The corresponding voltage reduction at 0.8 p.f. is 2.4%.
The control module comprises potentiometers U, K, T, In isolated operation and at any loading condition of the
R 47 and S. generator, the droop compensation provided for the
The rated generator voltage has been adjusted in the generator voltage can be checked with the following
factory on potentiometer U, and the dynamic behaviour relationship:
of the regulator on potentiometers K, T and R 47.
The settings are shown in the test report. △ Ust = 4% 1-cos2Φ∙IB/IN (%)
Potentiometer K is used to adjust the controller gain and e. g. at 0.8 pf, IB/IN = 1,
potentiometer T is used to adjust the integral action time,
whereas potentiomter R 47 is used to inject a disturbance △ Ust = 4% 1-0.82 ∙ 1 = 2.4 (%)
variable into the comparator point of the control amplifier
in order to adjust dynamic behaviour.
Turning the knob of K and R 47 in the direction of If the generator is to operate by it self, droop
descending numerals and that of T in the direction of compensation equipment is not required.
ascending numerals normally stabilizes the control circuit It can be deactivated by short-circuiting the secondary
and reduces the control rate. side of the associated current transformer or setting
The stability of the control circuit can also be improved by potentiometer S on the regulator to the left-hand stop.
increasing the bucking resistance, but the voltage setting
range of the regulator then is reduced at the lower band.
5) Parallel operation by cross-current
compensation
The setpoint of the generator voltage can be shifted via
potentiometer U or an additional external setpoint When provided with cross-current compensation,
selector (R = 4.7 ㏀ , P greater than 1 W) can be connected brushless synchronous generators are suitable for the
to terminals A1 and A3. operation in parallel with other generators of the same
Potentiometer U should be set to the centre position, and capacity.
microswitch S 1/3 on the printed-circuit board should be
opened. This parallel operation by cross-current compensation has
the same voltage under all loads condition from no-load
to rated load.
4) Parallel operation by droop compensation
equipment If the neutral points of several generators are
When provided with droop compensation equipment, interconnected or connected direct with the neutral
brushless synchronous generators are suitable for points of transformers and loads, currents at 300%
operating in parallel with each other or with a supply frequency may occur.
system.
The KW output is adjusted by the governor of the prime Their magnitude should be checked by measurements in
mover. the neutral conductors of the generators under all load
The speed characteristic of the prime mover should be conditions occurring.
linear and rise by at least 3% and not more than 5%
between rated load and no load. To avoid overheating the generators, these currents must
not exceed a value equal to about 50% of the rated
Droop compensating equipment ensures uniform generator current.
distribution of the reactive power and reduces the Higher currents should be limited by installing neutral
generator output voltage in linear with the increase in reactors or similar means.
reactive current.
Regarding generators with current transformer for droop

compensaton, potentiometer S in the regulator is
adjusted so that there is no reduction in the generator
voltage at unity p.f. but a 4% reduction at zero p.f.

� Fig. 22 Droop characteristic curve
2.6 Maintenance (6 GA 2491)
DANGER Excessive dust deposits should, however, be removed

using dry, compressed air.
Hazardous voltage
damage. For the maintenance of generator of its related parts,
Disconnect all power before working on this equipment. refer to trouble-shooting table 4-3, as shown on page 51.
When ordering spare parts, please state the type and

No periodic maintenance inspections of the THYRIPART
serial number of the generator as specified on the
excitation equipment are required.
rating plate.
� Fig. 23 Position of potentiometers on the voltage regulator
>>
03 Maintenance
3.1 Installation & Inspection Check List The purpose of this checklist is to ensure that all
installation and inspection work is fully carried out.
DANGER
It is therefore essential for the list to be filled in carefully.
Hazardous voltage
Will cause death, serious injury, electrocution or property The number of relevant questions will depend on the
damage. scope of the work to be carried out,
In the "Answer" column, "yes" or "no" or "n/a" (for "not
applicable") should therefore be checked off in each case.
NOTICE
In some lines, additional data or information must be
Before the initial starting for in-sevice, check the items on entered or irrelevant items deleted.
table 3-1 for sure. If any further explanations are necessary, they should be
If not, may cause fatal damage in generator.
placed in the report or final spec of the generator.
� Table 3-1. Installation & inspection check list
Condition of machines Answer Three-phase A.C. machines Answer

Installation Installation
before installation Yes N0 n/a Standard checks Yes N0 n/a
Packing of all machine Insulation resistance values

components undamaged? at ℃ winding temperature
Paintwork undamaged? 3 phases/earthed frame: ㏁

phase/phase: ㏁
Stator Measuring voltage: V
General (usually 500 V, DC)
Winding guards properly fixed

and locked? Rotor
All parts of the enclosure Insulation resistance values

properly assembled? at ℃ winding temperature
Stator foot bolts tightened Rotor winding/earthed shaft: ㏁

properly? Measuring voltage: V
(always 500 V, DC)
Stator dowel-pinned?
Earthing or protective conductor Electrical connections

connected?
HV machines must be connected Cables/bars properly connected?
to the earth bus
by a conductor of equal Cable strain-relief connected?
cross-section.
LV machines are to be included

in the protection
arrangements by the connection
of the green-yellow
protective conductor or the
concentric conductor of the
cable to the protective
conductor connecting terminal.

� Table 3-2. Installation & inspection check list
Bearings Answer Oil flow rates reference Answer

Installation Installation
Yes N0 n/a Yes N0 n/a
Drive-end
Journal bearings journal bearing ℓ/min
(Lubricating oil used)
Non-drive-end
Oil grade journal bearing ℓ/min
Viscosity at ℃
Condition of bearings and shaft The specified oil flow rates are
indicated on the bearing instruc-
Have any shipping bearing shells tion plate. With the specified
and/or shaft blocks been flow rates, about half the clear
removed? cross-sections of the oil drain
pipes are filled with oil.
Anti-rust coating removed?
shaft journals satisfactory? Rolling bearings
Oil rings fitted in the bearings?
Circularity of oil rings Grease lubrication
satistactory?
Oil-ring slots of bearings Type of grease
shells deburred and rounded
off?
Joint locked? General
Bearing sealing rings properly Check the flow of cooling water

fitted? (IP44):
Bearing thermometers fitted?
All bearing bolts properly Check the safety device in
tightened and locked? service, or not?
Bearing filled with oil to
centre marks of oil-level sight
glasses?
Running of oil rings checked?
Oil circulation system
Oil pipework cleaned and

pickled?
Pressure reducer fitted?
1) Inspection schedule
Daily Monthly
Check bearing. Check insulation resistance.
L.O. condition. Caution: Before checking insulation resistance,
Oil ring. disconnect and earthed the leads from A.V.R.
Noise. Bolts and nuts.
Vibration.
Temperature. Tighten all bolts and nuts.
Check electric circuit. Check ventilation openings.
Earth fault by earth lamp. Check air intake opening and its air filter, clean or
Check loading condition. replace the filter if necessary.
Voltage, output kW, current.
>>
03 Maintenance
Every 6 Before the machines are aligned and commissioned,

Monthly the bearings should be filled with lubricating oil since
Change lubrication oil and clean bearing. the machines are delivered without oil in the bearings
At the same time, check fitting or seating of bearing. (oil type is indicated on the name plate of the bearing).
Clean generator.
CAUTION 2) Operating description
Flying dirt, dust or other particles. NOTICE

May cause eye injury.
Wear safety glasses and dust mask when using Before starting, check if the bearing is filled with oil or not
compressed air. to the necessary oil level.
Upon stopping, the shaft rests on the lower bearing; there

Inspect generator winding and air filters for dirt, dust, oil,
is metal-to-metal contact.
and salt vapor accumulation.
Blow off contamination by dry and oil free compressed air.
During the start-up phase, the shaft rubs against the anti-
Wipe off accumulated vapor with lint-free cloth and
friction metal of the bearing. Oil lubrication is used.
adequate solvent.
Check electrical connection.
After having reached its transition speed, the shaft
creates its oil film.
DANGER
At this point, there is no further contact between the
Hazardous voltage shaft and bearing.
damage.
CAUTION
Prolonged operation at extremely slow rotation speeds
(several rpm) without lubrication could seriously damage
Inspect for loose electrical connection. for the service life of the bearing.
Inspect cracked, frayed or oil soaked insulation.
Tighten or replace if neccessary.
CAUTION
If the bearing temperature exceeds the normal operating
value of 15 K, stop the machine immediately.
Inspect the bearing and determine the causes.
3.2 Flange-Type Sleeve Bearing
Setting values of a safety device
(for ring lubrication system)
-Alarm: 90℃
-Trip: 95℃
1) Mounting
The flange-type sleeve bearings of electrical machines
are of the split type. 3) Oil change
They are ring-lubricated (Fig. 25) and are subject to the
Check the bearing temperature regularly.
following instructions supplementing and modifying the
The governing factor is not the temperature rise itself,
operating instructions of the machine:
but the temperature variations over a period of time.
If abrupt variations without apparent cause are noticed,
Corresponding to the operating conditions the sleeve
shut down the machine and renew the oil.
bearings of new machines have a favorable bearing
clearance which should not be changed.
The lubrication oil indicated on the data plate is used for
Scraping (spot-grinding) is not allowed not to make worse
starting up the machines at an ambient temperature of
the antifrictional qualities.
above +5℃.
It is recommended that the contour of the transmission

At lower temperatures (to about -20℃), it is necessary to
element remains within the hatched range (see Fig. 25)
preheat the oil.
to remove the upper part of the bearing housing for
If the ambient temperature is below -20℃ another type of
maintenance without removing the transmission element.
oil according to the special conditions is used.
Do not mix oils of different grades.

Recommended oil changing intervals are about 3000 4) Dismantling, assembling

and 6000 operating hours in the case of intermittent and
continuous duty. CAUTION
When cleaning, first flush the bearings with kerosene
When insulated shaft current is applied, the accessories in
and then with oil. contact with the bearing housing must be electrically
insulated.
NOTE
If the lubrication oil contains unusual residues or its color When dismantling the machine, the lower part of the
looks changed, bearings shall be inspected.
bearing housing need not be unscrewed from the end
shield. When opening the bearing housing, locate
Pour in the kerosene and oil through the top sight-glass which side of the machine the adjusting shims
hole. (upper and lower parts) are installed.
Leave the drain open until all the kerosene has been
removed and clean oil runs out. These shims must be installed in the same place when
Now, plug the drain and fill the bearing with oil up to the assembling the machine.
centre of the lateral inspection glass.
Exceptions are possible if the stator core was changed.
When the machine has run up to speed, check the oil ring Drain the oil, take off the upper part of the bearing
through the top inspection glass to see that it rotates housing and the upper bearing shell, lift the shaft very
correctly, and check the bearing temperature. slightly and turn out the lower bearing shell and the
sealing rings in a peripheral direction.
Should the bearing temperature not drop to the normal
value after the oil change, it is recommended that the The oil ring can be withdrawn by holding it at an inclined
surfaces of the bearing shells be inspected. position to the shaft.
If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the
upper bearing shell for thermofeeler with oil to improve
heat transfer and top up with oil every time the
lubricating oil is changed.
� Fig. 24 Oil pockets and oil grooves
① flattened to running face
>>
03 Maintenance
If only slight damage has occurred to the bearing The replacement bearing shells are delivered by the
surface, it may be re-conditioned by scraping, as long as works with a finished inner diameter.
the cylindrical shape of the bore is maintained, so that a Oil rings which have become bent through careless
good oil film can form. handling will not turn evenly.
The lining must be renewed if more serious damage is
found. Straighten or replace such rings.
The oil pockets and grooves of the new lining or scraped Replace any damaged sealing rings.
shell should be cleaned and finished with
particular care (Fig. 24).
� Fig. 25 Ring-lubricated flange-type sleeve bearings (examples, delivered design may deviate in details)
2
。
a 14
45
25 1
26 3
4
d1
18
d2
6
19
27
32
15
Limiting range for
transmission element 8
1. Screw plug 20
(thermometer mounting and oil filling point)
1 2. Inspection glass
2 3. Sealing ring for 2
3 4. Sealing ring for 1 21
4 14 5. Bearing housing, upper part, drive end
6. Cylindrical pin
5 7. Sealing ring, upper half, drive end
8. Guide pin to prevent twisting
6 9. Upper bearing shell, drive end 22
7 10. Oil ring, drive end
11. Lower bearing shell, drive end
8 12. Bearing ring, lower half, drive end
15 23
9 13. Sealing ring, lower half, drive end
14. Taper pin
15. Guide pin to fix bolted parts 24
16. Sealing ring for 17 3
17. Drain plug 2
10 18. Bearing housing, upper part, non-drive end 16
19. Sealing ring, upper half, non-drive end 17
20. Upper bearing shell, non-drive end
21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end 28
11 24. Sealing ring, lower half, non-drive end 29 31
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
12 27. Lower adjusting shim, drive end
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
13 30. Lower adjusting shim, non-drive end
3 30
2 31. Protective cap
32
32. Pressure compensation opening
16
17 d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22

3.3 Flange-Type Sleeve Bearing It is recommended to use a control system adjusted in

(forced lubrication system) such a manner to have an oil temperature of 15 to 20℃
in the tank and to have a preheated oil flow through the
1) Mounting cold bearings for 5 to10 minutes before starting up the
The flange bearings of these electrical machines are of machine.
the split type. Do not mix oils of different grades.
They are lubricated by an oil ring and provided
additionally for forced lubrication (Fig. 27) The necessary pressure of the oil entering the bearings
They are subject to the following instructions supple- and the oil flow rate are indicated on the data plate.
menting and modifying the operation instructions of the Adjust these values when starting up the machine for the
machine: first time and correct them when the bearing has attained
Corresponding to the operating conditions, the sleeve its normal running temperature.
bearings of new machines have a favorable bearing The oil in the bearing housing must not ascend over the
clearance which should not be changed. center of the lateral inspection glass.
Scraping (spot-grinding) is not allowed not to make worse
the antifrictional qualities. If the bearings are fitted with thermometers for checking
the bearing temperature, fill the thermometer well in the
It is recommended that the contour of the transmission upper bearing shell for the thermofeeler with oil to
element remains within the hatched range (see Fig. 27) improve heat transfer and top up with oil every time the
to remove the upper part of the bearing housing for lubricating oil is changed.
maintenance without removing the transmission element.
In the case of insulated bearings, make sure that the
Before the machines are aligned,the bearings should be insulation is not bridged by the tubes.
filled with lubricating oil (oil type is indicated on the name Interrupt the electrical conductivity of the tubes near the
plate of the bearing) since the machines are delivered bearings, e.g. by installing oil-resistant fittings of plastic
without oil in the bearings. material or hoses of rubber or plastic material.
Connect the bearings to the oil pump, oil tank and cooler
before commissioning the machines. 2) Operating description
No reducers must be fitted in the piping.
NOTE
Install a regulating orifice on the oil supply line to protect
the bearing from flooding. Before starting, check if the bearing is filled with oil or not
If the oil pump fails, the lubrication maintained by the oil to the sufficient oil level.
ring is effective for about 15 to 30 minutes, provided the

oil contained in the bearing does not drain away. Upon stopping, the shaft rests on the lower bearing; there
is metal-to-metal contact.
To prevent this, connect the oil discharge tube on that
side where the oil ring moves downward into the oil. During the start-up phase, the shaft rubs against the anti-
In addition to this, install a non-return valve in the oil friction metal of the bearing.
supply line. Oil lubrication is used.
As an alternative raise the level of the oil in the bearing
to 100 mm. After having reached its transition speed, the shaft
Oil discharge tubes must terminate flush with the inside creates its oil film.
surface of the bearing housing to prevent the oil rings At this point, there is no further contact between the
from rubbing against the tubes. shaft and bearing.
CAUTION
Fill the oil tank with the lubricating oil indicated on the
data plate. Prolonged operation at extremely slow rotation speeds
This oil is used for starting up the machine at an ambient (several rpm) without lubrication could seriously damage
temperature of above +5℃. for the service life of the bearing.
At lower temperatures, preheat the oil.
>>
03 Maintenance
CAUTION 4) Dismantling, assembling

