Installation Instruction V8 and V12

Installation Instructions
Emission related Installation Instructions
MAN Marine Diesel Engines

for light, medium and heavy duty
V8 D2868 LE4..
V12 D2862 LE4..
51.99496-8180 “Translation of the original instructions”

Version 04
MAN marine diesel engines D2868 LE4.. / D2862 LE4..
Printer's imprint
Subject to technical alterations in the interests of further development.

Reprinting, copying or translation, even of extracts, is not allowed without the written approval of MAN
Truck & Bus AG. All rights under the copyright law are strictly reserved by MAN.
 2015
MAN Truck & Bus AG
Vogelweiherstrasse 33
D - 90441 Nuremberg
Tel.: +49 911 / 4201745
Fax: +49 911 / 4201932
EMail: EngineDocumentation@man.eu
Internet: www.manengines.com
Technical standing: 02.2016

51.99496-8180
Engine and gearbox installation planning
2
MAN marine diesel engines D2868 LE4.. / D2862 LE4.. LE4..
Contents
Printer's imprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1 Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.1 Information about the installation instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.2 Notes on using the installation instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3 Notes on EPA Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.4 Supplementary documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5 Fitting a new engine for a ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6 Installation acceptance tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.7 Limitation of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.8 Copyright protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.9 Replacement parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.10 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.1 Intended use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2 Engine modifications and conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.3 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.4 Signs and notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3 Planning of engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3.1 Engine operation and engine environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2 Typical V12 and V8 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4 Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.1 Accessibility of the E-box (terminal box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2 Maintenance work and repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.1 Requirements of engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.2 Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.3 Maximum permitted angle of inclination for engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6 Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.1 Selection of a suitable resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.2 Resilient mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7 Engine and flange-mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

7.1 Torsional-vibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
7.2 Flywheel and flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
7.3 Resilient coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8 Transmission of power by propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

8.1 Arrangement of the drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8.2 Torsional-vibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
8.3 Flywheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.4 Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
8.5 Propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
3
Contents
9 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

9.1 Heating of the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
9.2 Temperature in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
9.3 Air requirement and air pressure in engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
10 Combustion air system and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

10.1 Combustion air and charging system diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
10.2 Combustion air requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
10.3 Combustion air temperature downstream of intercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
11 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.1 Basic design concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
11.2 Exhaust gas system structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
11.3 Permitted exhaust back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
12 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.1 Seawater cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.2 Seawater inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
12.3 Seawater supply components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
12.4 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
12.5 Gearbox oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
12.6 Choice of materials for pipework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
13 Ship-side cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

13.1 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
13.2 Connections on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
13.3 Cooling system design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
13.4 Thermodynamic configuration of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
14 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
14.1 Diagram of the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
14.2 Fuel pre-filter with water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
14.3 Arrangement of the fuel filter with water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
14.4 Additional fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
14.5 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
15 Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
15.1 Fixed pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
15.2 Load indication on MAN Monitoring Diagnosis System (MMDS) display . . . . . . . . . . . . . . . 92
15.3 Operating ranges for marine engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
15.4 Controllable pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
16 Cabin heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
16.1 Cabin heater diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
16.2 Cabin heater connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
16.3 Cabin heater thermal output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
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Contents
17 Power take-off for driving a hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

17.1 Auxiliary power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
17.2 Hydraulic pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
18 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

18.1 Starter and starter battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
18.2 Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
18.3 Electrical preheating of coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
19 Electronic box (E-box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

19.1 E-box installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
19.2 Overview of connectors on the E-box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
19.3 Connecting the E-box with the ship's potential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
19.4 E-box wiring - system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
20 Throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

20.1 Internal throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
20.2 External throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
21 Emergency unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

21.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
21.2 Emergency unit installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
21.3 Emergency unit wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
22 Yard-side wiring connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

22.1 Yard connector X4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
23 Display systems and instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

23.1 System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
23.2 MAN Monitoring and Diagnostic System (MMDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
23.3 Colour display MMDS-CLC 6.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
23.4 Colour display MMDS-CLC 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
24 Engine Operation Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

24.1 Engine Operation Panel EOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
24.2 Engine Operation Panel EOP D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
24.3 Connecting cable for Engine Operation Panels EOP and EOP D . . . . . . . . . . . . . . . . . . . . 136
25 Override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

25.1 Function of the override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
25.2 Override button installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
25.3 Override button wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
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Contents
26 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

26.1 Operator's responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
26.2 Requirements to be met by personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
26.3 Personal protective equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
26.4 Specific dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
26.5 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
26.6 What to do in the event of danger or accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
26.7 Signs and notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
26.8 Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
27 Crane transport of a drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

27.1 Inserting the drive line into the ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
27.2 Protecting the engine against dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
27.3 Protecting the fuel system against moisture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
28 Mounting the gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

28.1 Mounting a gearbox on the flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
28.2 Changing a flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
28.3 Checking the crankshaft axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
29 Installing the resilient engine and gearbox mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

29.1 Identification of the mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
29.2 Installation of the mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
30 Aligning drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

30.1 Aligning an engine with mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
30.2 Aligning a drive line consisting of engine, none-flange-mounted gearbox and propeller shaft . .
164
31 Installing propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
32 Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

32.1 Securing the fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
32.2 Connecting the fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
33 Installation of exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

33.1 MAN exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
33.2 Determining tensile prestress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
33.3 Assembly of the exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
34 Tightening torques for bolted connections as per factory norm M 3059 . . . . . . . . . . . . . . . . 173
6
Contents
35 Assembly drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175

35.1 E-box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
35.2 Throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
35.3 Display MMDS-CLC 6.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
35.4 Display MMDS-CLC 8.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
35.5 Engine Operation Panel EOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
35.6 Engine Operation Panel EOP D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
35.7 Emergency unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
35.8 Override button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
36 Important notes on commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
37 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

37.1 Oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
37.2 Determining the engine oil fill quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
37.3 Filling the engine with engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
37.4 Ensuring the lube oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
38 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193

38.1 Filling and ventilation of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
38.2 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
38.3 Opening the cooling system with the engine at operating temperature . . . . . . . . . . . . . . . . 195
39 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

39.1 Preparations for starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
39.2 Starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
39.3 Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
Stopping with button (ignition on/off) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
40 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
40.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
40.2 Technical lexicon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
40.3 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
7
Contents
8
Foreword
1 Foreword
1.1 Information about the installation instructions

Emission-related installation instructions
S Failing to follow these instructions when installing a certified engine in a nonroad equipment violates fe
deral law (40 CFR 1068.105(b)), subject to fines or other penalties as described in the Clean Air Act.
The purpose of these installation instructions is to:
S provide assistance and advice for the installation of the V8 (D2868 LE4..) and V12 (D2862 LE4..) MAN
marine diesel engines.
S establish the conditions for trouble-free operation of the drive line and avoid installation-related malfunc
tions and any resulting consequential damage.
These installation instructions apply to the installation of V8 (D2868 LE4..) and V12 (D2862 LE4..) MAN
marine diesel engines in all power ratings for light, medium and heavy use.
These installation instructions do not apply to classified engines.
1.2 Notes on using the installation instructions

The installation instructions are divided into 3 sections which correspond to a ship's new-build chronology.
1. Planning of engine installation
This section contains information that needs to be taken into account when designing the ship and plan
ning the engine room. Examples of this include:
- Engine accessibility for performing maintenance work
- Engine room ventilation
- Configuration of the ship's cooling system, exhaust system, fuel system
- Power take-off options, selection of propeller
2. Assembly work during engine installation (planning phase completed)
This section describes assembly work which must be performed during engine installation. Examples of
this include:
- Crane transport of the engine
- Installation of the resilient mounts
- Aligning drive line
3. Preparations for engine commissioning
This section describes preparatory work for commissioning. Examples of this include:
- Filling with lube oil and coolant
- Starting and stopping the engine
NOTE
Key parameters for the operational reliability of the engines are recorded and evaluated during
commissioning.
Therefore:
S Commissioning is to be performed solely by personnel authorised by MAN.
9
Foreword
1.3 Notes on EPA Regulations
NOTE
Violation of federal law 40CFR 1068.105(b)
Therefore:
S Failing to follow these instructions when installing a certified engine in a vessel violates federal law
40CFR 1068.105(b) and is subject to fines or other penalities as described in the Clean Air Act.
Emission control information label

If you install the engine in a way that makes the engine's emission control information label hard to read
during normal engine maintenance, you must place a dublicate label on the vessel,
as described in 40 CFR 1068.105.
1.4 Supplementary documents

In addition to these installation instructions, the following documents are available from MAN.
S Installation drawing
It provides information about the exact dimensions and about the connections for fuel, coolant and ex
haust gas. The dimensions that appear in brochures or on leaflets are for rough guidance only and are
not to be used for engine installation.
S Supplementary drawings, arrangement plans, wiring diagrams etc.
Supplementary drawings may be required for the engine mounting drilling pattern and the arrangement
of resilient engine mounts according to their Shore‐hardness, depending on the scope of delivery.
These documents depend on the particular scope of delivery and are provided by the MAN representative
responsible on a project-by-project basis.
In special cases, documents can be requested directly from the MAN Nuremberg plant. See page 2 for ad
dress.
Requirements specified by supervisory authorities and country-specific regulations may also need to be
taken into account in addition to these instructions.
S Operating instructions
The operating instructions are supplied with the engine.
1.5 Fitting a new engine for a ship

If an existing engine is replaced by a new engine, the engine room and its components must be adapted to
the new engine.
The design and dimensions of the engine base, cooling system, exhaust system, fuel system etc. must be
adapted to the new engine.
1.6 Installation acceptance tests

On request and against payment, MAN will perform acceptance tests for installations. Certifications of pro
totypes are only valid for series installations, provided that no retroactive modifications are carried out.
If you intend to modify a built-in engine component which has been acceptance-tested by MAN, you must
notify MAN in writing as a further acceptance test may be required.
10
Foreword
1.7 Limitation of liability

The requirements specified by the maritime authorities and, if applicable, the directives of the classification
societies or supervisory authorities must also be taken into account when installing and operating marine
diesel engines.
MAN is only liable for material defects when these installation instructions have been observed.
MAN accepts no liability for damages caused by:
S Failure to follow these instructions
S Non-intended use
S Use of non-trained personnel
S Unauthorised modifications
S Technical changes
S Use of non-approved replacement parts, fuels, lubricants and coolants
The actual scope of delivery may be different to the explanations and illustrations described here in the
case of special versions or the purchase of additional order options, and due to the latest engineering
changes.
The obligations agreed in the supply contract, MAN's standard business terms and the legal regulations in
place at the time the contract is signed are applicable.
1.8 Copyright protection

The contents, texts, drawings, figures and other illustrations are protected by copyright and subject to in
dustrial property rights. Improper use is subject to prosecution.
1.9 Replacement parts

Only use genuine MAN replacement parts and accessories or replacement parts and accessories approved
by MAN.
Only genuine replacement parts that are approved by us have been tested by us and are therefore suitable
for the engine application.
Replacement parts and accessories must be either genuine MAN parts or parts expressly approved by
MAN. The reliability,safety and suitability of these parts has been verified specifically for engines. Despite
constant market observation, we cannot judge or vouch for other products.
WARNING
Risk of injury due to incorrect replacement parts
Incorrect or defective replacement parts can lead to damage, malfunction or total failure and impair
safety.
Therefore:
S Only use genuine MAN replacement parts
User tip
Indicate the engine model, engine number and order number in all correspondence and enquiries,
see Operator's Manual.
Order replacement parts through authorised dealers or directly from MAN. For address, see page 2.
11
Foreword
1.10 Explanation of symbols
Warnings
Warnings are indicated by symbols in this Operator's Manual. The warnings are preceded by sig
nal words which indicate the extent of the danger.
Always heed these warnings and act carefully to prevent accidents, injury or damage.
DANGER
Describes an immediately dangerous situation that will lead to injury or death if not avoided.
WARNING
Describes a possibly dangerous situation that can lead to injury or death if not avoided.
CAUTION
Describes a possibly dangerous situation that can lead to slight or moderately severe injury if not
avoided.
NOTE
Describes a possibly dangerous situation that can lead to damage if not avoided.
Tips and recommendations
User tip
Tips, recommendations and information for efficient and trouble-free operation.
ENVIRONMENTAL NOTE
Tips on conduct with respect to environmental protection.
General notes
• This symbol indicates a first-level listing.
► This symbol indicates an action/a consequence of an action.
(1) This symbol indicates an illustrated item in the text.
12
Installation planning
13
14
General safety instructions
2 General safety instructions

This chapter contains safety instructions that must be heeded from the planning phase onwards in order to
ensure optimum protection of personnel and safe, trouble-free engine operation.
Further safety instructions must be heeded when assembling and commissioning the engine,
see page 139.
2.1 Intended use

The engines are suitable for heavy, medium or light use, depending on model.
The type of use is defined by the expected operating hours per year and the percentage of operation under
full load.
Any use other than this is deemed non-intended use.
MAN shall not be held liable for any resulting damage. The risk is borne entirely by the operator.
Intended use also includes performing the specified service and maintenance work.
The engine is only allowed to be installed and commissioned by personnel who are familiar with it and
aware of the dangers.
Unauthorised changes to the engine exclude liability for resulting damage and injury.
Tampering with the injection and control system can affect the engine's performance and exhaust-gas char
acteristics, meaning that compliance with statutory environmental requirements is no longer guaranteed.
DANGER
Danger due to non-intended use
Any use of the engine that goes beyond and/or is different to the intended use can lead to dangerous
situations and invalidates the operating permit.
Therefore:
S Only use the engine in accordance with its intended use.
2.2 Engine modifications and conversions

To avoid danger and ensure optimum performance, the engine is not allowed to be modified, converted or
fitted with add-ons unless expressly approved by MAN.
If modifications are undertaken without written approval from MAN, MAN refuses to honour any warranty
and guarantee obligations for damage and defects caused by unauthorised modifications. Furthermore,
MAN shall accept no liability for damage caused by non-approved modifications.
15
General safety instructions
2.3 Safety equipment

Installing the emergency-off device and including it in the safety system.
Connect the emergency-off device so as to avoid dangerous situations for personnel and material if the
power supply is interrupted or if the power is restored following an interruption.
2.4 Signs and notices

The following symbols should be affixed in the area of immediate danger.
WARNING
Risk of injury due to illegible symbols
Over the course of time, labels and symbols can get dirty or become illegible!
Therefore:
S Ensure that all safety, warning and operating notices remain easily legible at all times.
S Clean or replace illegible safety, warning and operating notices
Access forbidden
Access to areas displaying this sign is forbidden.
Electrical voltage
Only electrical experts are allowed to work in areas displaying this sign.
Unauthorised persons are not allowed to enter areas displaying this sign.
Hot surfaces
Hot surfaces such as hot engines and hot fluids are not always discernible. Do not touch
these surfaces without wearing protective gloves.
Danger to life due to suspended loads

Loads may tilt and fall during lifting, with the potential to cause serious injury or even
death.
Risk of injury
Risk of injury if the instructions in the Operator's Manual are not followed.
16
Planning of engine installation
3 Planning of engine installation
3.1 Engine operation and engine environment

The engine environment is becoming increasingly important for the operational safety, reliability and avail
ability of a modern diesel engine.
Without exception, only highly charged engines with intercooling are used in order to achieve low fuel con
sumption with low exhaust-gas emissions.
Modern fuel injection systems consisting of precision components require very pure fuel and an exception
ally clean environment.
Due to the electronic systems, there are strict requirements regarding the ambient temperature and cleanli
ness.
Anti-pollution requirements that cannot be met by implementing in-engine measures alone mean that ex
haust gas aftertreatment is necessary.
The operational reliability of these engines is largely dependent on the proper functioning of the vehicle
components that have a major influence on the engine operating conditions.
These are:
- Cooling system
- Combustion air system and charging
- Exhaust system
- Fuel system
The correct configuration of these components is therefore very important. Hence the engine is to be
viewed as a component that interacts with the entire "ship" system rather than an isolated component.
When analysing operating faults, the functioning of these components and their influence on engine opera
tion must therefore be checked.
NOTE
Engine damage due to incorrect configuration of components in the engine environment.
Therefore:
S Adapt all components in the engine environment to the engine with respect to design and dimen
sioning .
17
3.2 Typical V12 and V8 engines
18
The engines
The illustrations on page 18 show views of a V12 engine and a V8 engine, in each case without the gear
box.
The V8 and V12 engines are available with various power ratings, depending on the particular application.
Engine environment - interface between engine and ship

Here is a summary of important information on individual components to be observed when installing en
gines. Each of these components has a connection to a ship-side component. Their correct installation con
tributes to the trouble-free operation of the engine.
(1) Intake system, see page 50
(2) Engine mounting, see page 31
(3) Seawater circuit, seawater pump, see page 65
(4) Engine cooling system, see page 65
(5) Intercooler system, see page 65
(6) Exhaust system, see page 53
(7) Fuel system, see page 86
(8) Power take-off, see page 99
(9) Flywheel, power take-off, see page 37
(10) Electrical system, see page 101
(11) Lube oil system
19
Additional information for planning the installation

Further documents which are not included in this publication are required in addition to this publication for
planning engine installation. These documents vary depending on the particular scope of delivery and are
provided by the MAN representative responsible on a project-by-project basis.
In special cases, documents can be requested directly from the MAN Nuremberg plant. See page 2 for ad
dress.
- Installation drawing
The installation drawing contains the important dimensions of the engine. It shows the dimensions of the
flywheel or flywheel housing for installing a coupling and for mounting the gearbox.
- Layout plan of the resilient engine mounts
The selection of the type and shore hardness of the resilient mounts depends on the setup of the drive
line (free-standing or flange mounted gearbox).
- Wiring diagrams
Wiring diagrams are available specially adapted for the needs of the shipyard.
If you install the engine in a way that makes the engine´s emmission control information label hard to read
during normal engine maintenance, you must place a duplicate label on the nonroad equipment, as
described in 40 CFR 1068.105.
Information about commissioning and operation of the engines

The engines come with document folders containing the following brochures:
- Operating instructions
- Fuels, lubricants and coolants for MAN diesel engines
These brochures must be carefully read before the engines are placed into commission.
20
MAN marine diesel engines D2868 LE4 / D2862 LE4
Accessibility of the engine in the engine room
4 Accessibility of the engine in the engine room
4.1 Accessibility of the E-box (terminal box)
DANGER
It must be possible to stop the engine quickly and reliably in an emergency, even in the engine
room.
Therefore:
S The red emergency stop button on the E-box must be quickly and reliably accessible!
The E-box (terminal box) (1) must be mounted in the engine room so that it is easily accessible. There is
an emergency stop button (2) on the E-box.
A description of the E-box can be found on page 105.
21
4.2 Maintenance work and repairs
NOTE
High engine reliability due to regular inspection and maintenance
Lower service costs due to reduced time outlays
Therefore:
S When installing the engine, ensure that there is enough space available to perform the regular main
tenance work.
S Removable deck or hatch for lifting out the en

gines for repairs
It must be possible to carry out the following tasks

in the engine room on the engine and gearbox
without restriction:
S Fuel filter change (1)
S Actuation of the hand pump (2) on the fuel pre-

filter (3) and bleeding of the fuel system
(description in the operating instructions)
S Fuel pre-filter maintenance (3)
(description in the operating instructions)
22
S Lube oil level check (4), lube oil top-up (5)

(description in "Commissioning" section).
S Oil filter change (6)

(description in operating instructions).
S Pumping out and adding engine and gear oil

(description in operating instructions).
An oil drain device for the engine and gearbox
(7) is optionally available (can be mounted on
the left and right). An electric oil scavenge and
filler pump (8) can be connected here by means
of quick-disconnect couplings.
23
S Coolant filling
(description in "Commissioning" section")
Height of deck above filler cap (9):
H=500 mm (recommended).
S Coolant level check (10)
S Coolant draining (11) and coolant filling (12)

S Plate-core heat exchanger maintenance (13)

Distance to bulkhead: D=350 mm.
S V-belt protection removal (14).

S V-belt exchange (15).
S Generator (16) and coolant pump exchange.
24
S Removal of the engine cover (17) so that the

common-rail system and the exhaust turbochar
ger are accessible.
S Removal of the cylinder head covers (18)to set
the valve clearance and to exchange the inject
ors.
S Opening of the EDC box (19).

In the case of dual-engine systems, both
units (19) are arranged in the centre aisle
between the engines. For more precise details
regarding accessibility and dimensions, see
installation drawing.
NOTE
Simple visual inspections enable the causes of operating faults to be detected early.
Therefore:
S There must be enough space available to inspect the engine for oil, coolant or seawater leaks.
S Hose connections and pipe lines from and to the engine must be easily accessible.
25
26
Engine foundation
5 Engine foundation
5.1 Requirements of engine foundation

S The engine foundation in the ship must be constituted so that it can absorb the propeller thrust in both
directions and transfer it to the hull.
S It must be possible to safely and reliably absorb the weight of the drive line and all dynamic forces
caused by rough seas.
S Hull distortions caused by swell and loading are not allowed to be transferred to the engine. The engine
foundation is to be connected to the hull over as large an area as possible.
S The engine mounting base (engine foundation) (2) must be parallel to the engine mounting lower edge
(1) so that the resilient engine mounts do not cant. The engines are not allowed to be rigidly mounted on
the foundation.
27
Engine foundation
5.2 Engine weights

The weights of the engines (without gearbox) are given in the following table:
Engine model Rated power Rated speed Engine weights

(dry, without gearbox)
kW (hp) rpm kg
Light duty
D2868 LE423 / 426 (V8-1000) 735 (1000) 2300 1780
D2868 LE433 / 436 (V8-1200) 882 (1200) 2300 1875
D2862 LE443 / 446 (V12-1400) 1029 (1400) 2300 2270
D2862 LE423 / 426 (V12-1550) 1140 (1550) 2300 2270
D2862 LE453 / 456 (V12-1650) 1213 (1650) 2300 2365
D2862 LE433 / 436 (V12-1800) 1324 (1800) 2300 2365
D2862 LE476 (V12-1900) 1397 (1900) 2300 2365
Medium duty
D2868 LE422 / 425 588 (800) 2100 1800
D2862 LE422 / 425 749 (1019) 2100 2270
D2862 LE432 / 435 882 (1200) 2100 2270
D2862 LE463 / 466 1029 (1400) 2100 2270
Heavy duty
D2868 LE421 / 424 441 (600) 1800 1800
D2862 LE421 / 424 662 (900) 1800 2270
D2862 LE431 / 434 551 (750) 1800 2270
D2862 LE444 735 (1000) 1800 2270
The weights are based on the engine without lube oil and coolant. To determine the weight of the engine
ready for operation, the weight of the lube oil and coolant must be added.
Weights of the filling capacities

Engine model Lube oil Coolant
D2868 LE4.. 62 litres 56 kg 85 litres 90 kg
D2862 LE4.. 90 litres 80 kg 113 litres 120 kg
28
Engine foundation
5.3 Maximum permitted angle of inclination for engine

If the engine is to be installed at an inclination on its longitudinal axis, the maximum permitted angle of in
clination must not be exceeded. The max. permitted angle of inclination is the largest angle that can be ex
pected when the ship is underway, i.e. installation inclination plus max. trim angle of the ship.
a b
Angle at flywheel end Angle at free end
Engine model Oil pan (part no.)  

