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Service Letter Summary of MAN Service Letter 16/24
Dear Valuable customers,
■ Document No.
STXE-TI2019-013 MAN Energy Solution has issued many Service Letters since these were
introduced in 1968.
■ Date
01st July. 2019 There are too many letters from MAN. And it is hard for customers to find
letters for their engine type.
■ Product group
4-Stroke So we draw up a list for each type of 4-Stroke Engines.
Diesel Engine
This service letter contains MAN service letters for the engine type 16/24.
■ Product type For more information, please see original MAN service letters.
STX-MAN Diesel Engine
- L16/24

Your faithfully,

Wooseok Choi
Senior manager
Parts sales & service business team

◎ Warranty Service ◎ Part Sales ◎ Service Sales

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SL2008-500/JNN 2008.10
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Additional Inspection of Connecting

In some cases during inspections, a small gap between the connecting rod bolt head and the connecting rod
itself was identified in the assembled condition with fully tightened connecting rod bolts.

SL2009-508/JEM 2009.02

Shaft for Roller at Inlet and Exhaust Valve Guide

From one of our subsuppliers we have been informed that a batch of shafts delivered for the roller guide at our
L16/24 engine type is not produced in accordance with our specification and subsequently does not fulfil our
specification in respect of hardness.

SL2012-559/MIKA 2012.03

Valve Adjustment Procedure

After introduction of the 2008 version for the L16/24 engine we experienced unforeseen valve damage. After
thorough investigation of the parts, the root cause was detected to be faulty adjustment of the valve clearance.
The incorrect valve adjustment effects high stress on the valve bridge guides and, in the worst case, incidents
with breakdown of the engine.

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SL2012-560/SIC 2012.03 & SL13-583/KEL 2014.04

L16/24 Mk. 2 Update Package (2008 version)

Our experience with heavy fuel oil (HFO) on the market has shown a tendency of decreasing ignition properties,
which in general may lead to operational problems, such as sticking valves, especially in connection with low-
load operation, which has led to internal engine and turbocharger damage.

The design updates introduced on the L16/24 engine – called Mk. 2 - have improved engine performance, and
especially the update introduced on the cylinder unit, has reduced the risk of damage to internal engine parts in
the event of a sticking valve.

SL2013-582/KEL 2013.12

Lube Oil Treatment

During the last few years, IMO has required lower NOx emissions for HFO engines. Therefore, the engines have
been readjusted to fulfil these requirements by means of retarding the fuel injection.
The adjustment may cause higher lube oil contamination, and continuous operation of the lube oil separator is
therefore mandatory on the running engine.
Poor lube oil quality may cause increased wear on the crankshaft, camshaft, turbocharger and other vital parts,
and replacement of expensive components may be required/necessary.
Therefore, we ask you kindly to look into the attached guideline for lube oil treatment, which can be used for

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both operation of the separator and design of the engine room.

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SL2015-597/HCL 2015.03

High Exhaust Gas Temperatures and Turbine Cleaning

Service experience from vessels operating on heavy fuel oil, which is the most common fuel on many vessels,
has shown that insufficient cleaning of the turbocharger will eventually result in a decreasing turbocharger
performance.

Fouling of the turbine side of the turbocharger is a common cause for high exhaust gas temperatures.

Service experience shows that proper and timely cleaning of the turbocharger will result in good turbocharger
performance, longer overhaul intervals and fuel consumption according to specified values.

The expected turbine cleaning intervals must be the following when operating on HFO:
“D-D” Dry-cleaning Daily cleaning
“W-W” Wet-cleaning Weekly

Arrangement of dry cleaning of turbocharger - Arrangement of wet cleaning of turbocharger -

turbine turbine

Before cleaning turbine After cleaning turbine

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SL2015-602/NLC 2015.08
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Maintenance and Pressure Test of Lube Oil Cooler

Based on a recent, but single, incident, which happened during a pressure test of a lube oil cooler, causing
personal injury, we must emphasize that any assembly and tightening of lube oil coolers must only be done fully
depressurized, and all threaded bolts must be tightened equally.

Investigation furthermore revealed a second issue related to overstressed threaded bolts and nuts caused by
heavy use of power tools combined with single bolt tightening on a pressurized lube oil cooler.

We recommend that all threaded bolts and nuts should be carefully inspected and exchanged if visual damage
is found or in case of doubt.

SL2015-606/KEL 2015.12

Check of Tightening of Connecting Rod

With the purpose of minimizing this risk of Maintenance Induced Failure, MAN Diesel & Turbo has revised and
updated the procedure for check of tightening of connecting rods.

STX Engine also made technical information number STXE-TI2019-011. Please see it in our web site.

SL2016-623/JFH 2016.07

Cooling Water Treatment and Periodical Test of the Cooling Water

The requirements to freshwater quality, treatment and periodical check of cooling water treated with nitrite
based additives are summarized. Operational issues and damages related to insufficient freshwater
quality/cooling water treatment are presented as well.