If the bearing temperature exceeds the normal operating
value of 15 K, stop the machine immediately. CAUTION
Inspect the bearing and determine the causes.
When insulated shaft current is applied the accessories in
Setting values of a safety device
contact with the bearing housing must be electrically
-Alarm: 90℃
insulated.
-Trip: 95℃
When dismantling the machine, the lower part of the

Switch on the oil pump before starting up the machine.
bearing housing need not be unscrewed from the end
The use of a pump driven from the shaft of the main
shield.
machine is permitted only in special cases, such as when
When opening the bearing housing, locate on which side
the acceleration and coasting times are short.
of the machine the adjusting shims (upper and lower parts)
are installed.
3) Oil change
These shims must be installed in the same place when
Check the bearing temperature regularly.
assembling the machine.
The governing factor is not the temperature rise itself, but
Exceptions are possible, if the stator core was changed.
the temperature variations over a period of time.
Drain the oil, take off the upper part of the bearing housing
If abrupt variations without apparent cause are noticed,
and the upper bearing shell, lift the shaft very slightly and
shut down the machine and renew the oil.
turn out the lower bearing shell and the sealing rings in a
peripheral direction.
Recommended oil changing intervals are about 20,000
The oil ring can be withdrawn by holding it at an inclined
operating hours.
position to the shaft.
After the machine has come to a stand-still and the old oil
If only slight damage has occurred to the bearing surface,
is drained out of the bearings and oil tank operate the oil
it may be reconditioned by scraping as long as the
pump with kerosene for a short time and then with oil to
cylindrical shape of the bore is maintained, so that a good
clean the bearings.
oil film can form.
The lining must be renewed if more serious damage
For the oil pump, the oil tank, the cooler and the pipe
is found.
lines: Pour in the kerosene and then the oil through the
The oil pockets and grooves of the new lining or scraped
filling opening of the oil tank.
shell should be cleaned and finished with particular care
Leave the drains open from time to time until all the
(Fig. 26).
kerosene has been removed and clean oil runs out of the
bearings and oil tank.
The replacement bearing shells are delivered by the works
Then plug the drains and fill the tank with oil.
with a finished inner diameter.
Should the bearing temperature not drop to the normal
Oil rings which have become bent through careless
value after the oil change, it is recommended that the
handling will not turn evenly.
surfaces of the bearing shells be inspected.
Straighten or replace such rings.
Replace any damaged sealing rings.
� Fig. 26 Oil pockets and oil grooves
① flattened to running face

5) Lubrication oil cooler for generator bearings Front and rear chambers of lubrication oil cooler can be
Forced lubrication system may have lubrication oil cooler disassembled in case of water leakage.
for technical reason. However, lubrication oil cooler do not need any overhaul
works unless oil or water leakage happen because it
requires additional compression test when those
chambers are disassembled.
� Fig. 27 Flange-type sleeve bearing for forced-oil lubrication (examples, delivered design may deviate in details)
1. Screw plug
(thermometer mounting and oil filling point)
2. Inspection glass
3. Sealing ring for 2
2 14
5. Bearing housing, upper part, drive end 1
1 6. Cylindrical pin 3
2 4
7. Sealing ring, upper half, drive end
3
4 8. Guide pin to prevent twisting
14 18
9. Upper bearing shell, drive end
10. Oil ring, drive end 6
5
11. Lower bearing shell, drive end 19
12. Bearing housing, lower part, drive end
6
13. Sealing ring, lower half, drive end 15
7
14. Taper pin
8
15. Guide pin to fix bolted parts
8 15 20
9
17. Drain plug
18. Bearing housing, upper part, non-drive end
19. Sealing ring, upper half, non-drive end 21
20. Upper bearing shell, non-drive end
10 21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end
24. Sealing ring, lower half, non-drive end 22
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
11
27. Lower adjusting shim, drive end 23
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
12 24
30. Lower adjusting shim, non-drive end 3
31. Protactive cap 2
13 32. Pressure compensation opening
3 16
33. Oil supply tube with orifice
2 17
34. Oil discharge tube with sight glass
35. Lubrication oil cooler
16
17 28
29 31
a
25
45
26
30
100mm
32
d1
d2
35
33
34 Cooling water discharge
27 Cooling water supply
32
Limiting range for

transmission element
d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22
>>
03 Maintenance
3.4 Rolling-Contact Bearing (series 02 and 03) Initial lubrication of the bearings is normally carried out in
the works with an Alvania #2 grease satisfying the
1) Mounting conditions of the running test at a test temperature of
Electrical machines fitted with rolling-contact bearings 120℃ to DIN 51 806.
mentioned above are subject to the following If a different type of grease is required, this is indicated on
instructions supplementing and modifying the operating the data plate, provided that the particular operating
instructions of the machine: conditions were given in the order.
CAUTION
The locating bearings are deep-groove ball bearings for
horizontally mounted machines. Do not mix grease of different soapbases.
These bearings may also be in pairs with cylindrical roller When changing the type of grease, clean the bearing
beforehand using a brush with solvent.
bearings in the case of bearings is not guided radially and
is prevented from rotating by compression springs.
NOTE
The locating bearings for vertically mounted machines are The most widely-used solvent is gasoline: white spirit is
angular-contact ball bearings of type range 72 or 73 (For acceptable.
angular-contact ball bearings with increased axial fixation,
see supplementary operating instructions).
DANGER
The floating bearings are deep-groove ball bearings or
The prohibited solvents are:
cylindrical roller bearings.
Chlorinated solvent (trichlorethylene, trichloroethane)
In the case of deep-groove ball bearings as floating which becomes acid.
bearings, the axial play is compensated by means of Fuel-oil (evaporates too slowly).
compression springs. Gasoline containing lead.
Benzine (toxic)
2) Regreasing For regreasing, clean the lubricating nipple and press in

the grease quantity indicated on a data plate, using a
NOTE grease gun.
A common mistake is over-lubrication of bearings. When Keep the new grease meticulously clean.
grease is added without removing the drain plug, the
excess grease must go somewhere and usually it is forced
into and through the inner bearing cap and is then thrown
into the windings. Proper lubrication is desired, but some
under-lubrication is less dangerous than over-lubrication.
� Fig. 28 Examples for bearing combinations
Deep-groove ball bearing

Cylindrical roller bearing
Angular contact ball bearing

The shaft should rotate during regreasing, hence the 4) Dismantling, assembling
machines need not be stopped. For working on the locating bearing in the vertical
After regreasing, the bearing temperature will rise by a position of the machine, support or discharge the rotor.
few degrees and will drop to the normal value when the
grease has reached its normal service viscosity and the It is recommended that new rolling bearings be installed
excess grease has been forced out of the bearing. as follows: Heat the ball bearings or the inner ring of the
roller bearings in oil or air to a temperature of approx 80
It is recommended that the lubricating instructions be ℃ and slip them onto the shaft.
strictly followed. Heavy blows may damage the bearings and must be
Special cases may require lubrication according to special avoided.
instructions, e.g. where there is an extreme coolant
temperature or aggressive vapours. When installing single angular-contact ball bearings, make
sure that the broad shoulder of the inner ring (and the
The old grease from several regreasing operations gathers narrow shoulder of the outer ring) in operating
in the space inside the outer bearings caps. position points upwards, i.e. in a direction opposite to
Remove the old grease when overhauling the machines. that of the axial thrust.
The model of bearing is favorably chosen for direction and When assembling the machines, avoid damage to the
size of load (type of construction, forces acting on the sealing rings.
shaft) and therefore it should not be hung. Rubber sealing rings (V-rings) should be carefully fitted
The permissible values of axial and radial forces may be over the shaft as shown the illustration.
taken from the list of machine or may be inquired about.
New felt sealing rings should be so dimensioned that the
The machines should operate in only one type of shaft can run easily while proper sealing is still effected.
construction as shown on the rating plate, because Before fitting new rings, soak them thoroughly in highly
another type of construction requires perhaps further viscous oil (normal lubricating oil N68 to DIN 51 501)
measures in addition to a modification of the model of having a temperature of approx 80℃.
bearing.
In this case an inquiry is always necessary.
5) Locating faults
The trouble shooting table 4-6 helps to trace and remove
3) Lubrication
the causes of faults as shown on page 53.
Regrease the bearings if the machines have been Sometimes, it is difficult to assess damage to the
unused/stored for longer than 2 years. bearings. In this case, renew the bearings.
>>
03 Maintenance
� Fig. 29 Floating bearings (examples, delivered design may deviate in details)
⑦
⑥
⑤
④
③
②
①
⑧
⑩
⑨
⑥
⑤
Cylindrical roller bearing
④
③
②
①
⑧
⑨
⑬
⑫
⑩
⑥
⑪
with compensation of ④
axial play ③
②
①

with compensation of
axial play, with bearing
housing brush and
intermediate ring
① V-ring 1) ⑨ Deep groove ball bearing (floating-bearing)

② Outer bearing cap 1) ⑩ Compression spring 1)
③ Circlip 1) ⑪ Bearing housing ring
④ Grease slinger 1) ⑫ Bearing housing brush
⑤ Bearing housing 1) ⑬ Cylindrical pin
⑥ Lubricating nipple
⑦ Cylindrical roller bearing 1)
⑧ Inner bearing cap with felt sealing rings 1) 1)
floating bearing side

� Fig. 30 Locating bearings (examples, delivered design may deviate in details)
�
�
�
⑥
�
�
⑭
�
�
�
Single bearing, shaft ⑥
⑭
does not pass through �
the outer bearing cap �
⑮
⑭
�
�
�
⑥ � �
⑥
Single bearing, shaft �
� �
passes through the �
outer bearing cap
� �
� �
⑭ �
� �
�
�
� � �
⑥
�
⑥ Duplex bearing, shaft �
does not pass through
the outer bearing cap �
⑮ �
⑭
⑭
Angular-contact ball Angular-contact ball

bearing placed below bearing placed below
Duplex bearing, shaft

passes through the
outer bearing cap
⑥ Lubricating nipple
⑭ Inner bearing cap with felt sealing rings 2) � Fig. 31 Fitting instructions for V-ring and oil seal for shaft
⑮ Angular-contact ball bearing
� Bearing slinger 2)
� Grease slinger 2)
� Circlip 2)
� Outer bearing cap 2)
� V-ring 2)
� Deep-groove ball bearing (locating bearing)
or angular-contact ball bearing
� Compression spring 2)
� Cylindrical roller bearing 2)
� Cylindrical roller bearing 2)
� Oil seal for shaft 1) 2) 3)
1)
floating bearing side
2)
locating bearing side
3)
special operating conditions only Single bearing, shaft does not pass through the outer bearing cap
>>
03 Maintenance
3.5 Coupling A-type (single-bearing generators Insert shims underneath the mounting feet until the
with flanged shaft and one-part fan wheel) centering faces of the generator flange and engine
(flywheel) or gear flange are in line with the flanges being
1) Transport parallel to each other.
The following instructions supplementing and modifying
the basic operating Instructions apply to single-bearing Experience shows that less shims are required at the non-
generators of type of construction B2 or B16 which are drive end than at the drive end, since the engine coupling
coupled with diesel engines or turbines: flange is inclined by the weight of the flywheel.
Bolt the coupling flanges together while re-pressing the
For transport and assembly, the generator rotor is generator axially, lightly tighten the foot bolts, and undo
centered radially and fixed axially by means of bolted the retaining-ring halves.
retaining-ring halves fitted between the drive-end shield
(unsplit) and the shaft supporting ring (Fig. 32).
3) Checking the air gap (Fig. 34)
The ring halves should therefore not be detached before
the generator is assembled with the diesel engine or Check the air gap between the shaft supporting ring and
turbine. the drive-end shield.
The gap should be uniform all around.
If the maximum difference between the measured
� Fig. 32 Rotor locking device (example, delivered values "a max-a min" exceeds 0.3 mm, correct the gap
design may deviate in details)
by inserting or removing shims underneath the
mounting feet.
Experience indicates that the number of shims to be

inserted or removed at the non-drive end is only 50%
of the number at the drive end.
Tighten the holding-down bolts and check the web
clearance of the diesel engine.
It may be necessary to correct the air gap and the web
clearance several times.
� Fig. 33 Aligning the coupling flanges

① Drive-end shield ④ Flanged shaft
② Retaining ring half ⑤ Fixing screw for 1
③ Shaft supporting ring ⑥ Fixing screw for 3
2) Aligning the coupling flanges (Fig. 33)

Careful alignment of the coupled machines prevents
additional bearing and shaft stresses, as well as uneven
and noisy running.
It is particularly important to achieve a uniform air gap.
The machine shall be installed on a concrete foundation
or a baseframe.
� Fig. 34 Checking the air gap and the position of the rotor
Check to see that the machine seating surfaces have

been made in accordance with the drawings.
The generator should be aligned with the diesel engine or
the turbine with gearing (the prime mover should have
already been installed and aligned in accordance with the
manufacturer's instructions).
The generators are aligned and coupled as follows: Place
the generator onto the concrete foundation or baseframe.