D2868 LE4.. (V8) 50.05801-0002 20_ 5_
D2862 LE4.. (V12) 50.05801-0003 20_ 5_
NOTE
The angle  of 5_ to the counter-flywheel side is only permissible whilst the ship is moving.
Therefore:
S The installation inclination to the counter-flywheel side is 0_.
29
Engine foundation
30
Resilient mounting
6 Resilient mounting
6.1 Selection of a suitable resilient mounting

The resilient mounts prevent the transfer of engine vibrations to the engine foundation and ship's hull.
Due to the design of the engine with respect to:
- Total mass
- Centre of gravity of engine
- Distribution of forces to the engine bases
Several requirements have already been established for the design of the resilient engine mounts.
The following points are also important, depending on the arrangement of the engine and gearbox (engine
flange-mounted to gearbox or stand-alone engine and gearbox) and due to the alignment required after in
stallation:
- Propeller force transferred to the engine foundation for engines with flange mounted gearboxes
- Easy height adjustment of the mounts
Due to these various requirements, the resilient mounts must be carefully adapted.
For this reason MAN has developed resilient mounts that are adapted in their design and their shore hard
ness to the different types of drive lines.
The following pages gives the assignment of the different resilient mounts to the arrangement of the en
gines and gearboxes and detailed information about the mounts.
The resilient mounts are included in the delivery depending on the order. The resilient mounts should al
ways be used. In no case should the engine be installed on the foundation without them.
NOTE
The resilient engine mounts cannot absorb vibrations caused by incorrect alignment of the drive line or
vibrations excited by the propeller.
Therefore:
S Carefully align the drive line, see page 159.
31
Resilient mounting
6.2 Resilient mounts
Resilient engine and gearbox mounts
(1) Mounting bolt for engine mounting M 20

(2) Height adjustment
(3) Shipping lock bolts
(4) Mounting bolts M 20,
strength class 8.8
Assignment of the resilient mounts

to the engines and gearboxes
Engine model / MAN‐ Shore‐
gearbox arrangement part number hard
ness
D2868 LE423 / 426 51.96210-7052 60
D2868 LE433 / 436
D2868 LE421 / 424
D2868 LE422 / 425
D2862 LE423 / 426 51.96210-7051 65
D2862 LE421 / 424
D2862 LE422 / 425
D2862 LE431 / 434
D2862 LE432 / 435
D2862 LE444
D2862 LE463 / 466
D2862 LE433 / 436 51.96210-7050 70
D2862 LE453 / 456
D2862 LE476
The installation drawings have information on the

dimensions of the mounts and the drilling pattern
for the foundation.
Mounting of the resilient engine and gearbox
mounts, see page 157.
32
Resilient mounting
Resilient mounts for flange-mounted integral V gearbox
(1) Mounting bolt for gearbox mounting M 20

strength class 8.8

gearbox arrange part number hard
ment ness
D2868 LE4.. 50.96210-7000 55
D2862 LE4..
The installation drawings have information on the

dimensions of the mounts and the drilling pattern
for the foundation.
Mounting of the resilient gearbox mounts, see
page 157.
33
Resilient mounting
34
Engine and flange-mounted gearbox
7 Engine and flange-mounted gearbox
(1) Engine (V8 used as an example here)

(2) Marine reversing gear, flange-mounted to flywheel housing
(3) Gearbox oil cooler, see page 69
(4) Resilient gearbox mounting, see page 32
(5) Flywheel housing, see pages 37, 155
(6) Resilient engine mounting, see page 32
DANGER
Danger to life due to rotating machine parts
Therefore:
S For safety reasons, rotating machine parts (shafts, flanges) must be equipped with suitable accidental-
contact protection. Observe accident prevention regulations!
35
7.1 Torsional-vibration analysis

The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to de
termine the resonance in terms of position and strength and to avoid overstressing, a torsional-vibration
analysis is required.
MAN can do this for a fee. The required information must be compiled during the project phase using the
“Questionnaire for torsional vibration calculation on marine drive lines".
The torsional vibration analysis is to be performed after ordering; however before delivery of the engines at
the latest.
If the torsional vibration analysis is not performed by MAN, the information required (crankshaft torsional
oscillation diagrams) can be provided by MAN.
36
7.2 Flywheel and flywheel housing
NOTE
Perform a precise installation analysis, depending on project.
Therefore:
S Request an installation drawing with detailed dimensions of the flywheel and flywheel housing.
The following applies to all V8 and V12 engines:

Flywheel housing (1) with SAE1 connection for
flange-mounting a gearbox.
Flywheel (2) with I = 2.08 kgm2 for mounting a re
silient coupling.
The installation drawings provides information
about the dimensions of the flywheel housing (1)
and the flywheel (2) as well as about the type of
thread for mounting the coupling.
7.3 Resilient coupling
A resilient coupling (3) must be provided between

the engine and gearbox.
Its purpose is to isolate the engine and the drive
line (gearbox, propeller shaft, propeller) from vibra
tions. The high-frequency vibrations caused by the
ignition timing are therefore restricted to the engine
crankshaft.
Furthermore, the transfer of low frequency vibra
tions of the drive train to the engine is prevented.
The crankshaft axial clearance must be checked
before and after flange-mounting a gearbox, see
page 156.
37
38
Transmission of power by propeller shafts
8 Transmission of power by propeller shafts
8.1 Arrangement of the drive line

The drive line consists of the engine and a stand-alone, i.e. non-flange-mounted gearbox. In this case, the
engine and gearbox can be spatially offset (mostly V-drive) so that the power has to be transferred from the
engine to the gearbox via a propeller shaft. MAN offers two solutions for selecting the coupling for this drive
concept. These solutions are described below.
Here the aim is to:
S Prevent damage caused by impermissible vibrations on the engine, gearbox, resilient coupling and pro
peller shaft.
S Prevent the transfer of vibrations to the engine foundation and, therefore, vibrations in the ship so as to
help enhance on-board comfort.
8.1.1 Drive line consisting of engine, highly resilient coupling, propeller shaft
and gearbox
Power take-off on the engine is via a highly resilient coupling.

The highly resilient coupling connected to the engine's flywheel allows working angles of max. 3_.
(1) Engine
(2) Resilient engine mounting
(3) Highly resilient coupling, see page 42
(4) Free-standing gearbox
(5) Propeller shaft, see page 43
39
8.1.2 Drive line consisting of engine, resilient coupling with flange bearing, pro
peller shaft and gearbox
Power take-off on the engine is via a resilient coupling with flange bearing (see bottom of left page for illus
tration).
This concept requires more construction space due to the flange bearing, but allows a working angle of up
to 9_.
(1) Engine
(2) Resilient engine mounting
(3) Resilient coupling with flange bearing, see page 42
(4) Free-standing gearbox
(5) Propeller shaft, see page 43
8.2 Torsional-vibration analysis

The forces of gas and inertia from the engine can cause vibration of the entire drive line. In order to de
termine the resonance in terms of position and strength and to avoid overstressing, a torsional-vibration
analysis is required.
MAN can do this for a fee. The required information must be compiled during the project phase using the
“Questionnaire for torsional vibration calculation on marine drive lines".
The torsional vibration analysis is to be performed after ordering; however before delivery of the engines at
the latest.
If the torsional vibration analysis is not performed by MAN, the information required (crankshaft torsional
oscillation diagrams) can be provided by MAN.
40
8.3 Flywheels
NOTE
Perform a precise installation analysis, depending on project.
Therefore:
S Request an installation drawing with detailed dimensions of the flywheel and flywheel housing.
Flywheel (1) with I = 1.20 kgm2 for mounting a

highly resilient coupling with propeller shaft con
nection.
Flywheel (2) with I = 2.08 kgm2 for mounting a re

silient coupling with flange-mounting outer mount.
The installation drawing provides information about
the dimensions of the flywheels (1) and (2) as well
as about the type of thread for mounting the coup
ling.
41
8.4 Couplings
DANGER
Therefore:
8.4.1 Highly resilient coupling
The highly resilient coupling (1) is mounted on the

engine flywheel. It is only possible to mount the
coupling if the engine is equipped with the correct
flywheel for mounting a highly resilient
coupling (see section 8.3).
It allows permissible propeller shaft-working
angles ß1, ß2 of 3°.
Definition of working angles ß1, ß2, see 8.5.1
For interface dimensions see installation drawing.
8.4.2 Resilient coupling with flange bearing
The resilient coupling with flange bearing (1) is

mounted on the engine at the factory. It is only
possible to mount the coupling if the engine is
equipped with the correct flywheel for mounting a
resilient coupling (see section 8.3).
It allows permissible propeller shaft-working
angles ß1, ß2 of 9°.
Definition of working angles ß1, ß2, see 8.5.1
For interface dimensions see installation drawing.
42
8.5 Propeller shafts
8.5.1 The working angle of a propeller shaft
The working angle ß of a propeller shaft is the an

gle between the propeller shaft centre axis and the
centre axes of the shafts on the input and output
side.
b1
b2
8.5.2 Basic guidelines for installing propeller shafts
If a simple universal joint or ball joint is turned uni

formly in flexed state, this results in irregular mo
tion on the output side.
This irregular motion can be compensated for by
connecting two joints to one propeller shaft. For
the complete compensation of the irregular mo
tions, the following requirements must be met:
S Identical running angles at both joints (ß1=ß2)
S Both inner joint forks must lie in a plane
S Input and output shafts must also lie in one
plane
Propeller shaft arrangement in Z-Form
Propeller shaft arrangement in W-Form
43
Exception:
In the case of a spatially-angled propeller shaft,
the input and output shafts do not lie in one plane.
To achieve a steady output motion, the inside pro
peller shaft forks must be twisted against one an
other so that they both lie within the angled plane
produced by their joints. In addition, the spatial
working angles must be the same.
44
Engine room ventilation
9 Engine room ventilation
9.1 Heating of the engine room

During operation, each engine transfers heat from its hot surface to the engine room air (convection) - com
parable with a radiator used to heat a room in a building. In addition to this, radiant heat is emitted into the
surrounding area, albeit at a much lower level.
Both of these effects can heat up the engine room to such an extent, that temperature-sensitive compon
ents (e.g. the electronics) can malfunction.
9.2 Temperature in the engine room

The maximum temperature in the engine room is limited to 60_C by the:
S Maximum permissible operating temperature of the electronic components
S Maximum permissible fuel temperature
NOTE
Damage to electronic components in the E-box
Therefore:
S Temperature outside the E-box: max. 60_C.
S Temperature inside the E-box: max. 70_C.
Power loss can be expected at intake air temperatures above 45_C.

The following equation provides a good rule of thumb for adequate engine room ventilation:
Engine room temperature = Ambient temperature + 15_C (max. 20_C)
Measured at the front and back of the engine room and at the air filters.
The temperature in the engine room is essentially dependent on the following boundary conditions:
9.2.1 Outside air temperature

The outside air temperature depends on the climate in the area of operation of the ship and the prevailing
weather conditions. In the Mediterranean Sea area air temperatures of up to 40_C are to be expected and
in the Persian Golf up to 50_C can be reached.
45
MAN industrial diesel engines D2868 LE4.. / D2862 LE4..
9.2.2 Engine operating conditions

1) Maximum speed / cruising speed of the ship
Naturally, at full-load and high power outputs, the temperature of critical components (charge air pipes,
compressor housing, exhaust manifold) is at its highest and thus the heat output is at a maximum.
However, this effect is compensated by the high combustion air requirement of the engines and that of
the associated high rate of air exchange in the engine room.
Example: two V12 - 1400 engines require 2 x 4470 m3/h combustion air, equivalent to 2.5 m3/s, at full
load. A typical engine room air volume of 50 m3 is therefore exchanged every 20 seconds. If the air inlet
and outlet openings are dimensioned adequately, the engine room temperature can not be much higher
than the outside air temperature.
2) Reduction of the maximum speed to crawling speed (e.g. to negotiate canals, waterways with speed
restrictions)
At low speed and load, the amount of combustion air required by the engines and, therefore, the
amount of fresh air flowing into the engine room is much lower.
Example: two V12 - 1400 engines requiring 2 x 750 m3/h combustion air at 1000 rpm and operation on
the propeller curve, equivalent to 2 x 0.20 m3/s.
The volume of air in the engine room is no longer replaced fast enough by external air flowing through
and can therefore quickly heat up. In addition, the hot engine components that were under full load
(charge air pipes, crankcase, oil pan) give up additional heat in the engine room.
In this operating phase it is thus necessary to provide forced air ventilation by means of fans.
9.3 Air requirement and air pressure in engine room

The air admission into the engine room is ensured by the cross-section and the design of
the air inlet openings.
Air requirement per engine
Engine model Power kW (HP) Speed Air requirement

rpm m3 / h
Light Duty
D2868 LE423 (V8-1000) 735 (1000) 2300 2870
D2868 LE426 (V8-1000) 735 (1000) 2300 2880
D2868 LE433 (V8-1200) 882 (1200) 2300 3800
D2868 LE436 (V8-1200) 882 (1200) 2300 3820
D2862 LE443 (V12-1400) 1029 (1400) 2300 4470
D2862 LE446 (V12-1400) 1029 (1400) 2300 4470
D2862 LE423 (V12-1550) 1140 (1550) 2300 4550
D2862 LE426 (V12-1550) 1140 (1550) 2300 4350
D2862 LE453 (V12-1650) 1213 (1650) 2300 5260
D2862 LE456 (V12-1650) 1213 (1650) 2300 5210
D2862 LE433 (V12-1800) 1324 (1800) 2300 5300
D2862 LE436 (V12-1800) 1324 (1800) 2300 5360
46
Air requirement per engine
Medium Duty
D2868 LE422 588 (800) 2100 2580
D2868 LE425 588 (800) 2100 2490
D2862 LE422 749 (1019) 2100 3840
D2862 LE425 749 (1019) 2100 3200
D2862 LE432 882 (1200) 2100 3950
D2862 LE435 882 (1200) 2100 3440
D2862 LE463 1029 (1400) 2100 4100
D2862 LE466 1029 (1400) 2100 3910
Heavy Duty
D2868 LE421 441 (600) 1800 2040
D2868 LE424 441 (600) 1800 2150
D2862 LE421 662 (900) 1800 3280
D2862 LE424 662 (900) 1800 2910
D2862 LE431 551 (750) 1800 3150
D2862 LE434 551 (750) 1800 2700
D2862 LE444 735 (1000) 1800 2950
The air requirement indicated in the table is the combustion air requirement per engine.
The air intake openings in the engine room have to be dimensioned to accept this volumetric flow.
9.3.1 Fans
Fans with large dimensions are required to ensure

that the entire engine room has a thorough circu
lation of fresh air.
The following criteria will help you in selecting ef
fective fans:
1. Fans with
24 V DC supply,
= 160 mm to 300 mm
2. Fans with
240 V AC supply from the ship's generator,
= 150 mm to 450 mm
Small fans attached to corrugated hoses are not
suitable as they do not provide a sufficient flow
rate and only guarantee a supply of fresh air in
their immediate vicinity.
Suction ventilators are recommended; these suck
the warm air out of the engine room so that fresh
air can flow in through the air inlet openings.
If the air pressure in the engine room exceeds the
surrounding atmospheric pressure, vapours, oil
mist, etc. can make their way into the living quar
ters accommodation on the ship and lead to bad
odours.
47
MAN industrial diesel engines D2868 LE4.. / D2862 LE4..
9.3.2 Air ducting, general
NOTE
Water ingress causes irreparable engine damage
Therefore:
S Sea foam and spray is not allowed to reach the engines.
The openings for air supply and air removal must

be arranged so as to ensure a flushing effect, i.e. 3 1
air must flow through the entire engine room.
Fresh air inflow into the ventilation system for
engine room ventilation
The fresh air should be removed at the highest
point possible on the side of the hull or above deck
downstream of the engine room (1).
Fresh air inlet to engine room
The air inlet to the engine room A should be as low 2
as possible between the ship's sides and the en
gines.
Air outlet from the engine room
The air outlet (3) should be situated opposite the 4
A
inlet, i.e. on the rear side of the engine room and
as high as possible. A
Airflow design
If a fast ship has a streamlined airflow and the air 5
stream is used effectively, the airflow volume can
be optimised. 6
A Free cross-section
(4) Deck
(5) Airflow
(6) Ship's side
The free cross-section A of the air inlet is related
to the narrowest point of the complete air supply
route. It is dimensioned according to the air re
quirement of the engines in accordance with the
table on page 46.
48
Combustion air system and charging
10 Combustion air system and charging

The combustion air and charging system is a complex and sensitive system that has been meticulously
designed during the course of engine development. Intervention in this system is neither required nor al
lowed when installing the engine.
The following requirements must be met by the ship's design in order to ensure correct functioning:
S Supply with an adequate amount of combustion air
S Efficient re-cooling of the combustion air in the intercooler
10.1 Combustion air and charging system diagram

The combustion air and charging system diagram illustrates these requirements.
S The combustion air must enter the engine unimpeded via the air filter (1).
S The combustion air must be sufficiently re-cooled by the intercooler (4).
(1) Combustion air intake via the air filter

(2) Combustion air compressed by the turbocharger
(3) Combustion air re-cooled in the intercooler
(4) Cooled combustion air supplied to the engine
(5) Cooled combustion air distributed to the cylinders
49
10.2 Combustion air requirement

In order to burn fuel completely and thereby achieve full power, the engine requires an adequate supply of
fresh air, the volume of which can be determined from the technical data provided in the appendix to this
manual.
Low pressure downstream of air filter

One indicator of an adequate supply of combustion air for the engine is the low pressure downstream of the
air filter. If the low pressure downstream of the air filter is too high, there is a lack of combustion air.
If the maximum permissible value is exceeded, the engine room ventilation must be checked,
see page 45.
The maximum permissible intake depression at

maximum power and rated rpm is indicated in the
technical data in the "Combustion air system" sec
tion.
NOTE
Exceeding the maximum permissible intake depression causes a lack of power, black smoke
and, as a consequence, engine damage
Therefore:
S If the maximum permissible intake depression is exceeded, the engine monitoring system trips an
alarm.
50
10.3 Combustion air temperature downstream of intercooler

The combustion air in the intercooler is re-cooled by the seawater. An adequate supply of seawater to the
intercooler is therefore extremely important.
For guidelines on designing the seawater cooling system, see the "Cooling system" chapter on page 65.
NOTE
Exceeding the maximum permissible combustion air temperature downstream of the intercooler
leads to engine damage caused by thermal overload
Therefore:
S If the maximum permissible combustion air temperature is exceeded, the engine monitoring system
trips an alarm.
51
52
Exhaust system
11 Exhaust system
11.1 Basic design concept
DANGER
Exhaust gases are toxic and hot
Therefore:
S The exhaust gas system must be completely gas-tight.
S The exhaust gas system must have fireproof insulation.
Never let water get into the engine via the exhaust
system. If the engine and exhaust gas outlet are
installed in a low position just above or below the
water line, an elbow followed by a descending ex
haust gas line (“gooseneck") (1) must be installed
in the pipe routing to prevent water entering the
engine when reversing or in the event of swell.
It is not permissible to provide a single common
exhaust system for several engines. In the case of
multi-engine layouts a separate exhaust system for
each engine is obligatory, so that with one engine
running, no exhaust gas can enter the other en
gine/s.
NOTE
If seawater enters the engine, it causes irreparable damage.
Therefore:
S Install an elbow in the exhaust gas line.
53
Exhaust system
Exhaust system without sea water injection (diagrammatic representation)
5 4
3
2
1
À Expansion joint, upright installation

Á Y-pipe
Â Place fixing as close as possible to the pipebend
Ã Expansion joint, recumbent installation (not deliverable by MAN)
Ä Silencer
Corrosion−resistant steel is the material of choice for the exhaust system. Depending on the temperature,
the standard value for longitudinal expansion coefficient of steel pipes is:
1 mm per metre and 100_C
Exhaust pipes become very hot due to the high exhaust temperatures of several hundred degrees Celsius.
For safety reasons, the pipes must be fitted with suitable heat−proofing.
To prevent the temperatures in the engine room reaching excessive levels, fireproof insulation that is both
fuel− and lubricant−impermeable is recommended.
Condensation collects in the exhaust system and must on no account be allowed to reach the engine. For
this reason a water collector with a drainage device must be installed near the engine if long, ascending
exhaust pipes are installed.
54
Exhaust system
Design of exhaust systems without sea water injection

We recommend that if you are when designing an exhaust system, you do not use the maximum permitted
value for back pressure (= pressure loss) as a design parameter and instead only use 75% of this value.
The back pressure is dependent on the gas flow through the system and the exhaust temperature and re-
aches its maximum value with the engine is operating at rated speed and rated power.
The overall back pressure (overall pressure loss) np in the exhaust system is the sum of the back pres-
sures of the individual components, such as straight pipe sections, elbows and silencers, expressed in the
formula:
np = npR L + npK nK + npS
where:
npR = Back pressure (pressure loss) per 1 m of pipe
L = Pipe length in m
npK = Back pressure (pressure loss) per degree manifold radius
nK = Number of manifolds
npS = Back pressure (pressure loss) in silencer
To minimise exhaust gas back pressure, avoid

sharp bends and manifolds.
Make sure the radius of all pipe bends is not too
small. D
(R / d 1.5). If silencers are installed, ensure that
the max. permissible exhaust gas back pressure is
not exceeded.
R
Example of a dry exhaust system calculation