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SL2016-628/KEL 2016.10

Fuel Injection Valve Condition

Accelerated wear/damage to nozzle tips are in most cases caused by poor fuel oil quality i.e. fuel contamination
and this will cause poor combustion which in turn will result in poor engine performance and eventually may
result in major damage to the engine.

PCI / 367 2017.01

Turbine Cleaning

It is observed in some rare cases that turbochargers in the field are not adequately cleaned. In order to ensure a
reliable and safe operation of the turbocharger the installation of a wet and dry cleaning device is necessary.

Especially when the engine is operated with HFO, wet and dry cleaning is mandatory.

A high contamination level with deposits will cause an offset to the normal gas-flow parameters. This can cause
on the one hand an increase of the temperature level before turbine or also surging, and on the other hand a
significant increase of unfavorable excitation orders what may advance a severe damage of the turbocharger by
causing fatigue on the turbine rotor vanes.

The cleaning procedure must be carried out in accordance to the engine or turbocharger operating manual,
further it's mandatory to check adjustments of the cleaning system as air / water pressures, pipe connections
and installation.

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Heavily contaminated Inhomogeneous fouling on

Cracks of turbine outlet vane
nozzle ring vane turbine vanes

SL2017-641/JNN 2017.02

Fuel Valve Adjustment

For the engine type L16/24 we have learned that the lifetime of the fuel injection nozzle can be extended
considerably by lowering the opening pressure from 450 bars to 400 bars. Based on our findings, we have
updated our attached description: Data for Pressure and Tolerance 500.35.

If the opening pressure is below 350 bar when checking replace the injection nozzle, spring and pressure bolt.

SL2017-649/JNN 2017.11

Checking and Cleaning of condensate drain trap in charge air drain system

We have recently received feedback from engine operators regarding malfunction of the condensate drain trap
in the charge air drain system. The main cause of the observed malfunction is sludge and dirt accumulating in
the condensate drain trap and hampering its function.

The drain trap are to be dismantled and cleaned every 3 month

SL2017-654/JNN 2017.11

Crankshaft Torsional Vibration Damper

The lifetime of the vibration damper is in the range of 48,000 to 54,000 running hours, after which it must be
replaced.

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SL2018-666/JNN 2018.11

Elongation Measurements of Hydraulically Tightened Bolts

This service letter contains important information regarding introduction of elongation measurement in
connection with hydraulic tightening of bolts.

The elongation measurement is introduced to reduce possible failures in connection with hydraulic tightening of
bolts such as:

• Insufficient hydraulic pressure

• Missing pressure at one or more of the hydraulic jacks due to incorrect fixing of hydraulic snap coupling at the
hose connection

STX Engine also made technical information number STXE-TI2019-011. Please see it in our web site.

SL2018-667/JNN 2018.11

Ridge Wear at Crankpin Journals

This service letter contains important information regarding development of ridge wear at the crankshaft journal
and needed precautions in connection with replacement of connecting rod bearings, in case the ridge not is
addressed this may cause severe engine damage with possible loss of property and life.

Ridge wear will inevitably develop over time at the crank pin journal, the wear pattern is caused by abrasive
impurities that remain in the lube oil, efficient lube oil cleaning is therefore essential to keep the development
of ridge wear as low as possible in trunk engines.

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Additional Information
Valve Bridge fixing clamp (for Tier I Engine)

To avoid serious damages in 16/24 Gensets, the fixing clamp (Plate No. : 50504-01-023) has been designed which
will guide the valve bridge when the valve bridge would have turned. The fixing-clamp is assembled on top of
fuel valve.

After this solution ensures full guidance during operation.

Case with turned valve bridge After installation of fixing clamp

Valve Cap

Valves caps introduced as retrofit solution for all IMO Tier I engines and standard for all IMO Tier II engines.

(Plate No. : 50502-14-632)

Take out the rotor cap and spring, then can mount the valve guide sealing cap.

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Fuel Valve Sleeve

With reference to 16/24 Tier 2 engine, we have found few vessel have fitted with Tier 1 nozzle insert at cylinder
head.

Tier 1 Fuel Valve Sleeve Tier 2 Fuel Valve Sleeve

This service letter will be updated continuously.

If you want to know detail information for your engine type, please contact us with below information.

1. Owner

2. Manger

3. Name of Vessel(Plant)

4. Shipyard (supplier)

5. Hull No.

6. IMO No.

7. Engine Serial No.

8. Running hour

9. Related maintenance and service reference during operation

10. System modification or improvement requirement details

◎ Warranty Service ◎ Part Sales ◎ Service Sales

Telephone : +82 55 280 0595 Telephone : +82 55 280 2041 Telephone : +82 55 280 6578
Telefax : +82 55 280 0579 Telefax : +82 55 280 0212 Telefax : +82 55 280 0212
E-mail : stx-ws@onestx.com E-mail : stx-parts-hq1@onestx.com E-mail : stx-service-hq@onestx.com