� Fig. 35 Fixing of the retaining-ring halves after � Fig. 36 Rotor locking device (example, delivered
assembling with prime mover design may deviate in details)
Engine flywheel
housing 7 6
5
3
3 4
2
Engine
flywheel
Guide
shaft
Generator foot
5
6
4
1
① Enerator frame ⑤ Screw for ②

② Lamination plate ⑥ Screw for ①
4) Position of rotor in longitudinal direction (Fig. 34) ③ Holding devices, inside ⑦ Access cover for ③
④ Holding devices, outside
Originally, the generator rotor had been located axially
in the correct position by the bolted-on retaining-ring
halves.
Since single-bearing generators have a floating (rolling or 2) Aligning the lamination plate coupling (Fig. 36)
sleeve) bearing at the non-drive end, the axial position of Careful alignment of coupled machines prevents additional
the rotor may have been changed during alignment. bearing and shaft stresses as well as uneven and noisy
running. It is particularly important to achieve a uniform air
A check should therefore be made to ensure that the axial gap. The machine may be installed on a concrete
clearance of (6±0.8)mm between the flange faces foundation or a base frame.
of the drive-end shield and the shaft supporting ring has
been maintained. Check to see that the machine seating surfaces have been
Otherwise the stator frame should be shifted axially. made in accordance with the diesel engine (the prime
mover should have already been installed and aligned in
accordance with the manufacturer’s instructions.
5) Fixing the retaining-ring halves
Thereupon, screw the retaining-ring halves to the drive- The generators are aligned and coupled as follows:
end shield as shown in Fig. 35. Place the generator onto the concrete foundation or base
The ring joint should be vertical. frame. Align the mounting feet until the centering faces of
Close off the threaded holes in the retaining-ring halves the generator side and engine flywheel and its housing are
by means of the screws supplied, and lock the screws in line with lamination plates being parallel to each other.
with spring washers.
When coupling the generator with the engine, the outer
holding devices (No. 4) shall be removed before inserting
generator guide shaft to flywheel. After inserting the shaft,
3.6 Coupling B-type (single-bearing generators inner holding device (No. 3) shall be removed and further
with lamination plate) coupling works carried our in accordance with standard
instructions of the engine maker.
1) Transport
The following instructions apply to the generators coupled For reference, this type of coupling does not need shim
with engine using lamination type coupling. plate under the generator.
Removed holding devices shall be stored on generator foot

For transportation and assembly, the generator rotor is
after coupling for the future transportation or repairing
centered radially and fixed axially by means of the holding
works.
devices fitted between generator frame and lamination
plates or fan assembled (Fig. 36).
3) Checking the air gap

Therefore, those holding devices must be fixed tightly
This type of coupling does not need to check air gap
inner and outer sides for sure when transport. This is for
because engine flywheel housing/ generator frame and
centering the generator rotor radially and axially.
engine flywheel/ generator rotor are directly coupled.
>>
03 Maintenance
4) Position of rotor in longitudinal direction 3.8 Air Filters

(Fig. 37)
After generator is completely coupled, position of rotor 1) Air filter cleaning period
shall be checked in longitudinal direction by opening the The cleaning period depends on the site conditions.
bearing cover and comparing the measurement with the The cleaning of the filter is requested if the record of the
value, A specified inside of the cover as shown on Fig. 37. stator winding temperature (using the stator winding
This value has been marked at the factory as required to sensors) indicates an abnormal increase in temperature.
be kept when coupled with the engine considering
bearing gap measured.
2) Air filter cleaning procedure
� Fig. 37 Checking the position of rotor The filter element (flat or cylindrical) is immersed in a
tank of cold or warm water (temperautre less than 50℃).
Use water with detergent added.
A±0.5 mm
Shake the filter gently to ensure that the water flows
through the filter in both directions.
� Fig. 38 Installation for air filter

Shaft end
Bearing end
Required dimension A
specified inside of
bearing cover
Bearing cover
[Type I]
3.7 Coupling (double bearing generator)

Air filter mat
1) Fitting the coupling element

The coupling element must be balanced separately
before fitting the machine shaft.
A residual unbalance of coupling element should be
less than class G 2.5 grade to ISO standard.
2) Without axial end play at bearing

The alignment must take the tolerance of the coupling
element into account.
[Type II]
The axial, radial and angle tolerance are to be acceptable
by coupling element property.
Air filter mat
3) With axial end play at bearing

In this case, the axial position of the rotor assembly was
adjusted during the initial test at the factory.
The generators are delivered with a magnetic center

gauge at the drive bearing side with a groove on the
shaft and must be kept in the rotor position during the
alignment with the prime mover.
[Type III]

When the filter is clean, rinse it with clear water. The supply leads should be matched to the rated current
Drain the filter properly (there must be no more formation in line with VDE0100 and their cross section must not be
of droplets). excessive.
The main circuit is normally connected at both sides of
Refit the filter on the machine. the circuit bars with conductor cross sections of max.
300 ㎟ and may be made by cable lugs or when
CAUTION connecting parts used in hazardous locations which are
Do not use water with a temperature higher than 50℃. present without any lugs.
Do not use solvents.
The ends of the conductors should be stripped in such a
Do not clean the filter using compressed air. way that the remaining insulation almost reaches up to
This procedure would reduce filter efficiency. the lug or terminal (≤5 mm).
In the case of cable lugs with long sleeves, it may be
necessary to insulate the latter to maintain the proper
clearances in air.
3.9 Terminal Box If using cable lugs, see that the dimension of the cable
lugs and its fastening elements (normally M12) agree with
DANGER the holes in the copper bus bar.
High voltage Use hexagon-head screws with a min. breaking point of
Power source must be disconnected before working on 500 N/㎟ , hexagon nuts and spring elements which are
equipment.
protected against corrosion according to DIN 43673.
Failure to disconnect power source could result in injury
or death.
Terminal box only to be opened by skilled personnel. The connection of accessories is achieved by terminal
strips.
Use a 5 mm maximum screwdriver to work on the
1) Description
blocking screws.
Use the attached terminal box drawing in the final
See the terminal connection diagram in the final
specification.
specification.
The main terminal box of the machine is located on the
top of the machine.
The supply leads－particularly the protective conductor－
The neutral and phase wires are connected to the copper
should be laid loosely in the terminal box with an extra
bus bar-one copper bus bar per phase and one copper
length for protecting the cable insulation against splitting
bus bar per neutral line (option).
and to prevent the terminals and circuit bars from the
See terminal box diagram in the final specification.
tension load of the leads.
The openings provide access to the terminals.
The gland plates are made of non-magnetic materials in
They should be introduced into the terminal box through
order to avoid circulating currents if needed.
cable entry fittings and sealed.
Protected fittings with strain－relief cleats should be used
Compare the supply voltage with the data on the rating
for loose leads to prevent them from becoming twisted.
plate. Connect the supply leads and the links in
Close off any unused cable-entry openings.
accordance with the circuit diagram in the final
specification.
Pay attention to the right direction of rotation (phase
sequence in the case of three phase and polarity in the
case of direct current).
>>
03 Maintenance
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
� Fig. 39 For single bearing type A.C. generator
{Ⅰ}
1. Take away bolts ①, ②

2. Take away support ring (upper part) ③
3. Take away bolts ④, ⑤
Coupling Anti-coupling
4. Take away bearing upper part ⑥
side side
5. Take away bearing shell ⑦ and oil ring ⑧
6. Take away bolts ⑨ and support ring under
part ⑩
7. Take away bolts ⑪ and bearing under part ⑫
8. Take away endshield ⑬, ⑭
{Ⅱ}
9. Insert protective sheet ⑮

10. Take away bolts �
11. Draw out fan �
{Ⅲ}
12. Hang the shaft end with rope both side.

13. Shift the rotor toward anti-coupling side.
(shaft journal should be protected from
any damages by wrapping in cloth)
{Ⅳ}
14. Shift the rotor assembly to anti-coupling

side as left description.
15. Hang the rotor assembly at its center
position by the rope.
16. Take away the rope of coupling side.
{Ⅴ}
17. Take away the rotor out of the stator.

� Fig. 40 For double bearing type A.C. generator
{Ⅰ}
1. Take away bolts ①

2. Take away bolts ②
Coupling Anti-coupling
3. Take away bearing upper part ③
side side
4. Take away bearing shell ④ and oil ring ⑤
5. Take away bolts ⑥ and bearing under
part ⑦
6. Take away endshield ⑧
{Ⅱ}
7. Insert protective sheet ⑨

8. Take away bolts ⑩
9. Draw out fan ⑪
{Ⅲ}

any damages by wrapping in cloth )
{Ⅳ}
12. Shift the rotor assembly to anti-coupling

13. Hang the rotor assembly at its center
14. Take away the rope of coupling side.
{Ⅴ}
>>
03 Maintenance
� Fig. 40
41 For
For single
doublebearing
bearingwith
typelaminated
A.C. generator
plate type A.C. generator
{Ⅰ}
11
1. Take away bolts ①, ②

2 2. Take away support pieces ③
6
1
Coupling 3 4 Anti-coupling 3. Take away bolts ④, ⑤
5
side side 4. Take away bearing upper parts ⑥
7 5. Take away bearing shell ⑦ and oil ring ⑧
8 6. Take away bolts ⑨ and bearing under
9 10 part ⑩
7. Take away end shield ⑪
15 {Ⅱ}
14 13
8. Insert protective sheet ⑫
9. Take away bolts ⑬
10. Draw out support ring and fan ⑭, ⑮
12
{Ⅲ}

any damage by wrapping in cloth )
{Ⅳ}
No touch
with the coil
end part 13. Shift the rotor assembly to anti-coupling
(see note No.12)
SHIFTING 14. Hang the rotor assembly at its center
Take away the rope of coupling.
Place sleeper
WALL
20�걱
{Ⅴ}
SHAFT END SEE OUTLINE DWG.

3.11 Cooler 3) Stop the machine

Leak detection for a double-tube exchanger:
1) General points If a leak is detected, cut off the power supply of the water
The purpose of the cooler is to remove machine heat in/outlet lines and change to emergency operations
losses (mechanical, ohmic etc). according to Fig. 45, 47, 49 immediately.
The exchanger is located on the top of the machine. The problem must be ascertained and repaired.
Remove the two water boxes, apply a slight positive
Normal operation: pressure in the leakage chamber and between the two
The air is pulsed by a fan fixed to the synchronous tubes (only concerns double-tue coolers).
machine shaft. If a tube is damaged, plug it at both ends.
Use a tapered plug.
Description of air-water double tube exchanger Preferably the plug should be made of salt-water
The double-tube technique keeps the cooling circuit from resistant aluminium bronze or a synthetic material.
being affected by possible water leakage.
The double tube provides a high safety level.
In case of leakage, the water goes from the inside of the 4) Leak detection (float system)
internal tube to the coaxial space between the two tubes. A magnet float activates a switch located in the float case.
The water is drained axially to a leakage chamber where
it may activate a sensor. � Fig. 42 Leakage detector
An exchanger comprises a fin-tube block containing:

�a steel frame.
�a fin-tube block expanded mechanically to the tubes.
The tube bundle is roll-expanded in the end plates.
The water distribution in the tubes is provided by two
removable water boxes.
A water box is equipped with collars for fitting the inlet
and outlet lines.
Neoprene seals ensure water tightness between the
water boxes and the end plates.
2) Cleaning
The frequency of cleaning operations depends essentially
on the purity of the water used.
We recommend to inspect annually at least. 5) Cooler removal
The life of zinc block for anti-corrosion is about a year. The cooler unit is slid into its housing.
Therefore, replace it with a new one every year. It is possible to remove the cooler from the housing
Cut off the water supply by isolating the inlet and outlet without removing the water boxes as shown in Fig. 43.
lines, and drain the water. The cooler is fastened to the housing via a series of
screws on the housing.
Disconnect the leak sensor (option with double-tube Remove the water supply and return pipes.
cooler), and make sure that there are no leaks. Provide two eye-bolts to hold the cooler when it comes
Remove the water boxes on each side of the machine. out of its housing.
Rinse and brush each water box. Remove the cooler using slings that can be attached to
the connecting flanges.
NOTE
Do not use a hard wire brush as this will remove the

protective tar-epoxy layer which has formed on the 6) Cooler re-assembly
surfaces of the water boxes.
Carry out the operations of the "Cooler Removal" Fig. 43
Clean each tube with a metal scraper.
in the reverse order. Be careful to push the cooler
Rinse in soft water.
Keep the leakage chamber dry (double-tube water-cooler completely into its housing before tightening the
only) fastening screws of the cooler to the casing.
>>
03 Maintenance
3.12 Cooling-Water Failure Emergency Operation The following supplements the machine description and
the module for the closed-circuit cooling.
1) HFJ 5, 7 & HSJ 7 Type Should the cooling water supply fails, the machine can be
(1) Changing over to oepn-circuit cooling changed over to an open cooling circuit (Fig. 45), as
Generators have a facility for emergency operation if the follows:
cooling water supply fails.
� Fig. 43 Cooler removal
[Type I] [Type II ]
2
① Cover ④ Gasket for 5

② Gasket for 1 ⑤ Air to water cooling element ① Side cover ③ Cooler housing
③ Cooler housing ② Top cover ④ Air to water cooing element
� Fig. 44 Normal operation with air-to-water � Fig. 45 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
① Air vent with cover closed. ⑤ Air vent with cover open.
② Enclosure cover. ⑥ Air cut-off plate before insertion.
③ Air vent with cover closed. ⑦ Air cut-off plate, inserted and screwed tight.
④ Air-to-water cooler. ⑧ Air vent with cover open.

The electrical version of the alternator remains (2) Changing over to closed-circuit cooling
unchanged. Operation should be changed back from emergency to
normal operation with air-to-water closed-circuit cooling
[Type I] as soon as possible in the reverse sequence described
�Open the air vents at the non drive end for the air inlet above.
and at the drive end for the air outlet (Figs. 44 and 45 -
No. 3 & 5),
�Remove enclosure or cover 2 (Fig. 44)
�Insert air cut-off plate 6 (Fig. 45) into the slot in the
raised section on the housing on the hot air side of
the cooler and secure.
[Type II]
�Open the air vents at the drive end for air inlet and at
the non drive end for air outlet (Fig. 46, No. 1 & 2)
�Remove the access cover (Fig. 47, No. 7)
�Insert air cut-off plate (No. 4) and secure inside of
cooler housing
� Fig. 46 Normal operation with air-to-water � Fig. 47 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
4 7
1 5 6
2
Drive end Non drive end Drive end Non drive end
4
4
① Air vent with cover, closed ⑤ Air vent, open

② Air vent with cover, closed ⑥ Air vent, open
③ Air-to-water cooler ⑦ Access cover for ④
④ Air cut-off plate
>>
03 Maintenance
2) HFJ 6, 7 & HSJ 7 Type �Detach the cover (No. 2) from the opposite side the
(1) Changing over to open-circuit cooling cooling water connections, insert the air-stop plate
On failure of the cooling-water flow, the following (No. 3) and secure with the screws provided.
operations are required to convert the generator for
emergency operation with open cooling. (2) Changing over to closed-circuit cooling
The electrical version of the generator remains Operation should be changed back from emergency to
unchanged. normal operation with air-to-water closed-circuit cooling
�Detach louvered covers (No. 4) together with the as soon as possible in the reverse sequence described
closure plates (No. 5) at the drive and non drive ends, above.
remove closure plates and attach louvered covers in
their original positions (Fig. 48).
� Fig. 48 Normal operation with air-to-water closed-circuit cooling
Drive end Non drive end
② Cover for No 1.
④ Louvered cover (emergency operation).
⑤ Closure plate.
� Fig. 49 Emergency operation with open cooling circuit following failure of the cooling water supply
Drive end Non drive end
① Air-to-water cooling element.

③ Air-stop plate (emergency operation).
④ Louvered cover (emergency operation).