A dry exhaust system with a pipe length of 4 m, two right−angled manifolds and a silencer is planned for a
boat. The clear diameter should be 120 mm.
Is this system adequately dimensioned for a turbocharged diesel engine with an exhaust gas mass flowrate
of 1,300 kg/h?
The following values can be obtained from the tables:
Back pressure per 1 m of pipe = 3 hPa
Back pressure for 90 degree manifold = 5.1 hPa
For back pressure specifications in the manifold, contact manufacturer.
A value of 5 hPa is assumed.
The total back pressure np is calculated as follows:
np = npR L + npK nK + npS
np = 3.0 hPa 4 + 5.1 hPa 2 + 5 hPa = 27.2 hPa
The value obtained is within the permissible range.
55
Exhaust system
Average back pressure (pressure drop) in hPa (mbar) per 1 m exhaust pipe, depending on the ex-
haust gas mass flowrate in kg/h and the clear diameter in mm
Exhaust gas
Mass flowrate * Diameter in mm
kg / h 80 100 120 140 160 180 200
800 9.9 3.0 1.2 0.5 0.3 0.1 0.1
900 12.6 3,8 1.5 0.6 0.3 0.2 0.1
1000 15.5 4.7 1.8 0.8 0.4 0.2 0.1
1100 18.8 5.7 2.2 1.0 0.5 0.3 0.2
1200 22.3 6.8 2.6 1.1 0.6 0.3 0.2
1300 −−− 8.0 3.0 1.3 0.7 0.4 0.2
1400 −−− 9.3 3.5 1.6 0.8 0.4 0.2
1500 −−− 10.7 4.0 1.8 0.9 0.5 0.3
1600 −−− 12.1 4.6 2.0 1.0 0.5 0.3
1700 −−− 13.7 5.2 2.3 1.1 0.6 0.4
1800 −−− 15.3 5.8 2.6 1.3 0.7 0.4
1900 −−− 17.1 6.5 2.9 1.4 0.8 0.4
2000 −−− 18.9 7.2 3.2 1.6 0.8 0.5
2100 −−− 20.1 7.9 3.5 1.7 0.9 0.5
2200 −−− 22.9 8.7 3.8 1.9 1.0 0.6
2300 −−− −−− 9.5 4.2 2.1 1.1 0.6
2400 −−− −−− 10.4 4.6 2.2 1.2 0.7
2500 −−− −−− 11.2 5.0 2.5 1.3 0.8
2600 −−− −−− 12.2 5.4 2.6 1.4 0.8
2700 −−− −−− 13.1 5.8 2.9 1.5 0.9
2800 −−− −−− 14.1 6.2 3.1 1.6 0.9
2900 −−− −−− 15.1 6.7 3.3 1.8 1.0
3000 −−− −−− 16.2 7.1 3.5 1.9 1.1
3100 −−− −−− 17.3 7.6 3.8 2.0 1.1
3200 −−− −−− 18.4 8.1 4.0 2.1 1.2
3300 −−− −−− 19.6 8.6 4.2 2.3 1.3
3400 −−− −−− 20.8 9.2 4.5 2.4 1.4
3500 −−− −−− 22.0 9.7 4.8 2.6 1.5
3600 −−− −−− −−− 10.3 5.0 2.7 1.5
3700 −−− −−− −−− 10.8 5.3 2.9 1.6
3800 −−− −−− −−− 11.4 5.6 3.0 1.7
3900 −−− −−− −−− 12.0 5.9 3.2 1.8
4000 −−− −−− −−− 12.7 6.2 3.3 1.9
4100 −−− −−− −−− 13.3 6.5 3.4 2.0
4200 −−− −−− −−− 14.0 6.8 3.6 2.1
4300 −−− −−− −−− 14.6 7.1 3.7 2.2
4400 −−− −−− −−− 15.2 7.4 3.8 2.3
4500 −−− −−− −−− 15.9 7.7 4.0 2.4
4600 −−− −−− −−− 16.5 8.0 4.1 2.5
* For engine values, see technical data in the appendix
56
Exhaust system
Average back pressure (pressure drop) in hPa (mbar) per 90_ manifold (R/d = 1.5), depending on
the exhaust gas mass flowrate in kg/h and the free diameter in mm
Exhaust gas
Mass flowrate * Diameter in mm
kg / h 80 100 120 140 160 180 200
800 9.8 4.0 1.9 1.1 0.6 0.4 0.3
900 12.3 5.1 2.5 1.3 0.8 0.5 0.3
1000 15.2 6.2 3.0 1.6 1.0 0.6 0.4
1100 18.4 7.6 3.6 2.0 1.2 0.7 0.5
1200 21.9 8.9 4.3 2.3 1.4 0.9 0.6
1300 −−− 10.6 5.1 2.8 1.6 1.0 0.7
1400 −−− 12.2 5.9 3.2 1.9 1.2 0.8
1500 −−− 14.1 6.8 3.7 2.2 1.3 0.9
1600 −−− 16.0 7.7 4.2 2.4 1.5 1.0
1700 −−− 18.0 8.7 4.7 2.8 1.7 1.1
1800 −−− 20.2 9.8 5.3 3.1 1.9 1.3
1900 −−− −−− 10.9 5.9 3.4 2.2 1.4
2000 −−− −−− 12.0 6.5 3.8 2.4 1.6
2100 −−− −−− 13.3 7.2 4.2 2.6 1.7
2200 −−− −−− 14.6 7.9 4.6 2.9 1.9
2300 −−− −−− 15.9 8.6 5.0 3.1 2.1
2400 −−− −−− 17.3 9.4 5.5 3.4 2.3
2500 −−− −−− 18.8 10.2 6.0 3.7 2.4
2600 −−− −−− 20.4 11.0 6.5 4.0 2.6
2700 −−− −−− −−− 11.8 6.9 4.3 2.8
2800 −−− −−− −−− 12.7 7.5 4.7 3.1
2900 −−− −−− −−− 13.7 8.0 5.0 3.3
3000 −−− −−− −−− 14.6 8.6 5.4 3.5
3100 −−− −−− −−− 15.6 9.1 5.7 3.7
3200 −−− −−− −−− 16.6 9.7 6.1 4.0
3300 −−− −−− −−− 17.7 10.4 6.5 4.2
3400 −−− −−− −−− 18.8 11.0 6.9 4.5
3500 −−− −−− −−− 19.9 11.7 7.3 4.8
3600 −−− −−− −−− 21.0 12.3 7.7 5.0
3700 −−− −−− −−− 22.2 13.0 8.1 5.3
3800 −−− −−− −−− −−− 13.7 8.6 5.6
3900 −−− −−− −−− −−− 14.5 9.0 5.9
4000 −−− −−− −−− −−− 15.2 9.5 6.2
4100 −−− −−− −−− −−− 15.9 10.0 6.5
4200 −−− −−− −−− −−− 16.6 10.5 6.8
4300 −−− −−− −−− −−− 17.4 11.0 7.1
4400 −−− −−− −−− −−− 18.1 11.4 7.3
4500 −−− −−− −−− −−− 18.8 11.9 7.6
4600 −−− −−− −−− −−− 19.5 12.3 7.9
* For engine values, see technical data in the appendix
57
Exhaust system
11.2 Exhaust gas system structure
11.2.1 Exhaust gas outlet on the engine
In the case of both the V8 and the V12, the two

cylinder banks have a common exhaust gas outlet.
Exhaust manifolds for either rearward (1) or up
ward (2) exhaust gas outlet are available for both
models.
For flange dimensions for connecting the ship-side
exhaust gas system, see installation drawing.
11.2.2 Connecting exhaust system to engine

Resilient connecting elements that allow engine movements caused by the resilient engine mounting and
isolate the engine from the exhaust system must be installed between the engine and exhaust system.
Either heat-resistant hoses (corrugated hoses made of silicone) or bellow expansion joints can be used for
this purpose.
58
Exhaust system
11.2.3 Securing exhaust system
NOTE
Component damage due to force acting on the turbocharger
Therefore:
S Exhaust gas lines must be secured and supported so that no forces act upon the turbocharger.
The securing of the exhaust gas system depends on the basic design and concept:
The exhaust gas system (1) is secured to the en

gine and gearbox mountings using supports (2).
The exhaust gas system (1) is suspended on

height-adjustable brackets (3).
59
Exhaust system
11.2.4 Injection of sea water into exhaust system
After emerging from the heat exchanger, sea water

is injected into the exhaust pipe and mixed with the
exhaust gas.
Schematic drawing of sea water injection (ex

ample)
4
(1) Seawater
2
(2) Exhaust gas
(3) Baffle plates with obtuse pitch angle for water
flow
(4) Baffle plates with acute pitch angle for water
flow 1
Silicone hose (5) downstream of seawater injec

tion.
60
Exhaust system
11.2.5 Exhaust silencing
Exhaust silencing can be achieved either by

means of an exhaust outlet below the water line or
by installing exhaust silencers.
Exhaust outlet below water line
As well as noise damping,
an exhaust outlet below the water line normally
gives rise to an increase in exhaust backpressure.
A flow-optimised configuration of the exhaust out
let can reduce this effect.
However, there must be no incidence of low pres
sure here.
NOTE
Turbocharger damage due to exceeding the maximum permissible turbocharger speed
Therefore:
S Low pressure at the exhaust outlet leads to impermissible high turbocharger rpm and is therefore not
allowed.
If the exhaust outlet is located below the water line, incorporate a bypass to the exhaust pipe with an outlet
above the water line.
If this bypass is omitted, there can be a build-up of pressure in the exhaust system when the ship is station
ary or moving at low speed until this pressure exceeds the water pressure below the ship and then escapes
abruptly, resulting in intense vibrations.
61
Exhaust system
11.2.6 Insulation of the exhaust pipe

(applies for both wet and dry exhaust systems)
DANGER
Fire hazard due to hot surfaces coming into contact with diesel fuel and oil!
Risk of burns due to hot surfaces.
Therefore:
S Thoroughly insulate exhaust pipes with fireproof material.
Hot, non-insulated exhaust pipes heat up the en

gine room considerably.
The quantity of heat emitted increases by the sur
face temperature raised to the power of 4, e.g. sur
face temperature increases by 20% - the radiated
heat produced is doubled.
Requirements to be met by the insulation material:
- Flame retardant
- Fuel- and lubricant-impermeable
- The material must not release dust or fibres
into the atmosphere as these can be drawn
in by the engine
NOTE
Component damage due to exceeding the maximum permissible temperature of the electronic
components in the E-box.
Therefore:
S Do not let the engine room temperature exceed 60_C.
62
Exhaust system
11.3 Permitted exhaust back pressure
There are measuring points for exhaust back pres

sure (1) (M14x1.5) on the underside of the engine-
side exhaust manifold.
NOTE
Engine damage due to thermal overload
Impermissibly high exhaust gas temperatures lead to inadequate engine power, an increase in smoke
and, consequently, engine damage caused by thermal overload.
Therefore:
S The exhaust backpressure must be measured during commissioning.
S Permissible exhaust back pressure at full load and rated rpm: 20-80 mbar.
63
Exhaust system
64
Cooling system
12 Cooling system
12.1 Seawater cooling system

The seawater cooling system is used for both engine cooling and intercooling. A good supply of seawater is
important for achieving the full engine power within the permissible thermal load limits, especially for inter
cooling. The cooling systems for all MAN engines are configured for a seawater inlet temperature of up to
32_C (305 K).
(1) Heat exchanger

(2) Expansion tank
(3) Seawater outlet
(4) Seawater pump
(5) Seawater inlet
(6) Intercooler
65
Cooling system
12.2 Seawater inlet
The seawater inlet is through a “Scoop" (1) on the

underside of the hull.
In this way, the pressure created at the sea water
inlet while the ship is moving can be utilised to
supply the pump with sea water.
Scoop
The scoop inlet cross-section is determined by the
seawater inlet line diameter; however, it should be
as large as possible.
In order to achieve a flow-optimised shape, the
entire scoop should be manufactured as a single
casting.
The seawater enters through a grille with large
openings between the bars (2). To assist the inflow
into the seawater inlet line to the engine, the rear
side of the scoop (3) must have a rounded,
streamlined form so that water back-up does not
impair the supply of seawater.
In the case of two-part scoops, i.e. separate grille

(4) and seawater inlet line (5), there is a risk of wa
ter back-up on the rear side of the scoop if the two
components are not positioned correctly.
The same effect can arise in the case of one-part
scoops with rectangular grille designs.
Seawater inlet for jet drive
The water supply flow for the jet drive must not
hinder the seawater supply for the engine cooling
system.
66
Cooling system
12.3 Seawater supply components
Sea valve
Ball valves that are directly connected to the scoop
should be used as sea valves (1). 1
These can be swiftly closed in an emergency (pipe
break).
Furthermore, the valve's “open/closed" position is
immediately recognisable by the position of the
handle.
Seawater filter
A seawater filter is to be provided to protect the
intercooler, heat exchanger and seawater pump.
The seawater filter (2) should be equipped with a
sight glass, a removable cover and a removable
filter basket.
The following approximate values apply to the filter
basket: 2
- Mesh size max. 3 mm
- Surface approx. 10 times as large as the
inlet cross-section
Positioning of sea water filter:
If possible directly above the sea valve.
In any event the sea water filter must be situated
above the water level.
This allows the filter to be cleaned with the sea
valve open. Furthermore, with the sea valve open,
objects blocking the scoops can be removed
without having to lift the ship out of the water.
Seawater pipes to and from engine
The sea water lines (hoses) must be sufficiently
flexible to compensate movements of the engine
due to its resilient mounting.
67
Cooling system
12.4 Seawater pump
Delivery rate of the seawater pump (1):

For seawater pump delivery rates for the individual
engines, see "Technical data" from page 199.
Seawater inlet
The connecting line from the seawater filter is con
nected at the seawater pump intake fitting (2).
Seawater outlet
The ship-side piping is connected at the seawater
outlet (3). The seawater is injected into the ex
haust as system frequently, see page 60.
The minimum cross-section of the ship-side piping
must correspond to the connecting cross-section
on the engine.
For seawater inlet and seawater outlet connection
dimensions, see installation drawing.
68
Cooling system
12.5 Gearbox oil cooler
The coolant is supplied to the gearbox oil cooler

via the connection (4) on the seawater pump.
The coolant feed to the gearbox oil cooler marked
“out".
The connection for the cooling water return from
the gearbox cooler is to be installed by the shi
pyard on the ship-side piping.
There are 2 possibilities for this:
1. Installation in the seawater outlet downstream
of engine
2. Installation in the seawater injection in the ex
haust system
69
Cooling system
12.6 Choice of materials for pipework

Different metals are not allowed to be combined with each other at random. If “precious" and "non-pre
cious" metals are combined, the “more non-precious" of the two will corrode due to bimetallic corrosion.
This process is accelerated still further in humid or even salty atmospheres.
The more non-precious a metal, the more negative its electrical voltage potential. Two different metals
have an electrolytic voltage difference that wants to equalise itself when there is a connection between the
two metals (direct contact or conducting water). In the following list, metals are listed according to their
electrical voltage potential, starting with the “most precious" (platinum) and ending with the “most non-pre
cious" (magnesium).
The further two metals are apart in this list, the greater the problems to be expected by bimetallic corrosion.
“Precious” Platinum
Titanium
Silver
Nickel
Cupro-nickel
Lead
Stainless steel
Tin bronze
Copper
Tin
Brass alloys
Ferronickel
Low-alloy steels
Shipbuilding steel
Aluminium alloys
Zinc
“Non-precious" Magnesium
70
Ship-side cooling systems
13 Ship-side cooling systems
13.1 System description

Cooling systems installed on the ship side can be used as an alternative to the seawater heat exchanger
cooling system supplied by MAN, see chapter 12, e.g
13.1.1 Ship-side cooling system designs
Hull-mounted cooling system

With a hull-mounted cooling system, the heat from the engine and intercooling circuit is dissipated to the
river or sea water through cooling cells installed on the hull.
The cooling cells can be shallow tanks with a meandering pattern for the coolant flow.
The cooling cells are located below the waterline. Seawater flows by the cells when the ship is moving.
Keel cooling
With a keel cooling system, the heat from the engine and intercooling circuit is dissipated to the river or sea
water through pipelines attached on the outside of the hull.
Sea chest cooling

With a sea chest cooling system, the heat from the engine and intercooling circuit is dissipated to the river
or sea water through tubular coolers.
The tubular coolers are installed in a sea chest below the waterline. Seawater flows by the coolers when
the ship is moving.
13.1.2 General cooling system requirements

These general requirements are:
S Absolute leak-tightness
S Reliable limitation of the maximum permissible charge-air temperature
S Reliable, automatic venting of the cooling circuits
S Draining of the entire system when performing maintenance work
S Quick filling of the system following maintenance work (approx. 8 litres/min)
S Fast circuit startup even at low engine speeds
S Fast pressurisation in the system after engine start
(min. 50 kPa in < 20 s at medium engine speed and medium load)
S No ejection of coolant after engine hot soak
S Avoidance of pulsating coolant flows
S Preparation of the coolant in accordance with MAN maintenance recommendations and recommended
service products as well as operator's manual and maintenance manual
71
13.1.3 Cooling system diagram

MAN marine diesel engines with intercooler require two cooling circuits:
S The high-temperature circuit or engine cooling circuit
S The low-temperature circuit or intercooling circuit
Low-temperature circuit (LT) High-temperature circuit (HT)

(1) Expansion tank, low-temperature circuit (5) Expansion tank, high-temperature circuit
(2) Venting of the low-temperature circuit (6) Venting of the high-temperature circuit
(3) Coolant pump for the low-temperature circuit (7) Coolant pump for the high-temperature circuit
(4) Cooling system, low-temperature circuit (8) Cooling system, high-temperature circuit
Engine
(9) Intercooler
(10) Engine crankcase
72
13.2 Connections on the engine
Connections on the engine for the high-temperature circuit
(1) Engine outlet to the cooling system

(2) Engine inlet from the cooling system
(3) Filler pipe from expansion tank to coolant
pump for high-temperature circuit
(4) Vent line from engine to expansion tank
Connection as shown on figures Hose connector to Inside  Outside 

Works Standard mm mm
(1) Engine outlet to the cooling system M3103-2 60 70
(2) Engine inlet from the cooling system M3103-2 60 70
(3) Filler pipe from expansion tank to coolant M3101-3 19 25
pump for high-temperature circuit, DN25
(4) Vent line from engine to expansion tank, M3101-1 7 10
10x1.5
The unions (1), (3) and (5) can be mounted on
both the left and right of the engine.
(1) Union for engine outlet to cooling system,
mounted on left
(2) Alternative mounting on right
(3) Union for filler pipe from expansion tank, moun
ted on right
(4) Alternative mounting on left
(5) Union for engine inlet from cooling system,
mounted on left
(6) Alternative mounting on right
73
Connections on the engine for the low-temperature circuit
(1) Vent line from intercooler to expansion tank

(2) Coolant outlet to the cooling system
(3) Filler pipe from expansion tank to coolant
pump for low-temperature circuit
(4) Coolant inlet from the cooling system
Connection as shown on figures Hose connector to Inside  Outside 

Works Standard mm mm
(1) Vent line from engine to expansion tank, M3103-3 7 10
DN10
(2) Coolant outlet to the cooling system M3103 61 65
(3) Filler pipe from expansion tank to 9 15
coolant pump for low-temperature circuit
(4) Coolant inlet from the cooling system M3101-2 65 75
74
13.3 Cooling system design

The shipyard is responsible for the design and correct configuration of the cooling system.
NOTE
Engine damage due to cooling system malfunction
Therefore:
S Observe the following information regarding the cooling system components.
13.3.1 Coolant volumes

The total volume of coolant in the high-temperature circuit comprises the volumes of the following:
S Engine cooling circuit
S Hull-mounted cooling system for the high-temperature circuit, with pipelines
S Expansion tank for the high-temperature circuit
The total volume of coolant in the low-temperature circuit comprises the volumes of the following:
S Intercooler circuit
S Hull-mounted cooling system for the low-temperature circuit, with pipelines
S Expansion tank for the low-temperature circuit
D2868 LE4.. D2862 LE4..

Engine cooling circuit Litres 65 85.5
Intercooler circuit Litres 15 15.5
(only parts fitted to the engine)
13.3.2 Expansion tanks

Expansion tanks must be installed for both the high-temperature circuit and the low-temperature circuit.
Cooling systems for MAN marine diesel engines must be designed as closed, pressurised systems.
The performance and functioning of a cooling system largely depends on whether the required system
pressure is available and the absence of bubbles. Both of these properties are essentially influenced by the
effectiveness of the expansion tank.
All cooling systems for MAN engines must be equipped with a separate expansion tank which
S collects the coolant that has expanded due to heating,
S builds up and maintains the cooling system operating pressure,
S removes the air bubbles from the cooling circuit,
S provides a coolant reserve in the event of losses due to leakage,
S installed in an easily accessible location, since this is where the coolant is filled and the coolant level is
checked.
75
Expansion tank for do-it-yourself production by the shipyard

The following figure is just a suggestion
(1) Filler neck with pressure valve (7) Connection for filler pipe to coolant pump
(2) Overflow (8) Sensor for monitoring the coolant level
(3) Sensor for monitoring the system pressure The measures A, B, C define volumes:
(4) Pressure valve for restoring the system (A)Air volume
pressure after opening the cooling system with (B)Volume of coolant loss until tripping of alarm, <
the engine at operating temperature 8% of entire system volume
(5) Connection for vent line from engine/intercooler (C)Overall volume of expansion tank
(6) Baffle for air separation
Distribution of entire coolant volume in low- and high-temperature circuit
Low-temperature High-temperature
circuit circuit
Tolerances min. max. min. max.
A Air volume in expansion tank % 8 4 11 7.5
C Overall volume of expansion tank % 12 16 11.5 15
Volume of coolant in engine, cooling system and pipes % 80 80 77.5 77.5
Total system volume = volume of coolant in engine, % 100 100 100 100
cooling system, expansion tank and pipes
76
Expansion tank requirements

To demonstrate its mechanical strength, the expansion tank must be able to withstand a test pressure of at
least 2.5 bar at a temperature of approx. 120_C. In many cases, baffles can improve the strength and also
additionally steady the flow.
An immersion tube (1) must be installed to protect

against overfilling.
The size (T) of the immersion tube (1) determines

the expansion tank air volume (2).
Baffles (1)
S steady the flow,
S improve air separation,
S improve the tank strength.
77
A filler pipe (1) (DN25) included upstream of the

coolant pump must be routed from the expansion
tank to largely prevent air ingress during filling of
the cooling circuit.
Expansion tank location

The expansion tank must always be located at the highest point in the cooling system.
The expansion tank must always be positioned so that all vent lines can always be routed upwards.
78
The cooling system as a pressurised system

The cooling system must be designed as a closed,
pressurised system.
Valve cover with pressure valve (1)
Opening pressures:
Overpressure: . . . . 1.4-1.6 bar
Low pressure: . . . . 0.02-0.1 bar
Sensors on expansion tank for high-tempera

ture circuit
The pressure and the coolant level in the expan
sion tank must be monitored during operation.
The following sensors must therefore be installed:
(1) Sensor for monitoring the pressure in the
expansion tank.
(2) Sensor for monitoring the coolant level in the
expansion tank.
(3) Pressure valve for connection of a commer
cially available air pump.
If the valve cover has to be opened while the
engine is at operating temperature, the engine
can only be operated without an alarm being
tripped if the pressure is restored in the cool
ing system. This is achieved with the aid of an
air pump.
79
13.3.3 Pipes and hoses for the coolant