04 Trouble Shooting
4.1 Excitation Part for SPRESY 15 4.2 Excitation Part for 6 GA 2491
In the case of faults, it is advisable to check the voltage DANGER

controller, excitation equipment, and main machine with
Hazardous voltage
an exciter separately. Will cause death, serious injury, electrocution or property
For troubleshooting in the thyristor voltage controller, all damage.
the leads connecting excitation equipment and thyristor Disconnect all power before working on this equipment.
voltage controller must be disconnected, and if present,
the intermediate transformers of the droop-compensating
Troubleshooting shall be carried out according to
equipment secondaries short-circuited.
Table 4-3.
In this case, the generator voltage must rise above the
maximum reference value as given under "Description".
In this case, the thyristor voltage controller is defective.
Troubleshooting should be continued according to
Table 4-2.
DANGER
Hazardous voltage
damage.
If the voltage is not induced, either the excitation

equipment, the main machine or the exciter can be
defective. Troubleshoot according to Table 4-4.
Information concerning voltage values for the thyristor
regulator module is given overleaf and assists in the
location of faults.
� Table 4-1. Excitation part

Terminal 20-14 < 30 V > 30 V
Terminal 15-14 about 1 V about 10 V about 1 V about 10 V
Fault Regulator Firing Firing Regulator
location
(Fig.14) module module module module
If the remnant should not be adequate for exciting the

generator, a D.C. voltage (6 to 24 V) must be connected
to terminals F1 and F2 (+ to F1, - to F2) for a short time.
Please note that the terminals F1 and F2 start carrying a
voltage as soon as self-excitation sets in.
When ordering spare parts please, state the type and
serial number of the generator, as they are shown on the
rating plate.
>>
04 Trouble Shooting
� Table 4-2. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Circulation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link � � �
Wiring link wrong point � � � � � � ● �
AVR U wrong setting � � � � � ● � �
Vr.TN wrong setting � � �
Internal defect ● � � � � � �
Discontinuity � ● � �
Power thyrister Blocking fail � �
Gate electrode fail � � �
Discontinuity � �
Measuring
Internal defect � � � � � �
transformer [T7.T8]
Wiring link wrong point � � �
Discontinuity ● � � �
Wiring link wrong point � ● � �
Reference value
Incorrect no-load setting ● ● ● �
setter [VR]
Short circuit in leads � �
Improper contact at T/B � � �
Discontinuity � � �
Series resister [R1] Excessive resistance ● � �
Lower resistance ● � � � �
Discontinuity � � � �
Intermediate
transformer [T4.T5]
Wiring link wrong point � � � � � �
Discontinuity � � � � �
Tandem Excessive resistance � � � �
potentiometer Lower resistance � �
[R2] Different resistances ●
Wiring link wrong point � � � � � � ● ●
Discontinuity ● �
Reactor [L]1
Smaller reactor gap ● �
Rectifier Discontinuity � ● � �
transformer [T6] Improper tap setting ● � ● ● ● � �
Steady rectifier Discontinuity ●
[V1] Burnt or internal defect ●
Rotating rectifier Discontinuity � � � �
Varistor Internal short circuit �
Current
transformers
Internal defect � �
[T1, T2, T3]
Setting to lower power ● ● �
+F1 & -F2 Wrong polarity �
Note: ● with high possibility, check first

� Table 4-3. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Crculation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link � � �
Wiring link wrong point � � � � � � ● �
AVR U wrong setting � � � � � ● � �
K, T, R47 wrong setting � � �
Internal defect ● � � � � �
Discontinuity � ● � �
Power thyrister Blocking fail � �
Gate electrode fail � � �
Measuring Discontinuity � �
transformer Internal defect � � � � � �
(AVR inside) Wiring link wrong point � � �
Discontinuity ● � � �
Wiring link wrong point � ● �
Reference value
Incorrect no-load setting ● ● ● �
setter [VR]
Improper contact at T/B � � � �
Discontinuity � � �
Series resister
Excessive resistance ● � � �
[R48]
Lower resistance ● � � �
Discontinuity � � � �
Intermediate
Short circuit in leads � � �
transformer [T4]
Wiring link wrong point � � � � �
Discontinuity � � � � �
Excessive resistance � � � �
Potentiometer
Lower resistance � �
(AVR inside) [S]
Different resistances � ●
Wiring link wrong point � � � � � ● ●
Reactor [L1]
Smaller reactor gap ● �
Rectifier Discontinuity � � �
transformer [T6] Improper tap setting ● ● � ● ● ● � �
Rotating rectifier Discontinuity � � � �
Varistor Internal short circuit �
Current
transformers
Internal defect � �
[T1, T2, T3]
Setting to lower power ● ● �
+F1 & -F2 Wrong polarity �
Note: ● with high possibility, check first
>>
04 Trouble Shooting
4.3 Main Machines and Exciters (HF. 5 and 6)
DANGER
Hazardous voltage
damage.
� Table 4-4. Fault diagnosis chart for excitation equipments, main machines and exciters
Voltage Too warm
Electric fault symptoms deviates
from rated Main
Defective rectifier
value Exciter
machine
excitation fails
wing load duty
Transformer
No load follo-
conditions
Genetator
On-load
winding
winding
winding
winding
Reactor
Stator
Stator
Rotor
Rotor
Cause
Incorrect Overload ● ● ● ● ● ● ●
service
conditions or Speed deviating from set point ● ● ●
duty under
conditions
deviating from Excessive deviation from rated power factor ● ● ● ● ● ●
order Incorrect operation, e.g.paralleling with
specifications ●
2nd generator in phase opposition
Stator ● ● ●
Main machine
Rotor ● ● ●
Inter-turn fault
Stator ● ● ●
Exciter
Rotor ● ● ●
Stator ● ● ●
Main machine
Rotor ●
Winding
discontinuity
Stator ●
Exciter
Rotor ●
Defective rotating rectifier ● ● ●
No remanence ●
Inter-turn fault ● ● ●
Transformer
Winding discontinuity ● ● ●
Inter-turn fault ● ● ●
Single-phase
current transformer
Faults on Winding discontinuity ●
excitation
equipment Inter-turn fault ● ● ● ●
Reactor
Winding discontinuity ● ● ●
Capacitor Open or short circuit ● ● ●
Defective rectifier ● ● ●

4.4 Bearing Part
DANGER
Hazardous voltage
damage.
� Table 4-5. Sleeve bearing

Defects
Possible cause Oil Large Remedy

Bearing Bearing Oil in
discolours temperature
overheats leaks machine
quickly variations
Oil aged or dirty ● ● Clean bearing housing; renew oil

Oil ring does not rotate evenly ● ● ● Straighten and deburr the ring or renew it
Excessive axial thrust or radial load ● ● Check alignment and coupling
Too little crest clearance 1) ● ● Rescrape bearing surface
Oil grooves too small or not wedge-shaped ● ● Refinish the oil grooves
Oil viscosity too high ●
Check Viscosity; change oil
Oil viscosity too low ● ●
Defective bearing surface ● ● Renew lining
Defective seals ● Renew seals
Incorrect oil discharge from sealing rings ● Clean return openings and grooves
Bearing too cold during start-up ● ● Preheat the bearing or oil
Gap between sealing cover and shaft too large ● Bush or replace the cover
Pressure compensation opening clogged ● Clean compensation opening
Forced-lubrication system failure ● ● Inspect system
Oil flow too high ● Readjust the flow rate; check oil discharge
1) Crest clearance = Inside diameter of bearing shells minus diameter of shaft.
� Table 4-6. Roller bearing

Defects
Possible cause Bearing Bearing Oil in Remedy

overheats leaks machine
Felt sealing rings pressing on shaft ● Fit rings better into grooves or replace them
Strain applied from coupling ● Improve alignment of machine
Excessive belt tension ● Reduce belt tension
Bearing contaminated ● Clean or renew bearing, inspect seals
Ambient temperature higher than 40℃ ● Use special high-temperature grease
Lubrication insufficient ● ● Lubricate according to instructions
Bearing canted ● ● Check mounting conditions, install outer ring with lighter fit
Too little bearing play ● ● Fit bearing with larger play
Bearing corroded ● ● Renew bearing, inspect seals
Scratches on raceways ● Renew bearing
Scoring ● Renew bearing, avoid vibration while at a standstill
Excessive bearing play ● Install bearing with smaller play
>>
04 Trouble Shooting
4.5 Operating Procedure & Check Sheet for Exampls)

Trouble Shooting �Full load zero (0) power factor = 4％ droop.
�Full load rated power factor (0.8 P.F) = 2.4％ droop.
DANGER �Unit power factor (1.0 P.F) = Generator voltage
is not dropped.
Hazardous voltage
damage.
Disconnect all power before working on this equipment. 2) Parallel running (for manual synchronizing)
① After load testing of each generator, start No. 1 single
running and proceed to items ① ,② ,③ ,⑤ and ⑥ of
1) Single running
4.5 1)
① Start No.1 Engine at its rated speed.
② If the synchro scope indicates a synchronized position,
② Adjust No.1 generator voltage to its rated value at
insert the No. 2 circuit breaker carefully.
no-load using reference value setter (V.R), which is
mounted on control panel side. After adjusting the NOTE
voltage to its rated value, check the generator voltage
using a digital tester at switch board side. If synchronization fails, the generator can be damaged by
a transient current.
③ Repeat ① and ② of 4.5 1) for No. 2, No. 3 and No. 4
Please refer to synchronizing instructions of the switch
generators. board maker.
④ After completion of the no-load setting, read the
indicated value on the panel and record the results
③ Increase the load constantly from zero (0) to a rated
according to Table 4-7.
load.
⑤ Circuit breaker 'ON'.
④ Record the results according to Table 4-9.
⑥ Increase the load constantly from zero (0) to a rated
load (as much as possible) and record the results
NOTICE
according to Table 4-8.
⑦ Repeat ⑤ and ⑥ of 4.5 1) for No. 2, No. 3 and No. 4 A. Parallel running of No. 3 and No. 4 generator:
generaters. The method is the same as No. 1 & No. 2.
B. If the power factor and KVAR are unbalnced after
⑧ In general, the droop compensating method is used for
completion above the procedure, consult the generator
our generators for parallel running.
manufacturer using Table 4-9.
Generator voltage should be dropped in proportion to
the magnitude of the load.
� Table 4-7. Single running

Item Ship No. No. 1 No. 2 No. 3 No. 4 Notes
R.P.M. or Hz
Voltage
※ After match the no-load voltage of each generator, don’t adjust generator voltage (before, during and after parallel running)
� Table 4-8. Single running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
EACH
GEN.
(No. 1, 2...)
� Table 4-9. Parallel running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
No.1 & No.2, / / /
No.1 & No.3, / / /
No.1 & No.4, / / /
each condition. / / /
, , , , , , , , ,
No.1,
, , , , , , , , ,
No.2,
, , , , , , , , ,
No.3 & No.4,
, , , , , , , , ,

Memo
>>
HHIS-WZ-RE-005-04 ’06. 05. Designed by ADPARK
www.hyundai-elec.com
Head Office 1 Jeonha-dong, Dong-gu, Ulsan, Korea

Tel. 82-52-230-6601~23 Fax. 82-52-230-6995
Seoul HYUNDAI B/D, 140-2, Gye-dong, Jongno-gu, Seoul, Korea
(Sales & Marketing) Tel. 82-2-746-7541, 7583 Fax. 82-2-746-7648
Orlando 3452 Lake Lynda Drive, Suite 110, Orlando, Florida U.S.A. 32817
Tel. 1-407-249-7350 Fax. 1-407-275-4940
London 2nd Floor, The Triangle, 5-17 Hammersmith Grove London, W6 0LG, UK
Tel. 44-20-8741-0501 Fax. 44-20-8741-5620
Tokyo 8th Fl., Yurakucho Denki Bldg.1-7-1, Yuraku-cho, Chiyoda-gu, Tokyo, Japan 100-0006
Tel. 81-3-3212-2076, 3215-7159 Fax. 81-3-3211-2093
Cairo Apartment No. 503, 5th Fl., Bldg. No. 7 Block 2, 9th Division, El-nasr Road, New Maadi, Cairo, Egypt
Tel. 20-2-520-0148~9 Fax. 20-2-754-7528
Sofia 41, Rojen Blvd. 1271, Sofia Bulgaria
Tel. 359-2-938-1068, 936-0300 Fax. 359-2-936-0742
Yangzhong Lianzhong Avenue, Xinba Scientific and Technologic Zone, Yangzhong City, Jiangsu Province, China.(212-212)
(Jiangsu Hyundai Nanzi Electric Co., Ltd.)
Tel. 86-511-842-0666, 0212 Fax. 86-511-842-0668
Index
Page 1(1)
Specific Plant Information 519
L16/24
Description
Resilient Mounting of Generating Sets -----------------------------------------------------519.03 (11)
Working Card
Fitting Instructions for Resilient Mounting of GenSets --------------------------------- 519-03.00 (26)

Replacement of Conicals ----------------------------------------------------------------------519-03.05 (02)
Maintenance of Conicals ---------------------------------------------------------------------- 519-03.10 (02)
Plates
Flexible External Connections -----------------------------------------------------------------------51902-0+

Conical Element -----------------------------------------------------------------------------------------51903-02 +
Your Notes :
Description
Page 1 (2) Resilient Mounting of Generating Sets 519.03
Edition 11
L16/24
Resilient Mounting of Generating Sets 1) The support between the bottom flange of the
conical mounting and the foundation is made
On resiliently mounted generating sets, the diesel with a loose steel shim. This steel shim is ad-
engine and the alternator are placed on a common justed to an exact measurement (min. 75 mm)
rigid base frame mounted on the ship's/machine for each conical mounting.
house's foundation by means of resilient supports,
Conical type. 2) The support can also be made by means of
two steel shims, at the top a loose steel shim
All connections from the generating set to the external of at least 75 mm and below a steel shim of at
systems should be equipped with flexible connections least 10 mm which are adjusted for each conical
and pipes. Gangway etc. must not be welded to the mounting and then welded to the foundation.
external part of the installation.
Resilient Support Method 1
min. 75 mm
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
Steel shim
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is

normally between 5-11 mm for the conical mounting. Foundation
The support of the individual conical mounting can Method 2

be made in one of the following three ways:
min. 75 mm
min. 10 mm
Unloaded 132.5
Supporting
steel shim
Nut
Top flange Steel shim
Conical mounting
Adjusting screw
Screw / Nut Foundation
Steel shim
75
**
Method 3
CL Engine
min. 327.5
* Min. 60
min. 75 mm
08028-0D/H5250/94.08.12
min. 10 mm
Bracket
Supporting
* Min. 30 315 steel shim
* Min. necessary distance Steel shim

** Min. thickness of steel shim 75 mm for
replacement of the conical mounting Chockfast
Fig 1 Resilient mounting of generating sets. Foundation
Fig 2 Support of conicals.
10.34 - ES1
519.03 Resilient Mounting of Generating Sets
Description
Page 2 (2)
Edition 11
L16/24
3) Finally, the support can be made by means Check of Crankshaft Deflection (Optional)
of chockfast. It is necessary to use two steel
shims, the top steel shim should be loose and The resiliently mounted generating set is normally
have a minimum thickness of 75 mm and the delivered from the factory with engine and alternator
bottom steel shim should be cast in chockfast mounted on the common base frame.
with a thickness of at least 10 mm. Eventhough engine and alternator have been ad-
justed by the engine builder, with the alternator rotor
Irrespective of the method of support, the 75 mm placed correctly in the stator and the crankshaft de-
steel shim is necessary to facilitate a possible future flection of the engine (autolog) within the prescribed
replacement of the conical mountings, which are tolerances, it is recommended to check the crankshaft
always replaced in pairs. deflection ( autolog) before starting up the GenSet.
08028-0D/H5250/94.08.12
10.34 - ES1
Page 1 (4) Fitting Instructions for Resilient Mounting of GenSets Edition 26
L16/24
L21/31

Shut-off fuel oil
Mounting and adjustment instruction for new Ring and open-end spanner, 19 mm
GenSet and adjustment instruction for existing Ring and open-end spanner, 24 mm
plants. Ring and open-end spanner, 41 mm
Feeler gauge, 1-2 mm
Measurement tool
Hydraulic jack (if necessary)
Starting position
The foundation should be welded and milled off

on shim surfaces.
Related procedure
Replacement of conicals 519-03.05
Manpower Spare and wearing parts

08028-0D/H5250/94.08.12
Working hours : 2 hours Plate no Item no Qty/

Capacity : 2 men
Data

03.50 - ES0
519-03.00 Fitting Instructions for Resilient Mounting of GenSets
Working card
Page 2 (4)
Edition 26
L16/24
L21/31
Mounting and Adjustment Instructions for A 75 mm supporting steel shim, complete with tapped
New Generating Sets (Method 3) holes for three jacking bolts, four mounting holes and
four tapped holes, drilled according to the conical
Make Ready for Adjustment of Conical Ele- base casting dimension, is required see fig 1.
ments
4) Position the supporting steel shim as per fig
If the conical elements have not been mounted by 1 and locate the conical element by means of
the factory, they must be mounted on the prepared four hold-down bolts.
brackets on the base frame. In case they have been
mounted by the factory, please start with item 4. 5) Position the jacking bolts in the tapped holes
in the supporting steel shim as per fig 1.
1) Remove nut (7) and ring (6) from the conical
element. 6) Position the jacking bolts with a through-going
of minimum 10 mm plus permitted thickness,
2) Fit the conical element to the bracket on the as specified from the chockfast supplier, see
suspended equipment by means of fixing the fig 1.
central buffer (2), the ring (6) and nut (7).
7) Lowed the generating set until it rests com-
3) Tighten the nut (7) by hand and simultane- pletely on the foundation.
ously block the central buffer (2) by applying
a spanner to the hexagon (S = 19) on the top 8) Check that all jacking bolts have full contact
of the central buffer (2). with the foundation.
08028-0D/H5250/94.08.12
Fig 2 Conical element.
Fig 1 Conical mounting.
03.50 - ES1
Page 3 (4) Fitting Instructions for Resilient Mounting of GenSets Edition 26
L16/24
L21/31
If all internal buffers Then Measuring of Steel Shim and Chockfast
Can move freely Let conical elements 10) The steel shim should be at least 10 mm
settle for 48 hours. heigh.
Cannot be moved Turn the three jacking Check the minimum permitted thickness of chock-
freely bolts in the supporting fast for the load and surface of this application
steel shim clockwise, or with chockfast supplier.
anticlockwise and
slacken the four hold-
down bolts to release Fabricating Steel Shim
the internal buffer.
Make sure that the minimum height of the steel shim
is 10 mm to secure a future replacement of the sup-
Adjustment of Conical Element after 48 porting steel shim.
Hours Settling
11) Drill the mounting holes in the steel shim ac-
After the conical elements have been deflected un- cording to the mounting holes in the supporting
der static load for 48 hours, the loaded height (H1) steel shim.
see fig 1, should be measured and compared to the
recommended loaded height.
Adjustment of Internal Buffer
9) Care must be taken, during levelling of the
installation, to ensure that individual mountings 12) Turn the internal buffer clockwise (downwards)
are not overloaded.The variation in laden height until it makes contact with the steel shim or
should not exceed 2 mm and should ideally foundation.
be less. The laden height can be measured
between top and base casting at H, on two 13) Turn the internal buffer anticlockwise (upwards)
sides (see fig 1). until it obtains contact with the base casting.
H1 + H2 + H3 ----- HN This must be four full turns.

Ex:Average = Number of conical elements
14) Turn the internal buffer two full turns clockwise
(downwards) and check with a feeler gauge
If Then between the base casting of the conical ele-
ment and the steel shim that the internal buffer
Difference exceeds Level the conical element (2), see fig 1, does not touch the steel shim or
2 mm. by adjusting the jacking foundation.
bolts - commencing with
the conical element with 15) Tighten the nut (7) with a torque of 300 Nm and
08028-0D/H5250/94.08.12
the largest deviation. blocking the internal buffer (2) with a spanner
at the same time, see fig 1.
Difference does not ex- The height of the steel
ceed 2 mm shim and the chockfast
can be measured. Mounting of Conical Elements on the Foun-
dation
The difference between the two sides of the conical 16) Drill mounting holes in the foundation accord-
mounting should not be more than 0.5 mm. ing to the supporting steel shim/steel shim and
chockfast, either
03.50 - ES1
519-03.00 Fitting Instructions for Resilient Mounting of GenSets
Working card
Page 4 (4)
Edition 26
L16/24
L21/31
a) Mark the positions of the mounting holes on b) Drill the mounting holes in the foundation by
the foundation through the supporting steel means of the drilling pattern.
shim.
The drilling has to be done on beforehand and
(Re)move the set completely so that the mark- the set must be aligned with the foundation
ings can be reached by drilling with conventional holes before the work starts to avoid further
tools. removal of the set.
Place the set on its former position by aligning Make sure that the mounting bolts are isolated from
it with the drilled holes. the chockfast.
or Note! After completion of all works, the buffer clear-

ance must be checked, see points 13, 14, 15 and
16.
08028-0D/H5250/94.08.12
03.50 - ES1
Page 1 (2) Replacement of Conicals Edition 02
L16/24
L21/31

Shut-off fuel oil
Replacement of conicals. Hydraulic jack
Starting position
Safety precautions.
Related procedure
Fitting instructions for resilient mounting.
Manpower Spare and wearing parts

08028-0D/H5250/94.08.12
Working hours : hours Plate no Item no Qty/

Capacity : 2 men
51903 013 4/E
Data

98.41 - ES0
519-03.05 Working card
Edition 02 Replacement of Conicals Page 2 (2)
L16/24
L21/31
Replacement of Conicals
1) Loosen all the holding down-bolts for the co- 3) Lift the GenSet until the steel shim can be remo-
nicals in one side. ved. This will give enough space for removing
damaged conical.
2) Mount a jack under the base frame, see fig
1. 4) Mount the GenSet conical.
Note: Conicals should only be replaced in pairs, see

fig 2 and plate 51903.
Nut
Conical mounting 5) Lower the GenSet again.
Adjusting screw
Holding down bolts
6) Repeat items 1-5 for the other side.
Steel shim
7) Adjust the conicals, please see working card
Foundation 519-03.00 "Fitting Instructions for Resilient
Bracket Mounting of GenSet.
Deck
Jack
Fig 1 Removal of conicals
08028-0D/H5250/94.08.12
One pair
Fig 2 The conicals must be replaced in pairs
98.41 - ES0
Page 1 (2) Maintenance of Conicals Edition 02
L16/24
L21/31

Shut-off fuel oil
Control and adjustment of conicals. Ring and open-end spanner.

Feeler gauge, 2 mm.
Starting position
Related procedure

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

98.41 - ES0
Edition 02 Maintenance of Conicals Page 2 (2)
L16/24
L21/31
Visual Check Result of Clearance Check
What to Check If Then
everything is OK check is completed

1) Check for oil deposits on the rubber element.
everything is not OK adjust conicals which do not
2) Check for loose mounting bolts. comply with the clearance
demands acc. to item 5-10.
Recheck all conicals acc. to
3) Check for damage in the rubber element. item 4.
Result of Visual Check everything is still not OK replace conical acc. to

If Then
everything is OK continue to next conical

Adjustment of Conicals
oil deposits on rubber clean rubber element
element are observed 5) Remove protective cap by loosen the nut (1).
loose mounting bolts fasten mounting bolts
6) Turn internal buffer (2) clockwise until it makes
damage to conicals replace conical according to contact with the steel shim (4).
is observed Working Card 519-03.05
7) Turn internal buffer (2) anti-clockwise until it
makes contact with the conical base casting
Clearance Check (3). This must be done in four full rotations.
What to Check 8) Turn internal buffer (2) two full rotations clock-
wise. This will ensure full vertical movement for
4) Check clearance on all conicals between steel the buffer.
shim and internal buffer through the slot in the
base casting of the conical (see fig 1) with a 9) Check all conicals again.
feeler gauge of approx. 2 mm.
10) Tighten the nut (1), see page 500.40 and at
the same time block the internal buffer (2) with
a spanner.
1. Nut
2. Internal buffer
08028-0D/H5250/94.08.12
2
3. Conical base casting
4. Steel shim
3
Fig 1 Conical
98.41 - ES0S
Plate
Page 1 (2) Flexible External Connections 51902-04H
L16/24
Item
Fig. Designation Connection
No
Fuel oil, inlet A1 018
Fuel oil, outlet A2 031
Waste oil, outlet A3 043
Lubricating oil from separator, C3 079

inlet
Lubricating oil to separator, C4 080

outlet
Lub. oil overflow, outlet C15 092
Oil vapour discharge, outlet C13 126

08028-0D/H5250/94.08.12
Venting to expansion tank/ F3/F4 163

Fresh water for preheating
99.09 - ES0
Plate
51902-04H Flexible External Connections Page 2 (2)
L16/24
Item
Fig. Designation Connection
No
HT freshwater, inlet F1 209
HT freshwater, outlet F2 210
LT freshwater/raw water, G1 222

inlet
LT freshwater/raw water, outlet G2 234
Compressed air, inlet K1 271
Exhaust gas, outlet (DN 250) P2 305
Exhaust gas, outlet (DN 400) P2 329
08028-0D/H5250/94.08.12
99.09 - ES0
Plate
Page 1 (2) Conical Element 51903-02H
L16/24
08028-0D/H5250/94.08.12
97.49 - ES0
Plate
51903-02H Conical Element Page 2 (2)
L16/24
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
025 4/M Screw Skrue
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Qty/M = Qty/Conical montering.
97.49 - ES0
Index
Page 1(1)
Tools 520
L16/24
Description
Working Card
Function of the Hydraulic Tools ---------------------------------------------------------------- 520-01.05 (02)

Application of Hydraulic Tools ------------------------------------------------------------------ 520-01.06 (06H)
Hand Lever Pump --------------------------------------------------------------------------------- 520-0.07 (01)
Plates
7RROVIRU&\OLQGHU+HDG-----------------------------------------------------------5200-+
Tools for 3LVWRQ&RQQHFWLQJURGDQGF\OLQGHUOLQH----------------------------------------5200-08H
Tools for Camshaft and Camshaft Drive ---------------------------------------------------------52007-03H
Tools for2SHUDWLQJJHDUIRU,QOHWDQGH[KDXVWYDO --------------------------------------- 52008-08H
Tools for Crankshaft and Main Bearings --------------------------------------------------------- 52010-05H
TRROVIRU&KDUJH$LU&RROHU 5+
Tools for )XHORLODQGLQMHFWLRQHTXLSPHQW ------------------------------------------------------- 5+
Tools for /XEULFDWLQJ2LO&RROHU--------------------------------------------------------5201-0H
Tools for Lubricating Oil Cooler -------------------------------------------------------------------- 52015-04H
Hydraulic Tools ------------------------------------------------------------------------------------------52021-09H
Your Notes :
Page 1 (7) Function of the Hydraulic Tools Edition 02
General

Shut-off fuel oil
Safety hints and function of hydraulic tools.
Starting position
Application of hydraulic tools 520-01.06
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.43 - ES0
Edition 02 Function of the Hydraulic Tools Page 2 (7)
General
Function of the Bolt Tensioning Device 8. The operation and handling of the device are
to be carried out by expert staff only.
In order to achieve an optimal result with one or
several devices, some rules have to be considered. 9. The given max. operation pressure is not to
We expressly point out that a conscientious handling be exceeded in any case and is to be watched
of the device as well as the accessories is of high- at the manometer of the pressure generator
est importance. To ignore these rules or separate during the complete tensioning or loosening
hints means danger to life or danger of injuries! See procedure. When having achieved the given
Safety Hints. pressure, stop the pressurization immedi-
ately.
Safety Hints 10. During the pressurization when tensioning or

loosening the bolt connection, always watch
Beside regarding the general accident-prevention the admissible stroke of the device. Exceed-
rules, the safe handling of the device and the hydraulic ing this stroke is connected with insufficient
accessories demand especially the consideration of generating of tensioning force because the
the following hints. When disregarding even single device is tensioned in itselve or the hydraulic
items, you can cause danger to life and/or danger pressure is bleeded automaticly.
of injuries!
11. On principle, when connecting high-pressure
1. When leakages occur during the pressuriza- hoses it has to be taken care that the connec-
tion, bleed pressure immediately and seal the tions are correct (see also separate hints).
leakage or replace defect parts.
12. The hydraulic hoses have to be installed in a
2. In case of repair, use exclusively original spare way that they are not run over by vehicles or
parts. Inexpert substitution of damaged parts unnecessarily walked over by people. Never lay
by non-original spare parts is prohibited. hoses across sharp objects (danger of cuts)
and never bend or jam them in.
3. All assembly parts are to be handled in corre-
spondence to the working cards only. A change 13. Never hold or transport the device by using the
in the procedure or another operation of the high-pressure hoses.
device is not allowed.
14. An incorrect working manometer that doesn´t
4. Make sure that the components to be tensioned show the right pressure leads to overstressing
do not exceed the admissible strain. of the parts and to an incorrect bolt connec-
tion. Apart from damaged parts an incorrect
5. In order to use the device, the thread has to bolt connection can also cause conditions that
be sufficiently exceeding in order to avoid that are danger to life. Therefore take care that
the turn of a thread cracks, see item 4. the manometer shows the right value or the
tensioning force is checked in an other way
08028-0D/H5250/94.08.12
6. During the pressurization the people involved (for example by using a master manometer).
have to remain in an appropriate distance. Tensioning forces can be checked for example
Staying in direction towards the bolt axis is by measuring the linear deformation. Damaged
forbidden. manometers have to be exchanged immedi-
ately.
7. Tensioning pressures or tensioning forces are
to be given or changed by authorized personnel
only while considering the admissible compo-
nent loads, see item 4.
99.43 - ES0
General
Working Hints
In order to achieve a bolt connection of high precision,

it is vital to consider the following working hints:
- Prior to setting the device, clean all threads and

remove possible damages in order to avoide
a “freeze on”.
- The base plate for the device must be plain

and free of dirt. Further check the squareness
towards the bolt axis in order to avoid that the
bolt has a bending stress during the pressuri-
zation (tensioning).
- The stroke of the device may not at any point

be exceeded.
- For transporting the device it is necessary to

uncouple all high-pressure hoses. Fig. 1. Turnable connection unit.
- After each pressurization, bring the device

back to zero, see also Piston Return Stroke. Exchange of the Seals
Should leakages show up at the connection unit, it