The following general conditions apply to the design:
S Minimum coolant flow rate corresponds to coolant circulation, see table on page 82.
S The pipe cross-sections must be adapted to the inlet and outlet manifolds on the engine. They must
never be smaller.
S Pipelines for the coolant must be as short as possible and must have a vent feature at the highest point
/ a drain feature at the lowest point.
S The various vibrating systems (engine, cooling system, pipes) must be connected using sufficiently long
hoses.
S In the case of hose connections, the pipe beads conform to Works Standard M 3103.
S Use hoses to Works Standard MAN 334.
S Hose clamps to Works Standard M 3292, or M 7.751.30.
S Residues must be removed from all hoses and pipes prior to installation - in accordance with M
3161-2.5.
S Ensuring good flow in the pipelines (adequate line cross-sections) maximises the coolant flow rate in the
system.
S The filler pipe is always routed downwards from the expansion tank and is included just upstream of the
inlet into the coolant pump.
Works Standards can be requested from the responsible MAN representative or directly from the MAN
Nuremberg plant. See page 2 for address.
NOTE
Corrosion on aluminium components
Therefore:
S Copper coolant pipes must always be avoided as they can lead to increased corrosion on aluminium
components.
13.3.4 Coolant
The engine cooling system must be filled with a mixture of potable tap water and antifreeze based on ethyl
ene glycol or corrosion inhibitor.
For coolant preparation, see the publication "Fuels, Lubricants and Fluids for MAN industrial and marine
diesel engines".
NOTE
No liability for material damage if non-approved fuels, lubricants and fluids are used!
If non-approved fuels, lubricants and fluids are used, MAN accepts no liability for material damage.
Therefore:
S Only use approved fuels, lubricants and coolants (see “Fuels, lubricants and coolants for MAN indus
trial and marine diesel engines"). A current list of approved products is available online at:
www.asp.mantruckandbus.com
80
13.4 Thermodynamic configuration of the cooling system
13.4.1 General
The shipyard is responsible for the thermodynamic configuration of the cooling system.
NOTE
Cooling system malfunction due to inadequate dimensioning
The monitoring system trips an alarm if the maximum permissible temperatures for the combustion air
downstream of the intercooler or the engine coolant are exceeded.
Therefore:
S Observe the following information regarding the cooling system configuration.
The cooling system must reliably dissipate the heat quantities in the high- and low-temperature circuit to
the seawater.
The functioning of the cooling system is determined by the following parameters:
a) Heat quantities to be dissipated (cooling loads), determined by the engine
b) Coolant circulation
c) Temperature differential between feed and return
d) Pressure differential between feed and return
Parameters 2, 3 and 4 are interlinked. If the pressure loss in the cooling system (= pressure differential bet
ween feed and return) is increased due to the design, the coolant circulation is reduced, leading to an incre
ase in the temperature differential between feed and return.
Diagram
(1) Engine (4) Cooling system, high-temperature circuit

2) Coolant circulation (5) Intercooler
(3) Pressure differential between feed and return, (6) Cooling system, low-temperature circuit
temperature differential between feed and re
turn
81
13.4.2 Cooling system configuration data

Depending on the engine models, the following tables contain the value pairings for coolant circulation in
the high- and low-temperature circuit and the corresponding pressure differential between feed and return
for a possible cooling system.
The data were determined using a reference cooling system.
Data for configuring the high-temperature circuit

Coolant temperature at engine outlet: max. 90°C for all engine models.
Engine models Engine power Rated speed Heat quantity to Coolant circula Max. pressure
D2868 LE4.. be dissipated tion in high-tem differential bet
(cooling load) in perature circuit ween feed and
high-temperat return Dp
ure circuit
kW rpm kW litres/min mbar
D2868 LE421 441 1800 300 600 600
D2868 LE422 588 2100 410 800 800
D2868 LE424 441 1800 315 600 600
D2868 LE425 588 2100 425 800 800
D2868 LE431 500 1800 350 600 600
D2862 LE4.. be dissipated tion in high-tem differential bet
high-temperat return Dp
ure circuit
D2862 LE421 662 1800 410 1000 600
D2862 LE422 749 2100 500 1200 800
D2862 LE424 662 1800 410 1000 600
D2862 LE425 749 2100 520 1200 800
D2862 LE431 551 1800 350 1000 600
D2862 LE432 882 2100 580 1200 800
D2862 LE434 551 1800 360 1000 600
D2862 LE435 882 2100 570 1200 800
D2862 LE441 735 1800 480 1000 600
D2862 LE444 735 1800 500 1000 600
D2862 LE463 1029 2100 680 1200 800
D2862 LE466 1029 2100 680 1200 800
82
Data for configuring the low-temperature circuit
D2868 LE4.. be dissipated tion in low-tem differential bet
low-temperat return Dp
ure circuit
D2868 LE421 441 1800 90 500 800
D2868 LE422 588 2100 120 600 800
D2868 LE424 441 1800 95 500 800
D2868 LE425 588 2100 125 600 800
D2868 LE431 500 1800 100 500 800
D2862 LE4.. be dissipated tion in low-tem differential bet
low-temperat return Dp
ure circuit
D2862 LE421 662 1800 165 500 800
D2862 LE422 749 2100 155 600 800
D2862 LE424 662 1800 165 500 800
D2862 LE425 749 2100 160 600 800
D2862 LE431 551 1800 135 500 800
D2862 LE432 882 2100 170 600 800
D2862 LE434 551 1800 135 500 800
D2862 LE435 882 2100 165 600 800
D2862 LE441 735 1800 150 500 800
D2862 LE444 735 1800 155 500 800
D2862 LE463 1029 2100 190 600 800
D2862 LE466 1029 2100 185 600 800
83
13.4.3 Cooling system configuration

The following table serves as a guideline for configuring the cooling system. For each step, data are requi
red and, at the same time, the output data are defined for the next step:
Sequence Work stop Required data Data determined by this

1. Dimensioning of the cooling S Heat quantities to be S Cooling system volumes
systems for the high-tempe dissipated (cooling load)
rature circuit and the low- S Coolant circulations
temperature circuit S Pressure differentials bet
ween feed and return
Chapter 13.4.2
2. Design configuration of the S Connections on the en S Total volumes of the high-
high-temperature circuit, the gine temperature circuit and
low-temperature circuit and S Pressure differentials bet the low-temperature cir
the pipes connected to the ween feed and return cuit
engine
Chapter 13.2, 13.3.1, 13.4.2
3. Dimensioning of the expan S Distribution of entire coo S Expansion tank volumes,
sion tank lant volume in low- and air/coolant
high-temperature circuit
Chapter 13.3.2
4. Design configuration of the S Suggestion for do-it- S The cooling systems for
expansion tank yourself expansion tank the high-temperature cir
cuit and the low-tempera
Chapter 13.3.2
ture circuit are defined
84
Fuel system
14 Fuel system
14.1 Diagram of the fuel system
(1) Engine-side fuel system

with hose connections for:
(2) Fuel return
(3) Fuel supply
Fuel system on ship
with:
(4) Fuel supply from fuel tank to engine
(5) Fuel return from engine to fuel tank
(6) Fuel pre-filter with water separator (MAN scope of delivery)
(7) Fuel tank
H Maximum height 1.5 m
The fuel is supplied from the tank to the engine-side fuel system (1) via the fuel pre-filter with water separ
ator (6). Excess fuel flows back to the tank.
For the engine to function correctly, the fuel filter with water separator (6) must be installed,
see page 86, and the ship-side fuel system piping must be correctly dimensioned and positioned,
see page 88.
85
Fuel system
14.2 Fuel pre-filter with water separator
NOTE
Engine damage due to water in the fuel.
Water in the fuel causes:
S Incorrect combustion
S Injection system damage
S Piston damage
S Irreparable engine damage
Therefore:
S Install the fuel pre-filter with water separator (MAN scope of delivery).
A fuel pre-filter with water separator (made by

MANN&HUMMEL) is supplied loose with the en
gine.
This must be installed in the fuel feed from the
tank to the engine.
The fuel pre-filter supplied by MAN must not under
any circumstances be replaced by a different
make.
The fuel pre-filter is designed as a reversible
double filter.
(1) Fuel inlet
(optionally opposite side)
(2) Fuel outlet
(optionally opposite side)
(3) Filter cartridge
(4) Water drain plug with left-hand thread
(5) Changeover lever for 3-way valve
Note the lever position of the 3-way valve. Handle
in position:
S Lever in centre position: both filters operating
S Lever pointing right: right filter shut off
S Lever pointing left: left filter shut off
86
Fuel system
14.3 Arrangement of the fuel filter with water separator
NOTE
Long fuel lines and numerous elbows cause pressure loss in the
fuel system.
The permitted low pressure of max. 0.35 bar upstream of the fuel pre-filter must not be exceeded even
when the filters are contaminated.
Therefore:
S Attach the fuel pre-filter near the engine.
The fuel pre-filter with water separator (1) is not al

lowed to be mounted on the engine, as the engine
vibrations impair water separation.
If the fuel pre-filter is located in the engine room,
ensure that there is enough space for catching the
separated water (3) and for changing the filter cart
ridges (2) (H approx. 200 mm).
The changeover lever must be easily accessible
and freely movable.
14.4 Additional fuel pre-filter
An additional fuel filter (2) can be installed up

stream of the fuel filter supplied by MAN (1).
A large amount of water in the fuel shortens the
service life of the fuel filter (1).
87
Fuel system
14.5 Fuel lines
Fuel lines from tank to engine
The inside diameter (DN) of the ship-side fuel in

take line from the tank to the engine must be at
least 20 mm.
The fuel hoses (1) and (2) serve as connections
between the engine fuel system and the ship-side
fuel piping.
Fuel feed connection (1):
threaded connector . . . . . . . . . . . . . . . . . . . . M30x2
Fuel lines from engine to tank
Fuel return connection (2):
threaded connector . . . . . . . . . . . . . . . . . . . . M30x2
The fuel return in the tank must always be under
the fuel level.
Fuel pressures in the fuel system
Permitted pressures in fuel system

Permissible low suction pressures measured at
the measuring point (2):
0-0.25 bar with a clean fuel pre-filter
max. 0.35 bar with a dirty
fuel pre-filter
Permissible overpressure in the fuel return to the
tank measured at the measuring point (1):
max. 0.2 bar:
NOTE
Exceeding the permissible fuel pressures leads to fuel shortage.
Therefore:
S The engine monitoring system trips an alarm if the permissible fuel pressures are not reached or are
exceeded.
88
Propeller system
15 Propeller system
15.1 Fixed pitch propeller
15.1.1 Adjustment of propeller to ship resistance and drive power

The drive motor, propeller and hull form a system whose individual components interact.
The drive motor provides the drive power, the propeller transfers this drive power and the hull absorbs the
drive power.
Therefore the propeller must be suited to this system in terms of its design, diameter and pitch.
The power curves and driving resistance curves on the following diagrams are intended to show the gen
eral relationship. The curves do not refer to a specific engine or a specific ship.
15.1.2 Correctly adjusted propeller for the test drive
The propeller must be selected so that, when the

100
new ship is test-driven, an engine speed equival 4
ent to 102-104% of the rated rpm is reached (oper 90
ating point 4).
The ship must thereby be loaded as follows: 80
- Equipment on board
- Fuel tanks filled 70
1
- Water tanks filled
60
(1) Engine power curve (qualitative)
Power in %
(2) Driving resistance curve 50

(3) Reduction curve
(4) Operating point in new condition. The maximum 2 3
40
speed is equivalent to 102-104 % of the
rated rpm. 30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
89
Propeller system
15.1.3 Correctly adjusted propeller for normal operation
If 102-104 % of the rated rpm is reached during 100

the test drive, this ensures that the engine speed
does not fall below the rated rpm if the driving res 90 5
istance (fouling) continues to increase.
80
(5) Operating point for normal operation (operating
point 5). The maximum speed is equivalent to
70
100-101 % of the rated rpm.
60
Power in %
50
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
15.1.4 Maximum speeds if propeller is adjusted correctly

If the propeller is adjusted correctly, the speeds shown in the table must be reached.
Speed (%) 100 102 104

Operating mode Rated rpm Normal operation "As new" condition
Light 2300 2300 2346 2392
Medium 2100 2100 2142 2184
Heavy 1800 1800 1836 1872
Systems with jet drive must also be configured as per this table.
90
Propeller system
15.1.5 Examples of non-adjusted propeller
Power consumption of propeller too great 100
The propeller's power consumption is greater than

the engine's maximum power. As a consequence, 90 4
the engine is unable to reach its rated rpm (operat
80
ing point 4).
(1) Engine power curve (qualitative) 70
(2) Driving resistance curve 1 2

60
Power in %
(3) Reduction curve
(4) Operating point if propeller is too large 50
3
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
100
Power consumption of propeller too small
The propeller cannot absorb and transfer the avail 90
able engine power. Here the engine speed is much
higher than the rated rpm (operating point 4). 80
(1) Engine power curve (qualitative)

70
(2) Driving resistance curve 1 3
(3) Reduction curve 60
Power in %
(4) Operating point if propeller is too small 50 4

40
30
2
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
91
Propeller system
15.2 Load indication on MAN Monitoring Diagnosis System (MMDS) display
The relative engine load can be shown on the

Monitoring and Diagnosis System display as a %.
The term “load" describes an engine's torque at a
certain speed.
The engine always delivers as much torque as the
propeller can take at that moment.
The relative load is the relationship between the
currently required and maximum available torque
(full load) that the engine could provide.
The display in the figure shows an engine speed of
1200 rpm and a relative load of 80% (example).
(1) Engine full load torque curve corresponding
to 100%
(2) Propeller load acceptance, static
(3) Engine power reserve at 75% of its rated rpm 1
3
Relative load
40 50 60 70 80 90 100 110 120
Speed in %
User tip
This is calculated at a certain rpm delivered torque from the diesel injection quantity.
The relative value is determined by comparing with the maximum possible injection quantity correspond
ing to 100 % (this is stored in the control unit data record).
92
Propeller system
Interpreting load indication

The reading of the load display can be clarified by the following example, selected at random.
Example 1:
The load indicator shows 37% at a speed of 1720 rpm (75% of rated rpm).
This means:
Because the propeller only takes 37% of the maximum possible torque at a speed of 1720 rpm, the engine
also cannot provide a higher torque. There is still a reserve of 63% available (e.g. for acceleration).
Example 2:
The load indicator shows 80% at a rated speed of 2300 rpm.
This means:
Because the propeller only takes 80% of the maximum possible torque at a speed of 2300 rpm, the engine
also cannot provide a higher torque. There is still a reserve of 20% available for an increase in the driving
resistance (e.g. due to loading of the ship or due to adjustment of the propeller).
93
Propeller system
15.3 Operating ranges for marine engines

Relative load MMDS %
Speed in %
(1) Acceleration
S Brief operation for increasing the load by increasing the rpm
S Speed lower than 100% of rated rpm
S If there is prolonged operation with overload, a warning is output via the MMDS
S Continuous operation is allowed for heavy operating mode
S Continuous operation is not allowed for medium and light operating modes
(2) Normal operation
S Continuous operation allowed, limit rpm 100 to 102% of rated rpm
(3) "As new" condition
S Operating range for new, fully laden ship
S Continuous operation allowed, limit rpm 102 to 104% of rated rpm
(4) Low load
S Operating range for relatively high rpm and low loads
S Continuous operation allowed but inefficient
94
Propeller system
15.4 Controllable pitch propeller

Controllable pitch propellers allow the engine to be operated at reduced rpm with full propeller pitch, i.e.
continually at overload speed and high load.
NOTE
The ship's speed must be controlled by the engine speed and not by the propeller pitch.
Therefore:
S Always equip the controllable pitch propeller system with a load control system.
15.4.1 Adjustment of controllable pitch propellers

The permissible operating ranges are shown on the performance map on page 94.
The controllable pitch propeller's pitch must be adjusted so that the engine's load acceptance corresponds
to the theoretical resistance curve of a ship with fixed pitch propeller (P~n³). The ship's speed must be con
trolled by the engine speed and not by the propeller pitch. The propeller pitch must therefore be adjusted as
a function of the engine speed.
In practice, the propeller pitch is zeroed rather than disengaging the gearbox when changing course and if
the ship is temporarily at a standstill. The propeller pitch must therefore be zeroed at low idle speed.
At higher rpm, the propeller pitch must be adjusted with the help of the relative load indicator from the
MMDS ("as new" condition operating range). The relative load at low idle speed must be viewed as a re
commendation. It is not necessary to depict this range exactly as specified. In the upper rpm range (80% to
maximum), the load acceptance must be adjusted as precisely as possible.
For complete documentation of propeller adjustment, the ship's speed should also always be recorded.
95
Propeller system
15.4.2 Relative load for operation with controllable pitch propeller

Recommendation for adjusting the relative load when operating with controllable pitch propeller
Engines with rated speed 2100 rpm Engines with rated speed 1800 rpm
(medium duty) (heavy duty)
Speed (rpm) Relative load (%) Speed (rpm) Relative load (%)
2150 100 1850 100
2100 87.0 1800 85.0
2000 70.0 1700 67.0
1900 58.0 1600 55.0
1800 49.0 1500 45.0
1700 41.0 1400 36.0
1600 33.0 1300 28.3
1500 27.4 1200 22.2
1400 22.2 1100 16.5
1300 17.2 1000 12.7
1200 13.3 900 11.1
1100 11.4 800 10.4
1000 10.7 700 10.2
900 10.3 600 10.0
800 10.2
700 10.1
600 10.0
96
Cabin heater
16 Cabin heater
16.1 Cabin heater diagram

The control stand and the ship's quarters can be heated with a part of the heat generated by the engine in
the coolant. For this purpose part of the coolant is bypassed through a heat exchanger. The heat generated
there can be used to heat the cabins.
(1) Shut-off valve in engine coolant return from heat exchanger

(2) Shut-off valve in engine coolant feed to heat exchanger
(3) Hose to isolate vibration of the resiliently-mounted engine from the rigid heating system
(4) Engine coolant flow direction
The engine coolant flow rate depends on the flow resistance of the heat exchanger (4) and the
pipelines.
Not MAN scope of delivery:
(5) Heat exchanger and pipelines from the shut-off valves to the heat exchanger
(6) Return from the cabin heater
(7) Feed to the cabin heater
(8) Circulating pump
97
Cabin heater
16.2 Cabin heater connections
Heater return on expansion tank

(1) Pipe 18x1.5, inside diameter 15 mm
(2) Screw plug M26x1.5
(3) Screw terminal M26x1.5
Heater feed on exhaust manifold

Screw terminal on feed and return ball valve

16.3 Cabin heater thermal output

The cabin heater thermal output depends on the engine coolant flow rate through the heat exchanger (not
MAN scope of delivery) and through the pipelines.
Around 3% of the engine power can be assumed as a reference value for the thermal output.
98
Power take-off and hydraulic pumps
17 Power take-off for driving a hydraulic pump
17.1 Auxiliary power take-off
The engines can be equipped with a power take-

off on the flywheel housing on the engine at the
rear right. A hydraulic pump (1) can be mounted
here.
If no hydraulic pump is fitted at the factory, the

power take-off is plugged by a blind flange (2).
Data on power take-off for V-engines:

Direction of rotation Counter-clockwise
viewed towards fly
wheel
Speed 1.3 x Engine speed
Max. transmittable 180 Nm
torque
The power is transmitted via a coupling sleeve (3)

with internal spline.
99
Power take-off and hydraulic pumps
17.2 Hydraulic pumps

Hydraulic pumps for clockwise and anti-clockwise direction of rotation are available. They are only allowed
to be used for the specified direction of rotation. The direction of rotation is as seen when looking at the
shaft.
Overview of hydraulic pumps
MAN part number Direction of rotation Continuous pressure Displacement

bar cc / revolution
51.38600-7007 Clockwise 250 8
51.38600-7008 Clockwise 250 11
51.38600-7009 Clockwise 276 8
51.38600-7010 Clockwise 276 11
51.38600-7017 Clockwise 200 16
100
Electrical system
18 Electrical system
18.1 Starter and starter battery

In the case of dual-engine systems, independent wiring of each engines is required, i.e. the circuits of the
two engines must not be linked. For a wiring diagram (recommendation) showing a dual-engine system,
see appendix to this manual.
18.1.1 Starter
All MAN marine engines have two-pin starters. The

starter battery's positive cable must therefore be
routed to terminal 30 of the starter (1), the starter
battery's negative cable to terminal 31 of the
starter (2).
The starter can be mounted either on the left (1) or

on the right (2) of the engine.
18.1.2 Starter cable

Information about battery capacity, cable diameter and cable length can be found on page 102.
The negative cable must never be connected to the ship ground, the hull or to other components.
101
Electrical system
Battery size and starter cable

Starters Mitsubishi 105P70
Battery capacity Ah 140 155 175 200 225
Battery current as per DIN 43539 A 460 540 540 630 680
Battery current as per DIN EN 50342 A 760 900 900 1050 1150
Battery resistance at 20_C mW 5.8 5.5 5.3 5.0 4.7
Permitted battery cable resistance min max. min max. min max. min max. min max.
(positive and negative cables) 0.4 4.9 0.7 5.2 0.9 5.4 1.2 5.7 1.5 6.0
with contact resistance mW
Starter short-circuit current at 20_C A 2370 1620 2370 1620 2370 1620 2370 1620 2370 1620
Minimum starter cable diameter mm2 79.0 54.0 79.0 54.0 79.0 54.0 79.0 54.0 79.0 54.0
Cable diameter Cable resistance (Cu) Minimum/maximum cable length (total length for positive and negative cables) in meters
mm2 mW/m min. max. min. max. min. max. min. max. min. max.
35 0.53 Current is too high
50 0.37
70 0.26 4.5 16.9 5.6 18.1 6.4 18.9 7.6 20.0 8.7 21.2
95 0.20 22.4 1.1 23.9 2.1 25.0 3.6 26.5 5.2 28.0
120 0.15 28.7 1.4 30.7 2.7 32.0 4.6 33.9 6.6 35.9
140 0.13 33.8 1.6 26.1 3.1 37.6 5.4 40.0 7.7 42.3
102
Electrical system
18.2 Generators
Generator for charging the starter batteries

There is one generator (1) for charging the starter
batteries for each engine.
The generator has been completely wired at the
factory.
This generator may not be used to charge other
batteries used to power other consumers.
Generator for charging additional batteries
If, independently of this, batteries for supplying
other consumers are to be charged, a second gen
erator (2) (optional) can be fitted.
Engine models V8 / V 12
Generator type Bosch
Rated voltage 24 V
Rated current 120 A
Both generators are not two-pin insulated. In order

to achieve potential-free wiring, the entire gener
ator add-on on the engine is insulated. The hous
ing for the generators is therefore connected to the
negative terminal of the corresponding battery (3),
also see appendix to this manual from page 213
under "Potential-free wiring of the basic compon
ents".
Connection of the second generator:
The second generator is activated (excited) via
terminal 15 (5). 4 5
The lamp (4) is a status indicator and lights up in 24 V / 3 W
the event of: Tl. 15
- Undervoltage
- Overvoltage L 15
- Discontinuity at terminal 15
B− B+
G
3
− Batt.
+ Batt.
103
Electrical system
18.3 Electrical preheating of coolant