Turnable Connection Unit might be necessary to exchange the seals.
For doing so, loosen the securing ring and take the
In order to simplify the connection of the hydraulic disc off the bolt nipple. Having removed the seals,
hose, a turnable connection unit is mounted on clean the components with fluff-free cleaning material.
some devices. You can also apply compressed air. Having checked
The turnable connection unit consists of the follow- the components for damages and oiled them slightly,
ing components: apply new seals by help of the entry guide and reas-
semble the turnable connection unit.
- bolt nipple
- disc Hint: - For the cleaning, never use aggressive
- seal cleaning liquids.
- securing ring - For oiling the parts, use exclusively hydraulic
oil.
Furthermore, an entry guide is available or contained - For replacements, use exclusively new
08028-0D/H5250/94.08.12
in the scope of supply, see fig.1. seals.
Coupling of the High-Pressure Hoses
- Only couple when the hydraulic system is in a

pressureless condition.
- To produce a high-pressure connection, put

one coupling and one nipple into each other
while the coupling socket is pulled back. When
letting the coupling socket go, there is a form
fit barring the connection.
99.43 - ES0
Edition 02 Function of the Hydraulic Tools Page 4 (7)
General
- By drawing the hose with a manual force of that the max. admissible stroke of the device is not
about 100 N make sure that the connection is exceeded. Beside that, it has to be ensured that the
correctly barred. cylinder and the support sleeve remain centrically
towards each other (consider centering shoulder).
- For decoupling the high-pressure hose in
a pressureless condition, first pull back the Having made all hydraulic connections correctly,
coupling socket and then take off the hose. see fig. 2, start the pressurization for the tensioning
procedure. If the necessary pressure is achieved
stop pressurization. The inducted force causes the
bolt to extend or an edging of the components to
be tensioned so that the main nut is lifted from the
flange. Screw it back to the flange, see fig. 3. Check
by help of a feeler gauge leaf whether the main nut
really fits tight to the flange. After that, bleed hydraulic
pressure. Now the connection is tensioned.
Fig. 2. Coupling of the high-pressure hoses. Having brought the piston to its zero position, see fig.
4, the hydraulic hoses can be decoupled. In order to
prevent impurities, it is advisable to close coupling
Hoses with fast-lock coupling sockets avoid, also sockets and coupling nipples at once by protecting
when uncoupled, that oil runs out. When the hoses caps. The device can be unscrewed from the bolt.
get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible. ● Always consider the safety and working
By loosening one screw connection (see fig. 2) the hints!
pressure can be bleeded
- To avoid a contamination use protecting caps Loosening Procedure

for the sockets.
In order to loosen an existing bolt connection, screw
the device onto the bolt. First put the support sleeve
Tensioning Procedure on the bolt and align it centrically to the bolt axis.
When screwing on the device take care that the
Prior to the tensioning procedure make sure that support sleeve at the cylinder is correctly centered
the components to be tensioned are correctly posi- (consider centering shoulder).
tioned towards each other. Then screw the device
onto the bolt. The piston of the device must be at its zero position.
Having screwed the device down until the support
First put the support sleeve on the bolt and align it sleeve or the support cylinder fits tight to the flange,
centrically to the bolt axis. When screwing on the de- turn back the device by at least the value (slit meas-
vice take care that the support sleeve at the cylinder
08028-0D/H5250/94.08.12
ure) which the bolt and the components spring back

is correctly centered (consider centering shoulder). elastically during the loosening procedure.
Screw the device until the support sleeve or the sup- Hint: The adjusted slit measure may never exceed
port cylinder fits exactly to the flange. The piston of the admissible stroke of the device! Furthermore,
the device must be at its zero position. Furthermore, take care that the window for the adjusting rod are
take care that the hydraulic connector and the window well accessible.
for the adjusting rod is well accessible. Having made all hydraulic connections correctly, see
If necessary, turn back the device, but make sure fig. 2, start the pressurization.
99.43 - ES0
General
During the pressurization, a slight turn-back momen- Hint:
tum is applied to the main nut with the adjusting rod.
At the moment, when the main nut can be loosened, a) Should it be impossible to unscrew the device
interrupt the pressurization. Should it not be possible after the depressurization, it has been turned
to loosen the main nut when achieving the original back by a too low measure prior to the pres-
tensioning pressure, interrupt the pressurization im- surization. Pressurize again until the original
mediately. Find the cause with expert staff. tensioning pressure is reached, turn the main
nut and bleed the pressure again (tensioning
Having achieved the loosening pressure, turn back procedure). Now you can turn back the device
the main nut by the value that the bolt and the com- further. (Attention: consider the admissible
ponents spring back during the loosening procedure. stroke of the device!) Now repeat the loosening
The slit measure, however, must be lower than the procedure explained above.
slit measure adjusted at the device before, see also
hint b. b) Should it be impossible to loosen the main nut
after the depressurization, it has been turned
The main nut may never be turned back until it fits back by a too low measure prior to the pres-
to the piston or the cylinder since then the device surization. Pressurize again and turn the main
can be tensioned in itself. nut further back. Bleed the pressure again.
Having turned back the main nut, the pressure can Hint: Never screw the main nut back until it fits to
be bled. The bolt connection is loosened. Before the piston since the device can be tensioned
unscrewing the device, bring the piston back to its in itself.
zero position, see fig. 4. After that, the hydraulic hoses
can be decoupled. In order to prevent impurities, it
is advisable to close coupling sockets and coupling Adjustment and Turn Back of the Main Nut
nipples at once by protecting caps. The device can
be unscrewed from the bolt. During the pressurization of the device, the bolt
is being extended by the tensioning force and the
● Make sure that no operational forces (e.g. components are being edged. The result is that the
inner pressure) affect the components to be main nut does no longer fit to the flange.
loosened since only part of the bolts take over
these forces and thus the bolts, which are not Having achieved the necessary pressure, adjust the
yet loosened, might be overburdened. main nut - when tensioning - until it fits to the flange
again before bleeding the pressure, see Tensioning
● The pressure when the main nut can be loos- Procedure. When loosening the bolts, turn back the
ened may never exceed the tensioning pressure main nut after the pressurization according to the
by help of which the connection was tensioned! bolt and component deformations, (see Loosening
Should it not be possible to loosen the main nut Procedure.
when reaching the original tensioning pressure
08028-0D/H5250/94.08.12
interrupt the pressurization immediately. Find Hint: During the loosening procedure, never turn
the cause with expert staff. back the main nut until it fits to the piston or the
cylinder since the main nut sticks after the depres-
● Always consider the safety and working surization.
hints!
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
99.43 - ES0
520-01.05 Function of the Hydraulic Tools Working Card
General
During the piston return stroke, considerable back-
pressures can occur in the piston area of the device
since quite large quantities of oil have to flow back
through the small cross sections of the high-pres-
sure connections.
In order not to unnecessarily increase the force for

the piston return stroke turn the piston slowly. On
principle the piston of the device has to be pushed
back until it fits to the cylinder again.
Exchange of the Seals

Fig. 3 Adjustment and turn back of the main nut.
Should leakages occur at the piston of the device,
an exchange of the seals might be necessary.
Piston Return Stroke Drive out the piston by carefully beating with a hammer
while using a plastic spacer in order to protect the
After each pressurization it must be ensured that device from unnecessary damages. After removing
the piston of the device is brought back to its zero the hydraulic connector, you can also carefully lead
position. On principle, it has to be considered that compressed air into the piston area.
hydraulic oil is being displaced from the piston area.
In order to enable the oil to flow back to the tank of Attention: Sudden input of compressed air can lead
the pressure generator, the corresponding hydraulic to the piston’s uncontrolled outlet.
connections must be done. After removal of the piston, the seals and the backup
rings can be removed from the piston and the cyl-
The piston return stroke is done by a screw-down at inder.
the bolt itself before the device is taken off.
Carefully clean the components with fluff-free mate-
Hint: When using fast lock coupling elements, the rial and check them for damages. If necessary, use
oil’s running out and thus a piston return stroke in compressed air for the cleaning, but never aggres-
an uncoupled condition is impossible! sive cleaning liquids. After that, slightly oil these
components with hydraulic oil and assemble new
backup rings as well as new seals to the piston and
the cylinder according to the drawing.
08028-0D/H5250/94.08.12
Fig. 4. Piston return stroke.
Fig. 5. Exchange of the seals.
99.43 - ES0
General
As shown in the picture, first assemble the backup
ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by putting
the components together. By slightly hammering on
the piston (with plastic spacer), it can be driven in
until it fits tightly to the cylinder (piston in its zero
position). It is essential that the piston does not tilt
during being driven in since this might damage the
seals as well as the components. When assembling
the piston it has to be taken care that the air can
come out of the piston area.
Maintenance and Storage
Regular maintenance of the device is not necessary,

but you should consider the following points:
a) Storage
After each operation, repair possible damages and

clean the device in order for it to be ready for the
next operation immediately. In order to avoid a cor-
rosion it is advisable to oil the device and especially
its thread. All coupling nipples, coupling sockets and
also loosened screw connections are to be closed
by protecting caps.
In addition, check the components of the device and

its accessories for completion.
Keep the device in the tool box also offering protec-
tion from mechanical damages.
The temperature must be between -20 C and +70 C
in order to exclude a damage of the seals.
b) Start-up of the device
Prior to the device’s operation, repair possible dam-

ages and clean the device.
08028-0D/H5250/94.08.12
Check the components of the device and its acces-

sories for completion.
The operating manual has to be read by all users.
99.43 - ES0
Your Notes :
Page 1 (4) Application of Hydraulic Tools Edition 06H
L16/24

Shut-off cooling water See page 2-4
Shut-off fuel oil
Application of hydraulic tools.
Starting position
Function of hydraulic tools 520-01.05
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

01.35 - ES0
Edition 06H Application of Hydraulic Tools Page 2 (4)
L16/24
This working card gives the information for applica-

tion of hydraulic tools, to be used in connection with
working card 520-01.05.
Fig 1 Spur gear.
08028-0D/H5250/94.08.12
Fig 2 Cross bolt and tierod.
01.35 - ES0
Page 3 (4) Application of Hydraulic Tools Edition 06H
L16/24
Fig 3 Connection of hydraulic tools.

08028-0D/H5250/94.08.12
Fig 5 After main bearing.
Fig 4 Main bearing
01.35 - ES0
Edition 06H Application of Hydraulic Tools Page 4 (4)
L16/24
Fig 6 Counter weight and connection rod.

08028-0D/H5250/94.08.12
01.35 - ES0
Page 1 (4) Hand Lever Pump Edition 01
General

Shut-off fuel oil
Application of hydraulic tools.
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

08.35 - ES0
Edition 01 Hand Lever Pump Page 2 (4)
General
Warning: The hand lever pump is not equipped with Initial Start-up and Venting
a pressure relief valve.
Never use the pump without a mounted manometer. In general and venting
Always pay attention to the given pressure of the
connected pressure consumers. Do never exceed Please make sure that all parts of the pump, espe-
this pressure or the max. pressure of the hand lever cially the manometer and the pressure port, are in a
pump. perfect condition. Defect parts are to be exchanged
against new ones immediately.
Important: Except for hydraulic oil, never use different
liquids such as petrol, water, diesel oil, alcohol or brake Turn the carrying handle with counter-clockwise
liquid, since these can lead to damages or even to rotation out of his fixing. Then turn it into the hand
destruction of the pump and/or the parts connected lever of the pump against the stopping face.
with it. Choose a place of assembling and operation
where the pump can always stand safe and firm on Attention: If the carrying handle is not srewed-in
a horizontal plain. There should always be sufficient into the hand lever, it can cause injuries while using
space for operating the pump. the pump.
Never handle the pump lever with oiled hands and
never use hand lever extensions. Never expose the Open the oil filler cap and check the oil level. If nec-
pump to great heat, fire or extreme coldness, since cessary, fill up the tank with hydraulic oil according
this leads to damages or even destruction. Protect to IS0 VG 32. Never overfill the tank. Close the oil
the pump from falling objects and avoid hard blows filler cap.
or pushes. Open the tank breather with the square wrench
(included in the scope of supply) by about one turn.
Attention - Danger to life Now loosen the breather screw at the pump on the
Check the manometer of the pump for the needed left side on the pump housing with an allen key SW
hydraulic pressure, given by an authorized person, 2,5 by about one turn. Close the depressurization
not to be exceeded. Make sure that the pressure valve tightly. Seal the nipple on the pump with a hose
you want to generate is also admissible for all con- and pump at the hand lever until oil flows out of the
nection parts. breather screw bladder-free. Only then are you al-
lowed to close the breather screw. The pump is now
All pressure connections and connecting elements vented and ready for operation.
have to be clean and undamaged. High-pressure
connections from the pump to the tools have to be After each operation and for the transport, close
established correctly prior to any pressurization. the tank breather in order to avoid the hydraulic oil’s
Disregard leads to danger to life. Please see working running out.
card 520-01.06.
Attention - Danger on injuries Pressurization

Loads being lifted by the pump may never be held
by the pump valves alone. Use additional non-return - Open the tank breather with the square wrench
08028-0D/H5250/94.08.12
valves or safety relief valves and secure the load by approx. one turn.
sufficient support against falling.
Remark: The pump is only to be operated with open
tank breather.
- Close the depressurization valve at the pump

when turning clockwise by handoperation.
08.35 - ES0
Page 3 (4) Hand Lever Pump Edition 01
General
Remark: The depressurization valve is designed Below of the pressure relief valve is an adjusting screw
for manual operation. The use of any tools at the with inner hexagon (wrench size 10 mm). Turning out
depressurization valve could cause damages of the counter-clockwisely the adjusting screw minimizes
valve or the valve seat. the change-over pressure, turning in clockwise ma-
ximizes the change-over pressure.
- Pump at the hand lever until the wanted pres-
sure is achieved. Check the pressurization Attention: Inside of the adjusting screw is another
at the manometer and take care of possible grub screw with inner hexagon (wrench size 4 mm) to
leakages. limit the stroke of the change-over piston inside of
the pump block. It is absolutely necessary, to screw
Remark: The pump works with two stages. The out the grub screw approx. 2 times before turning
change from the first stage to the second stage the adjusting screw!
happens automatical at a system pressure of about
30 bar. The regulation of the adjusting screw follows gra-
dually in approx. 10° - steps. After everv adjusting
Attention: The pump is not equipped with an internal step the grub screw is to screw in until it fits closely
pressure relief valve.The use of a manometer and the and approx. a l/4 turn to loosen.
control of the system pressure during pressurization
is indispensable. Check by carefully pumping if the change-over pres-
sure wanted has been reached. If necessary, repeat
Attention: Do not stand directly over the moving the procedure as described above.
line of the pump lever. Under arising circumstances
the lever can “hit back”. To avoid accidents stand
sideways the pump.
Attention - High-pressure hydraulic