The coolant pre-heater is used at low outside temperatures to facilitate reliable engine starting and to en
sure full power output directly after a cold start (no warming-up phase).
For this purpose, the coolant is preheated with the engine at a standstill. Preheating is made by an elec
trical heater that is supplied from the AC power grid on land.
Coolant pre-heater
System Calix 1100 W / 230 V
One pre-heater (1) is factory fitted on each side of
the engine - on the side of the engine below the
exhaust pipe.
Retrofitting is only possible in some cases due to
accessibility.
Thermal output 1100 W

Supply voltage 230 V
Degree of protection IP 46
Thread (1) M28x1.5
104
Electronic box
19 Electronic box (E-box)
An electronic box (1) is supplied loose with each

engine. This electronic box, which is not mounted
on the engine, is referred to as an E-box.
The illustration shows an E-box with diagnostics
panel (optional).
The E-box contains the following components:
- Ship Vehicle Management Computer
(SFFR) with internal display (standard) or
without display (optional)
- Diagnostics unit MMDS
- Diagnostics panel MMDS-LC (optional)
- Internal throttle lever control system (op
tional)
Marine Power Control (MPC)
19.1 E-box installation
An E-box is required for each engine. The E-box

must be attached near the engine in the engine
room so that it is easily accessible.
The engine room side walls are suitable for attach
ing the E-box.
Maximum permissible temperatures:
Outside the E-box: 60C
In the E-box: 70C
Degree of protection: IP44
Weight and dimensions:
Weight: 8 kg
Height x width x depth: 403 x 310 x 110 mm
In order to connect the connectors (1) to the
E-box, there must be at least 200 mm of space all
around the E-box.
E-box mounting, see page 175.
105
Electronic box
19.2 Overview of connectors on the E-box
(1) Connector X1:

Connector for the engine wiring harness.
(2) Connector X4:
Connection for the shipyard-side wiring. The
16-pin mating connector (shipyard connector
with screw terminals is also supplied by MAN.
For connector connections, see wiring dia
gram page 121.
(3) Ground connection for connecting to the ship's
potential
(1) Connector X10:

Connection for diagnostics software (for MAN
Service only).
(2) Connector X7:
Connection for start ‐stop‐ unit (optional).
(3) Plug for draining the E-box
(4) Connector X8:
Connection for gearbox trolling connection in
the case of internal throttle lever control sys
tem MPC.
(1) Connector X14:

Cross-communication between the internal
throttle lever control systems MPC via
CAN‐bus in the case of 3-engine systems (not
used in the case of dual-engine systems, no
termination resistor).
(2) Connector X6:
CAN connection for the display instruments,
displays and emergency unit
(3) Connector X13:
Cross-communication between the internal
throttle lever control systems MPC via
CAN‐bus in the case of 2-engine systems,
connection of the connecting line to X14 on
second E-box.
(4) Connector X5:
Cross-communication between the port E-box
and starboard E-box.
(5) Connector X15:
Connection between the throttle lever
CAN‐line and the throttle levers on the control
stands.
(6) Connector X9:
Connection for external throttle lever control
system 4-20 mA.
(7) Connector X16:
Override‐ switch connection.
106
Electronic box
19.3 Connecting the E-box with the ship's potential
NOTE
False alarms due to missing or defective earthing of the E-box
Therefore:
S Connect the E-box ground connection to the ship's potential and the engine block.
A diagram for the wiring of the E-box to the ship's potential can be found in the appendix to this manual
from page 213 under "Potential-free wiring of the basic components".
19.4 E-box wiring - system overview

A diagram showing the wiring of the E-box to the engine control and engine monitoring system MMDS can
be found in the appendix to this manual from page 213 under "System overview - CAN bus system".
19.4.1 Connection of the components supplied by MAN

The following components are part of the MAN scope of delivery:
- Throttle lever control system
- Engine monitoring system MMDS
- Start Stop Panel (EOP)
- Display CLC 6.5
- Emergency unit
- Override button
19.4.2 Connection of the shipyard-side wiring

MAN also supplies a mating connector (shipyard connector) for terminal box connector X4. This connector
is used for shipyard-side wiring, see page 121.
107
Electronic box
108
Throttle lever control system
20 Throttle lever control system

An internal and an external throttle lever control system can be used to control the speed of the engines.
20.1 Internal throttle lever control system
20.1.1 Internal throttle lever control system components
The internal throttle lever control system MPC

(Marine Power Control) (1) is integrated in the
E-box.
A control unit is required for each engine.
The throttle lever control system is prepared for

the connection of max. 6 throttle levers made by
Bosch-Rexroth (2) via CAN bus.
Design and equipment of the internal throttle lever control system MPC
- Rpm control (electrical 4-20 mA)
- Rpm synchronisation possible
- Trolling possible
- Gearbox control (electrical digital)
109
20.1.2 Internal throttle lever control system wiring

Example with two engines and two throttle levers (control stand and Flybridge)
NOTE
Incorrect wiring of the throttle lever control system and the throttle lever leads to data commu
nication malfunctions
Therefore:
S Connect the CAN bus as specified.
(1) Throttle lever 1 (6) Cross-communication

(2) Throttle lever 2 (7) E-box, starboard side
(3) CAN bus termination resistor (8) Connector X14
(4) Connector X15 (9) Connector X15
(5) Connector X13 (10) E-box, port side
The throttle levers and throttle lever control systems are connected using shielded M12 CAN bus cables.
When wiring, ensure that CAN bus cables are not crossed between the throttle lever control systems and
the associated throttle levers.
If the shielded CAN ‐cross-communication line
is connected to connector X13 on the starboard engine E-box, the other end must be connected to
connector X14 on the port engine E-box (or vice versa).
The termination resistors are to be connected as shown and activated via DIP switch, see page 86.
110
CAN bus cable

The connection between the throttle lever control system MPC and the throttle levers must be made using
shielded CAN bus cables. These cables are necessary in order to prevent the influence of electromagnetic
radiation (e.g. mobile phone) on the throttle lever control system. If the wiring is incorrect, this influence can
result in fluctuating specified speeds.
CAN bus connection lines and termination resistors

In order to prevent confusion with other CAN bus cables, look out for the metallic guide (1) the union nut
and the green marking (2) at the cable ends.
The following table lists the available connecting cables for:
- Control stand throttle lever  Flybridge throttle lever
- E-box (X15)  throttle lever
- Cross-communication E-box (X13) and E-box (X14)
PIN Socket
L 40
Length L Part number

2m 51.25449-0056
5m 51.25449-0057
10 m 51.25449-0052
15 m 51.25449-0053
20 m 51.25449-0054
30 m 51.25449-0055
111
Terminating resistors
The Bosch Rexroth throttle levers communicate with the throttle lever control system in the E-box in the en
gine room via a CAN bus. This CAN bus must always have a termination resistor at the start and end.
Terminator at start of bus in engine terminal box
The controller in the engine room has an internal terminating resistor (dip switch S1) on the mother board
which does not have to be set. Default setting: S1 set to the right.
S1: Switch, termination resistor, throttle lever
S2: Switch, termination resistor, cross-communication
NOTE
Malfunctions due to redundancy
The cross-communication CAN‐terminator is realised by the DIP‐switch S2 at "ON" on both sides. Only
in the case of systems with more than 2 engines must the DIP switch S2 for control of the centre en
gines be switched to "OFF".
Therefore:
S No termination resistor must be connected to any of the open connectors X13 (e.g. starboard) / X14
(e.g. port). Plug open connectors with caps.
Terminator at finish end of bus at throttle lever

The CAN bus length varies depending on the num
ber of throttle levers. In each case, however, the
CAN bus must be disconnected at the last connec
ted throttle lever. To this end, termination resistor
(1) MAN part no. 51.25435-0174 is used.
112
20.2 External throttle lever control system
20.2.1 General information

As an alternative to the internal throttle lever control system, it is possible to control the engine using an
external 4-20 mA current signal from an electrical throttle lever control system
(4mA = idling, 20mA = full load).
If the 4-20 mA signal fails, this is categorised as a defect in the SFFR, and the engine continues running at
idling speed.
The EDC‐speed signal is output potential-free by

the SFFR and can be used at the E-box (1) con
nector X9 (2) for engine synchronisation.
20.2.2 Connector assignment X9

Pin 9 Input 4-20 mA signal (+)
Pin 10 Input 4-20 mA signal (-)
Pin 11 External setpoint entry changeover Jumpered with pin 12
Pin 12 External setpoint entry changeover Jumpered with pin 11
Pin 15 Output speed signal TDS (-)
Pin 16 Output speed signal TDS (+)
113
20.2.3 Control via potential-free contacts
Floating contacts Gearbox ahead

Gearbox astern
+ TL. 15
Neutral switch, Gearbox neutral

manual gearbox Gearbox neutral
4-20 mA input (+)
4-20 mA input (-)
Only active if DIP switch S4 in
terminal box is at left "Neutral
Gear Sensor"
Jumper when
Rpm signal output (-)
operation via X9 Rpm signal output (+)
X9 E-box
20.2.4 Control via voltage outputs 24 V
From throttle lever control system

+ 24 V ahead Gearbox ahead
+ 24 V astern Gearbox astern
+ TL. 15
Neutral switch, Gearbox neutral

manual gearbox Gearbox neutral
4-20 mA input (+)
4-20 mA input (-)
Only active if DIP switch S4 in
terminal box is at left "Neutral
Gear Sensor"
Jumper when
Rpm signal output (-)
operation via X9 Rpm signal output (+)
X9 E-box
In order to achieve the same ground potential in the case of control via voltage outputs 24V, the voltage for
the external throttle lever control system must be supplied via X4 / pin 12 and pin 13.
The external throttle lever control system must be "earthed" to the ship's potential.
114
20.2.5 Voltage supply

The shipyard has the option of configuring the throttle lever voltage supply via
S Ignition tl. 15 (+) / 31 (-) or
S Battery tI. 30 (+) / 31 (-) or
S separate voltage supply.
Throttle lever control system voltage supply via ignition (tI. 15 / 31)
It is recommended to connect the throttle lever control system supply voltage to pin 12 (15+)
and pin 13 (31-) (max. 8 A) via the shipyard connection X4 (see figure on page 122).
This ensures that the throttle lever control system is also switched off when the ignition is switched off.
There is then no undesirable battery discharge.
Throttle lever control system voltage supply via battery (tI. 30 / 31)
When connecting the throttle lever control systems to the battery voltage, observe the safety measures
specified by the manufacturer.
If the current consumption of the throttle lever control system is max. 3 A in the continuous operating state,
terminals 30 (Bat+), 31 (Bat-) in shipyard connector X4 (see chapter 24) can be used for this.
For connection to this, see diagram on page 122, connector X4 pin 1 (31-) and pin 2 (30+).
Only use the battery belonging to the engine for connecting the voltage supply.
NOTE
Battery discharge and resulting starting problems
Therefore:
S Disconnect the external throttle lever control system from the battery using the master switch if the
ship is to be left for longer periods (several days).
Standby current consumption with 2 command initiators approx. 0.6 A

(main control stand + Flybridge)
Rated current consumption with 2 command initiators approx. 3 A
Actuator with electr. gearbox output
115
20.2.6 Start interlock
Start interlock function

The start interlock ensures that the engine cannot be started if the gearbox is engaged.
Start interlock connection

Option 1:
If the electric gearbox control is operated by a throttle lever control system (e.g. Bosch‐Rexroth) and is
routed via E-box connector X9, the start interlock must be assured by two different options on the
DIP‐switch “gearbox neutral".
- “Electrically" via relay K3 (ahead) and K4 (astern)
- “Mechanically, external" via connector X9, pin 7 and pin 8 by connection of a gearbox‐neutral switch
(NC). Additionally, switch DIP switch S4 in the E-box to the left "Neutral Gear Sensor".
In this case, pin 14 and pin 15 must be jumpered on connector X4
Option 2:
If the gearbox control is not routed via the E-box, we recommend connection via connector X4, pin 14 and
pin 15 (start interlock) for safety reasons.
These must be connected to an existing throttle lever control system's floating contact (NC).
116
20.2.7 EDC‐rpm signal for engine synchronisation

An rpm signal supplied by the EDC is provided free of potential at connector X9, pin 15 (-) 16 (+).
This can be read into the throttle lever control system for engine synchronisation purposes.
+ - - + Connector X9
E-box
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
Connector A for + -
throttle lever for - +
electrical
rpm‐ Jumper for Input 4-20 mA for
engine control
output external engine control
EDC throttle
8 lever con
trol system
7
6 Rout 300 
5 Umax 15V (at idle speed
4 Imax 48 mA (if short-circuit)
3 fmax 800 Hz (at 8000 rpm)
Duty cycle 50% (Symetic signal)
2
1
0
0 2 4 6 8 10 12 14
0-8000 rpm  0-800 Hz
rpm signal (Out) 14V
(RL = 8 kW)
Duty cycle 50%
tmax = 500 ms
117
118
Emergency unit
21 Emergency unit
21.1 General information
The emergency unit (1) allows safe further opera

tion if the electrical throttle lever control system
fails.
The system has the following functions:
- Engine speed control
- Gearbox control
The emergency unit is available as an option.
It can be ordered as a retrofit option and integrated
into the existing system using plug connections.
A maximum of 4 units can be connected.
21.2 Emergency unit installation

The operating unit for the emergency unit is preferably integrated near the throttle lever. The front-side but
tons must be easily accessible in order to ensure safe ship operation.
For emergency unit dimensions, see page 180.
Technical data
Power supply: 11-35 VDC, electronically fused internally

Current consumption: max. 0.1 A
Serial interface: CAN bus
Perm. ambient temperature: 0-70_C
Perm. relative air humidity: 99%
Degree of protection: IP66 front side, IP54 rear side
Weight: 0.45 kg
Connections: 1 x 5-pin socket with screw thread
1 x 5-pin female connector with screw thread
119
Emergency unit
21.3 Emergency unit wiring
(1) E-box
(2) Emergency unit
(3) Connecting cable
The emergency unit is connected at E-box connector X6 or integrated into the existing CAN bus, also see
appendix to this manual from page 213 under "System overview - CAN bus system".
Connecting cable
Emergency unit  E-box
Socket PIN
L 40
Length L MAN part number Length L MAN part number

2m 51.25411-0025 25 m 51.25411-0027
10 m 51.25411-0026 30 m 51.25411-0032
15 m 51.25411-0015 40 m 51.25411-0001
20 m 51.25411-0016
120
Yard-side wiring connection
22 Yard-side wiring connection
22.1 Yard connector X4
The interface for the following connections is at

terminal box connector X4 (1):
- Power supply
- Start lock
- Emergency stop
- Charge indication
- Alarms / horn
- Start interlock
The 16-pin mating connector (shipyard connector)
with screw terminals is also supplied by MAN.
A wiring diagram for connecting a start lock for op
erating the ignition can be found on page 122 (Op
tion 1).
A wiring diagram for connecting a button for oper
ating the ignition can be found on page 123 (Op
tion 2).
121
Option 1: connecting an ignition lock at shipyard connector X4
122
Option 2: connecting a button for operating the ignition at shipyard connector X4
123
22.1.1 Connection of a start/stop device

The engine can be started and stopped by one of the following:
1. An ignition lock
2. A button (without ignition lock)
In this case, the ignition is switched on and off via the surge relay (K9) using a button‐. The engine is
likewise started using a button (engine start‐button).
3. An Engine Operating Panel, see page 133
A combination of both options is not possible. Connection is via shipyard connector X4.
Option 1: Ignition lock Option 2: Button
+24 V
+24 V 1
2 2
2 3 Start Eng.
3
Start Eng. 1
2
Ign. Out
3 3 4
ext. ext. ext. ext.

X4 Ign. Sta. Ign. Imp. X4 Ign. Sta. Ign. Imp.
ON OFF ON OFF
16 16
Ign. In Ign. In
DIP‐Switch on Motherboard S4
124
22.1.2 Connection of an emergency stop button
To ensure safe stopping of the engine in an emer

gency, each control stand must be fitted with an
emergency stop button (1).
The emergency stop circuit is set up in parallel in
the electronic system and can be cascaded as re
quired.
However, to ensure wire-break monitoring, a ter
minating resistor of 18 k must also be connected
in parallel at the last emergency stop button.
18 k resistor for monitoring

wire breaks
X4
7
18 k
Emergency stop 1 Emergency stop 2
6
125
22.1.3 Connection of a charge check lamp

A check lamp for monitoring the generator charge current can be connected at pin 5 of the shipyard con
nector X4 (for pin assignment, see page 122).
The lamp comes on when the engine is stopped. If the lamp comes on whilst the engine is running, the
generator charge voltage has failed. This could be caused by a defective generator, a torn V-belt or con
nection discontinuity at terminal 15.
L / D+ should be approx. 2 V DC when the engine is stopped and the ignition is on.
L / D+ should be y U‐Batt when the engine is running.
The voltage at terminal L / D+ can be read on the Service‐page of the CLC 6.5‐display under "GenD".
In the case of later generator designs, the governor is activated (excited) via terminal 15. Terminal L is only
used as a status indicator. This can be indicated by connecting a check lamp (connector X4, pin 5).
The check lamp comes on in the event of:
- Undervoltage
- Overvoltage
- Discontinuity at terminal 15
22.1.4 Connection of an acoustic warning device

A warning device (buzzer, horn) can be connected at pin 11 of connector X4 (for pin assignment, see page
122).
If the engine monitoring system MMDS trips an alarm, the warning device is activated. In the event of an
alarm, pin 10 and pin 11 at connector X4 are connected via an MMDS relay contact (NO‐contact). At the
same time, a group alarm‐relay is de-energised and closes an NC‐contact that is output via connector X4,
pin 9 and 10. Contact load of both relays 6 A.
X4
10 HORN
Floating
contact MMDS + -
11
External voltage supply
126
Display systems and instruments
23 Display systems and instruments
23.1 System overview
(1) Engine display MMDS-CLC 6.5 (4) Electronic box (E-box)

(2) Remote control MMDS-CLC R (5) CAN data line on connector X6
(3) Connection for further displays or VDO circu (6) Engine data, starboard engine
lar gauges. Termination resistor must be con (7) Engine data, port engine
nected if not additional instruments are used
127
23.2 MAN Monitoring and Diagnostic System (MMDS)

The MAN Monitoring and Diagnostic System MMDS is an alarm, diagnostic and monitoring system integ
rated in the E-box. The system has the following functions:
- Measured value acquisition (CAN, separate inputs)
- Measured value monitoring
- Alarm activation in the event of limit violation
In the event of an alarm, it ensures that the data are saved and is therefore an indispensable aid for the op
erator and for MAN Service when it comes to interpreting and remedying alarms and faults.
In the event of critical alarms, the power is reduced by around 30% to protect the engine.
The MMDS has a CAN‐bus output for controlling display systems on the control stands.
23.3 Colour display MMDS-CLC 6.5
The colour display MMDSCLC 6.5 (1)

(MAN part no. 51.27721-7133) is designed to show
a MAN marine diesel engine's sensor data and the
key gearbox parameters.
If a value reaches a critical level, a warning mes
sage or an alarm is tripped and shown on the dis
play, depending on importance. If the value ex
ceeds certain plausible limits, a sensor fault is
displayed. An integrated buzzer emits a warning
sound each time a new alarm message is issued.
This sound can be stopped at the push of a button.
There is a choice of seven languages to enhance ease of use: English, German, Italian, French, Spanish,
traditional Chinese and simplified Chinese. The data can be displayed using either metric or non-metric
units of measurement.
The front side of the display is categorised as protection class IP 67 and is therefore sufficiently watertight
to be used even on open bridges. A UV-resistant plastic film across the entire front protects the device and
the controls from environmental influences and dirt. The display unit's front panel has an integral photoele
ment which detect the ambient brightness and adjusts the background illumination automatically to suit the
conditions. If the ambient light decreases, the display brightness is reduced. If the ambient light increases,
the display brightness is increased. The brightness level of the automatic dimming can be adapted to indi
vidual requirements on the device. The transreflective display ensures that the data remain as legible as
possible in direct sunlight.
To supplement the system, an outwardly identical display for showing ship data is available. It can display
fuel level, range and many other values via a further CANbus.
128
23.3.1 Visualisation of engine data on colour display MMDS-CLC 6.5
Several graphic pages depict the recorded meas

ured values in the form of digital displays and cir
cular gauges. The numeric values on the digital
instruments are coloured to indicate their alarm
status.
Instrument page 1: rpm, fuel consumption, coolant
temperature, engine oil pressure
Instrument page 2: rpm, throttle lever position,

load, fuel pressures, charge-air temperature,
charge-air pressure
Instrument page 3: rpm, operating hours, engine

oil temperature, battery voltage, exhaust temperat
ures
129
Instrument page 4: rpm, trip consumption, gear oil

temperature, gear oil pressure, coolant pressure,
coolant pressure in expansion tank
A separate alarm table lists all current alarms with

detailed information. For commissioning and ser
vice, there is a service page which can be called
up to view the engine and gearbox data as well as
the alarm statuses of all sensors at a glance.
Alarm page: the last alarm that occurred is at the
top, while non-acknowledged alarms have a flash
ing background.
23.4 Colour display MMDS-CLC 8.8
As an alternative to colour display MMDSCLC 6.5,

colour display MMDSCLC 8.8 can be supplied.
The engine display MMDS-CLC 8.8 TC has sev
eral instrument pages on which the key engine
data are shown on analogue circular dials or bar
graphs. The current measured value is also high
lighted in the instrument by an easily legible digital
display. Further analogue data are likewise shown
by means of a digital display. Limit value ranges
for preliminary warnings and alarms are marked on
the instrument scales with corresponding identific
ation colours.
The function keys on the right-hand side of the
touchscreen are used for navigation.
130
23.4.1 Wiring for colour display MMDS-CLC 6.5 and MMDS-CLC 8.8
The CAN connecting line for the display systems

and instruments is connected at E-box connector
X6 (1).
The CAN connecting line leads to the displays or,
if the VDO rev counter is fitted, to a T‐piece, also
see appendix to this manual from page 213 under
"System overview - CAN bus system".
The CAN line must always have a termination res
istor. The CAN‐termination resistor must always be
connected at the last device in the chain. If the last
devices in the chain are VDO circular gauges, the
termination resistor must be connected at the
T‐piece.
Connecting cable
CLC 6.5 display  E-box or CLC 6.5 display  T-piece
Socket PIN
L 40
Length L MAN part number

2m 51.25411-0025
10 m 51.25411-0026
15 m 51.25411-0015
20 m 51.25411-0016
25 m 51.25411-0027
30 m 51.25411-0032
40 m 51.25411-0001
131
Parts for the connecting cables
T-piece (1)
MAN part no. 51.25433-0023
CAN termination resistor (1)

MAN part no. 51.25435-0174
Adapter for connecting additional VDO circular gauges (MAN part no. 51.25411-6014)
A
G A
P H
B C
5
4 3
1 2
1 2 3
132
Engine Operation Panel
24 Engine Operation Panels

MAN can supply 2 variants:
24.1 Engine Operation Panel EOP

(MAN part no. 51.27720-7042)
The Engine Operation Panel EOP (1)

(MAN part no. 51.27720-7042) has the following
functions:
- Ignition on / off
- Engine start/stop
- Emergency stop
- Charge indication monitoring
The Engine Operation Panel EOP is available as
an option.
It can also be ordered as a retrofit option and in
tegrated into the existing system using plug con
nections.
24.1.2 Wiring for Engine Operation Panel EOP
The EOP is connected to E-box connector X7 (1).

For connecting cable, see page 136.
133
Engine Operation Panels
24.1.3 Engine Operation Panel EOP installation

The Engine Operation Panel EOP is integrated in the bridge console. The front-side buttons must be easily
accessible in order to ensure safe operation of the ship.
For dimensions of the Engine Operating Panel EOP, see page 179.
Technical data
General data
Dimensions, W x H x D: 70 x 130 x 65 mm
Console cut-out, W x H: 60 x 113 mm
Weight: approx. 0.5 kg
Ambient data
Operating temperature: -25 °C ... +70 °C
Storage temperature: -30 °C ... +85 °C
Degree of protection: IP 67 (front side), IP 65 (rear side)
Electrical data
Voltage supply: 9 ... 32 VDC
Power/current consumption: max. 400 mA
Interfaces on cable side: 2x M12 round plug connections (socket, 8-pin)
Ignition enable on cable side: 1 floating relay contact, NO, 24 V DC/8A
(IGN-FREE)
134
Engine Operation Panel
24.2 Engine Operation Panel EOP D

(MAN part no. 51.27720-7043)
The Engine Operation Panel EOP D (1)

(MAN part no. 51.27720-7043) supplements EOP
51.27720-7042. The device is designed to control
a dual-engine system from a 2nd control stand.
It has the following functions:
- Ignition on/off
- Engine start/stop
- Emergency stop
- Charge indication monitoring
The Engine Operation Panel EOP is available as
an option.
It can also be ordered as a retrofit option and in
tegrated into the existing system using plug con
nections.
Technical data
General data
Dimensions, W x H x D: 70 x 130 x 65 mm
Console cut-out, W x H: 60 x 113 mm
Weight: approx. 0.5 kg
Ambient data
Operating temperature: -25 °C ... +70 °C
Storage temperature: -30 °C ... +85 °C
Degree of protection: IP 67 (front side), IP 65 (rear side)
Electrical data
Voltage supply: 9 ... 32 VDC
Power/current consumption: max. 400 mA
Interfaces on cable side: 2x M12 round plug connections (socket, 8-pin) to EOP
2x M12 round plug connections (socket, 8-pin) to EOP D
24.2.2 Engine Operation Panel EOP D installation

Engine Operation Panel D is connected to the EOPs of both engines (starboard and port), also see ap
pendix to this manual from page 213 under "System overview - CAN bus system".
The last EOP D must have a termination resistor.
For dimensions of the Engine Operating Panel EOP D, see page 179.
135
Engine Operation Panels
24.3 Connecting cable for Engine Operation Panels EOP and EOP D
Engine Operation Panel EOP  E-box and EOP  EOP D
 14.5
L 40

3m 51.25449-0022
15 m 51.25449-0050
20 m 51.25449-0051
136
Override system
25 Override system
25.1 Function of the override system

Following an alarm that can lead to engine damage, the MAN Monitoring Diagnostic System reduces the
engine speed and, therefore, the engine power.
The override system allows restoration of the original engine power.
In dangerous situations, it is thus possible to activate the full engine power and, therefore, ensure the ship's
safety.
NOTE
Danger of engine damage if alarms are ignored.
Therefore:
S The override system is only allowed to be used in emergencies. Remedy the cause of an alarm.
MAN accepts no liability for engine damage caused by the use of the override system.
25.2 Override button installation
The override button (1)

(MAN part no. 51.25503-6002) is available as an
option.
Override buttons can be installed for a maximum
of two control stands.
The LED in the button comes on when the override
system is activated.
The override button is connected to E-box con

nector X16 (1).
137
Override system
25.3 Override button wiring
Connecting cable
Override button  E-box
40 L 40

3m 51.25449-0041
10 m 51.25449-0060
15 m 51.25449-0047
20 m 51.25449-0048
30 m 51.25449-0058
138
Assembly
Assembly
Engine and gearbox assembly in the ship
139
Assembly
140
Safety instructions for assembly and commissioning
26 General safety instructions

This chapter contains information about residual risks and dangers if the engine is used as intended.
It includes generally applicable and compulsory safety instructions that help to ensure optimum protection
of personnel as well as safe and trouble-free operation of the engine.
Specific, action- and situation-related safety instructions are included subsequently prior to the particular
action or in the described chapter.
Failure to follow the handling and safety instructions in this Operator's Manual can lead to dangerous situ
ations.
26.1 Operator's responsibility

The engine operator is bound by the statutory work safety requirements.
The work safety instructions in this Operator's Manual must be followed. In addition to this, the safety, acci
dent prevention and environmental protection regulations applicable to the engine's area of application
must be complied with.
In particular:
S The operator must be familiar with the applicable industrial safety regulations and, in addition to this,
perform a risk assessment to determine any dangers caused by the specific working conditions at the
engine's operating location. The operator must then document the results of this risk assessment in a
set of engine operating instructions.
S For the entire time that the engine is in service, the operator must ensure that the operating instructions
they compile comply with the latest standards and adapt them as necessary.
S The operator must clearly regulate and stipulate the responsibilities for installation, operation, mainten
ance and cleaning.
S The operator must ensure that all personnel who handle the engine have read and understood the Op
erator's Manual.
The operator must also ensure that personnel are trained an informed of the dangers at regular inter
vals.
S The operator must provide the personnel with the required protective equipment.
S This Operator's Manual is to be kept very near to the engine and must be accessible to personnel who
are working on or handling the engine at all times.
The operator is responsible for ensuring that the engine is in a technically correct and operationally reliable
condition whenever it is operated.
The following therefore applies:
S Ensure that the maintenance work described in this Operator's Manual and in the Maintenance Manual
is performed in full and at the specified intervals, either by yourself or by a MAN Service workshop/au
thorised MAN agent.
S The operator must have all safety equipment checked for correct functioning and completeness on a
regular basis.
S The instructions in the Operator's Manual are to be followed in full and without exception!
Assembly and commissioning

141
26.2 Requirements to be met by personnel
26.2.1 Qualifications
WARNING
Risk of injury due to insufficient qualifications
Incorrect handling can lead to serious injury or damage.
Therefore:
S Make sure that the special work steps or activities described are only performed by personnel named
in the particular chapters of this manual.
The following qualifications for various areas of activity are named in the Operator's Manual:
S Trained person
has been trained in the tasks assigned to them and informed of possible dangers in the event of incor
rect actions.
S Qualified personnel
are able to perform the tasks assigned to them correctly based on their technical training, knowledge
and experience as well as their awareness of the relevant requirements and regulations.
S Electrical expert
is able to perform work on electrical systems and independently detect and prevent possible dangers
based on their technical training, knowledge and experience as well as their awareness of the relevant
standards, regulations and requirements.
The electrical expert is trained for the specific operating site at which they work and is fully aware of the
relevant standards, regulations and requirements.
Personnel must be people who can be expected to perform their work reliably. People whose reactions are
affected by drugs, alcohol or medication are not allowed to be used as personnel.
S Observe the age and job-related requirements applicable at the operating location when selecting per
sonnel.
26.2.2 Unauthorised persons
WARNING
Unauthorised persons
Unauthorised persons who do not meet the requirements described here are not aware of the dangers
in the working area.
Therefore:
S Keep unauthorised persons well away from the working area.
S In case of doubt, approach a person and direct them out of the working area.
S Stop work if there are any unauthorised persons in the working area.
26.2.3 Training and instruction

Personnel must receive regular training and instruction. Keep a record of all training and instruction given to
ensure better traceability.

142
26.3 Personal protective equipment

Personal protective equipment must be worn whilst working to minimise health hazards.
S Always wear the personal protective equipment required for the particular work whilst performing this
work.
S Obey any signs relating to personal protective equipment in the working area.
Protective workwear
is tight-fitting work clothing that tears easily, with tight-fitting sleeves and no hanging
parts. It is mainly designed to protect against injury, climate conditions and dirt/contam
ination.
Do not wear rings, chains or any other jewellery whilst working.
Hard hat
to protect against falling or flying parts.
Safety shoes or boots

to protect against heavy falling parts and slipping on slippery surfaces.
Safety gloves
to protect the hands against friction, grazing, stabbing, cuts or contact with hot or cor
rosive parts or liquids
Workwear for special tasks

Special protective equipment is required for performing special tasks. This is referred to separately in the
individual chapters of this manual.
Protective goggles
to protect the eyes against flying parts or sprayed liquids.
Ear protectors
to protect against hearing damage caused by noise.

143
26.4 Specific dangers

The following section describes residual risks that have been determined.
S Observe the safety instructions and warnings described here in the other chapters of this manual to
minimise health risks and prevent dangerous situations. .
Electrical current
DANGER
Danger to life due to electrical current
Immediate danger to life upon contact with live components.
Damaged insulation or component parts can put lives at risk.
Therefore:
S If insulation is damaged, shut off the voltage supply immediately and arrange to have it repaired.
S Only have work on the electrical system performed by electrical experts.
S Switch off the electrical system and ensure that it is fully de-energised before performing
any work on it.
S Switch off the voltage supply and ensure that it cannot be switched back on again inadvertently before
performing any maintenance, cleaning or repair work.
S Do not short-circuit or deactivate any fuses. When changing fuses, make sure the new fuses have the
correct amp rating.
S Keep moisture away from live components, as this can cause short-circuits.
Moving components
DANGER
Therefore:

144
Highly inflammable substances - diesel fuel, oil and grease
WARNING
Fire hazard due to highly inflammable substances
Highly inflammable substances, liquids or gases can catch fire and cause serious injury or death.
Therefore:
S Do not smoke within or near the danger area.
Ensure that there are no naked flames or sources of ignition.
S Keep fire extinguishers nearby.
S Report any suspicious substances, liquids or gases to the person in charge immediately.
S In case of fire, stop work immediately and leave the danger area until the all-clear is given.
Coolant - antifreeze, corrosion inhibitor
WARNING
Risk of injury due to coolant that is hazardous to health
Coolant contains substances that are hazardous to health. Contact with these substances can lead to
serious intoxication, allergies, skin irritation and eye damage.
Therefore:
S Observe the manufacturers' safety information.
S When handling coolants, always wear protective workwear, chemical-resistant gloves and protective
goggles.
S Avoid spillage and fog formation.
Hot fuels, lubricants and fluids
WARNING
Risk of burns due to hot fuels, lubricants and fluids
Fuels, lubricants and fluids can reach high temperatures during operation and cause burns upon contact
with the skin.
Therefore:
S Before handling fuels, lubricants or fluids, check whether they are hot and let them cool down if neces
sary.

145
Hot surfaces
CAUTION
Risk of burns due to hot surfaces
Contact with hot components can cause burns.
Therefore:
S Always wear protective workwear and protective gloves whenever working near hot components.
S Ensure that all components have cooled down to the ambient temperature before commencing work.
Noise
WARNING
Hearing damage due to noise
The noise level in the working area can cause serious hearing damage.
Therefore:
S Always wear ear protectors whenever carrying out work.
S Only remain in the danger area for as long as necessary.
Sharp edges and corners
CAUTION
Risk of injury on sharp edges and corners
Sharp edges and corners can cause skin grazes and cuts.
Therefore:
S Always proceed with caution when working near sharp edges and corners.
S Wear protective gloves if in doubt.
Dirt and objects lying around
CAUTION
Risk of tripping due to dirt and objects lying around
Dirt and objects lying around can cause slipping and skidding, which can lead to serious injuries.
Therefore:
S Keep the working area clean at all times.
S Remove objects that are no longer needed.
S Mark tripping hazards with yellow/black marking tape.

146
Electric arc welding
NOTE
Risk of damage due to incorrect handling of welding equipment
Component and electronic damage due to electric arc welding
Therefore:
S Connect the „ANTIZAP SERVICE SENTRY“ protection device (MAN part number 80.78010-0002)
as described in the instructions accompanying the device.
S If this device is not available, disconnect the batteries and connect the positive cable
to the negative cable in order to make a permanent conductive connection.
S Manually operated battery master switch in driving position.
If an electronic battery master switch is fitted, bridge „Negative“ at the load-disconnecting relay con
tacts (jumper cable > 1mm2) and „Positive“ at the load-disconnecting relay load contacts. Also switch
on as many load consumers as possible, e.g. starter switch (ignition) in driving position. The greater
number of consumers that are switched on, the greater the protection..
After completing welding work, first switch off all the consumers
and remove all jumpers (re-create original state), then connect the batteries.
S Always earth the welding equipment as close as possible to the welding area.
Do not lay the cables to the welding equipment in parallel to electrical cables in the vehicle.
26.5 Safety equipment

Before the engine is commissioned, install the emergency off device and integrate it into the system's
safety chain.
The emergency off device must be easily accessible at all times.
WARNING
Danger to life due to non-functioning safety equipment
Safety equipment ensures maximum safety during operation. Even if safety equipment makes working
more inconvenient, it must never be disabled. Safety can only be assured if the safety equipment is in
tact.
Therefore:
S Check that all safety equipment is working and installed correctly before commencing work.
S Check that all safety equipment is working and installed correctly before starting the engine.

147
26.6 What to do in the event of danger or accidents
Preventive measures
S Always be prepared for accidents or fires!
S Keep first-aid equipment (first-aid kit, blankets etc.) and fire extinguishers close to hand.
S Regularly check to ensure that first-aid equipment is complete and that fire extinguishers work correctly.
S Instruct personnel in the use of accident-reporting, first-aid and rescue equipment.
S Hold regular safety training sessions.
S Keep access routes for rescue vehicles clear.
In the event of an accident, act in the right manner

S Keep calm.
S Stop the engine immediately using the emergency off button.
S Initiate first-aid measures.
S Alert the rescue service and/or fire brigade.
S Get people out of the danger area.
S Make sure the access routes for rescue vehicles are free.
S Inform whoever is in charge.
CAUTION
Accident despite taking every precautionary measure
An accident may occur despite having taken all the precautionary measures, e.g. due to the reasons
listed below.
Therefore, always seek medical assistance in the event of:
S Contact with corrosive acid.
S Fuel getting into the skin.
S Scalding by hot oil or coolant.
S Antifreeze spraying into the eyes etc..

148
26.7 Signs and notices

Before commissioning, check that danger zones are indicated by signs or labels.
WARNING
Risk of injury due to illegible symbols
Over the course of time, labels and symbols can get dirty or become illegible in some other way!
Therefore:
S Ensure that all safety, warning and operating notices remain easily legible at all times.
S Clean or replace illegible safety, warning and operating notices
Access forbidden
Access to areas displaying this sign is forbidden.
Electrical voltage
Only electrical experts are allowed to work in areas displaying this sign.
Unauthorised persons are not allowed to enter areas displaying this sign.
Hot surfaces
Hot surfaces such as hot engines and hot fluids are not always discernible. Do not touch
these surfaces without wearing protective gloves.
Danger to life due to suspended loads

Loads may tilt and fall during lifting, with the potential to cause serious injury or even
death.
Risk of injury
Risk of injury if the instructions in the Operator's Manual are not followed.

149
26.8 Environmental protection
CAUTION
Environmental hazard due to incorrect handling
Incorrect handling of environmentally hazardous substances, especially incorrect disposal, can cause
serious damage to the environment.
Therefore:
S Always follow the instructions below.
S Take suitable action immediately if environmentally hazardous substances are released into the envir
onment inadvertently. In case of doubt, inform the relevant municipal authorities of the pollution.
The following environmentally hazardous substances are used:
Lubricants
Lubricants such as greases and oils contain toxic and environmentally hazardous substances. They must
not get into the environment and must be disposed of by a specialist disposal company.
Diesel fuel
Diesel contains toxic and environmentally hazardous substances. They must not get into the environment
and must be disposed of by a specialist disposal company.
Coolant
Coolants contain toxic and environmentally hazardous substances. They must not get into the
environment and must be disposed of by a specialist disposal company.

150
Crane transport of a drive line
27 Crane transport of a drive line
27.1 Inserting the drive line into the ship
DANGER
Falling loads (weighing up to 3000 kg!) can lead to serious accidents!
Therefore:
S Use adequately dimensioned crane lifting tackle to lift an engine!
Ropes, cables and chains must not pull diagonally on the crane hook!
Crane lifting tackle, ropes, cables and chains must be in good working order.
Do not step on the engine cover (1)

whilst working on the engine!
151
27.1.1 Crane transport of an engine without gearbox
Lifting Points for crane transport
For lifting the engine, 4 crane hook lugs (3) are mounted on the engine.
Use sufficiently dimensioned crane lifting gear (1) to lift the engine!
Cables, ropes and chains (2) must exert vertical tension (tolerance 5_) on the crane hooks!
DANGER
Therefore:
S Use crane lifting gear to lift the engine!
The crane lifting gear, cables, ropes and chains must be in perfect condition.
152
27.1.2 Crane transport of an engine with gearbox
Lifting Points for crane transport
For lifting the engine with gearbox, there are 2 crane hook lugs mounted on the gearbox (4) and 2 crane
hook lugs mounted on the engine (3).
Use sufficiently dimensioned crane lifting gear (1) to lift the engine!
Cables, ropes and chains (2) must exert vertical tension (tolerance 5_) on the crane hooks!
DANGER
Therefore:
S Use crane lifting gear to lift the engine!
The crane lifting gear, cables, ropes and chains must be in perfect condition.
153
27.2 Protecting the engine against dust
NOTE
The smallest particles of dirt in the fuel system can lead to total failure of the injection system
Therefore:
S Ensure the utmost cleanliness when working in the engine room.
S Fuel connections must be plugged with caps.
Cover the engine with a tarpaulin after inserting it

in the engine room.
If work on the ship's interior still needs to be per
formed, sensitive components (fuel system, air
filter) are therefore protected against dust.
27.3 Protecting the fuel system against moisture
NOTE
Moisture in the fuel system can lead to total failure of the injection system
The engine will be delivered ex works with the fuel system plugged with caps (feed and return lines).
Therefore:
S Do not unplug fuel connections before commissioning
154
Mounting the gearbox
28 Mounting the gearbox
28.1 Mounting a gearbox on the flywheel housing
The installation drawing gives details of the dimen

sions of the flywheel housing (1) and the type of
bolted connections for mounting the gearbox.
For bolt tightening torques, see page 173.
The crankshaft axial clearance must be checked
before and after flange-mounting a gearbox, see
page 156.
28.2 Changing a flywheel

The engines can be factory-fitted with 1 of 2 flywheel variants:
- Flywheel with I = 2.08 kgm2 for mounting a resilient coupling designed for flange-mounting a gear
box, see pages 37, or for flange-mounting an outer mount, see page 41.
- Flywheel with I = 1.20 kgm2 for mounting a highly resilient coupling designed for connecting a pro
peller shaft, see page 41.
If the flywheel is changed subsequently, it may only be changed by persons or workshops authorised and
certified by MAN.
155
Mounting the gearbox
28.3 Checking the crankshaft axial clearance
NOTE
Engine damage due to missing crankshaft axial clearance
Therefore:
S The designed crankshaft axial clearance of the engines must not in any event be reduced by the
flange-mounting of couplings or other components.
It is therefore imperative to determine the crank

shaft axial clearance by means of a dial gauge (2)
held on a magnetic stand before and after flange-
mounting externally mounted components (1). If
the results of the two measurements do not match,
or if the crankshaft springs back after moving,
check the mounting.
Carry out the measurement as follows:
S Remove the V-belt guard
S Secure the magnetic base of the dial gauge on
the engine mounting
S Attach dial gauge with pre-tension on the crank
shaft
S Push the crankshaft to the end position in the
direction of the flywheel housing
S Set the dial gauge to zero
S Pull the crankshaft to the end position in the
direction of the dial gauge and read off the dif
ference
Engines Crankshaft axial clea

rance
D2868 LE4.. (V8) 0.20-0.40 mm
D2862 LE4.. (V12) 0.20-0.40 mm
156
Installing the resilient engine and gearbox mounts
29 Installing the resilient engine and gearbox mounts
29.1 Identification of the mounts
Resilient engine and gearbox mounts

strength class 8.8
(4) Mounting bolt for engine mounting M 20

gearbox arrangement part number hard
ness
D2868 LE423 / 426 51.96210-7052 60
D2868 LE433 / 436
D2868 LE421 / 424
D2868 LE422 / 425
D2862 LE423 / 426 51.96210-7051 65
D2862 LE421 / 424
D2862 LE422 / 425
D2862 LE431 / 434
D2862 LE432 / 435
D2862 LE444
D2862 LE463 / 466
D2862 LE433 / 436 51.96210-7050 70
D2862 LE453 / 456
D2862 LE476
Resilient mounts for flange-mounted integral V gearbox
(1) Mounting bolt for gearbox mounting M 20

(4) Mounting bolts M 20, strength class 8.8

gearbox arrange part number hard
ment ness
D2868 LE4.. 50.96210-7000 55
D2862 LE4..
157
Installing the resilient engine and gearbox mounts
29.2 Installation of the mounts
1. Place the drive line with mount on the founda

tion.
2. Remove the shipping lock (1).
3. Tighten the mounting bolts for the mount (3) to

360 Nm.
4. Tighten the M 20 mounting bots (2) to 300 Nm.
5. The mounts are height-adjustable up to

max. 10 mm (4). The height is adjusted using
the supplied size 50 open-end spanner. To
keep a reserve for readjustment, do not use the
max. height adjustment. Balance larger height
differences using shims.
158
Aligning drive line
30 Aligning drive line

The drive line (engine and gearbox) and the propeller shaft must be aligned so that the radial offset and
angle offset of all the components are within the specified tolerances.
NOTE
Damage due to vibrations and oscillations
Therefore:
S Check the alignment of the drive line every year or after around 3000 operating hours, then correct as
necessary.
30.1 Aligning an engine with mounted gearbox
30.1.1 Provisionally aligning drive line
S Put the drive line and resilient mounts on the

engine foundation using suitable crane lifting
tackle.
S Lift the propeller flange as far as possible at the
coupling flange.
Half the angle between the highest and lowest po
sitions of the coupling flange provides the correct
height for the gearbox output flange.
This ensures that the propeller shaft can be cor
rectly centred.
S Align gearbox output flange and propeller shaft
flange flat with the aid of suitable surfaces.
A resilient propeller shaft coupling between gear
box output flange and propeller shaft flange com
pensates minor offset and reduces vibrations.
159
Aligning drive line
30.1.2 Adjust the engine mount height adjustment
The mounts are pre-compressed at the factory by

the shipping locks. For this reason it is not neces
sary to preload the resilient mounts before the
alignment.
Adjust the height adjustment (1) for the engine
mounts (2), ensuring that the mounts compress
equally on both sides of the engine.
The maximum adjustment height for all mounts is
10 mm. This adjustment height cannot be ex
ceeded. Larger height differences must be bal
anced using shims.
The less the height is adjusted, the more room for
later adjustments.
160
Aligning drive line
30.1.3 Parallelism of flanges
Check that shafts are flush in advance