On principle, tihen leakages occur during the pressu-
rization, immediately release the hydraulic pressure
and seal the leakage or renew defect parts.
Depressurization
- Open the depressurization valve slowly by a

turn to the left.
- Make sure that the hydraulic pressure at the

manometer has been completely released.
Consider the returning time of the hydraulic
oil.
08028-0D/H5250/94.08.12
Adjustment of change-over pressure from

stage 1 to stage 2
In exeptional case, it can be useful to adjust the

change-over pressure from stage 1 to stage 2 (factory
adjusted at approx. 30 bar).
08.35 - ES0
Edition 01 Hand Lever Pump Page 4 (4)
General
Analysis and Correction of Malfunction Pressure Port
Correction of malfunctions The pressure port of the pump is produced accor-

ding to our customers’ wishes. In addition, there is a
In case of malfunctions at the pump, the following variety of possibilities to connect the pump with one
points are to help you with the analysis of the problem or more pressure consumers.
and correcting it yourself.
For this, uncouple or unscrew all consumer and Attention - Danger to life
high-pressure hoses from the pump. Prior to the pump’ s start-up please make sure that,
no matter which pressure port you chose, all con-
nection elements are in a perfect condition. Convince
yourself of the fact that these are correctly connected
Malfunction Correction
and suitable for the necessary pressure.
No pressurization 1. Check the oil level and, if
necessary, fill it up as Attention - High-pressure hydraulic
described in chapter On principle, when leakages occur during the pressu-
maintenance and storage.
2. Close depressurization valve. rization, immediately release the hydraulic pressure
3. Visual inspection whether and seal the leakane or renew defect parts.
there are leakages. If so,
seal them.
4. Vent the pump as described
in chapter initial start-up and Maintenance and Storage
venting.
The pump should be lubricated frequently at the
Insufficient pressurization 1. Check the oil level and, if
necessary, fill it up, as
movable parts. Protect it from contamination because
described in chapter dirt in the oil or in the pressure port can lead to the
(prior to any corrections, mainteance and storage. pump’ s failure. A dry storage avoids the steel parts’
open de-pressurization 2. Close depressurization valve. getting rusty.
valve and release hydraulic 3. Visual inspection whether ther
pressure completely) are leakages. If so, seal them.
The storage and transport of the pump should always
4. Vent the pump as described be done in a horizontal position. Thus, you avoid a
in chapter initial start-up and possibly necessary venting of the pump during its
venting. start-up.
Pressure drop 1. Visual inspection whether
there are leakages. If so, For checking the oil level, please open the depres-
(prior to any corrections, seal them. surization valve and let the oil completely flow back
open de-pressurization 2. Close depressurization valve. into the tank. Open the oil filler cap and fill up hydraulic
valve and release hydraulic
pressure completely).
oil according to IS0 VG 32, if neccessary. Do not
overcharge the tank. Close the oil filler
If the problem cannot be solved, please contact cap.
MAN Diesel.
08028-0D/H5250/94.08.12
The use of the pump in a dirty area requires a regular

oil change. Fill the pump with clean hydraulic oil and
lubricate all moving parts (hinges) regulary.
08.35 - ES0
Plate
Page 1 (4) Tools for Cylinder Head 52005-06H
L16/24
Dimensions Item
S/E
Illustration of Tools Designation
A B C No
Valve spring S 014

tightening device
Lifting tool for S 038

cylinder unit
Grinding machine for valve

seat ring incl. wooden box,
complete E 051
Mandrel E 122
Cutting tool E 158

08028-0D/H5250/94.08.12
S = Standard E = Extra
02.22 - ES0
Plate
52005-06H Tools for Cylinder Head Page 2 (4)
L16/24
Dimensions Item
S/E
A B C No

spindle incl wooden box,
complete E 063
Grinding stone E 075
Grinding tool for S 087

cylinder head/liner
Mandrel for dismounting/

mounting of valve guide E 120
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
Page 3 (4) Tools for Cylinder Head 52005-06H
L16/24
Dimensions Item
S/E
A B C No
Turning table for cylinder unit E 107
Extraction tool for valve

seat ring E 181

seat ring incl. wooden box,
complete E 119
Grinding stone E 183

08028-0D/H5250/94.08.12
Guide E 195
02.22 - ES0
Plate
52005-06H Tools for Cylinder Head Page 4 (4)
L16/24
Dimensions Item
S/E
A B C No
Tool for mounting of

fuel insert E 205
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
Page 1 (4) Tools for Piston, Connecting Rod and Cylinder Liner 52006-08H
L16/24
Dimensions Item
S/E
A B C No
Removing device for S 021

flame ring
Guide bush for piston S 045
Fit and removal device for S 069

connecting rod bearing
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
52006-08H Tools for Piston, Connecting Rod and Cylinder Liner Page 2 (4)
L16/24
Dimensions Item
S/E
A B C No
Lifting device for S 082

cylinder liner
Lifting device for piston S 104

and connecting rod
08028-0D/H5250/94.08.12
Testing mandrel for S 153

piston ring grooves
02.22 - ES0
Plate
Page 3 (4) Tools for Piston, Connecting Rod and Cylinder Liner 52006-08H
L16/24
Dimensions Item
S/E
A B C No
Plier for piston pin lock ring S 177
Piston ring opener S 190
Supporting device for S 212

connecting rod and piston in
the cylinder liner (2 pcs)
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
52006-08H Tools for Piston, Connecting Rod and Cylinder Liner Page 4 (4)
L16/24
Dimensions Item
S/E
A B C No
Honing brush,
incl. wooden box S 224
Micrometer screw for

connecting rod E 236
Micrometer screw for

cylinder liner E 248
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
Page 1 (1) Tools for Camshaft and Camshaft Drive 52007-03H
L16/24
Dimensions Item
S/E
A B C No
Adjusting tool for

injection timing, Woodward E 040
Adjusting tool for

injection timing, L'Orange E 052
08028-0D/H5250/94.08.12
07.50 - ES0
Plate
Page 1 (1) Tools for Operating Gear for Inlet and Exhaust Valves 52008-08H
L16/24
Dimensions Item
Illustration of Tools
S/E
Designation
A B C No
Feeler gauge, 0.4-0.5 mm S 010

0.4 mm CORRECT
(inlet valve)
0.5
mm
INC
OR
RE
CT
Feeler gauge, 0.5-0.6 mm S 034

0.5 mm CORRECT
(exhaust valve)
0.6
mm
INC
OR
RE
CT
Feeler gauge, 0.01 mm S 640

0.01 mm
Socket wrench S 652

260
169
08028-0D/H5250/94.08.12
Socket wrench and S 664

469
torque spanner S 676
09.37 - ES0
Plate
Page 1 (1) Tools for Crankshaft and Main Bearings 52010-05H
L16/24
Dimensions Item
S/E
A B C No
Removal device for main

bearing cap E 011
Dismantling tool for S 035

main- and guide bearing
upper shell
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
Page 1 (1) Tools for Charge Air Cooler 52012-03H
L16/24
Dimensions Item
S/E
A B C No
Eye screw for lifting S 036
Lifting tool for

charge air cooler E 239
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
Page 1 (3) Tools for Fuel oil and injection equipment 52014-06H
L16/24
Dimensions Item
S/E
A B C No
Cleaning tool for S 013

fuel injector
Extractor device for S 407

injector valve
Grinding device for S 074

nozzle seat
08028-0D/H5250/94.08.12
02.22 - ES0
Plate
52014-06H Tools for Fuel oil and injection equipment Page 2 (3)
L16/24
Dimensions Item
S/E
A B C No
Pressure testing tool,

incl. bow S 050
Bow E 098
Tool for dismantling of

roller tappet E 108
08028-0D/H5250/94.08.12
Measuring pin E 121
02.22 - ES0
Plate
Page 3 (3) Tools for Fuel oil and injection equipment 52014-06H
L16/24
Dimensions Item
S/E
A B C No
Measuring sleeve E 133

08028-0D/H5250/94.08.12
02.22 - ES0
Plate
Page 1 (1) Tools for Lubricating Oil Cooler 52015-04H
L16/24
Dimensions Item
S/E
A B C No
Mandrel for oil cooler S 012

08028-0D/H5250/94.08.12
02.22 - ES0
DIESEL GENERATING ENGINE
- For final 140120 M.C.KIM J.H.PARK J.Y.SHINN
A For Working 121102 W.CHOI S.B.LEE Y.O.KIM
Revision Description Date Drawn Check Appd

Project Name PROMAR/TRANSPETRO Approved by Y.O.Kim
Hull No. EP-01/02/03/04 Checked by J.H.Park
Engine Model 6L16/24-G10 Checked by Y.H.Kim
kW X rpm 660 kW X 1200 rpm Drawn by E.S.Jung
List No. L16/24-P1B5 Issue Date 2012.05.24
STX Engine Co., Ltd.

0-1
SPECIFICATION OF DIESEL ENGINE
(DWG. NO. : STX_P%)
- For Final 2014.01.20 M.C.KIM J.H.PARK J.Y.SHINN
A For Working 2012.11.02 W.CHOI S.B.LEE Y.O.KIM
0 For Approval 2012.05.30 Y.H.Kim J.H.Park Y.O.KIM
Revision Description Date Drawn Check Appd
STX Engine Co., Ltd.

1-1 STX Engine Co., Ltd.
Page 1 / 1
Certificate number: 2990PSN13
www.veristar.com
CERTIFICATE
FOR
EXPANSION JOINTS/BELLOW
Manufacturer : DONGYANG S&T (Kimhae (Gyungnam) - KOR)
Work's ref N° : E13B530 (Aux, engine), E14B002 (Main engine)
Purchaser : STX ENGINE CO., LTD. (CHANGWON - KOR)
Shipyard : ESTALEIRO PROMAR S.A (Recife - BRA)
BV Register N° : 19543U Hull N° : EP-03
Requirements : Bureau Veritas Rules for the Classification of Steel Ships (Jul. 2010)
Product description : RUBBER COMPENSATOR

Design review : Type approval ref(s) : 16866/B0 BV
Quantity : 22 e.a
Drawing number & revision : 142-000396 Rev.0
Material : Bellows ; NBR (inner), CR (outer), Flange ; KS D3503-SS400
Max. working pressure / temperature : 16.0 Bar / 100'C
Test pressure : 32.0 Bar
Product type / size / Part No./ Q'ty : DYV-W, DY65A x 130mmL, 1702003500, 7EA
: DYV-W, DY65A x 130mmL, 1678805-3, 7EA
: DYV-W, DY25A x 130mmL, 1678800-4, 7EA
Material : Bellows ; Wire reinforced EPDM, Flange ; KS D3503-SS400
Max. working pressure / temperature : 16.0BAR / 90'C
Test pressure : 32.0 Bar
Product type / size / Part No./ Q'ty : DYV-R, DY65A x 150mmL, 1102024280, 1EA
Enclosures / Remarks :
This certificate is issued by Bureau Veritas as per the above Classification Rules and in compliance with the applicable technical
requirements therein.
Marking : 2990PSN13
Last survey : 21 May 2013 Issuance date : 31 May 2013
Surveyor : Keum-Ho Lee Office : BV PUSAN
This certificate is issued within the scope of the General Conditions of Bureau Veritas Marine Division available on the internet site
www.veristar.com. Any person not a party to the contract pursuant to which this document is delivered may not assert a claim against Bureau
Veritas for any liability arising out of errors or omissions which may be contained in said document, or for errors of judgment, fault or negligence
committed by personnel of the Society or of its Agents in establishment or issuance of this document, and in connection with any activities for
which it may provide.
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=pjz3xo9lvg

BV Mod. Ad.E 677a February 2009 This certificate consists of 1 page(s)
Page 1 / 1
www.veristar.com
CERTIFICATE
FOR
CRANKSHAFT
Manufacturer : STX HEAVY INDUSTRIES CO., LTD. (Changwon (Gyeongnam) - KOR)
Work's ref N° : RB002
Shipyard : VARD PROMAR S.A (Ipojuca - BRA)
Product description : SEMI BUILT-UP CRANKSHAFT

Design review : Reference(s) : 19522W: SEC12-7028 (Rev.0)
Quantity : 1 set
Drawing number : 5179091K8.0
Material grade and specification number : S34MnV as per MAN spec.
Stage of manufacture : As final machined
Intended for : Propulsion diesel engine, STX-MAN 5S35ME-B type
Total weight : 11696.8kg
Piece / Serial No. : Q024
Manufacturer's inspection report No. : S35ME-1308-006
Material certificate number : Crank throw: BV3987PSN13
: Main journal,Thrust shaft & Flange shaft : BV4183PSN13
Marking : 4445PSN13 On #1 crank throw

Last survey : 28 Aug 2013 Issuance date : 03 Sep 2013
Surveyor : Ha-Won Park Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=wmxaldi4eu

Page 1 / 1
www.veristar.com
CERTIFICATE
FOR
CYLINDER LINER
Manufacturer : YOOSUNG ENTERPRISE CO., LTD. (CHUNGBUK - KOR)
Work's ref N° : E13B530
Product description : CYLINDER LINER

Design review : Reference(s) : N/A
Quantity : 18 e.a
Drawing number : B11.05003-0085.A
Material grade and specification number : PCuVa(GGZ-KCuVTi 26) according to MAN Sepc.
Cylinder bore : 160mm
Stage of manufacture : Final machined
Heat number : 1304262
Material certificate number : YSG13-08-024
Declared as intended for : MAN L16/24 type diesel engine
Test pressure : 7.0bar
Piece / Serial number(s) : N13-021 to N13-039(18e.a)
Marking : 5137PSN13
Last survey : 09 Aug 2013 Issuance date : 23 Aug 2013
Surveyor : In-Ho Lee Office : BV PUSAN
The Electronic Version is available at: http://www.veristarnb.com/veristarnb/jsp/certificate.jsp?id=ewoconjxw0

Page 1 / 1
www.veristar.com
CERTIFICATE
FOR
SAFETY VALVE
Manufacturer : Mt. H CONTROL VALVES CO., LTD. (BUSAN - KOR)
Product description : CRANKCASE RELIEF VALVE

Quantity : 9 e.a
Type : M20-98
Drawing number & revision : M20-98B
Piece / Serial number(s) : M20-30002~30010
Setting(Opening) pressure : 0.05 ~ 0.1 bar
Outflow area : 59.4 cm²
Declared as intended for : Diesel engine, STX-MAN L16/24 type
Marking : 5319PSN13
Surveyor : Byung-Gu Kim Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=xyeor5jn6y

Page 1 / 1
www.veristar.com
CERTIFICATE
FOR
HOUSING / BODY
Manufacturer : JAEIL FINE MFG. CO., LTD. (DAEGU - KOR)
Product description : HOUSING for L.O PUMP & F.W COOLING PUMP
Design review :
Quantity : 9 e.a
Drawing number & revision : 11.30050-0168-1(L.O), 11.35050-0139B(F.W)
Material grade : JIS G5501 FC250(L.O), JIS G5501 FC300(F.W)
Declared as intended for : Diesel engine, STX-MAN 6L16/24-G10 type
Description : Test press. / Capacity / Serial No. / Lot No. / Q'ty
- L.O Pump housing : 15bar / 20.5m³/h / JI-L/P16-78 to 80 / D3A18 / 3 e.a
- F.W cooling pump housing : 10bar / 27m³/h / JI-CP16-151 to 156 / D3A17, D2L07, D2D16 / 6 e.a
Marking : 5585PSN13
Surveyor : Sang Pil Yun Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=qizi5f3oz7