S Use a straight edge (3) at several points to
check whether the gearbox output flange (1)
and the propeller shaft flange (2) are flush.
3
Check for parallelism of flanges
S Bring the propeller shaft flange together with
the gearbox output flange.
S Insert the feeler gauge (4) with 0.5 mm leaf
between the flanges, screw in one coupling bolt
and tighten slightly.
S Pull out the 0.5 mm leaf.
S Check the gap all round at 90_, 180_ and 270_
with 0.58 mm and 0.4 2 mm leaf (tolerance 1 2
must not exceed 0.08 mm)
S Remove the bolt and apply a mark on the gear
box output flange.
S Turn the gearbox output flange through 90_,
180_ and 270_ and repeat the check. 4
If the measurement produces a reading of more
than 0.125 mm, then the propeller shaft flange is
running with excessive lateral runout (wobble).
161
Aligning drive line
30.1.4 Checking the gearbox output and propeller shaft for radial offset
Radial offset means that the centre lines of

2 related flanges are parallel but are off centre.
(1) Flange (e.g. gearbox output) 1
(2) Flange (e.g. propeller shaft) 2
Radial offset: X = max. 0.5 mm
x
Testing for radial offset: The dial indicator is in
stalled in one of the shaft ends. Connect both
flanges but not fully. To do this, screw in one bolt.
The face sides of the flanges must not touch.
The check is repeated four times with an angular
spacing of 90_ between each check.
The display must not deviate by more than
2 x 0.5 mm = 1 mm.
162
Aligning drive line
30.1.5 Checking the gearbox output and propeller shaft for angle offset
Angle offset means that the centre lines of

2 related flanges are not parallel. x
(1) Flange (e.g. gearbox output)

1 2
(2) Flange (e.g. propeller shaft)
(3) Angle offset 3
Angle offset: max. 0.1 mm
with reference to 200 mm flange diameter
Checking the angle offset: The dial gauge is at
tached to one of the shaft ends. Connect the two
flanges by turning as far as they will go without
forcing them. To do this tighten a screw. However, x + max. 0.1 mm
the faces of the flanges may not come into con
tact.
The check is repeated four times with an angular
spacing of 90_ between each check.
The maximum permissible angle offset may not be
exceeded at any measuring point.
The alignment of the drive line must be checked
after the ship has been launched.
If readjustment is necessary, make sure that all
the mounts have a uniform bearing function.
163
Aligning drive line
30.2 Aligning a drive line consisting of engine, none-flange-mounted gearbox and

propeller shaft
Arrangement see pages 39 and 40.
Alignment type Permitted tolerances
1 Max. angle per joint See page 42
2 Input and output angles ß1, ß2 Difference jß1 - ß2j 0.5°

(=working angles) must be the
same
3 Engine, propeller shaft and gearbox <1 %o

must be arranged in a line in the i.e. over 500 mm measured length 0.5 mm
top view
4 The inner fork heads must lie in a <1°

plane
5 Static offset of engine to gearbox <1 mm

longitudinal axis (in the plan view)
Auxiliary equipment consisting of two alignment rods can be used to obtain the same working angle for a
Vconfiguration.
Such auxiliary equipment is illustrated below.
For the dimensions given this equipment can be used for propeller shafts with lengths of
Lz = 700 to 1300 mm. Shorter or longer propeller shafts require shorter or longer rods A.
Procedure: Mount alignment rods in place of the propeller shaft. Both parts must be of the same length.
Align engine or gear box so that the tips of the alignment rods meet. Remove the auxiliary equipment and
mount the propeller shafts.
164
Assembling propeller shafts
31 Installing propeller shafts
NOTE
Vibrations in the power train - Damage on spherical plain bearings and splines
Incorrectly attached propeller shafts increase rather than balance the irregularity at the output.
Therefore:
S Assemble the propeller shafts as indicated by the manufacturer.
When putting together the propeller shaft halves, ensure that the markings on the splined shaft and splined
hub (arrows) are opposite each other.
Arrange the propeller shafts so that the spline is as well protected against dirt and moisture as possible.
Generally this means installing as per the diagram below, where the profile seal points downwards so that
any dripping spray flows away from the spline.
The propeller shafts must not be separated at the splined section and must not be swapped with each
other. Otherwise the balance of the shafts will be considerably affected. For this reason the balance
weights are also not to be removed.
165
Assembling propeller shafts
166
Connecting the fuel lines
32 Connecting the fuel lines
NOTE
The smallest particles of dirt in the fuel system can lead to total failure of the injection system.
Therefore:
S Always maintain conditions of absolute cleanliness when working on the fuel system.
S Fuel connections must be plugged with caps.
32.1 Securing the fuel pre-filter
The fuel pre-filter with water separator (1) is not

allowed to be mounted on the engine, as the en
gine vibrations impair water separation.
There must be adequate space available (H ap
prox. 200 mm) for catching the separated water (3)
and for changing the filter cartridges.
Mounting bolts (2): M10 hexagon bolts or M10 pan
head screws, each with washers DIN 125-10.5.
32.2 Connecting the fuel pre-filter
To connect the fuel hoses of the tank - fuel pre-fil

ter and the fuel pre-filter - engine, screw fittings are
delivered with the equipment; these can be com
bined depending on the installation situation.
The fuel inlet is marked “IN" at the fuel pre-filter.
The fuel outlet can be positioned by choice either
on the same side as the fuel inlet or on the oppos
ite side. The respective free outlet opening is to be
provided with a blanking screw.
(2) Sealing ring
(3) Screw-in fitting M30x1.5 / M30x2
(4) Fitting L22-A4C, DIN 3952
167
Connecting the fuel lines
168
Installation of exhaust pipe bellows
33 Installation of exhaust pipe bellows
NOTE
Foreign bodies and dirt in the engine will result in damage
Therefore:
S Do not allow any foreign bodies (screws, washers etc.) to fall into the engine when working on the ex
haust gas system
S Cover the engine with a tarpaulin before cutting or grinding metal
NOTE
Risk of damage due to incorrect handling of welding equipment
Component and electronic damage due to electric arc welding
Therefore:
S Connect the ANTIZAP SERVICE SENTRY protection device (MAN part number 80.78010-0002)
as described in the instructions accompanying the device.
S If this device is not available, disconnect the batteries and connect the positive cable
to the negative cable in order to make a permanent conductive connection.
S Manually operated battery master switch in driving position.
If an electronic battery master switch is fitted, bridge Negative at the load-disconnecting relay contacts
(jumper cable > 1mm2) and Positive at the load-disconnecting relay load contacts. Also switch on as
many load consumers as possible, e.g. starter switch (ignition) in driving position, hazard warning
lights on light switch in driving lights on position, ventilation blower at maximum setting. The greater
number of consumers that are switched on, the greater the protection.
After completing welding work, first switch off all the consumers
and remove all jumpers (re-create original state), then connect the batteries.
S Always earth the welding equipment as close as possible to the welding area.
Do not lay the cables to the welding equipment in parallel to electrical cables in the vehicle.
169
33.1 MAN exhaust pipe bellows

Exhaust pipe bellows 51.15210-0002 are available from MAN as an accessory.
33.2 Determining tensile prestress
Note direction of exhaust gas flow (3) before in

stalling the exhaust pipe bellows! The direction of
exhaust gas flow is determined by the position of
1
the guide pipe (4).
Install exhaust pipe bellows under tensile prestress
2 X 2
(2). A tensile prestress means that before the bel
lows are bolted, the distance X between the flange
of the bellows and the counter flange of the rest of
the exhaust pipe (1) should measure 10-15 mm.
3 3
170
33.3 Assembly of the exhaust pipe bellows
NOTE
Component damage due to horizontal installation
Therefore:
S Install the exhaust pipe bellows as vertically as possible and support the continuing exhaust pipe secu
rely.
S Pay attention to the direction of flow of the exhaust gas through the exhaust pipe bellow.
(1) Counter flange of the rest of the

exhaust pipe
(2) Flange of the bellows X
Determine dimension "S":
Dimension "S" is the sum of tensile prestress "X"
and dimension "H" of the bellows.
H
1. Insert three threaded rods (1) between the bel

lows flanges and preload the bellows by the
specified dimension of "S" using nuts (2).
2. Align the exhaust gas system in the engine
room
3. Bolt the exhaust gas system to the fixtures in
the engine room and to the bellows S
4. Remove the threaded rods
171
172
Torques for threaded connections
34 Tightening torques for bolted connections as per factory norm M 3059
Bolts/nuts with hexagon head‐ or hexagon socket, head without collar or flange
Thread size Strength classifications / tightening torque in Nm

x pitch
at 8.8 / 8 at 10.9 / 10 at 12.9 / 12
M4 2.5 4.0 4.5
M5 5.0 7.5 9.0
M6 9.0 13.0 15.0
M7 14.0 20.0 25.0
M8 22.0 30.0 35.0
M8x1 23.0 35.0 40.0
M10 45.0 65.0 75.0
M10x1.25 45.0 65.0 75.0
M10x1 50.0 70.0 85.0
M12 75.0 105.0 125.0
M12x1.5 75.0 110.0 130.0
M12x1.25 80.0 115.0 135.0
M14 115.0 170.0 200.0
M14x1.5 125.0 185.0 215.0
M16 180.0 260.0 310.0
M16x1.5 190.0 280.0 330.0
M18 260.0 370.0 430.0
M18x2 270.0 290.0 450.0
M18x1.5 290.0 410.0 480.0
M20 360.0 520.0 600.0
M20x2 380.0 540.0 630.0
M20x1.5 400.0 570.0 670.0
M22 490.0 700.0 820.0
M22x2 510.0 730.0 860.0
M22x1.5 540.0 770.0 900.0
M24 620.0 890.0 1040.0
M24x2 680.0 960.0 1130.0
M24x1.5 740.0 1030.0 1220.0
173
Torques for threaded connections
174
Assembly drawings
35 Assembly drawings
35.1 E-box
346-348
382-383
E-box assembly
S Secure the E-box vertically on a side wall in the engine room
S M8 mounting bolts
S E-box weight: 8 kg
Free space of 200 mm must be left around the E-box for the connectors.
175
Assembly drawings
35.2 Throttle lever control system
420.3
501
701
800.3
176
Assembly drawings
35.3 Display MMDS-CLC 6.5
177
Assembly drawings
35.4 Display MMDS-CLC 8.8
178
Assembly drawings
35.5 Engine Operation Panel EOP
35.6 Engine Operation Panel EOP D
179
Assembly drawings
35.7 Emergency unit
(1) Console cut-out

(2) Panel outside edge
180
Assembly drawings
35.8 Override button

Dashboard
3.2-3.4
24.1-24.5
49
48
22.3-22.7
40 10 10
57 30
181
Assembly drawings
182
Preparations for commissioning

Only to be performed by authorised personnel,
also see page 185.
Preparations for engine commissioning
183
184
Important notes on commissioning
36 Important notes on commissioning

Correct commissioning in the first instance is of key importance for the operational safety and reli
ability of the engines. If commissioning is performed incorrectly, engine damage will be the inevit
able consequence.
The procedure comprises several steps:
S Thorough inspection of the installation
S Filling of the engine with engine oil, marking the oil dipstick
S Filling the engine with coolant, bleeding the cooling system
S Starting the engine
S Performing a test drive, including measuring and recording important data
Performing initial commissioning requires specific know-how on the part of the personnel as well
as specific equipment.
Initial commissioning may therefore only be performed by persons or workshops authorised and certified by
MAN Nuremberg (Marine Engines department).
NOTE
Incorrectly performed initial commissioning results in operating faults which lead to the engine
becoming a total write-off.
Therefore:
S Commissioning is to be performed solely by personnel authorised by MAN Nuremberg (Marine Engi
nes department).
185
Important notes on commissioning
186
Lube oil system
37 Lube oil system
37.1 Oil quality

The engines are only allowed to be operated with high-performance diesel engine oil to
Works Standard M3277.
NOTE
No liability for material damage if non-approved fuels, lubricants and fluids are used!
If non-approved fuels, lubricants and fluids are used, MAN accepts no liability for material damage.
Therefore:
S Only use approved fuels, lubricants and fluids (see publication “Fluids, Lubricants and Coolants for
MAN Industrial and Marine Diesel Engines"). A current list of approved products can be found online
at: www.asp.mantruckandbus.com
37.2 Determining the engine oil fill quantity
NOTE
Component damage due to overfilling
Engine damage can occur if the max. permissible oil fill quantity is exceeded.
Therefore:
S Determine the fill quantity of the oil pan mounted on the engine. For oil pan oil fill quantity, see follow
ing table or label on a valve cover.
Oil quantities in the oil pan

Engine model MAN‐part number Minimum Maximum
for oil pan Litres Litres
D2868 LE4.. (V8) 50.05801-0002 50 60
D2862 LE4.. (V12) 50.05801-0003 70 90
187
Lube oil system
37.3 Filling the engine with engine oil
NOTE
Engine damage due to dirt in the engine oil.
Therefore:
S Ensure absolute cleanliness when filling with engine oil.
ENVIRONMENTAL NOTE
Do not spill engine oil during filling. Do not allow engine oil to leak into the ground or into watercourses.
The engines can be equipped with marked or non-marked oil dipsticks, depending on the installation situ
ation.
If the oil dipsticks are not marked ex factory, they must be marked when the engine is first filled with engine
oil, see page 189.
37.3.1 Marked oil dipstick
Prepare the prescribed maximum fill quantity for

the oil pan mounted on the engine in a canister.
1. Slowly pour in the entire oil quantity through the
filler neck (2). Wait approximately 20 minutes
until the (cold) engine oil has collected in the oil
pan.
2. Pull out the oil dipstick (1) and check the oil
level.
The oil level must be between the two notches on
the dipstick.
3. Crank the engine with the starter until the oil
pressure is increased without letting the engine
start, see page 191 "Ensuring the lube oil sup
ply".
4. Start the engine and leave it running at low revs
for a few minutes. Stop the engine.
As the oil filter and oil lines fill with oil whilst the
engine is running, the oil must then be topped up
with the missing quantity.
5. Top up the difference up to the MAX mark on
the oil dipstick.
MAX
MIN
188
Lube oil system
37.3.2 Oil dipstick not marked
NOTE
Incorrectly marked oil dipsticks lead to an incorrect oil fill and can make the engine a total
write-off.
Therefore:
S The oil dipsticks are to be marked solely by personnel authorised by MAN Nuremberg Marine Engines
department.
Prepare the prescribed minimum fill quantity for

the oil pan mounted on the engine in a canister.
1. Slowly pour in the minimum oil quantity through
the filler neck (2). Wait approximately half an
hour until the (cold) engine oil has collected in
the oil pan.
2. Pull out the oil dipstick (1) and mark the visible
minimum oil level (MIN) on it.
3. Then top up the difference up to the highest
permissible oil pan quantity, wait approx. half
an hour and mark the visible max. oil level
(MAX) on the oil dipstick.
4. Crank the engine with the starter until the oil
pressure is increased without letting the engine
start, see page 191 "Ensuring the lube oil sup
ply".
5. Start the engine and leave it running at low revs
for a few minutes. Stop the engine.
As the oil filter and oil lines fill with oil whilst the
engine is running, the oil must then be topped up
with the missing quantity.
5. Top up the difference up to the MAX mark on
the oil dipstick. MAX
MIN
189
Lube oil system
37.3.3 Electrical oil change pump for engine and gear oil
An electrical oil change pump (2) for filling and

pumping out the engine and gear oil is available as
an option.
Fill the engine with oil
Prepare the required engine oil fill quantity in a
canister.
1. Screw off the cap (1).
2. Connect the hose coupling (3) at the connec
tion (1).
3. Switch on the oil change pump (2) using the
“OIL IN" button and fill the engine.
Fill the gearbox with oil

Prepare the required gear oil fill quantity in a canis
ter.
1. Screw off the cap (1).
2. Connect the hose coupling (3) at the connec
tion (1).
3. Switch on the oil change pump (2) using the
“OIL IN" button and fill the gearbox.
190
Lube oil system
37.3.4 Checking the engine oil level
After filling, start the engine and leave it idling for a

few minutes. Check the oil level after around
5 minutes.
1. Pull out the oil dipstick.
2. Wipe off the oil dipstick with a clean, lint-free
cloth.
3. Re-insert the oil dipstick up to the stop.
4. Pull out the oil dipstick again and check the oil MAX
level.
MIN
As the oil filter and oil lines fill whilst the engine is
running, the oil must then be topped up with the
missing quantity. Determine and note down the
entire oil quantity.
5. Re-insert the oil dipstick up to the stop.
37.4 Ensuring the lube oil supply

Before starting a new or overhauled engine for the first time, ensure that the oil pressure increases. To this
end, crank the engine until the oil pressure increases without letting the engine start.
This test requires the MAN‐cats II diagnostic system. Use the MAN‐cats II diagnostic system to perform a
compression test. During this test, a helper monitors the display device in the control stand. The colour dis
play MMDS-CLC 6.5 shows the oil pressure on instrument page 1, see page 129.
191
Lube oil system
192
Cooling system
38 Cooling system
The engine cooling system must be filled with a mixture of potable tap water and antifreeze based on ethyl
ene glycol or corrosion inhibitor.
For coolant preparation, see the publication "Fuels, Lubricants and Fluids for MAN industrial and marine
diesel engines".
ENVIRONMENTAL NOTE
Do not spill coolant during filling. Do not allow coolant to leak into the ground or into watercourses.
38.1 Filling and ventilation of the cooling system
During filling, the cooling system must be bled

through the bleed screws (1) at the liquid-cooled
exhaust turbochargers and at the exhaust
manifold (2).
38.1.1 Engine installed inclined towards flywheel side
The bleed screws (1) and (2) are below the coolant
level in the expansion tank (4).
1. Undo the bleed screws (1) and (2).
2. Slowly pour in coolant at the filler neck on the
expansion tank (3) until coolant emerges from
the bleed screws without bubbles.
3. Screw in the bleed screws (1) and (2) one after
the other, then screw in the cap (3) up to the
stop, but do not tighten it.
Overtightened caps can not be opened again.
4. Leave the engine running at 1200 rpm for
around 15 minutes.
5. Stop the engine.
Continue with Step 13, see page 194.
193
Cooling system
38.1.2 Engine installed horizontally
The bleed screws (1) and (2) are above the

coolant level in the expansion tank (4).
In this case, complete filling and bleeding of the
cooling system is only possible if the cooling sys
tem is filled via the drain/filler valve (5) on the side
of the crankcase.
This is done with the help of a pump (6):
1. Undo the bleed screws (1) and (2).
2. Open the cap on the filler neck (3).
3. Connect the filler hose from the pump (6) at the
drain‐/filler valve (5).
4. Switch on the pump and fill the cooling system
until coolant emerges at the filler neck (3).
Switch off the pump.
5. Screw in the cap (3) up to the stop, but do not
tighten it.
Overtightened caps can not be opened again.
6. Switch the pump back on until coolant emerges
at the bleed screw (1) without bubbles.
7. Switch off the pump and tighten the bleed
screws (1).
8. Switch the pump back on until coolant emerges
at the bleed screw (2) without bubbles.
9. Switch off the pump and tighten the bleed
screws (2).
10.Screw off the pump filler hose and then screw
on and tighten the cap at the
drain‐ / filler valve (5).
11.Leave the engine running at 1200 rpm for
around 15 minutes.
12.Stop the engine.
13.The coolant level at the expansion tank sight
glass (7) must be in the middle of the sight
glass.
14.Before the next commissioning (with the engine
cold), check the coolant level and top up as ne
cessary. To top up, carefully undo the cap (8) -
bleed the pressure - then open it carefully and
top up the coolant.
The turbochargers must not be vented while the
cooling system is being topped up.
Keep repeating this procedure until it is not pos
sible to top up the coolant any more.
194
Cooling system
38.2 Seawater pump

The seawater pump is an impeller pump. It must be filled with water before the engine is started.
38.3 Opening the cooling system with the engine at operating temperature
If the cooling system is opened with the engine hot

from operation, this will cause a loss of pressure in
the cooling system.
As a consequence, the engine monitoring system
MMDS can trip the alarm “pressure in the expan
sion tank" if the engine is then operated. This
alarm leads to a reduction in engine power.
In order to enable operation of the warm engine
after the cap is open without an alarm, there must
be an upstream pressure of 0.7 bar in the cooling
system.
To achieve this, a pressure valve À is mounted on
the expansion tank to enable connection of a com
mercially available air pump, which must be used
to increase the system pressure to 0.7 bar.
195
Cooling system
196
Starting and stopping the engine
39 Starting and stopping the engine
39.1 Preparations for starting the engine
39.1.1 Checking the lube oil and coolant fills
NOTE
Engine damage due to missing fuels, lubricants and fluids
Before starting the engine, ensure that:
S Lube oil is added, see page 187
S Coolant has been added, see page 193
S The seawater pump has been filled with water
39.1.2 Filling with diesel fuel

For fuel specifications, see the publication "Fuels, Lubricants and Fluids for MAN Industrial and Marine
Diesel Engines".
DANGER
Fire hazard due to diesel fuel
Diesel fuel is highly inflammable.
Therefore:
S Do not smoke within the danger zone when refuelling.
No naked flames or sources of ignition are permitted.
S Only refuel when the engine is stopped.
S Ensure cleanliness.
S Do not spill any diesel fuel.
ENVIRONMENTAL NOTE
Do not spill any diesel during filling. Do not allow diesel fuel to leak into the ground or into watercourses.
39.1.3 Bleeding the fuel system
Open the shut−off valves between the engine and

the tank.
S Screw on the hand pump primer (1)
S Actuate the hand pump primer (1) until you
hear the overflow valve open
S Screw the hand pump primer (1) back in and
tighten it
197
Starting and stopping the engine
39.2 Starting the engine

There are two alternatives for starting and stopping the engine:
1. An ignition lock
2. A button (without ignition lock)
In this case, the ignition is switched on and off via the surge relay (K9) using a button‐. The engine is
likewise started using a button (engine start‐button).
The engine can be started and stopped in the en

gine room. The ignition must be activated from the
control stand beforehand.
(1) Button for switching the ignition on and off
(2) Button for increasing the engine speed
(3) Button for reducing the engine speed
(4) Button for starting the engine
(5) Emergency stop button
(6) Observation window
(indication of EDC faults, SFFR faults and
MMDS alarms)
39.3 Stopping the engine
Stopping with ignition lock Stopping with button (ignition on/off)

1. Move the ignition lock to position 0: 1. Press the ignition button once:
the engine stops the engine stops
2. Wait a few seconds (after-run test) 2. Wait a few seconds (after-run test)
3. Battery master switch to "off" 3. Battery master switch to "off"
NOTE
Non-compliance with the stopping procedure leads to fault entries in the fault memory
(EDC / SFFR / MMDS) and can lead to a reduction in the engine speed.
Therefore:
S Switching off the EDC‐engine control voltage supply with the battery master switch is not permissible
when the ignition is switched on.
198
Technical data
Technical data
Technical data
199
Technical data
Technical data
200
Technical data - light duty
Power- and combustion data

D2868 D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862
LE423 LE426 LE433 LE436 LE443 LE446 LE423 LE426 LE453 LE456 LE433 LE436 LE476
V8-1000 V8-1000 V8-1200 V8-1200 V12-1400 V12-1400 V12-1550 V12-1550 V12-1650 V12-1650 V12-1800 V12-1800 V12-1900
Exhaust status IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2
EPA Tier 3 EPA Tier 3 EPA Tier 3 EPA Tier 3 EPA Tier 3 EPA Tier 3 EPA Tier 3
Rated power kW 735 735 882 882 1029 1029 1140 1140 1213 1213 1324 1324 1397
hp 1000 1000 1200 1200 1400 1400 1550 1550 1650 1650 1800 1800 1900
Rated speed rpm 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300
Max. torque Nm 3350 3340 4010 4010 4670 4680 5140 5180 5520 5510 6020 6010 6220
at engine speed rpm 1300- 1300- 1200- 1200- 1200- 1200- 1300- 1200- 1200- 1200- 1200- 1200- 1200-
2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100
Fuel consumption g/ 223 227 220 229 217 218 218 220 218 223 215 223 224
at max. power kWh
Average weight kg 1780 1780 1875 1875 2270 2270 2270 2270 2365 2365 2365 2365 2365
Ventilation system
D2868 D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862
V8-1000 V8-1000 V8-1200 V8-1200 V12-1400 V12-1400 V12-1550 V12-1550 V12-1650 V12-1650 V12-1800 V12-1800 V12-1900
Combustion air m3 / h 2870 2910 3800 3820 4470 4255 4550 4340 5260 5210 5300 5360 5470
Low pressure downstream mbar 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60

of air filter
Filter clean / contaminated
Waste heat due to radi kW 31 31 33 33 37 37 37 37 39 39 40 40 41

ation, convection
201
Exhaust gas system
D2868 D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862
V8-1000 V8-1000 V8-1200 V8-1200 V12-1400 V12-1400 V12-1550 V12-1550 V12-1650 V12-1650 V12-1800 V12-1800 V12-1900
Exhaust volume flow rate m3 / h 8250 7960 9450 9600 11600 11020 12200 12400 13070 12900 13620 13600 15850
Exhaust gas temperature _C 565 535 475 475 520 500 558 550 460 470 490 490 590
downstream of turbochar
ger
Exhaust back pressure mbar 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80

min. / max.
202
Fuel system
D2868 D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862
V8-1000 V8-1000 V8-1200 V8-1200 V12-1400 V12-1400 V12-1550 V12-1550 V12-1650 V12-1650 V12-1800 V12-1800 V12-1900
Fuel delivery volume l/h 700 700 700 700 700 700 700 700 700 700 700 700 700
Fuel supply low pressure bar 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25
(new filter cartridge)
Fuel supply low pressure bar 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35
(filter cartridge contamin
ated)
Fuel supply overpressure bar 0 0 0 0 0 0 0 0 0 0 0 0 0
Fuel distributor bar t1 t1 t1 t1 t1 t1 t1 t1 t1 t1 t1 t1 t1

fuel return pressure
Zero-feed throttle bar t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2
Threaded connector M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
fuel supply connection
Threaded connector M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
fuel return connection
203
Cooling system
D2868 D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862 D2862
V8-1000 V8-1000 V8-1200 V8-1200 V12-1400 V12-1400 V12-1550 V12-1550 V12-1650 V12-1650 V12-1800 V12-1800 V12-1900
Seawater pump delivery l / min 610 605 750 750 800

quantity
Pressure downstream of bar -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3
seawater inlet with ship sta to to to to to to to to to to to to to
tionary and rated rpm 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3
Pressure downstream of bar -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05
seawater inlet at max. ship to to to to to to to to to to to to to
speed 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3
204
Technical data - medium duty
D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

LE422 LE425 LE422 LE425 LE432 LE435 LE463 LE466
Exhaust status IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2
EPA Tier 3 EPA Tier 3 EPA Tier 3 EPA Tier 3
Rated power kW 588 588 749 749 882 882 1029 1029
hp 800 800 1019 1019 1200 1200 1400 1400
Rated speed rpm 2100 2100 2100 2100 2100 2100 2100 2100
Torque Nm 2950 2980 3780 3770 4450 4450 5120 5180
at engine speed rpm 1300-1900 1400-1900 1300-1900 1100-1900 1300-1900 1400-1900 1300-1900 1300-1900
Fuel consumption g / kWh 212 223 207 215 211 208 210 209
at max. power
Average weight kg 1800 1800 2270 2270 2270 2270 2270 2270
Ventilation system
D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Combustion air m3 / h 2460 2490 3840 3200 3950 3440 4110 3910
Low pressure downstream mbar 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60
of air filter
205
Exhaust gas system
D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Exhaust volume flow rate m3 / h 5920 6310 8450 7590 9560 8650 10700 10000
Exhaust gas temperature down _C 425 470 375 435 435 475 510 485
stream of turbocharger
Exhaust back pressure min. / max. mbar 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80
Fuel system
D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Fuel delivery volume l/h 700 700 700 700 700 700 700 700
Fuel supply low pressure bar 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25
Fuel supply low pressure bar 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
(filter cartridge contaminated)
Fuel supply overpressure bar 0 0 0 0 0 0 0 0

Fuel distributor bar t1 t1 t1 t1 t1 t1 t1 t1
Zero-feed throttle bar t0.2 t0.2 t0.2 t0.2 t0.2 t0.2 t0.2 t0.2
Threaded connector M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
Threaded connector M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
206
Cooling system
D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Seawater pump delivery quantity l / min 580 725 725 725

Max. low pressure downstream of bar -0.3 to 0.3 -0.3 to 0.3 -0.3 to 0.3 -0.3 to 0.3 -0.3 to 0.3 -0.3 to 0.3 -0.3 to 0.3 -0.3 to 0.3
seawater inlet with ship stationary
and rated rpm
Max. low pressure downstream of bar -0.05 to 0.3 -0.05 to 0.3 -0.05 to 0.3 -0.05 to 0.3 -0.05 to 0.3 -0.05 to 0.3 -0.05 to 0.3 -0.05 to 0.3
seawater inlet at max. ship speed
207
208
Technical data - heavy duty
D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

LE421 LE424 LE431 LE421 LE424 LE431 LE434 LE444 LE441
Exhaust status IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2
EPA Tier 3 EPA Tier 3 EPA Tier 3 EPA Tier 3
Rated power kW 441 441 500 662 662 551 551 735 735
hp 600 600 680 900 900 749 749 1000 1000
Rated speed rpm 1800 1800 1800 1800 1800 1800 1800 1800 1800
Torque Nm 2630 2630 2985 3955 3950 3305 3305 4380 4380
at engine speed rpm 1100-1600 1100-1600 1100-1600 1100-1600 1100-1600 1000-1600 1000-1600 1100-1600 1100-1600
Fuel consumption g / kWh 206 220 206 198 203 198 204 212 200
at max. power
Average weight kg 1800 1800 1800 2270 2270 2270 2270 2270 2270
Ventilation system
D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Combustion air m3 / h 2100 2145 2070 2825 2910 2600 2700 2960 2900
Low pressure downstream mbar 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60
of air filter
Waste heat due to radiation, convection kW 29 29 29 35 35 35 35 35 35
209
Exhaust gas system
D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Exhaust volume flow rate m3 / h 4930 4960 4630 6100 6260 5800 5480 7120 6580
Exhaust gas temperature down _C 380 385 395 355 370 330 335 440 402
stream of turbocharger
Exhaust back pressure min. / max. mbar 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80 20 / 80
Fuel system
D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Fuel delivery volume l/h 700 700 700 700 700 700 700 700 700
Fuel supply low pressure bar 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25 0-0.25
Fuel supply low pressure bar 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35
(filter cartridge contaminated)
Fuel supply overpressure bar 0 0 0 0 0 0 0 0 0

Fuel distributor bar t1 t1 t1 t1 t1 t1 t1 t1 t1
Zero-feed throttle bar t0.2 t0.2 t0.2 t0.2 t0.2 t0.2 t0.2 t0.2 t0.2
Threaded connector M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
Threaded connector M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
210
Cooling system
D2868 D2868 D2868 D2862 D2862 D2862 D2862 D2862 D2862

Seawater pump delivery quantity l / min 580 725 725

Max. low pressure downstream of bar -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3 -0,3 to 0,3
seawater inlet with ship stationary
and rated rpm
Max. low pressure downstream of bar -0,05 to -0,05 to -0,05 to -0,05 to -0,05 to -0,05 to -0,05 to -0,05 to -0,05 to
seawater inlet at max. ship speed 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3
211
212
Appendix
Appendix
Wiring diagrams
213
Appendix
Explanations for System overview - CAN bus system

1 Terminating resistor 51.25435-0174
2 T-piece 51.25433-0023
3 Adapterpiece 51.25411-6014
4 VDO CANMaster tachometer with display for 51.27102-7003
engine parameters
5 VDO CANSlave display e.g. engine oil pressure,
engine oil temp., coolant temp., exhaust gas
temp., ...
6 Connectors to other CAN slave displays, like
engine oil temp., coolant temp., exhaust temp.,
etc.
7 Throttle lever for control stand 1 51.11605-6055
8 Throttle lever for control stand 2 51.11605-6055
9 Throttle lever line 51.25449-0052 (10 m); 51.25449-0053 (15 m)
51.25449-0054 (20 m); 51.25449-0055 (30 m);
10 E-Box
11 Connecting line to override button (X16) 51.25449-0047 (15m); 51.25449-0048 (20m);
51.25449-0058 (30m);
12 Connection for external throttle lever control (X9)
13 Cross communication MMDS (X5) 51.25449-6040 (2 m); 51.25449-6028 (5 m);
51.25449-6027 (10 m);
14 Cross communication MPC - CAN-bus (X13) 51.25449-0056 (2 m); 51.25449-0057 (5 m);
51.25449-0057 (10 m); 51.25449-0057 (15 m);
15 Gearbox controller line, trolling (X8)
16 Diagnosis connection MAN-Cats, diagnosis
software MMDS, reprogramming EDC7 (X10)
17 Start Stop Panel (EOP) 51.27720-7042
18 Ground connection
19 Shipyard connector with cable (X4)
20 Engine wiring harness (X1)
21 Remote control
22 Connecting line to remote control of
CLC display
23 Display CLC 6.5
24 Connecting cable with 7 open wires to connect No part number, fixed connection
power supply, horn, summary alarm, horn (2 m)
25 CAN connecting line (X6) 51.25411-0025 (2 m); 51.25411-0026 (10 m);
51.25411-0015 (15 m) 51.25411-0016 (20 m);
51.25411-0027 (25 m);
26 Emergency unit 51.27720-7035
27 Start Stop Panel - (EOPD) 51.27720-7043
28 Verbindungsleitung 51.25449-0022 (3 m); 51.25449-0050 (15 m);
51.25449-0051 (20 m); 51.25449-0061 (25 m);
51.25449-0062 (30 m); 51.25449-0063 (40 m);
Wiring diagrams
214
System overview - CAN bus system
27
1 2 3 4
17
28
7
5 6
8
10 9 9
X16
11
20 X1
21 X9 9
12
25
22 28
X5
13
19 X4 X15
X13
14
23
X14
18 X6
26
X7 X10 X8
16 15
24
25
8255
215
System overview - CAN bus system
216
Wiring diagram of basic components
Port engine Starboard engine
Starter Starter
motor Batteries motor Batteries
for starter for starter
motor motor
1st. Alternator 1st. Alternator
Batteries Batteries
2nd. Alternator for additional 2nd. Alternator for additional
(optional) onboard (optional) onboard
consumers consumers
E-Box Engine‐ and gearbox brackets E-Box Engine‐ and gearbox brackets
Vessel potential
217
Wiring diagram of basic components
218
Index
40 Index
40.1 Abbreviations
A . . . . . . . . . Ampere MAX . . . . . . Maximum

Ah . . . . . . . . Ampere hours mbar . . . . . Millibar
bar . . . . . . . Unit of pressure (1 bar = 105 N/m2) MMDS . . . . MAN Monitoring and Diagnostic Sys
tem
C . . . . . . . . . Celsius
min . . . . . . . Minutes
CAN . . . . . . Network for control units, in-vehicle
data bus system (Controller Area Net MIN . . . . . . Minimal
work)
mm . . . . . . . Millimetre
cm3 . . . . . . Cubic centimetres (cc)
mW . . . . . . . Milliohm (resistance)
E-box . . . . . Electronic box (terminal box)
MPC . . . . . . Marine Power Control
EDC . . . . . . Electronic Diesel Control
NC . . . . . . . Normally Closed (relay circuit)
EOP . . . . . . Engine Operation Panel
NO . . . . . . . Normally Open (relay circuit)
EPA . . . . . . US emissions standard (Environ
Nm . . . . . . . Newton metre
mental Protection Agency)
OT . . . . . . . Top dead centre (TDC)
etc. . . . . . . . Etcetera (and so on)
W . . . . . . . . Ohm (resistance)
Fa. . . . . . . . Company
perm. . . . . . permissible
FMI . . . . . . . Fault Mode Identification
Poti . . . . . . . Potentiometer
ggf. . . . . . . . if required / if necessary
PWG . . . . . PedalWertGeber (pedal travel sensor)
GND . . . . . . Ground
SFFR . . . . . SchiffsFahrzeugFührungsRechner
h . . . . . . . . . Hour
(ship management computer)
IP . . . . . . . . Ingress Protection (protection
SPN . . . . . . Suspect Parameter Number
classes)
UBat ....... Battery voltage
K . . . . . . . . . Kelvin
UDS . . . . . . Unified Diagnostic Services
kg . . . . . . . . Kilogram
UT . . . . . . . Bottom dead centre (BDC)
Kl. . . . . . . . . Terminal (tl.)
V . . . . . . . . . Volt
kW . . . . . . . Kilowatt
VDC . . . . . . Volts Direct Current
LCD . . . . . . Liquid Crystal Display
W . . . . . . . . Watt
LED . . . . . . Light Emitting Diode
X . . . . . . . . . Connector designation
l . . . . . . . . . . Litres
e.g. . . . . . . . for example
LLR . . . . . . LeerLaufRegler (idling controller)
> . . . . . . . . . Greater than
m . . . . . . . . Metre
< . . . . . . . . . Less than
. . . . . . . . . See
1/min . . . . . Revolutions per minute (rpm)
 . . . . . . . . Ohm
Index
219
Index
40.2 Technical lexicon
CAN, developed by Bosch in the early

1980s, specially developed for fast serial data in
terchange between electronic control units in motor
vehicles. With a CAN, each message to be trans
mitted is clearly identified by a message code.
In contrast to subscriber addressing, it is the mes
sage itself rather than the control unit that is ad
dressed. As a consequence, a message is basic
ally available for receipt by every CAN bus
subscriber. The transfer of a message depends
solely on the decision of the control units. It is
therefore possible for a message from one, several
or all control units to be transferred for further pro
cessing.
CR, common rail. Whereas conventional diesel

models with direct injection build up the fuel pres
sure from scratch for each injection, the common-
rail system builds it up regardless of the injection
sequence so that it is permanently available in the
fuel line. Pressurisation and injection are two sep
arate processes. This technology allows injection
on demand, which has a favourable effect on fuel
consumption and exhaust emissions.
EDC, Electronic Diesel Control. This system has a

positive effect on fuel consumption, economy,
emissions and noise.
MFR, engine management computer, processes

the engine's electronic signals.
Index
220
Index
40.3 Index
A C
Air filter, Low pressure downstream of air filter, 50 Cabin heater, 97
Air intake system Combustion air, 50 Connections, 98
Aligning the drive line, 159 Diagram, 97
Assembly, 139 - 163, 183 - 207, 199 - 223 Thermal output, 98
Assembly drawings Charge check lamp, 126
Display MMDS-CLC 6.5, 177 Cleanliness
Display MMDS-CLC 8.8, 178 Dust protection, 154
E-box, 175 Moisture protection, 154
Emergency unit, 180 Colour display MMDS-CLC, Wiring, 131
Engine Operation Panel - EOP, 179 Colour display MMDS-CLC 6.5
Engine Operation Panel - EOP D, 179 Displays, 128
Override button, 181 Visualisation, 129
Throttle lever control system, 176 Colour display MMDS-CLC 8.8, Displays, 130
Commissioning
Fill coolant, 193
Filling with engine oil, 187
Important notes, 185
Lube oil system, 187
Controllable pitch propeller, Relative load adjust
ment, 96
Coolant, 80
Cooling system
Choice of materials, 70
Diagram, 65
pressurised system, 79
Sea valve, 67
Seawater filter, 67
Seawater inlet, 66, 68
Seawater outlet, 68
Seawater pipes, 67
Crane transport
Engine with gearbox, 153
Engine without gearbox, 152
Crankshaft axial clearance, Checking, 156
D
Display systems and instruments, System over
view, 127
Index
221
Index
E Exhaust system, Dry, Calculation, 55

Electronic box Explanation of symbols, 12
Connectors, 106
Earthing, 107 F
Installation, 105 Filling with fuel, 197
Wiring - system overview, 107 Fixed pitch propeller
Yard connector, 121 Adjustment, 89
Emergency stop, 125 Maximum speeds, 90
Emergency unit, 119 Flywheel, 41
Installation, 119 Foreword, 9
Wiring, 120 Fuel lines, Assembly, 167
Engine foundation, 27 Fuel pre-filter, 86
Engine oil Fuel system
Checking the engine oil level, 191 Diagram, 85
Determining the fill quantity, 187 Fuel lines, 88
Filling, 188 Permissible pressures, 88
Oil quality, 187 Fuel system, Bleeding, 197
Engine Operation Panel, 133
G
EOP, 133
Gearbox, flange-mounting, 155
EOP D, 135
Gearbox flange mounted
EOP, installation, 134
Coupling, 37
EOP, Wiring, 133
Flywheel, 37
Engine Operation Panel D, Wiring, 135
Torsional-vibration analysis, 36
Engine room
Generator, 103
Air ducting, 48
Air requirement, 46 H
Engine accessibility, 22 Hull cooling, 71
Engine removal, 22 Connections on the engine, 73
Fans, 47 Diagram, 72
Temperature, 45 Expansion tanks, 75
Ventilation, 45 Thermodynamic configuration, 81
Engine weight, 28 Volumes, 75
Environmental protection, 150 Hydraulic pumps, 100
Exhaust back pressure
Max. perm., 63 I
Measurement, 63 Inclination max. perm., , 29
Exhaust gas system Installation drawing, 10, 20
Basic design concept, 53 Intake system, Charging diagram, 49
Structure, 58 Intended use, 15
Exhaust pipe bellows, 169
Tensile prestress, 170, 171 J
Exhaust system Jet drive, 90
Design, 55
Exhaust outlet on engine, 58
sea water injection, 60
Securing, 59
Underwater outlet, 61
Index
222
Index
M Technical data
MAN Monitoring and Diagnostic System (MMDS), Heavy duty, 209
128 Light duty, 201
Modifications and conversions, 15 Medium duty, 205
O
Connecting cable, 111
Oil pressure, Checking the pressure increase, 191
Control, 114
Operating ranges, 94
External throttle lever control system, 113
Operator's responsibility, 141
Internal throttle lever control system, 109
Override button, Connecting, 137
Termination resistors, 111
Override system, Function, 137
Torsional-vibration analysis, 40
P
V
Personal protective equipment, 143
V-Drive, 39, 40
Personnel, Requirements, 142
Vessel potential, 217
Planning, Engine and gearbox installation, 13 - 37
Power take-off, 99 W
Propeller, Load indication, 92 Warning device, acoustic, 126
Propeller shafts What to do in the event of danger, 148
General, 43
Installation, 165
Propeller system, 89
Controllable pitch propeller, 95
Fixed pitch propeller, 89
R
Replacement parts, 11
Resilient engine mounts
Description, 31
height adjustment, 160
Installation, 157
Resilient mounts
Engine and gearbox mounts, 32
Flange-mounted V gearbox, 33
S
Safety equipment, 16, 147
Seawater pump
Delivery quantities, light duty, 204
Delivery quantities, medium duty, 207, 211
Delivery rates, 68
Signs and notices, 16, 149
Specific dangers, 144
Start interlock, 116
Start/stop device, 124
Starting and stopping the engine, 197
Index
223
Index
Index
224

Installation Instruction V8 and V12

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Installation Instruction V8 and V12

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Installation Instructions

Emission related Installation Instructions

MAN Marine Diesel Engines

51.99496-8180 “Translation of the original instructions”

Subject to technical alterations in the interests of further development.

Technical standing: 02.2016

2 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

3 Planning of engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

4 Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

7 Engine and flange-mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

8 Transmission of power by propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Engine and gearbox installation planning

9 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

10 Combustion air system and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

13 Ship-side cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Engine and gearbox installation planning

17 Power take-off for driving a hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

18 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

19 Electronic box (E-box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

20 Throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

21 Emergency unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

22 Yard-side wiring connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

23 Display systems and instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

24 Engine Operation Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

25 Override system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

Engine and gearbox installation planning

26 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

27 Crane transport of a drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

28 Mounting the gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

29 Installing the resilient engine and gearbox mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

30 Aligning drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

31 Installing propeller shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

32 Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

33 Installation of exhaust pipe bellows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

Engine and gearbox installation planning

35 Assembly drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175

36 Important notes on commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

37 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

38 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193

39 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

Engine and gearbox installation planning

Engine and gearbox installation planning

1.1 Information about the installation instructions

1.2 Notes on using the installation instructions

Engine and gearbox installation planning

1.3 Notes on EPA Regulations

Emission control information label

1.4 Supplementary documents

1.5 Fitting a new engine for a ship

1.6 Installation acceptance tests

Engine and gearbox installation planning

1.7 Limitation of liability

1.8 Copyright protection

1.9 Replacement parts

Engine and gearbox installation planning

1.10 Explanation of symbols

Tips and recommendations

Engine and gearbox installation planning

Engine and gearbox installation planning

Engine and gearbox installation planning

2 General safety instructions

2.1 Intended use

2.2 Engine modifications and conversions

Engine and gearbox installation planning

S Removable deck or hatch for lifting out the en