Page 1 / 1
www.veristar.com
CERTIFICATE
FOR
ALTERNATOR
Manufacturer : HYUNDAI HEAVY IND. CO., LTD. - Electro Electric Systems (ULSAN - KOR)
Product description : 781.25kVA SYNCHRONOUS GENERATOR

Design review : Reference(s) : 19522W: APP-1111-067-00 (Rev.0); BY KPO/12/2970/SKR/JY, DATED ON
17/08/2012
Quantity : 3 sets
Type : HFJ7 504-64E
Power (Active) : 781.25kVA
Voltage : 450V
Rated rotation speed : 1200rpm
Rated current : 1002.3A
Protection index : IP44
Insulation class :F
Intended for : Electrical power supply
Serial number : 20132231RAL16701, 02, 03
Marking : 5673PSN13
Last survey : 27 Aug 2013 Issuance date : 28 Aug 2013
Surveyor : Yeon-soo JEONG Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=y6hdzezc53

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CERTIFICATE
FOR
CONNECTING ROD
Manufacturer : KUMHWA PRECISION CO., LTD. (Gimhae (Gyeongnam) - KOR)
Product description : CONNECTING ROD

Design review :
Quantity : 18 sets
Drawing number : 11030000789F1
Material grade and specification number : JIS G4105 SCM440
Intended for : Auxiliary diesel engine, STX-MAN 6L16/24 type
Piece / Serial number(s) : KQG053 to KQG059, KQQ001 to KQQ011
Heat number / Lot number : 268577(SeAH Besteel) / SF47.4 - 7 sets
: 293016(SeAH Besteel) / SF52.4 - 11 sets
Material certificate number : CHW-12-3119 & CHW-13-32608 by DNV
Total weight : abt. 324.9 kgs
Marking : 5808PSN13
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=vlpiqj9vyl

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CERTIFICATE
FOR
CRANKSHAFT
Manufacturer : STX HEAVY INDUSTRIES CO., LTD. (Changwon (Gyeongnam) - KOR)
Product description : CRANKSHAFT

Design review : Reference(s) : 19522W: EP-P12B351C (Rev.1)
Quantity : 1 set
Drawing number : 11.02001K1922A
Material grade and specification number : 42CrMo4 according to MAN spec.
Total weight : 480kg
Serial number : 079R(116L16041)
Material certificate number : DL12P00356 certified by CCS
Heat number : 013024 12-2
Declared as intended for : Auxiliary diesel engine, STX-MAN 6L16/24 type
Marking : 6064PSN13
Last survey : 09 Sep 2013 Issuance date : 09 Sep 2013
Surveyor : Hwan Geuk Choi Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=aesikid9fi

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CERTIFICATE
FOR
HEAT EXCHANGER
Manufacturer : DEC CO., LTD. (Changwon (Gyeongnam) - KOR)
Product description : LUB.OIL COOLER

Design review : Reference(s) : 19522W: 1701004250 (Rev.0); KPO/13/02318 ON 13/06/2013
Quantity : 3 sets
Type : Plate type
Drawing number & revision : 1701004250
Cooling agent : Fresh water
Body material grade : Cover plate: KS D3503 SS400, Cooling plate: KS-D3698-STS304
Maximum working pressure : 6.0bar
Declared as intended for : Aux. diesel engine, STX-MAN 6L16/24 type
Piece / Serial number(s) : DEC1969-1, 2, 3
Heat transfer area : 3.91 m2
Marking : 6091PSN13
Surveyor : Shi-Yun Ryu Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=aycl3hkpid

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CERTIFICATE
FOR
EXHAUST GAS TURBOCHARGER
Manufacturer : STX HEAVY INDUSTRIES CO., LTD. (DAEGU) (DAEGU - KOR)
Work's ref N° : E14B002T
Product description : EXHAUST GAS TURBOCHARGER

Quantity : 1 set
Type : TCR22-24106
Maximum gas temperature : 650°C
Maximum speed : 25600rpm
Serial number : SVP 0003
Intended for : Propulsion diesel engine, STX-MAN 5S35ME-B9.2 type
Piece / Serial number(s) : Turbine rotor / Shaft : DGN24 / BL9314
: Compressor wheel : COC1122011
: Nozzle ring : FM007
: Diffuser ring : FG110
: Bearing casing : WI3A24-1
: Volute casing : WI3H26-2
: Turbine inlet casing : D13A282-2
Rotor assembly certificate number : BV 5276PSN13
Marking : 6114PSN13
Last survey : 14 Oct 2013 Issuance date : 15 Oct 2013
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=l68kks2knn

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CERTIFICATE
FOR
EXPANSION JOINTS/BELLOW
Manufacturer : HANJO CO. LTD (PUSAN - KOR)
Purchaser : STX HEAVY INDUSTRIES CO., LTD. (Changwon (Gyeongnam) - KOR)
Product description : METALLIC EXPANSION JOINT

Quantity : 21 sets
Declared as intended for : Diesel engine, STX-MAN 6L23/30
Material grade : - Bellows : KS D3698 STS321(0.4mmT)
: - Flange : JIS G3101 SS400
Size/Design temp./Bellows/Test P./Q'ty : 125A x 102.5mmL / 550°C / 0.4t x 2ply / 10.0bar / 18 sets
: 100A x 160mmL / 550°C / 0.4t x 2ply / 7.0bar / 3 sets
Marking : 6225PSN13
Last survey : 12 Sep 2013 Issuance date : 11 Oct 2013
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=hqssbjlulj

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CERTIFICATE
FOR
CYLINDER COVER
Manufacturer : HANYOUNG MACHNERY CO., LTD. (Gyeongnam - KOR)
Product description : CYLINDER HEAD for Diesel Engine

Quantity : 18 pcs
Drawing number : B11.05504-0792
Material grade and specification number : Iron Casting GGG-40, Equivalent JIS G 5502 FCD400
Stage of manufacture : As Final Machined
Material certificate number : YQ130805-01/-02
Piece / Serial number(s) : Y13G055~Y13G062,Y13G066,Y13G067,Y13G069,Y13G074
: Y13G334,Y13G335,Y13G337,Y13G339,Y13G341,Y13G343
Condition of delivery : Stress relieved
Hydraulic test pressure : 1.0 Mpa for 60 minutes
Declared as intended for : Diesel Engine, STX-MAN 6L16/24 type
Marking : 6258PSN13
Surveyor : Shi-Yun Ryu Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=isbqehtycz

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CERTIFICATE
FOR
JACKET
Manufacturer : KANG RIM MACHINERY CO., LTD. (Kyoungnam - KOR)
Product description : WATER LEADING JACKET for DIESEL ENGINE

Quantity : 18 e.a
Drawing number & revision : 11.05103-0089-1
Material grade : DIN 1691 GG30
Material certificate number : 20121120-51 & 20130211-5(SHIN HAN METAL)
Declared as intended for : Aux. diesel engine, L16/24-G10 type
Piece / Serial number(s) : KR037 to KR054
Charge number : SH2K03(KR037) & SH3B03(KR038 to KR054)
Total weight : 460.8 kgs
Marking : 6312PSN13 on the each product

Surveyor : Dong-Hyok Shin Office : BV PUSAN
The Electronic Version is available at: http://www.veristarnb.com/veristarnb/jsp/certificate.jsp?id=3po2hur2mq

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CERTIFICATE
FOR
FUEL INJECTION PIPE
Manufacturer : NOVA WERKE AG (EFFRETIKON - CHE)
Supplier : STX ENGINE CO., LTD. (CHANGWON - KOR)
Product description : FUEL INJECTION PIPES

Quantity : 16 pcs
Drawing number & revision : 1.4564.1589
Material grade : 42CrMo4
Declared as intended for : Diesel engine MAN 16/24 type
Heat No. : 387400
Hyd. test pressure : 285 Mpa
Serial No. : NOVA 1589C 3012907 1627-1
CCS certificate number : SA11P00824_01
Enclosures / Remarks : Classification for these fuel injection pipes have been changed
from CCS to BV
Marking : only
Surveyor : Sam-Soo Leem Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=tqtt11scln

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CERTIFICATE
FOR
AIR COOLER
Manufacturer : DONG HWA ENTEC (Pusan - KOR)
Work's ref N° : 3157331
Product description : AIR COOLER FOR 6L16/24 TYPE ENGINE

Quantity : 3 sets
Exchange surface : 12.0m²
Maximum working pressure : 5.0bar
Declared as intended for : Main generator, Type: 6L16/24
Hyd. test pressure : 8.0bar
Manufacturing No. : 76451-1, 2 & 3
Material grade & spec. reference : Tube: C7060O, Tube sheet: St44, Fin: C1220
: Cover: JGG25
Design conditions : Temperature / Fluid
: Fin side: 250.0deg.C / Air
: Tube side: 75.0deg.C / Water
Enclosures / Remarks : Changed Class from GL (Cert. No.: 14358 SHA 10) to BV (Cert. No.:
6576PSN13).
Marking : 6576PSN13 on cover plate of each cooler

Last survey : 04 Oct 2013 Issuance date : 09 Oct 2013
Surveyor : Sung-Hwa Chung Office : BV PUSAN
The Electronic Version is available at: http://www.veristarnb.com/veristarnb/jsp/certificate.jsp?id=m5jqtbiyyd

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CERTIFICATE
FOR
CYLINDER COVER
Manufacturer : HANYOUNG MACHNERY CO., LTD. (Gyeongnam - KOR)
Product description : CYLINDER HEAD for Diesel Engine

Quantity : 18 pcs
Drawing number : B11.05504-0792
Material grade and specification number : Iron Casting GGG-40, Equivalent JIS G 5502 FCD400
Stage of manufacture : As Final Machined
Material certificate number : YQ131021-01 & YQ131022-02
Piece / Serial number(s) : Y13J122,124,125,126,127,128,129,132,133,
: Y13J134,135,136,138,139,156,158,159,163
Condition of delivery : Stress relieved
Hydraulic test pressure : 1.0 Mpa for 60 minutes
Declared as intended for : Diesel Engine, STX-MAN 6L16/24 type
Marking : 7375PSN13
Last survey : 01 Nov 2013 Issuance date : 01 Nov 2013
Surveyor : Hwan Geuk Choi Office : BV PUSAN
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=cl3jzfumhg

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CERTIFICATE
FOR
DIESEL ENGINE
Manufacturer : STX ENGINE CO., LTD. (CHANGWON - KOR)
Product description : AUX. DIESEL ENGINE

Design review : Type approval ref(s) : 07445/D0 BV
Reference(s) : 19522W: EP-P12B351C (Rev.1); KPO/12/00952/JOK/MN
Quantity : 3 sets
Type : STX-MAN 6L16/24
Rated Power : 660kW
Rated rotation speed : 1200rpm
Number of cylinders :6
Cylinder bore : 160mm
Stroke : 240mm
Kind of fuel (liquid, gaseous, dual-fuel) : Liquid
Intended for : Main electric power system
Serial number : SB6L16-13020/ -13021/ -13022
Mean effective / Max. Combustion press. : 22.8bar / 170bar
Rotation direction / Firing order : Clockwise view from flywheel / 1-2-4-6-5-3
Exhaust gas turbocharger : MAN TCR12-41024 type x 1set
Marking : 7969PSN13
Last survey : 26 Nov 2013 Issuance date : 05 Dec 2013
The Electronic Version is available at: http://www.veristarpm.com/veristarnb/jsp/certificate.jsp?id=8goenkxenu

Relatório de Aprovação do Cliente – FAT (Factory
Acceptance Test)
Atesto que o relatório do FAT (Factory Acceptance Test) realizado para o equipamento abaixo descrito
foi aprovado e está liberado para fins de medição de avanço de projeto.
PROJETO: EP-03
EQUIPAMENTO: MOTOR DE COMBUSTÃO AUXILIAR (MCA)
FORNECEDOR STX ENGINE
CÓDIGO EAP: 1.2.1.11
CÓDIGO OS-5: B.2.1
OBSERVAÇÕES:
______________________,_____ de _____________________ de 20____.
Carimbo de Aprovação do Cliente
34.ENG-03- A
EP-03

I Ma 4861.03 7006 110 SN8 001 - 0 PDF

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Documentation Attached:

0 24.09.2015 First Issue VMA TMS ACB

A4 400745 LPG CARRIER 7000m³ EP-03

MAN Diesel Identification No. for Instruction Book.

Identification No for Description: 000.00

Identification No for Working Card: 000 - 00.00

Identification No for Plates: 00000 - 00 H

For ordering of spare parts, see page 500.50.

A500 Warning ------------------------------------------------------------------------------------ A500.

(Marine engines only)

It is important that all MAN Diesel & Turbo engines

In accordance with Chapter I of the Code of Federal

Main Data for Engine Type L16/24

Main Data for Alternator Make HYUNDAI HEAVY IND.

Main Data for Turbocharger Make MAN DIESEL & TURBO

Main Data for Governor Make EUROPA

Cyl. Nos. available : 5-6-7-8-9

Power range : 450-990 kW

Speed : 1000/1200 rpm

Stroke/bore ratio : 1.5:1

Piston area per cyl. : 201 cm2

Swept volume per cyl. : 4.8 ltr.

Compression ratio : 16.2:1

Turbocharging principle : Constant pressure system and inter­cool­ing

Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

Power lay-out MCR version

Speed rpm 1000 1200

Mean piston speed m/sec. 8 9.6

Mean effective pressure

Max. combustion pressure bar 170 170

Power per cylinder

11.36 - ES1 - Tier II - WB2 - GenSet

If an instruction book is delivered in another language

Fig. 1 Structure of instruction book.

In particular, welding or work which causes the

Fire Opening of cocks may cause discharge of hot liquids

Hand tools should be placed to be easily accessible Crankcase Work

Feeling Over Turning

Check and Maintain

Engine Type Identification

MCR : Maximum continuous rating

Direction “Clockwise” of diesel engine seen from flywheel end

Temperature Alarm High

Specification of letter code for measuring devices

Lubricating Oil System

Charging Air System

Fuel Oil System

Nozzle Cooling System

Exhaust Gas System

Compressed Air System

General The front page indicates the following:

The maintenance system is divided into 2 main

a. Major overhaul / inspection (page 500.25):

The stated recommended intervals are only for 3

Experience with the specific plant/personnel should

Working Cards Fig. 1 Instruction guide for working cards.

Each of the working cards can be divided into two: a

Dismantling of cylinder unit.............................................. l 505-01.00

Cylinder Head and Water Jacket

Valve rotator..................................................................... n 505-01.15

Connecting rod - Measuring of big-end bore.................... n 506-01.15

Cylinder liner - Cleaning, honing and measuring............. l 506-01.35

Camshaft and Camshaft Drive

Turbocharging principle : Constant pressure system and intercooling